Aleron deflection multi-parameter interaction and calibration method and system in airplane structure strength test

Abstract

The invention discloses an aileron deflection multi-parameter interaction and calibration method and system in an aircraft structural strength test, and belongs to the technical field of aircraft structural strength tests. The method comprises the steps that an aileron deflection control system collects and conditions displacement and angle signals; connecting the signal to a coordinated loading control system; displacement-angle calibration is carried out in the aileron deflection control system; displacement calibration and angle calibration between the double systems are carried out respectively; and emergency signal interaction and synchronous triggering are realized. Through inter-system multi-parameter interaction and two-stage calibration, sensor acquisition errors and inter-system acquisition deviations are corrected, high-precision data synchronization and monitoring of an aileron deflection control system and a coordinated loading control system are realized, and through linkage of digital emergency signals, the safety and control precision of a structural strength test are greatly improved.

Description

Technical Field

[0001] This invention relates to the field of aircraft structural strength testing technology, specifically to a method and system for multi-parameter interaction and calibration of aileron deflection in aircraft structural strength testing. Background Technology

[0002] In aircraft aileron structural strength testing, it is typically necessary to first control the aileron to deflect to a target angle before applying loads to the wing surface. This process involves two independent control systems: an aileron deflection control system (responsible for angle control) and a coordinated loading control system (responsible for load application). Currently, these two systems operate independently and lack effective data exchange capabilities.

[0003] To meet the high precision and safety requirements of the experiment, ideally, two systems should be able to synchronously and accurately acquire and monitor multiple parameters such as displacement and angle, and implement linked protection. However, because the two systems acquire data independently, factors such as sensor characteristics, signal conditioning circuits, and the accuracy of the acquisition cards can introduce acquisition errors between the systems, resulting in deviations in the actual values ​​of the same parameter monitored by the two systems. These deviations can range from affecting the accuracy of the experimental data to potentially causing safety hazards due to asynchronous protection actions. Current technology lacks a systematic method to effectively achieve high-precision synchronous acquisition of multiple parameters, error calibration, and safety linkage between two independent control systems. Summary of the Invention

[0004] The purpose of this invention is to overcome the problems of asynchronous parameter acquisition, large errors, and lack of linkage for safety protection caused by the independent operation of the aileron deflection control system and the coordinated loading control system in the prior art. It provides a method and system for aileron deflection multi-parameter interaction and calibration in aircraft structural strength testing that can achieve high-precision multi-parameter interaction between the two systems, systematic calibration, and emergency synchronous triggering.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] In the first aspect, the present invention provides a method for multi-parameter interaction and calibration of aileron deflection in aircraft structural strength testing. Its core concept is to construct a two-level calibration system covering intra-system calibration and inter-system calibration, and to achieve high-precision synchronization and safe linkage of multiple parameters such as displacement, angle, and emergency signals through an interactive channel that mixes analog and digital quantities.

[0007] The specific technology includes the following steps: S1: The aileron deflection control system acquires displacement and angle signals and performs signal conditioning; S2: Connect the conditioned displacement and angle signals to the coordinated loading control system; S3: Perform displacement-angle calibration within the aileron deflection control system to correct the gain and zero position of the displacement sensor; S4: Perform displacement calibration between the aileron deflection control system and the coordinated loading control system to correct the acquisition gain and zero point of the displacement signal by the coordinated loading control system. S5: Perform angle calibration between the aileron deflection control system and the coordinated loading control system to correct the acquisition gain and zero point of the angle signal by the coordinated loading control system. S6: Set protection limits for displacement and angle in the aileron deflection control system and the coordinated loading control system respectively to achieve test safety monitoring; and establish an emergency signal interaction link between the aileron deflection control system and the coordinated loading control system so that when either system triggers an emergency action, the emergency response of the other system can be triggered synchronously through the link.

[0008] Further, in step S1, the displacement signal is acquired by an LVDT displacement sensor, and the angle signal is acquired by an tilt sensor; the aileron deflection control system provides AC excitation for the LVDT displacement sensor and DC voltage excitation for the tilt sensor.

