A control system for the flight attitude of an aircraft

Abstract

The application belongs to the technical field of flight control, and provides a flight attitude control system of an aircraft, multiple pre-gust simulation simulations are performed according to a gust simulation simulation model, and whether reaction time adjustment of operation feedback force on the flight simulator is needed when each pre-gust simulation simulation is performed is analyzed, if the reaction time adjustment of the operation feedback force on the flight simulator is needed, a reaction lag time is obtained, a lag adjustment time is obtained, the operation feedback force on the flight simulator is matched with the time of the pilot's operation reaction after the aircraft is affected by the gust in the real physical scene through the lag adjustment time, the attitude mutation problem caused by the large difference in the lag time of the operation feedback force is avoided, the pilot feels more smooth and natural attitude change in the simulation training, instead of the situation that the picture frame is suddenly jumped after the picture frame is stuck.

Description

Technical Field

[0001] This invention belongs to the field of flight control technology, specifically a control system for the flight attitude of an aircraft. Background Technology

[0002] In various fields such as aviation, aerospace, and civil aviation, aircraft often face complex weather interference such as gusts during actual flight, causing dynamic changes in flight attitude and posing a great challenge to attitude control. Due to the high cost, high risk, and high difficulty in replicating scenarios when conducting attitude control experiments in real flight environments, flight simulators, as the core tools for aircraft pilot training, flight performance research, and attitude control algorithm verification, have become a key carrier for replicating aircraft flight scenarios and optimizing attitude control strategies. Currently, flight simulators still have many problems to be solved in reproducing aircraft flight attitude, especially in simulating flight attitude changes when aircraft encounter real gust environmental interference.

[0003] In actual flight, the impact of gusts on aircraft attitude is a dynamic and phased process. There is an initial period between when the aircraft first experiences the initial effect of a gust and when the gust intensity reaches a level sufficient to significantly alter the aircraft's attitude. However, existing flight simulators often fail to accurately define and simulate this initial gust period. Traditional methods mostly employ fixed time divisions, failing to fully consider the dynamic characteristics of gust intensity changes, resulting in significant deviations between the simulated initial gust period and reality. This makes it difficult for pilots to clearly perceive the complete process from the initial impact of a gust to its significant change in aircraft attitude during simulation training, hindering their accurate understanding of the gust's influence mechanism and consequently reducing their adaptability to gust conditions in actual flight.

[0004] Furthermore, there is a close physical relationship between gust intensity, aircraft speed, and control feedback force. When gust intensity changes, the aircraft's speed changes accordingly, and the pilot applies control feedback force to the control mechanisms to maintain stable flight. In real flight, when an aircraft is affected by gusts, the pilot needs a certain amount of time to perceive the change in aircraft attitude and make corresponding control responses; the occurrence of control feedback force has a certain time lag. However, existing flight simulators are insufficient in simulating the reaction time of control feedback force. On the one hand, simulators struggle to accurately obtain the actual reaction time of control feedback force, often using fixed reaction time settings that cannot be dynamically adjusted according to different gust conditions and flight states. On the other hand, the stability analysis of reaction time is not comprehensive enough, failing to promptly identify whether the reaction time is reasonable. This leads to a mismatch between the timing of control feedback force occurrence in simulated training and the time it takes for the pilot to react after the aircraft is affected by gusts in real physical scenarios, potentially resulting in large differences in the lag time of control feedback force, which in turn can cause sudden changes in aircraft attitude.

[0005] Therefore, the present invention provides a control system for the flight attitude of an aircraft. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.

[0007] The technical solution adopted by this invention to solve its technical problem is: A control system for the flight attitude of an aircraft includes the following modules: Simulation data acquisition module: During the simulation data acquisition period, it acquires data on the gust intensity of the aircraft in real gust conditions as a basis, and divides the time period to obtain the actual gust pre-season period. Coupling Correlation Analysis Module: Acquires flight speed and operational feedback force during the early stage of actual gusts in multiple simulation acquisition cycles, performs coupling correlation analysis, obtains coupling correlation coefficients, and constructs a gust simulation model based on the coupling correlation coefficients; Simulation lag analysis module: Based on the gust simulation model, perform multiple gust pre-flight simulations to obtain the feedback time difference during each gust pre-flight simulation, and perform lag stability analysis on the feedback time difference to determine whether the reaction time of the operational feedback force on the flight simulator needs to be adjusted. Simulated lag control module: If it is necessary to adjust the reaction time of the operation feedback force on the flight simulator, the reaction lag time is obtained to obtain the lag adjustment time.

