A general-purpose maneuvering load system dynamics model simulation modeling method and system

Abstract

The application belongs to the technical field of flight simulation and control load simulation, and particularly relates to a general control load system dynamics model simulation modeling method and system, and aims to solve the problem of low model reuse degree of different aircraft control systems needing to establish dynamics models respectively. The application comprises the following steps: configuring dynamics parameters, obtaining a front end position, a rear end position and a force sense balance position, determining a rear end main force and a cable force, updating the rear end position according to a difference value of the cable force and the rear end main force combined with a friction parameter and a damping parameter, feeding back the updated rear end position for subsequent calculation, and determining a target force sense combined with an additional force and a rod shaking force. The application can adapt to different aircraft control systems while keeping a unified dynamics calculation relationship.

Description

Technical Field

[0001] This invention belongs to the field of flight simulation and control load simulation technology, specifically relating to a general control load system dynamic model simulation modeling method and system. Background Technology

[0002] The structure of aircraft control systems and the way control force is generated vary depending on the type of aircraft. For example, in aircraft using cable-driven control systems, the control force is mainly related to the aerodynamic load on the control surfaces, mechanical friction, and structural damping; in aircraft using fly-by-wire control systems, the control force is mainly generated by springs, damping, and other mechanisms; some aircraft also need to change the control force according to the autopilot status, hydraulic system status, control travel, and stall status.

[0003] When performing control load simulations, existing flight simulators typically require the creation of separate dynamic models corresponding to the control characteristics of different aircraft control systems. When the type of aircraft being simulated, the control method, or the fault state changes, it is necessary to readjust the model structure or establish different dynamic calculation paths. This results in low model reuse between different aircraft types and increases the complexity of model configuration, parameter management, and subsequent maintenance.

[0004] Therefore, there is a need for a simulation modeling method that can adapt to different aircraft control systems by configuring different dynamic parameters while keeping the main dynamic calculation relationships unchanged, and that can reflect the interaction between the front control position, cable transmission, rear dynamic state and target force perception. Summary of the Invention

[0005] To address the aforementioned problems in the prior art, namely the need to establish separate dynamic models for different aircraft control systems, leading to low model reusability and complex model configuration and maintenance, the first aspect of this invention proposes a simulation modeling method for a universal control load system dynamic model, comprising: Configure dynamic parameters according to the type of control system of the aircraft to be simulated. The dynamic parameters include spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters. Obtain the front-end position, back-end position, force balance position, and additional force; The spring force is determined based on the positional deviation between the rear end position and the force-sensing equilibrium position and the spring force calculation parameters; the hinge torque output is determined based on the rear end position and the hinge torque calculation parameters; and the rear end active force is determined based on the spring force and the hinge torque output. The cable force is determined based on the positional deviation between the front end position and the rear end position and the cable transmission parameters, and the structural loss force is determined based on the difference between the cable force and the rear end active force. The updated rear end position is determined based on the structural loss force, the friction parameters, and the damping parameters, and the updated rear end position is fed back for subsequent calculations of the rear end active force and the cable force. The lever force is determined based on the lever parameters, and the target force is determined based on the additional force, the cable force, and the lever force.

[0006] Further, determining the force-sensing equilibrium position includes: Acquire autonomous driving status, trim position, and autonomous driving command position; When the autonomous driving state is not activated, the balancing position is determined as the force-sensing balance position; When the autonomous driving state is engaged, the location of the autonomous driving command is determined as the force-sensing balance position; The back-end active force is updated based on the positional deviation between the back-end position and the force-sensing equilibrium position.

[0007] Furthermore, the spring force calculation parameters include the spring force gradient; Determining the spring force includes: calculating the positional deviation between the rear end position and the force-sensing equilibrium position, determining the spring force based on the positional deviation and the spring force gradient, and using the spring force to determine the rear end active force; After the rear end position is updated, the position deviation is recalculated and the spring force is updated.

[0008] Furthermore, the hinge torque calculation parameters include the aircraft Mach number, aircraft altitude, and trim adjustment tab position; Determining the hinge torque output includes: determining the hinge torque output from a preset hinge torque relationship based on the rear end position, the aircraft Mach number, the aircraft altitude, and the trim adjustment piece position, and using the hinge torque output to determine the rear end active force.

[0009] Furthermore, the cable transmission parameters include cable stiffness and cable dead zone; Determining the cable force includes: calculating the positional deviation between the front end position and the rear end position, performing cable dead zone processing on the positional deviation, and obtaining the effective positional deviation of the cable. The cable force is determined based on the effective position deviation of the cable and the cable stiffness, and the cable force is used to determine the structural loss force and the target force, respectively. After the back-end position is updated, the cable force is re-determined.

[0010] Further, determining the updated backend location includes: The force after friction is determined based on the structural loss force and the friction parameters. The rear end velocity is determined based on the force after friction and the damping parameters. Integrate the rear-end motion velocity to obtain the updated rear-end position; Based on the updated rear-end position, the positional deviation between the rear-end position and the force-sensing equilibrium position, as well as the positional deviation between the front-end position and the rear-end position, are re-determined to update the rear-end active force and the cable force.

[0011] Furthermore, the jitter parameters include jitter frequency and jitter amplitude; Determining the lever jitter force and the target force sensation includes: generating a periodic signal based on the lever jitter frequency, and adjusting the amplitude of the periodic signal based on the lever jitter amplitude to obtain the lever jitter force; The target force is obtained by superimposing the additional force, the cable force, and the lever shaking force; After the cable force is updated, the target force is redefined.

[0012] Furthermore, the hinge torque calculation parameters include the aircraft Mach number, the spring force calculation parameters include the spring force gradient, and the stick parameters include the stick amplitude. Configure the dynamic parameters according to the type of the control system, including: setting the aircraft Mach number to zero when there is no need to simulate hinge torque; setting the spring force gradient to zero when there is no need to simulate spring force; and setting the stick amplitude to zero when there is no need to simulate stick jerking force. Maintain the calculated relationship between the front end position, the cable force, the rear end position, and the rear end active force, and determine the rear end active force and the target force based on the configured dynamic parameters.

[0013] Furthermore, the simulation modeling method for the dynamic model of the general-purpose controlled load system also includes: Get the upper and lower limits of the backend location; The updated back end position is limited by the upper limit value and the lower limit value of the back end position, and the limited back end position is used for subsequent calculations of the back end active force and the cable force. When simulating the jamming at the rear end position, the upper limit value and the lower limit value of the rear end position are set to the same value, and the cable force is determined based on the positional deviation between the front end position and the restricted rear end position.

[0014] A second aspect of this invention proposes a general dynamic model simulation system for manipulated load systems, comprising: The parameter configuration module is configured to configure dynamic parameters according to the control system type of the aircraft to be simulated. The dynamic parameters include spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters. The data acquisition module is configured to acquire the front-end position, back-end position, force balance position, and additional force. The active force calculation module is configured to determine the rear active force based on the rear end position, the force balance position, the spring force calculation parameters, and the hinge torque calculation parameters. The cable force calculation module is configured to determine the cable force based on the front end position, the rear end position, and the cable transmission parameters, and to determine the structural loss force based on the difference between the cable force and the rear end active force. The back-end position calculation module is configured to update the back-end position based on the structural loss force, the friction parameters, and the damping parameters, and to feed back the updated back-end position to the active force calculation module and the cable force calculation module. The target force calculation module is configured to determine the shaking force based on the shaking parameters, and to determine the target force based on the additional force, the cable force, and the shaking force.

[0015] The beneficial effects of this invention are: This invention establishes a unified feedback calculation relationship between the front-end position, cable force, rear-end position, and rear-end active force. Based on the control system type of the aircraft to be simulated, it configures spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters, enabling different control systems to share the same dynamic calculation path and reducing the need to repeatedly establish independent dynamic models due to changes in the type of aircraft control system.

[0016] This invention determines the cable force based on the positional deviation between the front and rear positions, determines the structural loss force based on the difference between the cable force and the rear active force, updates the rear position through friction and damping, and then feeds the updated rear position back into the subsequent calculations of the rear active force and cable force. This forms a closed-loop dynamic relationship of mutual feedback between position and force, so that the influence of cable transmission, mechanical friction, damping, and the rear active force on the control force can be continuously reflected in the same calculation process.