[0009] Furthermore, the signal conditioning in step S1 includes: converting the AC signal output by the LVDT displacement sensor into a DC voltage signal, and isolating and outputting the DC signal output by the tilt sensor.

[0010] Further, step S2 specifically includes: connecting the conditioned DC voltage signal to the analog input channel of the coordinated loading control system; for displacement signals, setting the theoretical gain for acquisition; for angle signals, configuring a virtual input channel and writing a linear calculation formula to convert the voltage signal into an angle value.

[0011] Furthermore, the displacement-angle calibration in step S3 specifically includes: S31: Using the tilt sensor as a reference, determine the middle position of the aileron as the zero position and zero the tilt sensor; S32: Deflecting aileron, recording the correspondence between the displacement value of the LVDT displacement sensor and the angle value of the tilt sensor; S33: Based on the recorded displacement-angle relationship and comparing it with the theoretical linear relationship, correct the gain and zero point of the LVDT displacement sensor. The purpose of this step is to eliminate the deviation between the displacement and angle theoretical model caused by factors such as test piece installation and mechanical transmission clearance, and to ensure that the displacement control can accurately correspond to the target angle within the aileron deflection control system.

[0012] Furthermore, the displacement calibration between the aileron deflection control system and the coordinated loading control system in step S4 specifically includes: S41: Deflect the aileron, record the displacement value of the aileron deflection control system after calibration in step S3, and the displacement value collected by the coordinated loading control system. S42: Perform linear fitting on the two sets of displacement values ​​to determine the gain correction rate and zero-point correction amount of the displacement acquisition of the coordinated loading control system. S43: Based on the gain correction rate and zero-point correction amount, correct the gain and zero point of the displacement channel in the coordinated loading control system. This step aims to eliminate inconsistencies between the two systems in terms of signal transmission and acquisition card accuracy, ensuring that the displacement value acquired by the coordinated loading control system is highly consistent with the actual displacement value held by the aileron deflection control system, thus laying the foundation for subsequent synchronous monitoring and limit protection.

[0013] Furthermore, the angle calibration between the aileron deflection control system and the coordinated loading control system in step S5 specifically includes: S51: Deflect the aileron to zero and zero the tilt sensor in the coordinated loading control system; S52: Deflect the aileron to multiple different non-zero angle positions, and record the angle values ​​corresponding to the aileron deflection control system and the coordinated loading control system at each position; S53: Perform linear fitting on the two sets of angle values ​​to determine and correct the gain correction rate and zero-point correction amount of the angle acquisition of the coordinated loading control system. This step serves a similar purpose to displacement calibration, ensuring that the angle values ​​observed by the two systems are synchronized and accurate.

[0014] Furthermore, the emergency signal interaction in step S6 specifically includes: setting upper and lower protection limits for displacement and angle in the aileron deflection control system and the coordinated loading control system, respectively; when either system detects an exceedance, it triggers its own emergency protection action; simultaneously, the aileron deflection control system sends an emergency command to the coordinated loading control system via a digital signal, triggering the coordinated loading control system to synchronously respond. This design establishes a double-insurance and master-slave linkage safety mechanism. Even if the analog signal acquisition channel of the coordinated loading control system malfunctions, causing it to fail to detect an exceedance, it can still respond immediately by receiving a digital emergency command from the aileron deflection control system, greatly improving the overall safety level of the test system.

[0015] Secondly, the present invention provides a multi-parameter interaction and calibration system for aileron deflection in aircraft structural strength testing, used to implement the above method, including: The aileron deflection control system is configured to acquire and condition displacement and angle signals, and has a built-in displacement-angle calibration module. A coordinated loading control system is configured to receive displacement and angle signals from the aileron deflection control system; The signal interaction module is connected between the aileron deflection control system and the coordinated loading control system, and is used to transmit analog signals and digital emergency signals. The signal interaction module includes an analog quantity interaction channel and a digital quantity emergency channel; The analog signal interaction channel is used to transmit the displacement and angle DC voltage signals conditioned by the aileron deflection control system to the coordinated loading control system. The digital emergency channel is used to transmit emergency trigger signals from the aileron deflection control system to the coordinated loading control system. The coordinated loading control system is configured to: perform displacement calibration and angle calibration with the aileron deflection control system based on the displacement and angle signals received through the analog interaction channel; and be configured to perform emergency actions linked with the aileron deflection control system in response to emergency trigger signals received through the digital emergency channel.