[0008] As a further aspect of the present invention, the method for obtaining the actual early stage of gusts is as follows: The simulation acquisition period is divided into several simulation acquisition points. The gust intensity value of each simulation acquisition point within the simulation acquisition period is obtained and sorted according to the corresponding time sequence to construct a gust intensity change curve. Arbitrarily select a disturbance coordinate point on the gust intensity change curve corresponding to the simulation acquisition period as the target coordinate point in the early stage; Combine the coordinates of the target in the previous stage with the coordinates of its adjacent points before and after it to obtain the adjacent combination before the target in the previous stage and the adjacent combination after the target in the previous stage. Within the adjacent combination of the previous target, substitute the adjacent coordinates into the slope calculation formula, take the absolute value, and output the change rate of the adjacent coordinates in the previous period; Within the adjacent combination after the initial target, substitute the adjacent coordinates into the slope calculation formula, take the absolute value, and output the change rate of the adjacent coordinates in the initial stage; The difference between the change rate of the previous neighbor coordinate and the change rate of the next neighbor coordinate in the previous period is obtained by subtracting the change rate of the previous and next neighbor coordinates in the previous period. Compare the differences in the rate of change before and after the initial target coordinate points, and select the initial target coordinate point with the largest difference in the rate of change before and after the initial target as the initial endpoint coordinate point. Extract the initial disturbance coordinates on the gust intensity change curve and combine them with the previous endpoint coordinates to construct the actual gust pre-period.

[0009] A further aspect of this invention is as follows: The flight speed and operational feedback force during the initial phase of actual gusts within multiple simulated acquisition cycles are obtained and subjected to coupled correlation analysis, as follows: During the simulated data acquisition period, the flight speed and operational feedback force of each simulated data acquisition point during the early stage of the actual gust were obtained, and the data were then processed to remove dimensions to obtain the flight speed and operational feedback force values. According to the time order of the simulated acquisition points within the simulated acquisition period, the flight speed value and the operation feedback force value are respectively substituted into the two-dimensional coordinate system to construct the flight speed change curve and the feedback force change curve respectively. On a rapidly changing curve, the adjacent coordinate points are input into the slope calculation formula, and the unit's rapid slope is output. On the feedback force change curve, the adjacent coordinate points are input into the slope calculation formula, and the unit feedback force slope is output. By combining the unit speed slope and the unit feedback force slope in the same time dimension, multiple coupled analysis groups are obtained; Within the coupling analysis group, the ratio of the element speed slope to the element feedback force slope is calculated, and the coupling analysis ratio is output. The mean of the coupling analysis ratios corresponding to each coupling analysis group is calculated, and the periodic coupling analysis value is output. The standard deviation of all periodic coupling analysis values ​​is calculated, and the standard deviation of coupling analysis is output.

[0010] As a further aspect of the present invention, the coupling correlation coefficient is obtained as follows: If the standard deviation of the coupling analysis is less than or equal to the standard deviation threshold of the coupling analysis, it is displayed as a tightly coupled signal, and the mean of all periodic coupling analysis values ​​is calculated to output the coupling correlation coefficient.

[0011] As a further aspect of the present invention, the process of constructing a gust simulation model based on the coupling correlation coefficient is as follows: Using the coupling correlation coefficient as the model slope, the flight speed and operational feedback force during the early stage of the actual gust are used as inputs for training to obtain a gust simulation model. The gust simulation model is as follows: Where X represents the flight speed, This is represented as operational feedback force. It is represented as a constant.

[0012] A further aspect of this invention is as follows: obtaining the feedback time difference during each simulation of the early stage of a gust of wind, the process of which is as follows: During the early stage of gust simulation, a simulation cycle is set, and the simulation time point for each simulated high-speed input and the simulation time point for the simulated operation feedback force output are obtained, which are respectively used as the simulated high-speed input time point and the simulated feedback output time point. The time interval between the simulated rapid input time point and the simulated feedback output time point is obtained as the feedback time difference.