[0017] Meanwhile, this invention can change the participation state of spring force, hinge torque output and lever force by adjusting the corresponding dynamic parameters, and use the rear position limit to simulate the limited operation stroke or the rear position jam, so that different normal operation states and fault states are still calculated along a unified dynamic relationship, which helps to reduce the complexity of model configuration and maintenance for different models and under different conditions. Attached Figure Description

[0018] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is the main flowchart of a simulation modeling method for a general dynamic model of a controlled load system according to the present invention; Figure 2 This is a flowchart of the dynamic parameter configuration of the present invention; Figure 3 This is a flowchart illustrating the determination of cable force in this invention; Figure 4 This is a flowchart of the backend position update process of this invention; Figure 5 This is a block diagram of the architecture of a general dynamic model simulation system for a controlled load system according to the present invention. Detailed Implementation

[0019] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0021] This application applies to flight simulators, control load simulation devices, or other simulation systems that require simulating the feel of aircraft control forces. The aircraft to be simulated can be an aircraft using a cable-driven control system, an aircraft using a fly-by-wire control system, or an aircraft whose control forces are generated by a control computer and transmitted through a cable structure.

[0022] The simulation model in this embodiment can run on a flight simulation computer, a real-time simulator, or a maneuvering load controller. The flight simulation interface inputs the front-end position, flight status, trim status, autopilot status, autopilot command position, additional forces, and fault status according to the simulation cycle. The simulation model updates the forces and positions within each simulation cycle and outputs the target force perception.

[0023] The front position is the position of the control terminal or the front mechanism connected to the control terminal; the rear position is the position of the rear end of the cable transmission path, the equivalent end of the control surface, or the position of the rear dynamic model; the force-sensing equilibrium position is the position corresponding to the spring force being zero; the additional force is the force directly input into the target force-sensing calculation process by the flight simulation system or external functional modules.

[0024] The rear-end active force represents the combined force generated by the spring force and hinge torque output; the cable force represents the transmitted force resulting from the positional deviation between the front and rear positions after processing the cable dead zone and cable stiffness; the structural loss force represents the difference between the cable force and the rear-end active force; and the target force sensing represents the command force output to the force loading actuator at the control terminal. All forces use the same force unit and positive direction, and the front-end position, rear-end position, and force sensing equilibrium position use the same position unit, zero point, and positive direction.

[0025] The first embodiment of this invention proposes a general simulation modeling method for the dynamics of a controlled load system, comprising the following steps: S10: Configure dynamic parameters according to the control system type of the aircraft to be simulated. The dynamic parameters include spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters. S20: Obtain the front-end position, rear-end position, force-sensing balance position, and additional force; S30: Determine the spring force based on the positional deviation between the rear end position and the force-sensing balance position and the spring force calculation parameters; determine the hinge torque output based on the rear end position and the hinge torque calculation parameters; and determine the rear end active force based on the spring force and the hinge torque output. S40: Determine the cable force based on the positional deviation between the front end position and the rear end position and the cable transmission parameters, and determine the structural loss force based on the difference between the cable force and the rear end active force; S50: Determine the updated rear end position based on the structural loss force, the friction parameters, and the damping parameters, and feed back the updated rear end position for subsequent calculations of the rear end active force and the cable force; S60: Determine the lever force based on the lever parameters, and determine the target force based on the additional force, the cable force, and the lever force.

[0026] To more clearly explain the simulation modeling method for a general-purpose manipulator load system dynamics model of the present invention, the following will be combined with... Figure 1 The steps in the embodiments of the present invention are described in detail below: S10: Configure dynamic parameters according to the control system type of the aircraft to be simulated. The dynamic parameters include spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters. like Figure 2 As shown, in this embodiment, step S10 includes: Step S11, the hinge torque calculation parameters include the aircraft Mach number, the spring force calculation parameters include the spring force gradient, and the stick parameters include the stick amplitude; The aircraft Mach number is continuously input by the flight simulation system based on the current flight status; the spring force gradient is configured according to the static control force feel of the aircraft being simulated; and the stick jitter amplitude is configured according to the stall jitter characteristics of the aircraft being simulated. Spring force calculation parameters may also include spring force direction and spring force limit; hinge torque calculation parameters may also include the conversion relationship between aircraft altitude, trim tab position, and rear end position and control surface deflection angle; and stick jitter parameters may also include stick jitter frequency and stick jitter activation status.

[0027] Cable transmission parameters describe the stiffness and clearance characteristics as changes in the front-end position are transmitted to the rear-end position. Friction parameters describe the forces that, after overcoming mechanical friction, can continue to act on the rear-end motion. Damping parameters describe the relationship between the force after friction and the rear-end velocity. These parameters are grouped according to the control system type of the aircraft being simulated, allowing different aircraft to share the calculation path between front-end position, cable force, rear-end position, and rear-end active force.

[0028] Step S12, configuring the dynamic parameters according to the control system type, includes: setting the aircraft Mach number to zero when there is no need to simulate hinge torque; setting the spring force gradient to zero when there is no need to simulate spring force; and setting the stick amplitude to zero when there is no need to simulate stick jerking force. When there is no need to simulate hinge torque, the aircraft Mach number is continuously set to zero, and the preset hinge torque relationship outputs a zero value in the configuration state where the aircraft Mach number is zero. This ensures that the hinge torque output does not participate in the determination of the rear-end drive force. When there is no need to simulate spring force, the spring force gradient is continuously set to zero, so that no spring force is generated when the rear-end position deviates from the force equilibrium position. When there is no need to simulate stick jitter force, the stick jitter amplitude is continuously set to zero, so that the periodic signal generated based on the stick jitter frequency does not form a stick jitter force.

[0029] The aforementioned zero-configuration only changes the stress components, without deleting the corresponding calculation steps or altering the calculation relationships between the front-end position, cable force, rear-end position, and rear-end active force. Therefore, when changing the aircraft to be simulated, the control force configuration can be completed by changing the dynamic parameters, without needing to re-establish independent dynamic calculation paths.

[0030] For aircraft using a cable-driven control system, hinge torque calculation can be enabled, continuously adjusting the hinge torque output based on the aircraft's flight status, and configuring cable stiffness, cable dead zone, friction parameters, and damping parameters according to mechanical transmission characteristics. When this type of aircraft does not require spring force, the spring force gradient is set to zero; when simulating stall stick jerking is required, the stick jerking force is configured based on the stick jerking frequency and amplitude.

[0031] For aircraft using fly-by-wire control systems, the aircraft's Mach number can be set to zero. Spring force calculation parameters, friction parameters, and damping parameters can be used to create a control force that is either fixed or moves with the force equilibrium position. Abnormal return force can be simulated by adjusting the spring force gradient or direction, and damping failure can be simulated by reducing the damping effect.

[0032] For aircraft where control force is generated by the control computer and transmitted through a cable structure, hinge torque calculation can be enabled, and a force balance position can be selected between the trim position and the autopilot command position during autopilot operation. In the event of hydraulic system failure, the hinge torque output can be increased by adjusting the hinge torque calculation parameters for the corresponding flight state; when control travel is limited, the upper or lower limit of the rear position can be adjusted.

[0033] Before configuring the parameters in step S12, the dynamic parameters can be calibrated. In this embodiment, step S12 includes: Step S121: Obtain force data and force curves provided by the aircraft manufacturer; The force data may include steady-state control force, start-up force, return-to-center force at different control positions, and dynamic control force at different control speeds. The force curve may include the relationship curve between control position and control force, as well as multiple sets of relationship curves under different flight states, different trim positions, or different control speeds.

[0034] After acquiring the force sensing data and the force sensing curve, the position unit, force unit, position zero point, and positive direction of force are unified, and the control direction, flight state, and control speed corresponding to each set of data are recorded to prevent the mixing of force sensing data under different conditions.

[0035] Step S122: Based on the force sensing data and the force sensing curve, first perform static force sensing calibration on the friction parameters and the spring force calculation parameters, and then perform dynamic force sensing calibration on the damping parameters; During static force calibration, the front end position is changed at a low operating speed, and the differences between the simulated starting force, return force, and steady-state operating force and the corresponding stress-sensing data are compared. First, the friction parameters are adjusted so that the force sensation at the start of movement and when changing the direction of movement is consistent with the corresponding data. Then, the spring force gradient is adjusted so that the steady-state operating force at different operating positions is consistent with the corresponding force sensation curve.

