CN116416843A - Dynamic flight simulation control system and method for manned centrifugal machine - Google Patents
Dynamic flight simulation control system and method for manned centrifugal machine Download PDFInfo
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Abstract
The invention provides a manned centrifuge dynamic flight simulation control system, which belongs to the field of flight control, and comprises: the rolling module obtains a first load to be simulated by the centrifugal machine through a flight attitude based on the offset of a cabin rocker, and obtains a cabin rolling angle when the load direction is consistent with the head and foot axis of a human body based on the first load calculation; the deviation module obtains a cabin deviation angle of the head and foot axis of the human body from the load direction based on the first load, the maximum deviation angle and the maximum load; the maximum load is the maximum value of a first load, a second load and a third load, wherein the second load is obtained through a centrifugal machine model based on the swinging angle of a cabin rocker, and the third load is obtained based on the maximum offset angle; the control module is used for controlling the cabin rotation angle to be based on the sum of the cabin roll angle and the cabin offset angle. The invention reduces the rolling angle by setting the maximum offset angle phi and rolling the cabin from (45+phi); and a conditional function is adopted to flexibly set the relation between the load and the offset angle, so that the Coriolis effect is reduced.
Description
Technical Field
The invention relates to the field of flight control, in particular to a dynamic flight simulation control system and method of a manned centrifugal machine.
Background
A manned centrifuge (hereinafter, abbreviated as 'centrifuge') is a machine that generates acceleration when an aircraft is simulated to fly on the ground, and is mainly used for pilot simulation driving training.
As shown in fig. 1, the centrifuge structure mainly includes a large arm, a cabin, a base, and an underground power chamber (not shown in the drawing). When the flight simulation is carried out, a person sits in the cabin, and the big arm and the cabin can rotate. Two coordinate systems can be established, the first being the world coordinate system O w X w Y w Z w Its center point is located at the rotation center of the large arm, and a head coordinate system O is established by the head center of the human body sitting in the cabin h X h Y h Z h The coordinate system follows the head movements of the human body.
As shown in FIG. 2, the centrifuge can induce centrifugal acceleration α by rapid rotation of the large arm while performing flight simulation R Fast change of (a) at this time alpha R The sum of the gravitational acceleration g and the gravitational inertial acceleration. At present, the radius of the domestic centrifugal machine is generally 8m, and alpha is at the base load R Equal to g, in the same direction, and at a base load the roll angle is about 45 °.
The training mode of the centrifugal machine is generally divided into two modes of passive load training and active load training, most of the centrifugal machine equipment at home and abroad at present only carries out passive load training, and a pilot needs to train according to a fixed load curve in the training mode, and can not control a simulated airplane, namely, the degree of freedom of airplane movement can not be controlled. Correspondingly, the freedom of allowing the pilot to control one or more aircraft movements during training is referred to as active load training, also referred to as dynamic flight simulation, which simulates more realistic fighter maneuvers and fighter scenes, and which, in addition, allows the pilot to practice dangerous flight scenes safely at a lower cost. However, at present, no systematic dynamic flight simulation training is performed at home, and the main reason for limiting the centrifugal machine to perform dynamic flight simulation is that when the training is performed, a pilot needs to perform rapid load change through operation, such as rapid load change during sharp turns or diving and pulling, and in order to simulate the rapid load change, the centrifugal machine needs to perform rapid rolling motion of a cabin while rotating a large arm, at this time, the head of the pilot moves simultaneously in two axial directions of a world coordinate system and a head coordinate system, and the movement of a plurality of axial directions of the head can cause coriolis effect, and the effect can cause various sensory reactions such as eyeball movement, illusion, nausea, vomiting and the like, and the negative effect can seriously influence the training effect, which is an important reason for causing the dynamic flight simulation to be unable to perform for a long time.
Disclosure of Invention
In view of the above analysis, the embodiments of the present invention aim to provide a dynamic flight simulation control system and method for a manned centrifuge, which are used for solving the technical problem of coriolis effect in the existing dynamic flight simulation.