[0016] Furthermore, the coordinated loading control system also includes a calibration module; The calibration module is configured to: when performing displacement calibration, calculate and correct the gain and zero point of its own displacement acquisition channel based on the reference displacement value obtained from the aileron deflection control system and the displacement value it acquires. During angle calibration, the gain and zero point of the angle calculation channel are calculated and corrected based on the reference angle value obtained from the aileron deflection control system and the angle value calculated by the system itself.

[0017] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages: This invention systematically eliminates end-to-end errors from sensors to final monitoring data through a two-stage process: intra-system displacement-angle calibration and inter-system displacement-angle calibration. This enables high-precision, consistent acquisition of key parameters by two independent control systems. After calibration, the observations of the same physical quantity by the two systems are highly consistent, allowing real-time monitoring and limit protection functions based on these parameters to be accurate and equivalent in both systems, thus expanding the coverage and reliability of safety monitoring.

[0018] This invention establishes a hardwired secure linkage between master and slave systems through a hybrid approach combining analog monitoring with digital emergency signal triggering. Even if the acquisition link of one system fails, the other system can be forced into a safe state via a digital channel, significantly improving the overall safety of complex experimental systems. This invention can effectively correct deviations between the actual system and the theoretical model, significantly improving control accuracy, reducing repeated adjustments due to inaccurate parameters, and increasing experimental efficiency. Attached Figure Description

[0019] Figure 1 This is a system block diagram illustrating the multi-parameter interaction principle in an embodiment of the present invention; Figure 2 This is a flowchart of the multi-parameter interaction and calibration method for aileron deflection in an aircraft structural strength test according to an embodiment of the present invention. Figure 3 This is a schematic diagram illustrating the calibration of the linear relationship between displacement and angle within the aileron deflection control system in an embodiment of the present invention. Figure 4 This is a schematic diagram illustrating the calibration of the linear displacement relationship between the two systems in an embodiment of the present invention. Detailed Implementation

[0020] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0021] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0022] Example 1 This embodiment details the implementation process of a multi-parameter interaction and calibration method for aileron deflection in aircraft structural strength testing. Please refer to... Figures 1 to 4 .

[0023] like Figure 1As shown, the system of this invention mainly includes an aileron deflection control system, a coordinated loading control system, and a signal interaction module connecting the two. The aileron deflection control system connects the LVDT displacement sensor (such as a triple-redundant LVDT displacement sensor) and tilt sensor on the aircraft aileron, and is responsible for driving the aileron deflection and collecting the raw signals. The signal interaction module includes an analog interaction channel and a digital emergency channel.

[0024] like Figure 2 As shown, the method described in this embodiment of the invention mainly includes the following steps: S1: The aileron deflection control system acquires displacement and angle signals and performs signal conditioning.

[0025] Specifically, the displacement signal of the aileron is acquired by an LVDT displacement sensor mounted on the actuator cylinder, and the angle signal of the aileron deflection is acquired by an angle sensor mounted on the aileron. The aileron deflection control system is communicatively connected to the LVDT displacement sensor and the angle sensor and acquires the displacement and angle signals. Simultaneously, the aileron deflection control system provides AC excitation (specifically 7Vac, frequency 1800Hz) to the LVDT displacement sensor and DC voltage excitation (specifically 10Vdc) to the angle sensor.

[0026] After acquiring displacement and angle signals, the aileron deflection control system performs signal conditioning. The specific process includes converting the AC signal (±7Vac) output by the LVDT displacement sensor into a DC voltage signal (±7Vdc) and isolating the DC voltage signal (0~5Vdc) output by the tilt sensor to improve signal anti-interference capability and transmission security.