[0036] After completing the static force calibration, maintain the established friction and spring force calculation parameters, and input the changes in the front-end position according to different control speeds. Adjust the damping parameters based on the difference between control speed and control force during dynamic control, so that the damping parameters reflect the dynamic force characteristics of the aircraft being simulated. The calibration sequence can distinguish the different effects of friction, spring force, and damping force on the target force, avoiding confusion caused by adjusting all parameters simultaneously.

[0037] Step S123: After completing the static force calibration and the dynamic force calibration, verify the mode switching state and fault state based on the configured dynamic parameters.

[0038] Mode switching verification includes switching between the trim position and the autonomous driving command position, as well as switching between states involving spring force and hinge torque output. Fault state verification can include damping failure, abnormal return force, hydraulic system failure, rear end position jamming, limited control travel, and stall lever jerking.

[0039] During the verification process, the back-end active force, back-end position, cable force, and target force are recorded before and after the switch according to the simulation cycle. It is checked whether the changes in the force equilibrium position or dynamic parameters are sequentially transmitted to the back-end active force, structural loss force, back-end position, cable force, and target force. When force data is missing or the force curve does not cover the current state, the confirmed adjacent boundary data is used to maintain the boundary, or the calibration of the corresponding state is paused, and the missing part is not directly written as the determined force data.

[0040] Step S13: Maintain the calculation relationship between the front end position, the cable force, the rear end position, and the rear end active force, and determine the rear end active force and the target force based on the configured dynamic parameters.

[0041] The positional deviation between the front and rear positions, after processing for cable dead zones and cable stiffness, forms the cable force. The difference between the cable force and the rear active force forms the structural loss force. This structural loss force, after friction and damping processing, forms the rear-end velocity, which is then integrated to generate the updated rear-end position. The updated rear-end position is reused to determine the spring force, hinge torque output, and cable force. The cable force, along with additional forces and lever jerking forces, contributes to the target force perception.

[0042] In the above calculation relationship, setting the dynamic parameter corresponding to any function to zero only makes the output of the corresponding function zero, while the remaining data are still transmitted in the original order. For example, after setting the spring force gradient to zero, the hinge torque output can still form the rear active force; after setting the aircraft Mach number to zero, the spring force can still form the rear active force; after setting the boom amplitude to zero, the additional force and cable force can still form the target force.

[0043] In this embodiment, when the participation states of spring force and hinge torque output switch, step S13 includes: Step S131: The spring force and the hinge torque output simultaneously participate in the determination of the rear active force, or the participation state of the spring force and the hinge torque output is switched by configuring the dynamic parameters; When spring force and hinge torque outputs participate simultaneously, their outputs are determined separately, and the resulting active force is formed after unifying the direction of action and force unit. When switching participation states, the force component that needs to be withdrawn is gradually reduced, while the force component that needs to be entered is gradually increased. When continuously varying parameters are input into the flight simulation interface, the stress components are updated directly based on the parameters obtained in each simulation cycle; when discrete states are input into the flight simulation interface, the parameters before the switch can be transitioned to the parameters after the switch over multiple simulation cycles.

[0044] Step S132: When the participation state changes, the rear active force is updated based on the dynamic parameters continuously input from the flight simulation interface, and the updated rear position is re-determined based on the damping parameters. Each simulation cycle first reads the current spring force calculation parameters and the current hinge torque calculation parameters, then updates the spring force and hinge torque outputs respectively. The updated spring force and hinge torque outputs determine the rear-end active force. The updated rear-end active force and the current cable force form a new structural loss force. After friction and damping processing, the new structural loss force forms the rear-end motion velocity, and the updated rear-end position is obtained by integrating the rear-end motion velocity.

[0045] The damping parameters cause the force changes generated during state switching to propagate through the rear-end position in each simulation cycle. When the damping parameters are normal, the rear-end position changes at a speed matching the structural loss force. When simulating damping failure, the damping effect is reduced according to the pre-set damping failure state, and the corresponding rear-end motion speed limit value is obtained according to the control system type of the aircraft to be simulated. The rear-end motion speed is then limited according to the rear-end motion speed limit value. Each aircraft to be simulated corresponds to a pre-set fixed rear-end motion speed limit value.

[0046] Step S133: Based on the updated rear end position, redetermine the rear end active force and the cable force, and determine the target force based on the redetermined cable force.

[0047] The updated rear-end position is then processed through two position deviation calculation stages. One stage redetermines the position deviation between the rear-end position and the force equilibrium position, used to update the spring force, hinge torque output, and rear-end active force; the other stage redetermines the position deviation between the front-end and rear-end positions, used to update the cable force.

[0048] The redefined rear-end active force and cable force again generate structural loss forces, while the redefined cable force, together with the additional force and the jigging force, forms the target force. Thus, the changes caused by the switching of dynamic parameters can be transmitted to the target force through the rear-end active force, the rear-end position, and the cable force.

[0049] In an optional implementation, step S13 further includes: when at least one force component in the spring force and hinge torque output is switched from participating in the determination of the back-end active force to not participating, or from not participating to participating, obtaining the force component output value before the switch and the target force component output value after the switch; determining the current cycle output value of each force component in multiple consecutive simulation cycles, so that the withdrawing force component gradually decreases to zero, and the entering force component gradually increases from zero to the corresponding target force component output value; in each simulation cycle, determining the current back-end active force based on the current cycle output value of each force component, and sequentially re-determining the structural loss force, back-end position, cable force and target force, until the switching of the participation state is completed.

[0050] Specifically, when the spring force calculation parameters or hinge torque calculation parameters are changed according to the control system type, flight state, or operating mode of the aircraft to be simulated, causing a change in the participation state of the spring force or hinge torque output, the spring force output value at the start of the switch, the force component of the hinge torque output after conversion through the transmission relationship, the rear end position, the cable force, and the target force sensation are recorded. The recorded rear end position is used as the rear end position at the start of the switch process and is not directly replaced by the force sensation balance position or other preset positions due to the change in participation state.

[0051] The number of switching cycles is determined based on the preset switching duration and simulation cycle corresponding to the state switching, and the transition coefficient is determined based on the position of the current switching cycle in all switching cycles. The transition coefficient gradually changes from the initial value at the start of the switching to the target value at the end of the switching.

[0052] When a force component switches from participating to not participating, the output value of that force component is gradually reduced to zero from the start of the switch according to the transition coefficient; when a force component switches from not participating to participating, the output value of that force component is gradually increased from zero to the target force component output value calculated according to the current dynamic parameters according to the transition coefficient; when the participation status of the spring force and hinge torque output changes simultaneously, the current periodic output values ​​of the two force components are determined respectively.

[0053] Within each switching cycle, the current cycle output value of the spring force and the converted current cycle force component of the hinge torque output are combined in a unified direction to obtain the current rear-end active force. The difference between the current cable force and the current rear-end active force is used to determine the current structural loss force, and the current rear-end motion velocity is determined based on the current structural loss force, friction parameters, and damping parameters.

[0054] The rear-end position is updated based on the current rear-end motion speed and the current simulation cycle. The updated rear-end position is then used in both the rear-end active force calculation and the cable force calculation: on one hand, the positional deviation between the rear-end position and the force equilibrium position is redefined, and the spring force and hinge torque output for the next simulation cycle are determined accordingly; on the other hand, the positional deviation between the front-end and rear-end positions is redefined, and the cable force is updated accordingly. The updated cable force, together with the current additional force and the current lever jerking force, forms the current target force.

[0055] Once the exiting force component decreases to zero and the entering force component reaches the corresponding target force component output value, the state transition is considered complete, and subsequent simulation cycles continue according to the switched dynamic parameters. During the state transition, the spring force calculation, hinge torque calculation, cable force calculation, or back-end position update stages are not deleted, nor is the back-end position reinitialized. This ensures that the changes in force components are transmitted to the target force along the original dynamic feedback path cycle by cycle.

[0056] S20: Obtain the front-end position, rear-end position, force-sensing balance position, and additional force; In this embodiment, step S20 includes: Step S21: Obtain the front-end location and back-end location; The front-end position can be provided by the position sensor of the control terminal, the control position output interface of the flight simulation model, or the position status of the control load controller. The back-end position can be set to the trim position, the autopilot command position, or the preset neutral position at the start of the simulation; after the start of the loop calculation, the back-end position is provided by the updated back-end position obtained from the previous simulation cycle.