[0013] A further aspect of this invention is the following: performing hysteresis stability analysis on the feedback time difference, the process of which is as follows: The average of all feedback time differences corresponding to each early stage of gust simulation is calculated and the average feedback time difference is output. The standard deviation of all feedback time differences corresponding to each early stage of gust simulation is calculated, and the standard deviation of feedback time difference is output. The coefficient of variation is calculated by comparing the mean and standard deviation of the feedback time difference to obtain the feedback lag analysis value.

[0014] A further aspect of this invention is as follows: determining whether it is necessary to adjust the reaction time of the operational feedback force on the flight simulator, the process of which is as follows: If the feedback lag analysis value is greater than the feedback lag analysis threshold, the reaction time of the operational feedback force on the flight simulator needs to be adjusted. If the feedback hysteresis analysis value is less than or equal to the feedback hysteresis analysis threshold, there is no need to adjust the reaction time of the operational feedback force on the flight simulator.

[0015] As a further aspect of the present invention, if it is necessary to adjust the reaction time of the operational feedback force on the flight simulator, the process of obtaining the reaction lag time is as follows: Compare the magnitudes of all feedback time differences corresponding to each early stage of gust simulation, and select the maximum feedback time difference as the single response lag value. The average value of the single reaction lag value corresponding to each early stage of gust simulation is calculated, and the reaction lag time is output.

[0016] As a further aspect of the present invention, the method for obtaining the lag adjustment time is as follows: The difference between the feedback time and the reaction lag time set on the current flight simulator is calculated to obtain the lag adjustment time.

[0017] The beneficial effects of this invention are as follows: 1. This invention acquires gust intensity data of an aircraft in a real gust environment within a simulated acquisition period, and divides the data into time periods to obtain the actual gust pre-period. It then performs coupling correlation analysis on the flight speed and operational feedback force during the actual gust pre-period within multiple simulated acquisition periods to obtain the coupling correlation coefficient. Based on this coefficient, a gust simulation model is constructed. By constructing a gust simulation model with the coupling correlation coefficient as the model slope, the flight simulator can more accurately simulate this physical relationship, making the aircraft attitude changes highly match the real physical scene. It can accurately present the corresponding changes in operational feedback force according to changes in flight speed, allowing pilots to experience physical feedback similar to real flight during simulation training. This enables pilots to clearly perceive the complete process from the initial impact of gusts to significant changes in aircraft attitude during simulation training, helping them better understand the mechanism of gust influence on aircraft attitude and improving their adaptability to gust conditions in actual flight. Furthermore, it allows pilots to prepare for attitude adjustments in advance before the gust simulation time point arrives. 2. This invention performs multiple pre-gust simulations based on a gust simulation model and analyzes whether the reaction time of the operational feedback force on the flight simulator needs to be adjusted during each pre-gust simulation. If adjustment is required, the reaction lag time is obtained, and the reaction lag time during each pre-gust simulation is analyzed to obtain the lag adjustment time. By obtaining the lag adjustment time, the flight simulator can more accurately adjust the simulation time parameters, ensuring that the timing of the operational feedback force is highly matched to the time when the pilot reacts to the gust in the real physical scenario. This avoids abrupt attitude changes caused by large differences in the operational feedback force lag time, allowing the pilot to experience smoother and more natural attitude changes during simulation training, just like the continuous changes in aircraft attitude when facing gusts in real flight, rather than a sudden jump after frame freezing. Attached Figure Description

[0018] The invention will now be further described with reference to the accompanying drawings.

[0019] Figure 1 This is a schematic diagram of a control system for the flight attitude of an aircraft according to the present invention; Figure 2 This is a flowchart of a flight attitude control method for a flight simulator according to the present invention; Figure 3 This is a flowchart of the judgment process within the control system of an aircraft flight attitude according to the present invention. Detailed Implementation