[0027] S2: Connect the adjusted displacement and angle signals to the coordinated loading control system.

[0028] Specifically, the DC voltage signals representing displacement and angle are transmitted from the signal conditioning board of the aileron deflection control system to the analog input channel of the coordinated loading control system via the analog input channel of the signal interaction module. For the displacement signal (±7Vdc), a theoretical gain (e.g., 10 / 7) is set in the coordinated loading control system for acquisition, directly mapping it to the displacement value. For the angle signal (0~5Vdc), since its voltage range and angle range (e.g., -40° to +40°) do not directly correspond positive and negative, a virtual input channel needs to be configured in the coordinated loading control system, and a linear calculation formula needs to be written. For example, the formula is: Angle = Gain Voltage + zero point: Convert the voltage signal into an angle value. The gain in the formula is determined by the measurement sensitivity of the tilt sensor.

[0029] S3: Perform displacement-angle calibration within the aileron deflection control system to correct the gain and zero position of the displacement sensor.

[0030] Specifically, this calibration includes the following steps: S31: Using the tilt sensor as a reference, determine the center position of the aileron as the zero position and zero the tilt sensor. That is, operate the aileron deflection control system to rotate the aileron to the mechanical zero position (horizontal mark point) defined by the aircraft tooling, and use this position as a reference to perform a zeroing operation on the tilt sensor in the aileron deflection control system software, defining this state as the angle zero point.

[0031] S32: Deflect the aileron and record the correspondence between the displacement value of the LVDT displacement sensor and the angle value of the tilt sensor. Specifically, control the aileron to deflect step by step in the positive and negative directions to multiple predetermined positions (e.g., one point every 5°). At each stable position, the displacement value (x) fed back by the LVDT and the angle value (y) fed back by the tilt sensor are recorded simultaneously to form a set of displacement-angle correspondence tables.

[0032] S33: Based on the recorded displacement-angle relationship and comparing it with the theoretical linear relationship, correct the gain and zero point of the LVDT displacement sensor. Specifically, perform linear fitting on the recorded (x, y) data points to obtain the actual slope (k_actual) and intercept (b_actual), forming... Figure 3 The calibration graph showing the linear relationship between displacement and angle is y = 0.7716x - 0.5683. (As shown...) Figure 3 As shown, in a single calibration, the theoretical slope (k_theory) was 0.808 (i.e., ±49.5mm corresponds to ±40°), while the actual calibration value was 0.7716. Based on this difference, the fitted result was used as the new calibration parameters to update and replace the gain (corresponding to the slope) and zero point (corresponding to the intercept) of the LVDT displacement sensor in the aileron deflection control system. This ensures that the displacement-angle mathematical model within the system is consistent with the actual physical relationship, thereby directly improving the open-loop angle control accuracy.

[0033] S4: Perform displacement calibration between the aileron deflection control system and the coordinated loading control system to correct the acquisition gain and zero point of the displacement signal by the coordinated loading control system.

[0034] Specifically, this calibration includes the following steps: S41: Deflect the aileron. Record the displacement values ​​of the aileron deflection control system after calibration in step S3, as well as the displacement values ​​acquired by the coordinated loading control system. Specifically, after completing the system calibration, the aileron is placed in multiple different positions, and at each position, the displacement values ​​of two systems are read simultaneously: one is the displacement value (X) held by the aileron deflection control system as a reference, and the other is the displacement value (Y) acquired and displayed by the coordinated loading control system through the simulation channel.

[0035] S42: Perform linear fitting on the two sets of displacement values ​​(X, Y) to determine the gain correction rate and zero-point correction amount for the displacement acquisition of the coordinated loading control system. Using the displacement value of the aileron deflection control system as the reference (X-axis) and the displacement value of the coordinated loading control system as the observed value (Y-axis), perform linear fitting on multiple sets of data points to obtain a correction line. The slope of the fitted line is the gain correction rate, and the intercept is the zero-point correction amount; for example... Figure 4 As shown, the linear relationship is Y = 1.0089X - 0.3703.