[0057] The front and rear positions use the same position unit, zero point, and positive direction. When the operating mechanism expresses position in angles, both the front and rear positions use angles, and are configured with spring force gradients and cable stiffness that match the angle unit; when the operating mechanism expresses position in displacements, both the front and rear positions use the same displacement unit.

[0058] When acquiring the front-end position, check whether the front-end position is within the allowable range of the control terminal and check whether the corresponding data belongs to the current simulation cycle. If no new front-end position is acquired in the current simulation cycle but the previous valid front-end position is still within the allowable holding time, the previous valid front-end position can be used; if the front-end position exceeds the allowable range, restrict the front-end position to the corresponding boundary and generate an input anomaly record.

[0059] When obtaining the backend position, read the backend position after position constraints from the previous simulation cycle. When backend position constraints are enabled, do not directly read the unconstrained integral result; when simulating backend position jamming, read the backend position constrained to the jamming position.

[0060] Step S22: Obtain the force-sensing equilibrium position and additional force; The force-sensor balance position is determined from the trim position and the autopilot command position based on the autopilot status. When autopilot is not engaged, the force-sensor balance position is the trim position; when autopilot is engaged, the force-sensor balance position is the autopilot command position. Additional forces can be provided by the flight simulation system, fault setting functions, or other control load functions. If no additional force input is available, the additional force is set to zero.

[0061] The additional force uses the same force unit and positive direction as the cable force and the boom force. The additional force is included in the target force calculation, but not in the structural loss force calculation or the rear position update, thus ensuring that the structural loss force is determined by the difference between the cable force and the rear active force.

[0062] Within a simulation cycle, the front-end position, the rear-end position obtained from the previous simulation cycle, the trim position, the autopilot status, the autopilot command position, the additional force, and the current dynamic parameters are combined at the same simulation time. When the arrival times of different interfaces are inconsistent, the effective values ​​closest to the current simulation time are selected for continuously changing position and parameter quantities, while the most recent effective state is maintained for discrete quantities such as autopilot status and fault status. After the data combination is completed, the calculation of the rear-end active force, cable force, rear-end position, and target force is performed sequentially to avoid using data from different times in the same simulation cycle.

[0063] S30: Determine the spring force based on the positional deviation between the rear end position and the force-sensing balance position and the spring force calculation parameters; determine the hinge torque output based on the rear end position and the hinge torque calculation parameters; and determine the rear end active force based on the spring force and the hinge torque output. In this embodiment, step S30 includes: Step S31: Obtain the autonomous driving status, trim position, and autonomous driving command position; The autopilot status is provided by the autopilot activation signal from the flight simulation system, the trim position is provided by the trim control input or trim calculation function, and the autopilot command position is provided by the autopilot system's control command interface. The autopilot status, trim position, and autopilot command position use the same simulation time as the current front-end position.

[0064] When the autonomous driving status is invalid, it can be treated as an unengaged state and a status exception record can be generated. When the autonomous driving status is engaged but the autonomous driving command position is invalid, the previous effective force sensor balance position is maintained until a valid autonomous driving command position is obtained, to avoid the invalid position directly changing the back-end drive force.

[0065] Step S32: When the autonomous driving state is not activated, the balancing position is determined as the force-sensing balance position. When the autonomous driving mode is not engaged, the position selection process selects the balancing position and writes it into the force-sensor balance position. After the balancing position changes, the force-sensor balance position moves accordingly, causing the position corresponding to zero spring force to change.

[0066] When the balancing position changes, the rear end position is not directly replaced with the new force-sensing equilibrium position. Instead, the spring force is updated based on the positional deviation between the current rear end position and the new force-sensing equilibrium position. The updated spring force is then processed by the rear end active force, structural loss force, friction, and damping to gradually change the rear end position.

[0067] Step S33: When the autonomous driving state is activated, the position of the autonomous driving command is determined as the force-sensing balance position. When the autonomous driving mode is engaged, the position selection process selects the autonomous driving command position and writes it into the force balance position. As the autonomous driving command position changes continuously, the back-end active force changes continuously according to the position deviation, and drives the back-end position to follow through cable transmission, friction, and damping.

[0068] During autonomous driving engagement, the trim position remains as input but is not used as the current force-sensing equilibrium position. After autonomous driving disengages, the trim position is redefined as the force-sensing equilibrium position. Therefore, the trim position and the autonomous driving command position will not simultaneously form two overlapping force-sensing equilibrium positions.

[0069] Step S34: Update the back-end active force based on the positional deviation between the back-end position and the force-sensing balance position.

[0070] After determining or switching the force sensor balance position, the positional deviation between the rear end position and the force sensor balance position is recalculated, and the spring force is updated based on the new positional deviation. When the hinge torque output is also enabled, the updated spring force and the current hinge torque output are used together to determine the rear end active force.

[0071] Step S35, the spring force calculation parameters include the spring force gradient; The spring force gradient represents the change in spring force corresponding to a unit position deviation. When the position is expressed in millimeters, the spring force gradient can be expressed in Newtons per millimeter; when the position is expressed in angles, the spring force gradient can be expressed in Newtons per degree or in units matching the torque of the operating mechanism. When the spring force gradient is zero, no spring force is generated.

[0072] Step S36, determining the spring force, includes: calculating the positional deviation between the rear end position and the force-feeding equilibrium position, determining the spring force based on the positional deviation and the spring force gradient, and using the spring force to determine the rear end active force; After calculating the positional deviation between the rear end position and the force equilibrium position, the positional deviation is multiplied by the spring force gradient to obtain the spring force. The absolute value of the positional deviation determines the magnitude of the spring force, and the sign of the positional deviation determines the direction of the spring force. When configuring the spring force limit, the obtained spring force is restricted within the allowable range, and then the limited spring force is input into the rear end active force calculation stage.

[0073] For aircraft that primarily rely on springs and dampers to generate a fixed sense of control force, the combined force relationship between springs and dampers can be expressed as: ; in, The combined force exerted by the spring and damping is expressed in Newtons. This indicates the spring force gradient, with units of Newtons per degree or Newtons per millimeter. Indicates the position of the control terminal, in degrees or millimeters; Indicates the force-sensing equilibrium position, using the same unit as the position of the control terminal; This represents the damping coefficient, with units of Newton-seconds per degree or Newton-seconds per millimeter. This indicates the speed of movement of the control terminal, measured in degrees per second or millimeters per second.

[0074] The first term in the formula represents the spring force, and the second term represents the force generated by the damping effect. In the calculation path of this embodiment, the spring force is determined in the back-end active force calculation stage, and the damping effect is processed in the back-end position update stage. Both are reflected in the target force sense through the cable force and the back-end position feedback.

[0075] Step S37: After the rear end position is updated, the position deviation is recalculated and the spring force is updated.

[0076] After obtaining the updated backend position each time, the updated backend position replaces the backend position of the previous simulation cycle. The positional deviation between the backend position and the force equilibrium position is recalculated, and the spring force is updated according to the same spring force gradient. The updated spring force is then used in the calculation of the backend active force.

[0077] Step S38, the hinge torque calculation parameters include the aircraft Mach number, aircraft altitude, and trim adjustment tab position; The aircraft Mach number and altitude are provided by the flight status interface of the flight simulation system, while the trim tab positions are provided by the trim tab control input or the trim tab status of the flight simulation system. The rear position is converted to the control surface deflection angle according to the conversion relationship between the rear position and the control surface deflection angle.

[0078] Step S39, determining the hinge torque output, includes: determining the hinge torque output from a preset hinge torque relationship based on the rear end position, the aircraft Mach number, the aircraft altitude, and the trim adjustment piece position, and using the hinge torque output to determine the rear end active force.

[0079] The preset hinge torque relationship can be achieved using a combination of piecewise polynomial and flight envelope interpolation. First, the control surface deflection angle is determined based on the rear-end position. Then, the calculation interval for the current flight state is determined based on the control surface deflection angle, aircraft Mach number, aircraft altitude, and trim tab position. When the current input is between adjacent flight state nodes, interpolation is performed between adjacent nodes; when the current input is within the calculation interval of the piecewise polynomial, the hinge torque output is determined using the polynomial of the corresponding interval.