[0020] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0021] Example 1 Please see Figure 1 - Figure 3 As shown, during the initial climb phase after takeoff, the aircraft's speed (between takeoff speed Vr and safe climb speed) closely matches the real physical scenario of gust inertial stabilization and slow nose-up, making this a high-risk area for flight simulator simulation detail distortion. Therefore, in the initial stage of a gust of wind, the aircraft will not immediately pitch up due to inertia, but will first have a very short period of stabilization (about 0.3 seconds), and then slowly begin to pitch up. The pitching speed will also gradually increase as the strength of the gust increases. However, under normal circumstances, flight simulators completely ignore inertia during flight attitude simulation control. There is no connection between the stable attitude in windless conditions and the drastic attitude change under the influence of gusts. It is like a sudden jump after a frame freeze in the picture. The pilot cannot predict the subsequent trend in advance based on the initial change in attitude, resulting in fragmented information received by the pilot. It is impossible to judge the timing of correction by integrating multiple signals as in real flight. Therefore, the flight attitude control system of an aircraft described in this embodiment of the invention includes the following modules: Simulation data acquisition module: During the simulation data acquisition period, it acquires data on the gust intensity of the aircraft in real gust conditions as a basis, and divides the time period to obtain the actual gust pre-season period. It should be noted that, since the aircraft's speed (between takeoff speed Vr and safe climb speed) during the period from takeoff to the initial climb phase closely matches the real physical scenario of gust inertial stabilization and slow nose-up, the period from takeoff to the initial climb phase is used as the simulation data collection period for each aircraft takeoff phase. In some embodiments, the simulated acquisition period is divided into several simulated acquisition points, wherein the duration between adjacent simulated acquisition points is equal; The gust intensity value of each simulated collection point within the simulated collection period is obtained and sorted according to the corresponding time sequence to construct a gust intensity change curve with the X-axis as time and the Y-axis as gust intensity value; It should be noted that each simulation data collection cycle corresponds to a gust intensity variation curve; Arbitrarily select a disturbance coordinate point on the gust intensity change curve corresponding to the simulation acquisition period as the target coordinate point in the early stage; It should be noted that the disturbance coordinate point refers to the collection point where the gust intensity detected by the sensor exceeds the background wind threshold and begins to have a slight impact on the aircraft speed during the period from the moment the aircraft takes off to the initial climb phase. Combine the coordinates of the target in the previous stage with the coordinates of its adjacent points before and after it to obtain the adjacent combination before the target in the previous stage and the adjacent combination after the target in the previous stage. Within the adjacent combination of the previous target, substitute the adjacent coordinates into the slope calculation formula, take the absolute value, and output the change rate of the adjacent coordinates in the previous period; Similarly, within the adjacent combination after the initial target, the adjacent coordinates are substituted into the slope calculation formula, the absolute value is taken, and the change rate of the adjacent coordinates in the initial stage is output. The difference between the change rate of the previous neighbor coordinate and the change rate of the next neighbor coordinate in the previous period is obtained by subtracting the change rate of the previous and next neighbor coordinates in the previous period. Compare the differences in the rate of change before and after the initial target coordinate points, and select the initial target coordinate point with the largest difference in the rate of change before and after the initial target as the initial endpoint coordinate point. Extract the initial disturbance coordinates on the gust intensity change curve and combine them with the previous endpoint coordinates to construct the actual gust pre-period period; It should be noted that the significance of obtaining the actual early stage of the gust is as follows: On the one hand, because traditional flight simulators completely ignore inertia when simulating flight attitude, there is no connection between the stable attitude when there is no wind and the drastic attitude under the action of gusts, resulting in a sudden jump after frame freezing. However, by obtaining the early stage of the gust, the flight simulator can simulate the inertial stabilization period of the aircraft in the early stage of the gust and the subsequent slow pitching process, making the attitude change smoother and more natural, avoiding abrupt attitude changes, and allowing the pilot to feel an attitude response similar to real flight in the simulation training. By accurately simulating flight attitude changes during the initial stage of a gust, flight simulators provide pilots with a more realistic training environment. This allows pilots to experience gust effects and aircraft attitude changes similar to those in real flight. Furthermore, in actual flight, pilots may encounter various complex gust situations. Through simulated training during the initial and middle stages of a gust in flight simulators, pilots can better master the techniques and methods for controlling aircraft attitude at different gust phases, strengthen their ability to cope with complex weather conditions, and improve their emergency response capabilities in actual flight. Coupling Correlation Analysis Module: Acquires flight speed and operational feedback force during the early stage of actual gusts in multiple simulation acquisition cycles, performs coupling correlation analysis, obtains coupling correlation coefficients, and constructs a gust simulation model based on the coupling correlation coefficients; It should be noted that the operating feedback force refers to the feedback force corresponding to the pilot's control stick operation in gust wind scenarios during actual flight. In some embodiments, the coupling correlation coefficient is obtained as follows: During the simulated data