The specification provides a manned centrifuge dynamic flight simulation control system and method, comprising:
the rolling module is used for calculating a first load to be simulated by the centrifugal machine through a flight attitude based on the offset of the cabin rocker, and calculating a cabin rolling angle when the load direction is consistent with the human body cephalopod axis based on the first load;
the deviation module is used for obtaining a cabin deviation angle of the head and foot shaft of the human body from the load direction based on the first load, the maximum deviation angle and the maximum load; the maximum load is the maximum value of a first load, a second load and a third load, wherein the second load is obtained through a centrifugal machine model based on the swinging angle of a cabin rocker, and the third load is obtained based on the maximum deviation angle;
and the control module is used for controlling the cabin rotation angle to be based on the sum of the cabin roll angle and the cabin offset angle.
Optionally, the offset module comprises a conditional function unit, which is used for obtaining a cabin offset angle of the human body cephalopod axis deviating from the load direction based on the first load, the maximum offset angle and the maximum load; the condition function unit obtains a cabin deviation angle based on the following formula:
wherein delta theta is the cabin deviation angle, phi is the maximum deviation angle, gz 1 G for the first load simulated by the centrifuge max2 Is the maximum load value.
Optionally, the offset module further includes a preset load calculation unit, configured to obtain a third load by the following conversion based on a preset maximum offset angle:
wherein Gz 3 For the third load, φ is a preset maximum offset angle.
Optionally, the offset module further comprises a centrifuge model unit, an extremum taking unit and a filter unit;
the centrifugal machine model unit is used for obtaining the swinging angle of the cabin rocker and converting the swinging angle into a second load simulated by the centrifugal machine;
the extremum taking unit is used for continuously comparing the first load simulated by the centrifugal machine, the second load simulated by the centrifugal machine and the third load to output the maximum value of the first load, the second load and the third load;
and the filter unit is used for carrying out filtering treatment on the maximum value output by the extremum taking unit, removing high-frequency components and obtaining the maximum load value.
Optionally, the rolling module comprises a cabin rocker unit, an airplane model unit, a centrifugal mapping unit and a rolling angle calculating unit;
the cockpit rocker unit is used for sensing the operation quantity of a pilot on the cockpit rocker and obtaining the offset of the cockpit rocker;
the aircraft model unit is used for obtaining the flight attitude of an aircraft based on the offset of the cabin rocker, wherein the flight attitude comprises the aircraft load;
the centrifuge mapping unit is used for converting the aircraft load into a first load simulated by a centrifuge;
the rolling angle calculation unit is used for converting the first load simulated by the centrifugal machine into the cabin rolling angle, so that the first load simulated by the centrifugal machine is ensured to be consistent with the head-foot shaft direction.
Optionally, the aircraft model unit is a low-pass filter, and the parameters are replaced according to different models so as to simulate the different models.
Optionally, the roll angle calculation unit converts the first load calculation simulated by the centrifuge into the cabin roll angle by:
θ 1 ＝cos -1 (1/Gz 1 )
wherein θ is 1 To calculate the cabin roll angle Gz 1 A first load to be simulated for the centrifuge.
Optionally, the centrifuge mapping unit is configured to convert the aircraft load into a first load simulated by a centrifuge, and includes:
when the value of the aircraft load is less than 1.4Gz, the value of the first load simulated by the centrifuge is 1.4Gz;
when the value of the aircraft load is greater than 9Gz, the value of the first load simulated by the centrifuge is 9Gz;
the value of the first load simulated by the centrifuge is equal to the value of the aircraft load when the value of the aircraft load is between 1.4Gz and 9 Gz.
Optionally, the preset range of the maximum offset angle is 0 ° to 15 °.
The description provides a dynamic flight simulation control method of a manned centrifuge, which comprises the following steps:
step one, calculating to obtain a first load to be simulated by a centrifugal machine through a flight attitude based on the offset of a cabin rocker, and calculating to obtain a cabin roll angle when the load direction is consistent with the human cephalopod axis based on the first load;
step two, obtaining a cabin deviation angle of the head and foot shaft of the human body from the load direction based on the first load, the maximum deviation angle and the maximum load; the maximum load is the maximum value of a first load, a second load and a third load, wherein the second load is obtained through a centrifugal machine model based on the swinging angle of a cabin rocker, and the third load is obtained based on the maximum deviation angle;
and step three, controlling the cabin rotation angle to be based on the sum of the cabin roll angle and the cabin offset angle.