[0080] The preset hinge torque relationship can be expressed as: ; in, This indicates the hinge torque output, measured in Newton-meters. This indicates the preset hinge torque relationship; This represents the control surface deflection angle calculated from the rear end position, in degrees. This indicates the aircraft's airspeed, measured in knots. Indicates aircraft altitude, in meters; This represents the aircraft's Mach number, and is a dimensionless parameter. This indicates the offset angle of the balancing adjustment piece corresponding to its position, in degrees.

[0081] When no independent airspeed input is set for the preset hinge torque relationship, the hinge torque output can be directly determined based on the rear end position, aircraft Mach number, aircraft altitude, and trim tab position. When the current input exceeds the effective flight envelope of the preset hinge torque relationship, the hinge torque output is determined using the closest boundary state, and an input over-limit record is generated. No unfounded extrapolation is made to states outside the flight envelope.

[0082] Before the hinge torque output is included in the calculation of the rear-end drive force, it is converted into the same force unit as the spring force based on the effective transmission radius or equivalent transmission ratio of the control mechanism. The converted hinge torque output is then superimposed on the spring force in a preset positive direction to obtain the rear-end drive force. When there is no need to simulate the hinge torque, the aircraft Mach number remains zero, and the preset hinge torque relationship output is zero.

[0083] S40: Determine the cable force based on the positional deviation between the front end position and the rear end position and the cable transmission parameters, and determine the structural loss force based on the difference between the cable force and the rear end active force; See Figure 3 In this embodiment, step S40 includes: Step S41, the cable transmission parameters include cable stiffness and cable dead zone; Cable stiffness represents the proportional relationship between the effective positional deviation of the cable and the cable force, while cable dead zone represents the allowable positional deviation range between the front and rear positions where no cable force is generated. Cable stiffness is greater than zero, and cable dead zone can be zero, or it can be configured according to the cable slack, connection gap, or mechanical backlash of the aircraft being simulated.

[0084] Step S42, determining the cable force, includes: calculating the positional deviation between the front end position and the rear end position, performing cable dead zone processing on the positional deviation, and obtaining the effective positional deviation of the cable; First, subtract the rear position from the front position to obtain the directional position deviation. If the absolute value of the position deviation does not exceed the dead zone of the cable, the effective position deviation of the cable is set to zero; if the absolute value of the position deviation exceeds the dead zone of the cable, the dead zone of the cable is subtracted from the absolute value of the position deviation, while retaining the original direction of the position deviation, to obtain the effective position deviation of the cable.

[0085] For example, the dead zone of the steel cable is The front-end position is larger than the back-end position. At that time, the effective position deviation of the steel cable is positive. The front-end position is smaller than the back-end position. At that time, the effective position deviation of the steel cable is in the opposite direction. When the positional deviation equals the dead zone of the cable, the effective positional deviation of the cable is zero.

[0086] Step S43: Determine the cable force based on the effective position deviation of the cable and the cable stiffness, and use the cable force to determine the structural loss force and the target force, respectively; The cable force is obtained by multiplying the effective position deviation of the cable by the cable stiffness. The absolute value of the effective position deviation determines the magnitude of the cable force, and the direction of the effective position deviation determines the direction of the cable force. The resulting cable force forms two data branches: one branch is used for structural loss force calculation, and the other branch is used for target force calculation.

[0087] When determining the structural loss force, the cable force is subtracted from the rear-end active force. If the cable force is greater than the rear-end active force, the structural loss force acts in the direction of the cable force; if the rear-end active force is greater than the cable force, the structural loss force acts in the opposite direction. The resulting structural loss force enters the friction processing stage and is not directly used as the target force output.

[0088] Step S44: After the rear end position is updated, the cable force is re-determined.

[0089] After the updated back end position is generated in step S50, the positional deviation between the front end position and the back end position is recalculated using the updated back end position, and the cable dead zone processing and cable stiffness processing are performed again in sequence to obtain the updated cable force.

[0090] When the front-end position is not updated, the cable force reflects the relative position change caused by the change in the rear-end position; when the front-end position is updated simultaneously, the cable force reflects the relative position change after the combined changes in the front-end and rear-end positions. The redefined cable forces are used to redefine the structural loss force and the target force.

[0091] If the cable stiffness is not configured or is not greater than zero, the cable force will not be updated using the configured cable stiffness, and an abnormal parameter record will be generated. If the front-end or back-end position is invalid, the most recent valid cable force will be maintained or the position update for the current cycle will be paused to prevent invalid positions from propagating along the feedback path.

[0092] S50: Determine the updated rear end position based on the structural loss force, the friction parameters, and the damping parameters, and feed back the updated rear end position for subsequent calculations of the rear end active force and the cable force; See Figure 4 In this embodiment, step S50 includes: Step S51: Determine the force after friction based on the structural loss force and the friction parameters; Friction parameters can include the frictional force required to overcome static friction and the frictional force during rear-end position movement. When the absolute value of the structural loss force does not exceed the static friction force, the force after friction is zero, and the rear-end position remains stationary. When the absolute value of the structural loss force exceeds the static friction force, the frictional force opposite to the possible direction of movement is subtracted from the structural loss force to obtain the force after friction.

[0093] When different directions of motion have different frictional characteristics, forward and reverse friction parameters can be configured separately. First, select the appropriate friction parameters based on the direction of the structural loss force, then determine the force after friction. If the direction of the structural loss force changes, reselect the friction parameters for the corresponding direction.

[0094] Step S52: Determine the rear end velocity based on the force after friction and the damping parameters; When the force after friction is zero, the velocity of the rear end is set to zero. When the force after friction is not zero, the velocity of the rear end is determined based on the magnitude, direction, and damping parameter of the force after friction. The larger the damping parameter, the smaller the velocity of the rear end under the same force; the smaller the damping parameter, the larger the velocity of the rear end under the same force.

[0095] When using a proportional damping relationship, the rear-end velocity is obtained by dividing the force after friction by the damping parameter. The damping parameter is a value greater than zero. To simulate damping failure, the damping effect can be reduced to a pre-set failure value, and the rear-end velocity can be limited according to a pre-set fixed value corresponding to the aircraft being simulated.

[0096] Step S53: Integrate the rear-end motion velocity to obtain the updated rear-end position; The change in the rear-end position for the current period is determined based on the current rear-end velocity and the simulation period. This change is then added to the original rear-end position before integration to obtain a candidate rear-end position. When the rear-end velocity is positive, the candidate rear-end position changes in a preset positive direction; when the rear-end velocity is negative, the candidate rear-end position changes in a preset negative direction; and when the rear-end velocity is zero, the candidate rear-end position remains unchanged.

[0097] The simulation cycle is determined by the execution cycle of the real-time simulation task. If the current simulation cycle exceeds the allowable range due to communication or task scheduling anomalies, the duration of this integration will be limited to the allowable range, and a cycle anomaly record will be generated to prevent excessive backend location changes caused by a single integration.

[0098] Step S54: Based on the updated rear end position, re-determine the positional deviation between the rear end position and the force balance position, and the positional deviation between the front end position and the rear end position, so as to update the rear end active force and the cable force.

[0099] The updated backend position is fed back to the backend active force calculation stage to redetermine the positional deviation between the backend position and the force equilibrium position, and to update the spring force based on the redetermined positional deviation. The updated backend position is also used to re-query the hinge torque output related to the backend position, and the updated spring force and hinge torque output are used to redetermine the backend active force.

[0100] The updated rear-end position is simultaneously fed back into the cable force calculation stage to redetermine the positional deviation between the front-end and rear-end positions. This redetermined positional deviation, after processing for cable dead zones and cable stiffness, forms the updated cable force. The updated rear-end active force and the updated cable force again generate structural loss forces, thus creating a continuous feedback loop.

[0101] Step S55: Obtain the upper limit value and lower limit value of the backend location; The upper and lower limits of the back-end position are determined based on the control travel, back-end mechanism travel, or fault settings of the aircraft being simulated, and use the same position unit as the back-end position. Under normal conditions, the upper limit of the back-end position is greater than the lower limit. When the upper limit of the back-end position is less than the lower limit, updating the back-end position using the corresponding limit value stops, and an abnormal limit parameter record is generated.