acquisition period, the flight speed and operational feedback force of each simulated data acquisition point during the early stage of the actual gust were obtained, and the data were then processed to remove dimensions to obtain the flight speed and operational feedback force values. According to the time order of the simulated acquisition points within the simulated acquisition period, the flight speed value and the operation feedback force value are respectively substituted into the two-dimensional coordinate system to construct the flight speed change curve and the feedback force change curve respectively. Among them, the rapid change curve is with the X-axis representing time and the Y-axis representing the flight speed value, and the feedback force change curve is with the X-axis representing time and the Y-axis representing the operation feedback force value; On a rapidly changing curve, the adjacent coordinate points are input into the slope calculation formula, and the unit's rapid slope is output. On the feedback force change curve, the adjacent coordinate points are input into the slope calculation formula, and the unit feedback force slope is output. By combining the unit speed slope and the unit feedback force slope in the same time dimension, multiple coupled analysis groups are obtained; Within the coupling analysis group, the ratio of the element speed slope to the element feedback force slope is calculated, and the coupling analysis ratio is output. The mean of the coupling analysis ratios corresponding to each coupling analysis group is calculated, and the periodic coupling analysis value is output. Calculate the standard deviation of all periodic coupling analysis values ​​and output the coupling analysis standard deviation; If the standard deviation of the coupling analysis is greater than the standard deviation threshold of the coupling analysis, it indicates that the coupling correlation between the flight speed and the operational feedback force in the early stage of the actual gust in multiple simulation acquisition cycles is not very strong, and it is displayed as a signal with weak coupling correlation. If the standard deviation of the coupling analysis is less than or equal to the standard deviation threshold of the coupling analysis, it indicates that the coupling correlation between the flight speed and the operational feedback force in the early stage of the actual gust in multiple simulation acquisition cycles is relatively close, which is displayed as a closely coupled signal. The coupling analysis values ​​of all cycles are averaged to obtain the coupling correlation coefficient. The significance of obtaining the coupling correlation coefficient is that it reflects the closeness between flight speed and operational feedback force during the early stage of actual gusts. In real flight, there is an inherent physical relationship between flight speed and operational feedback force. Changes in gust intensity will affect flight speed, and when the pilot manipulates the aircraft to cope with these changes, the control stick and other control components will provide corresponding forces. By obtaining the coupling correlation coefficient, the flight simulator can more accurately simulate this physical relationship, making the changes in aircraft attitude highly match the real physical scene. Moreover, from the perspective of pilot training, the coupling correlation coefficient provides pilots with an important basis for judgment. In simulation training, pilots can judge the intensity and direction of gusts and the trend of aircraft attitude changes based on the changes in operational feedback force and flight speed, combined with the coupling correlation coefficient. In simulation training, pilots need to coordinate the operation of various control components of the aircraft based on the changes in flight speed and operational feedback force. By feeling the relationship between the two reflected by the coupling correlation coefficient, pilots can better grasp the timing and intensity of operation and improve the coordination of operation. The process of constructing a gust simulation model based on the coupling correlation coefficient is as follows: Using the coupling correlation coefficient as the model slope, the flight speed and operational feedback force during the early stage of the actual gust are used as inputs for training to obtain a gust simulation model. Specifically, the gust simulation model is as follows: Where X represents the flight speed, This is represented as operational feedback force. Represented as a constant; The significance of constructing a gust simulation model lies in the following: From the perspective of physical scene simulation, by constructing a gust simulation model with the coupling correlation coefficient as the model slope, the flight simulator can more accurately simulate this physical relationship, making the aircraft attitude changes highly match the real physical scene. It can accurately present the corresponding changes in operational feedback force according to changes in flight speed, allowing pilots to experience physical feedback similar to real flight during simulation training. Especially in the initial stage of a gust, the aircraft will not immediately pitch up due to inertia, but will first have a very short period of stabilization before slowly pitching up, and the pitching speed will gradually increase as the gust intensity increases. The model can accurately simulate this process, precisely control the aircraft's pitching speed at different stages, match the attitude change speed with the real physical scene, and improve the accuracy of attitude simulation. From a pilot training perspective, in simulated training, pilots need to coordinate the operation of various aircraft control components according to changes in flight speed and operational feedback force. When dealing with gusts, pilots can more precisely control the control stick, pedals, and other operating components based on the relationship between flight speed and operational feedback force presented by the model, making aircraft attitude adjustments more stable and accurate. Furthermore, by simulating and training on models built based on coupling correlation coefficients in flight simulators, pilots can repeatedly practice the skills and methods of controlling aircraft attitude under gusts of different intensities and directions. This helps pilots better master the skills and methods of controlling aircraft attitude under different gust stages, strengthen their ability to cope with complex weather conditions, and improve their emergency response capabilities in actual flight.