[0036] S43: Based on the gain correction rate and zero-point correction amount, correct the gain and zero point of the displacement channel in the coordinated loading control system. Specifically, as follows... Figure 4 As shown, in one calibration, the fitted gain correction rate was 1.0089, and the zero-point correction was -0.3703 mm. Based on this, in the parameter settings of the displacement acquisition channel of the coordinated loading control system, the original gain was multiplied by 1.0089, and the zero-point compensation was set to -0.3703 mm. After this calibration, the displacement values ​​displayed by the two systems achieved a high degree of consistency across the entire range, with minimal error.

[0037] S5: Perform angle calibration between the aileron deflection control system and the coordinated loading control system to correct the angle signal acquisition gain and null point of the coordinated loading control system. This calibration specifically includes: S51: Deflect the aileron to zero and zero the tilt sensor in the coordinated loading control system. Specifically, deflect the aileron to mechanical zero, and then manually adjust the intercept (zero point) of the calculation formula in the virtual angle calculation channel of the coordinated loading control system to make its displayed angle 0.0°, thus synchronizing with the zero position of the aileron deflection control system.

[0038] S52: Deflect the aileron to multiple different non-zero angle positions and record the angle values ​​corresponding to the aileron deflection control system and the coordinated loading control system at each position. Specifically, control the aileron to a series of known angles (e.g., ±10°, ±20°, ±30°, ±40°), and record the angle displayed by the aileron deflection control system (y_PCS) and the angle displayed by the coordinated loading control system (y_CCS).

[0039] S53: Perform linear fitting on the two sets of angle values ​​to determine and correct the gain correction rate and zero-point correction amount for the angle acquisition of the coordinated loading control system. Specifically, perform linear fitting on the (y_PCS, y_CCS) data. Typically, because the tilt sensor is calibrated, the gain is usually very accurate, and the fitted slope (gain correction rate) is often close to 1. The main correction is the intercept (zero-point correction amount). Based on the fitting results, correct the slope and intercept parameters in the virtual channel calculation formula for the coordinated loading control system angle. This step ensures that the observation of the aileron rotation angle by the two systems is completely synchronized.

[0040] S6: Set protection limits for displacement and angle in the aileron deflection control system and the coordinated loading control system respectively to achieve test safety monitoring; and establish an emergency signal interaction link between the two systems so that when either system triggers an emergency action, the emergency response of the other system can be triggered synchronously through the link.

[0041] Specifically, firstly, in the control software of the two systems, upper and lower protection limits for displacement and angle are set respectively according to the test load spectrum and safety requirements.

[0042] Emergency signal interaction specifically includes: when the test is running, if the aileron deflection control system or the coordinated loading control system detects an over-limit (such as displacement or angle exceeding the set protection limit), the system will trigger an emergency protection action (such as stopping the drive, unloading, etc.).

[0043] The key safety linkage mechanism is as follows: when the aileron deflection control system triggers an emergency due to exceeding limits, its internal logic immediately generates a digital emergency signal through a switch output port. The aileron deflection control system then sends an emergency command to the coordinated loading control system via this digital emergency signal. This command is transmitted to a digital input port of the coordinated loading control system through the digital emergency channel of the signal interaction module (e.g., a hardwired connection). The coordinated loading control system identifies this signal as the highest priority emergency trigger source. Upon receiving this emergency command, the coordinated loading control system's own analog monitoring for exceeding limits will immediately trigger a synchronous emergency protection action, stopping all loading actuators. This design implements AND gate logic for the safety link; the test can only proceed when both systems are safe, and any problem detected in either system can be immediately and globally shut down, greatly improving the overall safety level of the test system.

[0044] After completing steps S1 to S6, the aileron deflection control system and the coordinated loading control system establish a high-precision, high-reliability multi-parameter interaction and joint monitoring system, which can then be formally put into the aircraft aileron structural strength test.