[0102] Step S56: Limit the updated back end position according to the upper limit value and the lower limit value of the back end position, and use the limited back end position for subsequent calculations of the back end active force and the cable force; When a candidate backend position is between the lower and upper limits of the backend position, the candidate backend position is determined as the restricted backend position. When a candidate backend position exceeds the upper limit of the backend position, the upper limit of the backend position is determined as the restricted backend position. When a candidate backend position is below the lower limit of the backend position, the lower limit of the backend position is determined as the restricted backend position.

[0103] The position restriction is performed after obtaining the candidate backend position in step S53 and before using the updated backend position in step S54. Therefore, in the implementation where the backend position restriction is enabled, the updated backend position in step S54 is the restricted backend position, and unrestricted candidate backend positions are not included in the subsequent calculation of the backend drive force and cable force.

[0104] Step S57: When simulating the back end position jamming, the upper limit value of the back end position and the lower limit value of the back end position are set to the same value, and the cable force is determined based on the positional deviation between the front end position and the restricted back end position.

[0105] When simulating back-end position obstruction, both the upper and lower limits of the back-end position are set to preset obstruction positions. Regardless of how the candidate back-end positions obtained through integration change, the constrained back-end position remains at the preset obstruction position.

[0106] When the front-end position continues to change, the positional deviation between the front-end position and the preset jamming position is recalculated, and the cable force is determined based on the cable dead zone and cable stiffness. Thus, although the rear-end position remains unchanged, changes in the front-end position can still be reflected in the target force through the cable force. When the jamming is released, the normal upper and lower limits of the rear-end position are restored, and the rear-end position continues to be updated based on structural loss forces, friction parameters, and damping parameters.

[0107] Each simulation cycle records the positional deviation between the rear end position and the force equilibrium position, the positional deviation between the front end position and the rear end position, spring force, hinge torque output, rear end active force, cable force, structural loss force, force after friction, rear end motion velocity, and the constrained rear end position. By recording data from adjacent simulation cycles, it can be verified whether the updated rear end position is simultaneously included in the subsequent calculations of the rear end active force and cable force.

[0108] In an optional implementation, step S50 further includes: when switching between a normal state and a damping failure state, a rear-end position jamming state, or a combined fault state where damping failure and rear-end position jamming coexist, the rear-end position before the fault state switch is taken as the rear-end position at the start of the fault state; in the damping failure state, the rear-end movement speed is determined according to preset damping failure parameters, and the rear-end movement speed is limited according to the rear-end movement speed limit value corresponding to the aircraft to be simulated; in the rear-end position jamming state, the upper limit value and the lower limit value of the rear-end position are set to the same jamming position, so that the limited rear-end position is maintained at the jamming position, and the cable force and target force are determined according to the positional deviation between the front-end position and the jamming position; when the fault state is cleared, the rear-end position at the time of fault clearance is taken as the initial rear-end position after the normal state is restored, and the rear-end active force, cable force, and target force are updated along the original dynamic calculation relationship.

[0109] Specifically, when the flight simulation interface inputs a damping failure state, a rear-end position jamming state, or a combined fault state, it records the rear-end position, rear-end active force, cable force, structural loss force, rear-end velocity, and target force sensing of the simulation cycle preceding the fault state. When the fault state takes effect, the rear-end position is not restored to the trim position, force sensing equilibrium position, or preset neutral position; instead, the recorded rear-end position is used to continue the calculation for the current simulation cycle.

[0110] In the case of damping failure, the normal damping parameters are adjusted to preset damping failure parameters corresponding to the aircraft being simulated. The force after friction is determined based on the structural loss force and friction parameters, and the rear-end velocity under the fault condition is determined based on the force after friction and the preset damping failure parameters.

[0111] Obtain a fixed rear-end velocity limit value corresponding to the aircraft to be simulated. When the absolute value of the rear-end velocity under fault conditions exceeds the rear-end velocity limit value, while preserving the direction of the rear-end velocity, limit its absolute value to the rear-end velocity limit value, and then integrate the limited rear-end velocity to obtain the candidate rear-end position. Thus, the change in rear-end position within a single simulation cycle is limited under reduced damping effect.

[0112] When the rear end position is blocked, both the upper and lower limits of the rear end position are set to the preset blocking position. After integrating the rear end motion velocity to obtain the candidate rear end position, the candidate rear end position is restricted according to the same upper and lower limits, so that the restricted rear end position is kept at the preset blocking position.

[0113] While the rear end position remains at the preset locking position, the current front end position is still acquired, and the positional deviation between the current front end position and the preset locking position is re-determined. The positional deviation is processed for cable dead zones, and the cable force is re-determined based on the effective cable positional deviation and cable stiffness. The re-determined cable force is used, on the one hand, to continue determining the structural loss force, and on the other hand, together with the current additional force and the current jerking force, to determine the target force.

[0114] When both damping failure and rear-end position jamming exist simultaneously, the restricted rear-end movement speed is first determined according to preset damping failure parameters and rear-end movement speed limits. The restricted rear-end movement speed is then integrated to obtain candidate rear-end positions. Next, the candidate rear-end positions are restricted using upper and lower limits set to the same value, ensuring the restricted rear-end position remains at the preset jamming position. Rear-end position jamming does not halt the calculation of rear-end active force, cable force, structural loss force, and target force.

[0115] When the rear-end position jamming state is resolved, the upper and lower limits of the rear-end position corresponding to the normal control stroke of the simulated aircraft are restored, and the rear-end position maintained when the fault is resolved is used as the initial rear-end position for the next simulation cycle. When the damping failure state is resolved, normal damping parameters are restored. After the fault state is resolved, the rear-end position is not reinitialized, but the rear-end velocity and rear-end position are updated based on the current structural loss force, friction parameters, and restored damping parameters.

[0116] By maintaining the calculation order among the back-end active force, structural loss force, back-end position, cable force, and target force under normal conditions, damping failure conditions, back-end position jamming conditions, and combined fault conditions, different fault conditions can be activated and deactivated in the same dynamic feedback path.

[0117] S60: Determine the lever force based on the lever parameters, and determine the target force based on the additional force, the cable force, and the lever force.

[0118] In this embodiment, step S60 includes: Step S61, the jitter parameters include jitter frequency and jitter amplitude; The stick jitter frequency represents the number of repetitions of the stick jitter cycle signal per unit time, and the stick jitter amplitude represents the maximum force amplitude corresponding to the stick jitter cycle signal. When the stick jitter function is enabled, the stick jitter frequency and stick jitter amplitude are configured according to the stall jitter characteristics of the aircraft to be simulated; when the stick jitter function is disabled, the stick jitter amplitude is set to zero.

[0119] Step S62, determining the lever force and the target force, includes: generating a periodic signal based on the lever frequency, and adjusting the amplitude of the periodic signal based on the lever amplitude to obtain the lever force; The phase change of the periodic signal between adjacent simulation cycles is determined based on the jitter frequency, and the periodic signal is continuously generated. The amplitude of the periodic signal is multiplied by the jitter amplitude to obtain the jitter force at the current simulation moment. The direction of the jitter force alternates between positive and negative with the periodic signal, and the maximum absolute value of the jitter force is determined by the jitter amplitude.

[0120] The periodic signal can be a sine wave, a triangular wave, or a periodic waveform that matches the stick jitter characteristics of the aircraft being simulated. Regardless of the periodic waveform used, the stick jitter frequency controls the repetition speed of the periodic signal, and the stick jitter amplitude controls the magnitude of the stick jitter force. When the stick jitter frequency is invalid or the stick jitter amplitude is zero, the stick jitter force is set to zero.

[0121] Step S63: The additional force, the cable force, and the lever shaking force are superimposed to obtain the target force. The target force is obtained by superimposing the additional force obtained in the same simulation cycle, the redefined cable force, and the current lever jitter force in a unified positive direction. When there is no additional force input, the additional force is set to zero; when the lever jitter function is not enabled, the lever jitter force is set to zero; when the cable force is updated normally, the cable force redefined in the current simulation cycle is used.

[0122] Once the target force is sensed, it is output to the load-manipulating actuator. If the target force exceeds the actuator's allowable force range, the output command can be limited according to the actuator's allowable force range. However, the limitation process does not change the relationship between the target force and the additional force, cable force, and lever force.

[0123] Step S64: After the cable force is updated, the target force is redefined.