[0022] The specific scheme of this embodiment is as follows: During the simulation acquisition period, the gust intensity data of the aircraft in the real gust environment is acquired as a basis, and the time period is divided to obtain the actual gust pre-period. The flight speed and operation feedback force in the actual gust pre-period of multiple simulation acquisition periods are obtained for coupling correlation analysis to obtain the coupling correlation coefficient. Based on the coupling correlation coefficient, a gust simulation model is constructed. By constructing a gust simulation model with the coupling correlation coefficient as the model slope, the flight simulator can more accurately simulate this physical relationship, making the aircraft attitude change highly matched with the real physical scene. It can accurately present the corresponding change of operation feedback force according to the change of flight speed, allowing the pilot to feel physical feedback similar to real flight in the simulation training. This allows the pilot to clearly perceive the complete process from the beginning of the gust to the significant change in the aircraft attitude in the simulation training, which helps the pilot to better understand the influence mechanism of the gust on the aircraft attitude and improve their adaptability to gust conditions in actual flight. Before the gust simulation time point arrives, the pilot can prepare for attitude adjustment in advance.

[0023] Example 2 Please see Figure 1 - Figure 3 As shown in the embodiment of the present invention, a control system for the flight attitude of an aircraft further includes the following modules: Simulation lag analysis module: Based on the gust simulation model, perform multiple gust pre-flight simulations to obtain the feedback time difference during each gust pre-flight simulation, and perform lag stability analysis on the feedback time difference to determine whether the reaction time of the operational feedback force on the flight simulator needs to be adjusted. In some embodiments, during the early stage of gust simulation, a simulation cycle is set, and the simulation time point for each simulated rapid input and the simulation time point for the simulated operational feedback force output are obtained, which are respectively used as the simulated rapid input time point and the simulated feedback output time point. Obtain the time interval between the simulated rapid input time point and the simulated feedback output time point as the feedback time difference; The average of all feedback time differences corresponding to each early stage of gust simulation is calculated and the average feedback time difference is output. The standard deviation of all feedback time differences corresponding to each early stage of gust simulation is calculated, and the standard deviation of feedback time difference is output. The coefficient of variation is calculated by comparing the mean and standard deviation of the feedback time difference to obtain the feedback lag analysis value. It should be noted that the meaning of the feedback lag analysis value is that in real flight, after the gust of wind affects the aircraft, the change in aircraft attitude and the occurrence of the pilot's operation feedback force have a temporal sequence and a certain pattern. The feedback lag analysis value can quantify the degree of lag of the operation feedback force relative to the change in flight speed during the simulation process, so that the flight simulator can adjust the simulation time parameters more accurately, so that the timing of the occurrence of the operation feedback force is highly matched with the time when the pilot makes an operation reaction after the aircraft is affected by the gust of wind in the real physical scenario. If the feedback lag analysis value is greater than the feedback lag analysis threshold, it indicates that the lag time of the operational feedback force varies greatly in each simulation, and the simulation dynamics are relatively unstable. It is necessary to adjust the reaction time of the operational feedback force on the flight simulator. If the feedback lag analysis value is less than or equal to the feedback lag analysis threshold, it means that the difference in the lag time of the operational feedback force in each simulation is small, the simulation dynamics are relatively stable, and there is no need to adjust the reaction time of the operational feedback force on the flight simulator. Simulated lag control module: If it is necessary to adjust the reaction time of the operation feedback force on the flight simulator, the reaction lag time is obtained to obtain the lag adjustment time; In some embodiments, the reaction lag time is obtained as follows: Compare the magnitudes of all feedback time differences corresponding to each early stage of gust simulation, and select the maximum feedback time difference as the single response lag value. The average value of the single reaction lag value corresponding to each early stage of gust simulation is calculated, and the reaction lag time is output. The process for obtaining the lag adjustment time is as follows: The difference between the feedback time and the reaction lag time set on the current flight simulator is used to output the lag adjustment time. It should be noted that the purpose of obtaining the lag adjustment time is to quantify the degree of lag between the operational feedback force and the change in flight speed during the simulation process by quantifying the feedback lag analysis value. The lag adjustment time is derived from this analysis. By obtaining the lag adjustment time, the flight simulator can adjust the simulation time parameters more accurately, so that the timing of the occurrence of the operational feedback force is highly matched with the time when the pilot reacts to the operation after the aircraft is affected by gusts in the real physical scenario. This avoids the problem of sudden attitude changes caused by large differences in the lag time of the operational feedback force, allowing the pilot to feel a smoother and more natural attitude change in the simulation training, just like the continuous change of aircraft attitude when facing gusts in real flight, rather than the situation of sudden jump after frame freezing. The solution in this embodiment is as follows: Multiple gust pre-flight simulations are performed based on a gust simulation model. The analysis determines whether the reaction time of the operational feedback force on the flight simulator needs adjustment during each gust pre-flight simulation. If adjustment is required, the reaction lag time is obtained to determine the lag adjustment time. By obtaining the lag adjustment time, the flight simulator can more accurately adjust the simulation's time parameters, ensuring that the timing of the operational feedback force's appearance closely matches the pilot's reaction time after the aircraft is affected by gusts in a real physical scenario. This avoids abrupt attitude changes caused by large differences in operational feedback force lag time, allowing pilots to experience smoother and more natural attitude changes during simulation training, similar to the continuous attitude changes of an aircraft facing gusts in real flight, rather than sudden jumps after frame drops.