Compared with the prior art, the invention has the beneficial effects that:
1. setting a maximum offset angle phi, so that the offset angle delta theta of the load is always phi when the load is less than or equal to 1.4Gz, which is equivalent to small-amplitude rolling of the cabin in advance when the pilot manipulates the rocker to increase the load, the cabin does not need to roll from a rolling angle of 45 degrees, but from (45+phi) °, thereby reducing the rolling angle and further reducing the Coriolis effect;
2. the offset angle of the load deviating from the head-foot axis is always maintained between phi and-phi and continuously changed no matter when the load rises or falls, so that the rolling angle is reduced under the condition that the human body cannot perceive, and the Coriolis effect is further reduced. In summary, the embodiment of the invention provides a dynamic flight simulation control system of a manned centrifuge, which increases the rolling angle at the bottom of a centrifuge load motion curve and decreases the rolling angle at the top, thereby reducing the amplitude of cabin rolling, improving the coriolis effect and being beneficial to reducing the coriolis effect of dynamic flight training of the manned centrifuge;
3. the cabin deviation angle is continuously and slowly changed by adopting a conditional function, and the maximum deviation angle phi of the basic load is gradually changed into a maximum deviation angle minus phi when the load is at a peak value, so that the load is ensured not to have step change. By adopting the conditional function, the relation between the load and the offset angle can be set more flexibly, and the Coriolis effect during dynamic training of the manned centrifugal machine is reduced.
In the invention, the technical schemes can be mutually combined to realize more preferable combination schemes. Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention may be realized and attained by the structure particularly pointed out in the written description and drawings.
Drawings
The drawings are only for purposes of illustrating particular embodiments and are not to be construed as limiting the invention, like reference numerals being used to refer to like parts throughout the several views.
FIG. 1 is a schematic diagram of the structure and coordinate system of a centrifuge;
FIG. 2 is a schematic diagram of acceleration as the cabin rolls;
fig. 3 is a flow chart of a control system.
Detailed Description
Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form a part hereof, and together with the embodiments of the present invention serve to illustrate the principles of this invention and not to limit the scope of this invention.
Example 1
Current research has shown that the coriolis effect can be achieved by reducing the rotational angular velocity of the centrifuge's large arm, the angular velocity and angle of the cabin roll. Considering that the rotational angular velocity of the centrifuge's large arm is determined by the simulated load and is generally difficult to adjust quickly and accurately, the coriolis effect can be improved by adjusting the rolling motion of the cabin. In fact, a human cannot perfectly sense whether gravity or load is parallel to the cephalopod axis of the human body, if the inaccuracy of sensing can be utilized to reduce the rolling speed of the cabin and reduce the rolling angle, the coriolis effect in dynamic flight simulation can be reduced.
When the centrifugal machine performs the rolling motion of the cabin, the pilot cannot perceive a small deviation between the longitudinal axis of the head and foot of the pilot and the load direction. Thus defining an allowable maximum offset angle, the pilot will consider the direction of the load to be correct and consistent as long as the difference between the actual roll angle of the cabin and the theoretically correct rotation angle remains within the maximum offset angle during the movement. And then increasing the roll angle at the bottom of the load curve and reducing the roll angle at the top of the load curve by utilizing the maximum offset angle, so that the roll amplitude and the speed of the centrifuge cabin can be reduced in the dynamic flight simulation process, and the Coriolis effect in the dynamic flight simulation is reduced.
The embodiment of the invention provides a dynamic flight simulation control system of a manned centrifugal machine, which is shown in fig. 3.