[0045] Example 2 This embodiment provides a multi-parameter interaction and calibration system for aileron deflection in aircraft structural strength testing, used to implement the method described in Embodiment 1. For example... Figure 1 As shown, the system specifically includes: The aileron deflection control system is configured to acquire and condition displacement and angle signals. It includes a sensor excitation source, signal conditioning circuitry, a data acquisition card, and control software. The control software has a built-in displacement-angle calibration module, which can be used to execute the calibration process described in step S3 and store the corrected sensor parameters.

[0046] The coordinated loading control system is communicatively connected to the aileron deflection control system and configured to receive displacement and angle signals from the aileron deflection control system. It includes a multi-channel analog / digital input / output card and test control software. The test control software supports virtual channel configuration and formula calculation, and includes a parameter configuration interface for receiving and correcting displacement acquisition gain and zero point, and angle acquisition gain and zero point as described in steps S4 and S5.

[0047] The signal interaction module is a physical hardware interface device connected between the aileron deflection control system and the coordinated loading control system. Its core function is to transmit analog signals and digital emergency signals.

[0048] The signal interaction module includes an analog interaction channel and a digital emergency channel. The analog interaction channel is used to safely and without crosstalk transmit the displacement and angle DC voltage signals conditioned by the aileron deflection control system to the acquisition card of the coordinated loading control system. The digital emergency channel includes at least one hardwired connection from the digital output of the aileron deflection control system to the digital input of the coordinated loading control system, used to transmit emergency trigger signals from the aileron deflection control system to the coordinated loading control system.

[0049] The software of the coordinated loading control system is configured to: perform displacement calibration and angle calibration with the aileron deflection control system based on the displacement and angle signals received through the analog interactive channel (i.e., call the calibration functions S4 and S5 in its embodiment 1); and be configured to respond to the emergency trigger signal received through the digital emergency channel to perform emergency actions linked with the aileron deflection control system (i.e., implement synchronous emergency stop).

[0050] The aileron deflection control system, the coordinated loading control system, and the signal interaction module work together to execute the calibration and emergency linkage process between the two systems.

[0051] Furthermore, the coordinated loading control system also includes a calibration module (which can be a standalone software functional unit or integrated into its control algorithm). This calibration module is configured to: during displacement calibration, calculate and correct the gain and zero point of its own displacement acquisition channel based on the reference displacement value obtained from the aileron deflection control system and the displacement value it acquires itself. This calibration module is also configured to: during angle calibration, calculate and correct the gain and zero point of its own angle calculation channel based on the reference angle value obtained from the aileron deflection control system and the angle value it calculates itself.

[0052] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations can be made to the embodiments of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for multi-parameter interaction and calibration of aileron deflection in aircraft structural strength testing, characterized in that, Includes the following steps: S1: The aileron deflection control system acquires displacement and angle signals and performs signal conditioning; S2: Connect the conditioned displacement and angle signals to the coordinated loading control system; S3: Perform displacement-angle calibration within the aileron deflection control system to correct the gain and zero position of the displacement sensor; S4: Perform displacement calibration between the aileron deflection control system and the coordinated loading control system to correct the acquisition gain and zero point of the displacement signal by the coordinated loading control system. S5: Perform angle calibration between the aileron deflection control system and the coordinated loading control system to correct the acquisition gain and zero point of the angle signal by the coordinated loading control system. S6: Set protection limits for displacement and angle in the aileron deflection control system and the coordinated loading control system respectively to achieve test safety monitoring; and establish an emergency signal interaction link between the aileron deflection control system and the coordinated loading control system so that when either system triggers an emergency action, the emergency response of the other system can be triggered synchronously through the link.

2. The method according to claim 1, characterized in that, In step S1, the displacement signal is acquired by an LVDT displacement sensor, and the angle signal is acquired by an tilt sensor; the aileron deflection control system provides AC excitation for the LVDT displacement sensor and DC voltage excitation for the tilt sensor.