[0024] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A control system for the flight attitude of an aircraft, characterized in that: include: Simulation data acquisition module: During the simulation data acquisition period, it acquires data on the gust intensity of the aircraft in real gust conditions as a basis, and divides the time period to obtain the actual gust pre-season period. Coupling Correlation Analysis Module: Acquires flight speed and operational feedback force during the early stage of actual gusts in multiple simulation acquisition cycles, performs coupling correlation analysis, obtains coupling correlation coefficients, and constructs a gust simulation model based on the coupling correlation coefficients; Simulation lag analysis module: Based on the gust simulation model, perform multiple gust pre-flight simulations to obtain the feedback time difference during each gust pre-flight simulation, and perform lag stability analysis on the feedback time difference to determine whether the reaction time of the operational feedback force on the flight simulator needs to be adjusted. The process of constructing a gust simulation model based on the coupling correlation coefficient is as follows: Using the coupling correlation coefficient as the model slope, the flight speed and operational feedback force during the early stage of the actual gust are used as inputs for training to obtain a gust simulation model. The gust simulation model is as follows: Where X represents the flight speed, This is represented as operational feedback force. Represented as a constant; The feedback time difference is obtained during each simulation of the early stage of a gust of wind, as follows: During the early stage of gust simulation, a simulation cycle is set, and the simulation time point for each simulated high-speed input and the simulation time point for the simulated operation feedback force output are obtained, which are respectively used as the simulated high-speed input time point and the simulated feedback output time point. The time interval between the simulated rapid input time point and the simulated feedback output time point is obtained as the feedback time difference; The following is a hysteresis stability analysis of the feedback time difference: The average of all feedback time differences corresponding to each early stage of gust simulation is calculated and the average feedback time difference is output. The standard deviation of all feedback time differences corresponding to each early stage of gust simulation is calculated, and the standard deviation of feedback time difference is output. The coefficient of variation is calculated by comparing the mean and standard deviation of the feedback time difference to obtain the feedback lag analysis value. Simulated lag control module: If it is necessary to adjust the reaction time of the operation feedback force on the flight simulator, the reaction lag time is obtained to obtain the lag adjustment time; If it is necessary to adjust the reaction time of the operational feedback force on the flight simulator, the process of obtaining the reaction lag time is as follows: Compare the magnitudes of all feedback time differences corresponding to each early stage of gust simulation, and select the maximum feedback time difference as the single response lag value. The average value of the single reaction lag value corresponding to each early stage of gust simulation is calculated, and the reaction lag time is output. The method for obtaining the lag adjustment time is as follows: The difference between the feedback time and the reaction lag time set on the current flight simulator is calculated to obtain the lag adjustment time.