In this embodiment, a dynamic flight simulation control system for a manned centrifuge that uses a small load offset to mitigate the coriolis effect includes a roll module, an offset module, and a control module. The rolling module is used for calculating a cabin rolling angle theta when the load direction is consistent with the head and foot direction of the human body 1 The method comprises the steps of carrying out a first treatment on the surface of the The deviation module is used for calculating a cabin deviation angle delta theta of the head and foot axes of the human body deviating from the load direction under the condition that the human body cannot feel the abnormality; control module, last the cabin roll angle theta 1 And the cabin deviation angle delta theta are added to obtain the final cabin rotation angle theta 2 。
The invention has the beneficial effects that: compared with the prior art, the automatic simulation control system provided by the invention can reduce the rolling angle of the cabin of the centrifugal machine under the condition that a pilot does not have obvious abnormal feeling, further reduce the Coriolis effect, improve the negative effect in the dynamic flight simulation process of the manned centrifugal machine, and is beneficial to carrying out complex dynamic flight simulation training by adopting the manned centrifugal machine.
The rolling module is used for calculating a first load to be simulated by the centrifugal machine through a flight attitude based on the offset of the cabin rocker, and calculating a cabin rolling angle when the load direction is consistent with the human cephalopod axis based on the first load; the input is the operation quantity of the pilot to the cabin rocker, and the output comprises a first load and a cabin roll angle when the load direction is consistent with the head and foot direction of the human body.
The rolling module comprises a cabin rocker unit, an airplane model unit, a centrifugal mapping unit and a rolling angle calculating unit.
The cockpit rocker unit is used for receiving the manipulation action of a pilot on the cockpit rockers in the cockpit, converting the operation of the pilot on the cockpit rockers into the operation quantity of the push rod and the pull rod, namely the forward and backward movement amplitude of the cockpit rockers, and obtaining the cockpit rocker offset; the angle at which the cabin rocker swings is obtained.
The pilot generally controls the rotating motion (pitching motion and rolling motion) of the aircraft through the cabin rocker in the air, and the general pitching motion determines the load size of the aircraft, so that the load size in the motion can be conveniently and subsequently judged by extracting the forward and backward movement amplitude of the cabin rocker.
And the aircraft model unit is used for obtaining the flight attitude of the aircraft based on the offset of the cabin rocker, and specifically, the aircraft model unit is equivalent to a low-pass filter, and can output the flight attitude of the aircraft, including the aircraft load, by inputting the forward and backward movement amplitude of the cabin rocker. The aircraft model unit can replace internal parameters according to different aircraft models, simulate different aircraft models such as Jian-10, jian-15, jian-20 and the like, so that the pilot can be close to the operation feeling of the planned training aircraft model when operating the centrifugal machine, and is more close to the feeling of real flight. The flight simulation unit is essentially a low-pass filter, which can be delayed by a certain time, which is advantageous for the invention to calculate the load at the next moment in advance.
A centrifugal mapping unit for converting the aircraft load in the flight attitude into a first load Gz to be simulated by the centrifugal machine 1 。
Because of the limited mechanical properties, the centrifuge is not capable of fully simulating in-flight loads, and therefore, to convert flight loads to centrifuge loads, the upper and lower centrifuge loads default to 14Gz to 9Gz, wherein the load input between the two is a default output of 1.4Gz which is smaller than the lower limit, the load input between the two is a default output of 9Gz which is larger than the upper limit, the load input between the two is a default original value output, and the output value is assigned to the Gz 1 。
The function of this part of the centrifuge mapping unit is: limited by the mechanical properties of the centrifuge itself, the centrifuge is typically not capable of fully simulating the aircraft loading in the air, and therefore it is necessary to map the aircraft loading to the loading to be simulated by the centrifuge, so that the aircraft loading in the air can be simulated with a centrifuge of limited performance.
A roll angle calculation unit for calculating a first load Gz to be simulated by the centrifugal machine 1 Calculating to obtain the rolling angle theta of the cabin 1 。
The roll angle calculation unit may simulate a first load Gz to be simulated by the centrifugal machine 1 The load direction is converted into the rolling angle of the centrifugal machine, and if the centrifugal machine cabin performs rolling motion according to the rolling angle, the load direction is ensured to be consistent with the head-foot shaft direction.
The roll angle of the cabin is calculated as shown in formula (1):
θ 1 ＝cos -1 (1/Gz 1 ) (1)
wherein θ is 1 To calculate the cabin roll angle Gz 1 A first load to be simulated for the centrifuge.