3. The method according to claim 2, characterized in that, The signal conditioning in step S1 includes: converting the AC signal output by the LVDT displacement sensor into a DC voltage signal, and isolating the DC signal output by the tilt sensor.

4. The method according to claim 1, characterized in that, Step S2 specifically includes: connecting the conditioned DC voltage signal to the analog input channel of the coordinated loading control system; for displacement signals, setting the theoretical gain for acquisition; for angle signals, configuring a virtual input channel and writing a linear calculation formula to convert the voltage signal into an angle value.

5. The method according to claim 2, characterized in that, The displacement-angle calibration in step S3 specifically includes: S31: Using the tilt sensor as a reference, determine the middle position of the aileron as the zero position and zero the tilt sensor; S32: Deflecting aileron, recording the correspondence between the displacement value of the LVDT displacement sensor and the angle value of the tilt sensor; S33: Based on the recorded displacement-angle relationship and in accordance with the theoretical linear relationship, correct the gain and zero position of the LVDT displacement sensor.

6. The method according to claim 1, characterized in that, Step S4, specifically the displacement calibration between the aileron deflection control system and the coordinated loading control system, includes: S41: Deflect the aileron, record the displacement value of the aileron deflection control system after calibration in step S3, and the displacement value collected by the coordinated loading control system. S42: Perform linear fitting on the two sets of displacement values ​​to determine the gain correction rate and zero-point correction amount of the displacement acquisition of the coordinated loading control system. S43: Correct the gain and zero point of the displacement channel in the coordinated loading control system according to the gain correction rate and zero point correction amount.

7. The method according to claim 4, characterized in that, Step S5, specifically the angle calibration between the aileron deflection control system and the coordinated loading control system, includes: S51: Deflect the aileron to zero and zero the tilt sensor in the coordinated loading control system; S52: Deflect the aileron to multiple different non-zero angle positions, and record the angle values ​​corresponding to the aileron deflection control system and the coordinated loading control system at each position; S53: Perform linear fitting on the two sets of angle values ​​to determine and correct the gain correction rate and zero-point correction amount of the angle acquisition of the coordinated loading control system.

8. The method according to claim 1, characterized in that, The emergency signal interaction in step S6 specifically includes: setting upper and lower protection limits for displacement and angle in the aileron deflection control system and the coordinated loading control system respectively; when either system detects an exceedance, it triggers an emergency protection action; at the same time, the aileron deflection control system sends an emergency command to the coordinated loading control system via digital signals, triggering the coordinated loading control system to perform a synchronous emergency.

9. A multi-parameter interaction and calibration system for aileron deflection in aircraft structural strength testing, used to implement the method described in any one of claims 1-8, characterized in that, include: The aileron deflection control system is configured to acquire and condition displacement and angle signals, and has a built-in displacement-angle calibration module. A coordinated loading control system is configured to receive displacement and angle signals from the aileron deflection control system; The signal interaction module is connected between the aileron deflection control system and the coordinated loading control system, and is used to transmit analog signals and digital emergency signals. The signal interaction module includes an analog quantity interaction channel and a digital quantity emergency channel; The analog signal interaction channel is used to transmit the displacement and angle DC voltage signals conditioned by the aileron deflection control system to the coordinated loading control system. The digital emergency channel is used to transmit emergency trigger signals from the aileron deflection control system to the coordinated loading control system. The coordinated loading control system is configured to: perform displacement calibration and angle calibration with the aileron deflection control system based on the displacement and angle signals received through the analog interaction channel; and be configured to perform emergency actions linked with the aileron deflection control system in response to emergency trigger signals received through the digital emergency channel.

10. The system according to claim 9, characterized in that, The coordinated loading control system also includes a calibration module; The calibration module is configured to: when performing displacement calibration, calculate and correct the gain and zero point of its own displacement acquisition channel based on the reference displacement value obtained from the aileron deflection control system and the displacement value it acquires. During angle calibration, the gain and zero point of the angle calculation channel are calculated and corrected based on the reference angle value obtained from the aileron deflection control system and the angle value calculated by the system itself.

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