[0124] After the updated backend position enters the cable force calculation stage, the positional deviation between the front and backend positions is re-determined, and the cable force is re-determined based on the cable dead zone and cable stiffness. Subsequently, the re-determined cable force replaces the original cable force in the target force calculation, and is superimposed with the current additional force and the current lever jerking force to obtain the re-determined target force.

[0125] Hydraulic failure, limited control travel, and stall stick jerking can be activated simultaneously in the same simulation process. The corresponding states are converted into hinge torque calculation parameters, rear position limit parameters, and stick jerking parameters by the host flight simulation system and then input into the corresponding calculation stages. It is not necessary to set each fault state as mutually exclusive in this method.

[0126] The first embodiment will be described in detail with specific examples.

[0127] In one example, the simulated aircraft uses both spring force and hinge torque outputs to simultaneously configure the rear-end active power. The simulation period is 0.01s, position is in millimeters, and force is in Newtons. The spring force gradient is 2N / mm, the cable stiffness is 20N / mm, the cable dead zone is 0.2mm, the friction force is 1N, and the damping parameter is 5N. The values ​​are s / mm, the shaking frequency is 5Hz, and the shaking amplitude is 4N. These values ​​are for illustrative purposes only.

[0128] In step S10, the spring force, hinge torque, cable transmission, friction, damping and stick jitter functions are enabled according to the control system type of the aircraft to be simulated, and the above dynamic parameters are loaded.

[0129] In step S20, the front-end position obtained in a certain simulation cycle is 10.0 mm, the rear-end position is 9.7 mm, the balancing position is 9.0 mm, the additional force is 3 N, and the automatic driving state is not engaged. According to step S32, the 9.0 mm balancing position is determined as the force balance position.

[0130] In step S30, the positional deviation between the rear end position and the force-sensing equilibrium position is 0.7 mm. Multiplying the 0.7 mm positional deviation by the spring force gradient of 2 N / mm yields a spring force of 1.4 N.

[0131] The current aircraft Mach number is set to 0.30, the aircraft altitude to 2000m, and the trim tab position to 0^ Based on the rear end position, aircraft Mach number, aircraft altitude, and trim adjustment tab position, the preset hinge torque relationship is queried to obtain the current hinge torque output. After converting the hinge torque output into a 2.0N force component according to the effective transmission relationship of the control mechanism, it is superimposed with the 1.4N spring force to obtain a 3.4N rear end active force.

[0132] In step S40, the positional deviation between the front and rear ends is 0.3 mm. After deducting the 0.2 mm dead zone of the cable, an effective positional deviation of 0.1 mm is obtained. Multiplying the 0.1 mm effective positional deviation by the cable stiffness of 20 N / mm, a cable force of 2.0 N is obtained. Subtracting the 3.4 N active force at the rear end from the 2.0 N cable force yields a structural loss force with a negative direction and an absolute value of 1.4 N.

[0133] In step S50, the frictional force with an absolute value greater than 1N represents the structural loss force. After deducting the frictional force opposite to the possible direction of motion, the force after friction is a negative force with an absolute value of 0.4N. Based on 5N... The damping parameter of s / mm yields the rear end velocity, which is negative in direction and has an absolute value of 0.08 mm / s.

[0134] Integrating the rear-end velocity over a simulation period of 0.01s, the change in rear-end position is 0.0008mm in the reverse direction, yielding a candidate rear-end position of 9.6992mm. The lower limit of the rear-end position is set to -15mm, and the upper limit is set to 15mm. Since the candidate rear-end position falls within these ranges, the constrained rear-end position remains 9.6992mm.

[0135] The updated rear-end position of 9.6992 mm is fed back into the calculation of the rear-end active force and cable force. The positional deviation between the updated rear-end position and the force equilibrium position is 0.6992 mm, based on which the spring force is updated to 1.3984 N. The positional deviation between the front-end position and the updated rear-end position is 0.3008 mm. After deducting the cable dead zone, the effective cable position deviation is 0.1008 mm. Multiplying the effective cable position deviation by the cable stiffness yields the updated cable force of 2.016 N.

[0136] In step S60, a periodic signal is generated based on a 5Hz lever jitter frequency, and the amplitude of the periodic signal is adjusted based on a 4N lever jitter amplitude. The simulation moment when the periodic signal reaches its maximum positive amplitude is selected to obtain a 4N lever jitter force. The additional force of 3N, the updated cable force of 2.016N, and the 4N lever jitter force are superimposed to obtain a target force of 9.016N, which is then output to the load control actuator.

[0137] When the autonomous driving state switches to the active state in the next simulation cycle, and the autonomous driving command position is 8.5mm, 8.5mm is determined as the new force-sensor balance position. The rear position is still updated from 9.6992mm obtained in the previous simulation cycle, and does not jump directly to the autonomous driving command position. The new force-sensor balance position changes the spring force, rear active force, structural loss force, rear position, cable force, and target force in sequence.

[0138] When simulating rear-end position obstruction, for example, if the obstruction position is set to 6mm, then both the upper and lower limits of the rear-end position are set to 6mm. The constrained rear-end position remains at 6mm. When the front-end position continues to change, the cable force is determined based on the positional deviation between the front-end position and the constrained rear-end position (6mm), and this newly determined cable force is used for target force calculation.

[0139] See Figure 5 The second embodiment of the present invention proposes a general dynamic model simulation system for a control load system, including a parameter configuration module, a data acquisition module, an active force calculation module, a cable force calculation module, a rear position calculation module, and a target force perception calculation module.

[0140] The parameter configuration module is configured to configure dynamic parameters according to the control system type of the aircraft to be simulated. The dynamic parameters include spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters.

[0141] The parameter configuration module receives the control system type or aircraft model identifier of the aircraft to be simulated, and reads the dynamic parameters associated with the control system type or aircraft model identifier. The parameter configuration module transmits the spring force calculation parameters and hinge torque calculation parameters to the active force calculation module, the cable transmission parameters to the cable force calculation module, the friction parameters and damping parameters to the rear position calculation module, and the stick jitter parameters to the target force sensing calculation module.

[0142] When there is no need to simulate hinge torque, the parameter configuration module sets the aircraft Mach number to zero; when there is no need to simulate spring force, the parameter configuration module sets the spring force gradient to zero; when there is no need to simulate stick jerking force, the parameter configuration module sets the stick jerking amplitude to zero. While performing the above zeroing configuration, the parameter configuration module maintains the data transfer relationships between other modules.

[0143] The data acquisition module is configured to acquire the front-end position, back-end position, force balance position, and additional force.

[0144] The data acquisition module obtains the front-end position, the back-end position updated in the previous simulation cycle, the autopilot status, the trim position, the autopilot command position, and the additional forces from the flight simulation interface, the position sensor interface, or the state storage area. Based on the autopilot status, the data acquisition module determines the force-sensing equilibrium position from the trim position and the autopilot command position.

[0145] The data acquisition module transmits the back-end position and force-sensing balance position to the active force calculation module, the front-end position and back-end position to the cable force calculation module, and the additional force to the target force-sensing calculation module.

[0146] The active force calculation module is configured to determine the active force at the rear end based on the rear end position, the force-sensing balance position, the spring force calculation parameters, and the hinge torque calculation parameters.

[0147] The active force calculation module calculates the positional deviation between the rear end position and the force-sensing equilibrium position, and determines the spring force based on the positional deviation and the spring force gradient. The active force calculation module also determines the hinge torque output from a preset hinge torque relationship based on the rear end position, aircraft Mach number, aircraft altitude, and trim adjustment tab position.

[0148] The active force calculation module converts the hinge torque output into the same force unit as the spring force, and determines the rear active force based on the spring force and hinge torque output. The active force calculation module transmits the rear active force to the cable force calculation module, and after receiving the updated rear position, re-determines the spring force, hinge torque output, and rear active force.

[0149] The cable force calculation module is configured to determine the cable force based on the front end position, the rear end position, and the cable transmission parameters, and to determine the structural loss force based on the difference between the cable force and the rear end active force.

[0150] The cable force calculation module calculates the positional deviation between the front and rear positions, performs cable dead zone processing on the positional deviation to obtain the effective positional deviation of the cable, and determines the cable force based on the effective positional deviation and the cable stiffness.

[0151] The cable force calculation module transmits the cable force to the target force sensing calculation module. Simultaneously, it determines the structural loss force based on the difference between the cable force and the downstream active force, and transmits this structural loss force to the downstream position calculation module. Upon receiving the updated downstream position, the cable force calculation module re-determines the cable force and structural loss force.