The roll angle calculation unit functions as: the required cabin roll angle when the load direction is consistent with the cephalopod shaft can be obtained rapidly, and the follow-up optimization of the cabin roll angle is facilitated.
The input of the offset module is the swinging angle of the cabin rocker and the first load Gz to be simulated by the centrifugal machine 1 And a maximum offset angle phi, the output is a cabin offset angle delta theta.
The offset module comprises a centrifugal machine model unit, a preset load calculation unit, an extremum taking unit, a filter unit and a conditional function unit.
The function of this part is: the load Gz to be simulated currently of the centrifugal machine is enabled to be achieved through a conditional function mapping method 1 Mapped to a cabin deviation angle delta theta.
The centrifugal machine model unit converts the swinging angle of the cabin rocker into a second load Gz to be simulated by the centrifugal machine 2 。
The function of this part is: during the flight, the load of the aircraft is mainly determined by the push-pull amplitude of the pilot on the control lever, so that when the centrifugal machine is adopted to simulate dynamic flight, the load Gz to be simulated by the centrifugal machine can be quickly obtained by mapping the angle of the pilot on the push-pull control lever into the load quantity to be simulated by the centrifugal machine 2 As shown in formula (3):
wherein, the liquid crystal display device comprises a liquid crystal display device,
the rocking angle of the cabin rocker is the sensitivity coefficient, k is a preset value, the unit is gz/°, and the value range is 0.1-0.5.
The greater the k value, the more sensitive the angle of rocking of the cabin rocker, the function of k being to rapidly transform the angle of rocking of the cabin rocker into the load Gz to be simulated by the centrifugal machine 2 。
On the other hand, the first load Gz to be simulated by the centrifugal machine can be obtained in the rolling module through the processing of the airplane model unit and the centrifugal machine mapping unit 1 Whereas, because the aircraft model unit is essentially a low-pass filter, the first load Gz to be simulated by the centrifuge 1 Is slower than the second load Gz to be simulated by the centrifuge 2 In advance, i.e. by this method, the load Gz to be simulated by the centrifuge is obtained 2 。
The preset load calculation unit inputs the maximum offset angle phi and calculates and outputs a third load Gz through a linear relation 3 。
Where φ is the set maximum offset angle, i.e., the maximum angle at which the pilot cannot perceive that the load direction is not parallel to the cephalopod axis, and the third load Gz 3 Is determined by the magnitude of the maximum offset angle phi, the linearity of bothThe relationship is shown in formula (4):
where the round up (1) function represents preserving one-bit decimal and rounding up.
The function of setting the maximum offset angle phi is:
first, the maximum offset angle phi is set so that the offset angle delta theta of the load is always phi when the load is less than or equal to 1.4Gz, which is equivalent to small-amplitude rolling of the cockpit in advance when the pilot manipulates the rocker to increase the load, the cockpit does not need to roll from a rolling angle of 45 degrees, but from (45+phi) °, so that the rolling angle is reduced, and the coriolis effect is reduced.
Second, the offset angle of the load from the cephalopod axis is always maintained between the maximum offset angle phi and the negative value-phi of the maximum offset angle and continuously changes no matter when the load rises or falls, so that the rolling angle is reduced under the condition that the human body cannot perceive, and the Coriolis effect is further reduced.
At peak load, the angle of the load deviating from the cephalopod axis is-phi, namely the cabin is equivalent to less roll phi, further reducing the roll angle and improving the negative effect caused by the Coriolis phenomenon.
The maximum offset angle phi may be adjusted here to any angle between 0 deg. and 15 deg.. The maximum offset angle phi value can be adjusted according to the difference between the training object and the training task of the centrifugal machine, so that the third load Gz is synchronously realized 3 And realizing adjustment.