2. The control system for the flight attitude of an aircraft according to claim 1, characterized in that: The actual method for obtaining the early stage of gusts is as follows: The simulation acquisition period is divided into several simulation acquisition points. The gust intensity value of each simulation acquisition point within the simulation acquisition period is obtained and sorted according to the corresponding time sequence to construct a gust intensity change curve. Arbitrarily select a disturbance coordinate point on the gust intensity change curve corresponding to the simulation acquisition period as the target coordinate point in the early stage; Combine the coordinates of the target in the previous stage with the coordinates of its adjacent points before and after it to obtain the adjacent combination before the target in the previous stage and the adjacent combination after the target in the previous stage. Within the adjacent combination of the previous target, substitute the adjacent coordinates into the slope calculation formula, take the absolute value, and output the change rate of the adjacent coordinates in the previous period; Within the adjacent combination after the initial target, substitute the adjacent coordinates into the slope calculation formula, take the absolute value, and output the change rate of the adjacent coordinates in the initial stage; The difference between the change rate of the previous neighbor coordinate and the change rate of the next neighbor coordinate in the previous period is obtained by subtracting the change rate of the previous and next neighbor coordinates in the previous period. Compare the differences in the rate of change before and after the initial target coordinate points, and select the initial target coordinate point with the largest difference in the rate of change before and after the initial target as the initial endpoint coordinate point. Extract the initial disturbance coordinates on the gust intensity change curve and combine them with the previous endpoint coordinates to construct the actual gust pre-period.

3. The control system for the flight attitude of an aircraft according to claim 1, characterized in that: The flight speed and operational feedback force during the initial stage of actual gusts in multiple simulated acquisition cycles were obtained and coupled correlation analysis was performed as follows: During the simulated data acquisition period, the flight speed and operational feedback force of each simulated data acquisition point during the early stage of the actual gust were obtained, and the data were then processed to remove dimensions to obtain the flight speed and operational feedback force values. According to the time order of the simulated acquisition points within the simulated acquisition period, the flight speed value and the operation feedback force value are respectively substituted into the two-dimensional coordinate system to construct the flight speed change curve and the feedback force change curve respectively. On a rapidly changing curve, the adjacent coordinate points are input into the slope calculation formula, and the unit's rapid slope is output. On the feedback force change curve, the adjacent coordinate points are input into the slope calculation formula, and the unit feedback force slope is output. By combining the unit speed slope and the unit feedback force slope in the same time dimension, multiple coupled analysis groups are obtained; Within the coupling analysis group, the ratio of the element speed slope to the element feedback force slope is calculated, and the coupling analysis ratio is output. The mean of the coupling analysis ratios corresponding to each coupling analysis group is calculated, and the periodic coupling analysis value is output. The standard deviation of all periodic coupling analysis values ​​is calculated, and the standard deviation of coupling analysis is output.

4. The control system for the flight attitude of an aircraft according to claim 3, characterized in that: The coupling correlation coefficient is obtained as follows: If the standard deviation of the coupling analysis is less than or equal to the standard deviation threshold of the coupling analysis, it is displayed as a tightly coupled signal, and the mean of all periodic coupling analysis values ​​is calculated to output the coupling correlation coefficient.

5. A control system for the flight attitude of an aircraft according to claim 4, characterized in that: The process for determining whether reaction time adjustments are needed for the operational feedback force on the flight simulator is as follows: If the feedback lag analysis value is greater than the feedback lag analysis threshold, the reaction time of the operational feedback force on the flight simulator needs to be adjusted. If the feedback hysteresis analysis value is less than or equal to the feedback hysteresis analysis threshold, there is no need to adjust the reaction time of the operational feedback force on the flight simulator.

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