[0152] The back-end position calculation module is configured to update the back-end position based on the structural loss force, the friction parameters, and the damping parameters, and to feed back the updated back-end position to the active force calculation module and the cable force calculation module.

[0153] The back-end position calculation module determines the force after friction based on the structural loss force and friction parameters, determines the back-end motion velocity based on the force after friction and damping parameters, and integrates the back-end motion velocity to obtain the candidate back-end position.

[0154] The back-end position calculation module restricts candidate back-end positions based on the upper and lower limits of the back-end position, and feeds back the restricted back-end positions to the main force calculation module and the cable force calculation module, respectively. When simulating back-end position jamming, the back-end position calculation module sets the upper and lower limits of the back-end position to the same value, so that the restricted back-end position remains in the jammed position.

[0155] The target force calculation module is configured to determine the shaking force based on the shaking parameters, and to determine the target force based on the additional force, the cable force, and the shaking force.

[0156] The target force calculation module generates a periodic signal based on the lever vibration frequency, adjusts the amplitude of the periodic signal according to the lever vibration amplitude to obtain the lever vibration force, and then superimposes the additional force, cable force, and lever vibration force to obtain the target force. After the cable force calculation module redetermines the cable force, the target force calculation module uses the redetermined cable force to redetermine the target force and outputs the target force to the load control actuator.

[0157] The system may also include a state recording module. This module records the autonomous driving state, force-sensing balance position, front-end position, updated rear-end position, spring force, hinge torque output, rear-end active force, cable force, structural loss force, lever jerking force, and target force sensing according to the simulation cycle. By reading the state records from adjacent simulation cycles, the data transmission relationship between dynamic parameter switching, rear-end position feedback, fault settings, and target force sensing output can be verified.

[0158] The above modules can be merged or further divided according to the actual processing resources. The processing of multiple modules can be executed sequentially by the same processor according to the program instructions, but the inputs, processing basis, processing actions, intermediate results, output results and feedback relationships of each module remain unchanged.

[0159] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to the specific combination of the above-described technical features, but also covers other technical solutions formed by combinations of the above-described technical features or their equivalents without departing from the above-described inventive concept.

[0160] The terms “first”, “second”, etc., are used to distinguish similar objects, not to describe or indicate a specific order or sequence.

[0161] The term "comprising" or any other similar term is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus / device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent in such process, method, article, or apparatus / device.

[0162] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A general-purpose handling load system dynamics model simulation modeling method, characterized by, include: Configure dynamic parameters according to the type of control system of the aircraft to be simulated. The dynamic parameters include spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters. Obtain the front-end position, back-end position, force balance position, and additional force; The spring force is determined based on the positional deviation between the rear end position and the force-sensing equilibrium position and the spring force calculation parameters; the hinge torque output is determined based on the rear end position and the hinge torque calculation parameters; and the rear end active force is determined based on the spring force and the hinge torque output. The cable force is determined based on the positional deviation between the front end position and the rear end position and the cable transmission parameters, and the structural loss force is determined based on the difference between the cable force and the rear end active force. The updated rear end position is determined based on the structural loss force, the friction parameters, and the damping parameters, and the updated rear end position is fed back for subsequent calculations of the rear end active force and the cable force. The lever force is determined based on the lever parameters, and the target force is determined based on the additional force, the cable force, and the lever force.

2. The universal manipulandum system dynamics model simulation modeling method of claim 1, wherein, Determining the force-sensing equilibrium position includes: Acquire autonomous driving status, trim position, and autonomous driving command position; When the autonomous driving state is not activated, the balancing position is determined as the force-sensing balance position; When the autonomous driving state is engaged, the location of the autonomous driving command is determined as the force-sensing balance position; The back-end active force is updated based on the positional deviation between the back-end position and the force-sensing equilibrium position.

3. The universal manipulandum system dynamics model simulation modeling method of claim 1, wherein, The spring force calculation parameters include the spring force gradient; Determining the spring force includes: calculating the positional deviation between the rear end position and the force-sensing equilibrium position, determining the spring force based on the positional deviation and the spring force gradient, and using the spring force to determine the rear end active force; After the rear end position is updated, the position deviation is recalculated and the spring force is updated.

4. The universal manipulandum system dynamics model simulation modeling method of claim 1, wherein, The hinge torque calculation parameters include the aircraft Mach number, aircraft altitude, and trim adjustment tab position. Determining the hinge torque output includes: determining the hinge torque output from a preset hinge torque relationship based on the rear end position, the aircraft Mach number, the aircraft altitude, and the trim adjustment piece position, and using the hinge torque output to determine the rear end active force.

5. The universal manipulandum system dynamics model simulation modeling method of claim 1, wherein, The cable transmission parameters include cable stiffness and cable dead zone; Determining the cable force includes: calculating the positional deviation between the front end position and the rear end position, performing cable dead zone processing on the positional deviation, and obtaining the effective positional deviation of the cable. The cable force is determined based on the effective position deviation of the cable and the cable stiffness, and the cable force is used to determine the structural loss force and the target force, respectively. After the back-end position is updated, the cable force is re-determined.

6. The simulation modeling method for the dynamic model of a general-purpose controlled load system according to claim 1, characterized in that, Determining the updated backend location includes: The force after friction is determined based on the structural loss force and the friction parameters. The rear end velocity is determined based on the force after friction and the damping parameters. Integrate the rear-end motion velocity to obtain the updated rear-end position; Based on the updated rear-end position, the positional deviation between the rear-end position and the force-sensing equilibrium position, as well as the positional deviation between the front-end position and the rear-end position, are re-determined to update the rear-end active force and the cable force.

7. The simulation modeling method for the dynamic model of a general-purpose controlled load system according to claim 1, characterized in that, The jig parameters include jig frequency and jig amplitude; Determining the lever jitter force and the target force sensation includes: generating a periodic signal based on the lever jitter frequency, and adjusting the amplitude of the periodic signal based on the lever jitter amplitude to obtain the lever jitter force; The target force is obtained by superimposing the additional force, the cable force, and the lever shaking force; After the cable force is updated, the target force is redefined.

8. The simulation modeling method for the dynamic model of a general-purpose controlled load system according to claim 1, characterized in that, The hinge torque calculation parameters include the aircraft Mach number, the spring force calculation parameters include the spring force gradient, and the stick parameters include the stick amplitude. Configure the dynamic parameters according to the type of the control system, including: setting the aircraft Mach number to zero when there is no need to simulate hinge torque; setting the spring force gradient to zero when there is no need to simulate spring force; and setting the stick amplitude to zero when there is no need to simulate stick jerking force. Maintain the calculated relationship between the front end position, the cable force, the rear end position, and the rear end active force, and determine the rear end active force and the target force based on the configured dynamic parameters.

9. The simulation modeling method for the dynamic model of a general-purpose controlled load system according to claim 1, characterized in that, Also includes: Get the upper and lower limits of the backend location; The updated back end position is limited by the upper limit value and the lower limit value of the back end position, and the limited back end position is used for subsequent calculations of the back end active force and the cable force. When simulating the jamming at the rear end position, the upper limit value and the lower limit value of the rear end position are set to the same value, and the cable force is determined based on the positional deviation between the front end position and the restricted rear end position.

10. A general simulation system for dynamic models of controlled load systems, characterized in that, include: The parameter configuration module is configured to configure dynamic parameters according to the control system type of the aircraft to be simulated. The dynamic parameters include spring force calculation parameters, hinge torque calculation parameters, cable transmission parameters, friction parameters, damping parameters, and stick jitter parameters. The data acquisition module is configured to acquire the front-end position, back-end position, force balance position, and additional force. The active force calculation module is configured to determine the rear active force based on the rear end position, the force balance position, the spring force calculation parameters, and the hinge torque calculation parameters. The cable force calculation module is configured to determine the cable force based on the front end position, the rear end position, and the cable transmission parameters, and to determine the structural loss force based on the difference between the cable force and the rear end active force. The back-end position calculation module is configured to update the back-end position based on the structural loss force, the friction parameters, and the damping parameters, and to feed back the updated back-end position to the active force calculation module and the cable force calculation module. The target force calculation module is configured to determine the shaking force based on the shaking parameters, and to determine the target force based on the additional force, the cable force, and the shaking force.

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