Setting the maximum offset angle phi to be adjustable, and adjusting the load parameter Gz by adjusting the maximum offset angle phi 3 . The mode of adjusting the maximum offset angle phi has two functions:
first, the maximum offset angle φ values are not the same for different populations. For experienced pilots, the pilot can generally be more sensitive to the deviation value of the roll angle, so the maximum deviation angle phi is smaller, and new pilots, flight students and people without flight experience are more insensitive to the deviation of the roll angle, and the Coriolis effect is easier to occur, and the phi is set at a higher value, so the flight simulation can be more realistic by adopting a mode of adjusting the phi;
secondly, the requirements of different dynamic flight simulation training contents on the accuracy degree of the roll angle are different, the accuracy requirement on the roll angle is higher for a dynamic flight simulation task with lower load, the accuracy requirement on the roll angle is lower for a dynamic flight simulation task with frequent and rapid lifting load, and in order to avoid the termination of the flight task caused by the Coriolis effect, the maximum offset angle phi value can be improved in advance, so that the control system can be better adapted to different dynamic flight simulation tasks by adopting a mode that the maximum offset angle phi value is adjustable.
Taking an extremum unit, and inputting a second load Gz simulated by the centrifugal machine 2 First load Gz output by centrifuge mapping unit 1 And a third load Gz of parameter value 3 ，Gz 3 Based on the maximum offset angle, the extremum taking unit always outputs the current moment Gz through continuous comparison 1 、Gz 2 And Gz 3 Maximum value G of the three max As an initial maximum load value. Wherein Gz 3 In the actual training, the value of (1) is adjusted between 0 and 15 degrees according to the maximum offset angle phi, so as to obtain the corresponding Gz 3 Is a value of (a).
The extremum taking unit part has the functions of:
in the load rising phase: gz 2 >Gz 3 Always output Gz 2 ；Gz 2 ≤Gz 3 Always output Gz 3 The method comprises the steps of carrying out a first treatment on the surface of the In the descending stage of the load: gz 1 >Gz 3 Always output Gz 1 ；Gz 1 ≤Gz 3 Always output Gz 3 . Thus ensuring that the output of the extremum taking unit is always larger than or equal to Gz 3 And when Gz 1 And Gz 2 Are all greater than Gz 3 Always output Gz 1 And Gz 2 The maximum of the two.
The filter unit is a low-pass filter, and the filter unit takes the initial maximum load value G of extremum output max Filtering to remove high frequency component to obtain maximum load G with high frequency component removed max2 。
The filter unit functions as: the data output by the extremum taking unit can be subjected to filtering treatment, and the high-frequency component is removed, so that the motion curve of the load is smoother, and the subsequent treatment is convenient.
The condition function unit inputs a first load Gz to be simulated for the centrifugal machine 1 Maximum load G with high frequency components removed max2 And outputting a cabin deviation angle delta theta by the maximum deviation angle phi, wherein the condition function is as shown in (5):
the conditional function may be based on a base load of 1.4Gz, a first load Gz 1 Maximum load G max2 Is divided into three phases:
1) When Gz 1 When the deviation angle of the cabin is less than or equal to 1.4, the deviation angle is kept to be phi, so that the deviation angle is ensured to be phi when the load is smaller, and the rolling angle of the cabin is reduced when the subsequent load is increased;
2)Gz 1 ＞G max2 when the load is high, the deviation angle of the cabin is kept to be-phi, so that the deviation angle is kept to be-phi, the rolling angle at the peak load is reduced, and the rolling angle of the cabin at the subsequent load descending is reduced;
3)1.4＜Gz 1 ≤G max2 when the cabin deviation angle is
This ensures that the yaw angle of the roll angle of the load can be continuously varied during peak-to-peak changes, and the pilot being trained is not likely to perceive the presence of a cockpit yaw angle.
The way in which the conditional function is used functions as follows:
firstly, the invention can be easily realized by the current general automatic control software, because the general automatic control software has conditional functions;
secondly, in the practical load training process by adopting a centrifugal machine, the offset angle of a human body to a rolling angle is more and more sensitive along with the increase of the load, the load amplitude and the cabin offset angle have a linear relation and a nonlinear relation under ideal conditions, the maximum offset angle is reduced along with the increase of the load, and the condition function is adopted to implement the invention, so that the invention is beneficial to the subsequent further change of the condition function, and the invention is more in line with the perception characteristics of the human body;
thirdly, when the manned centrifugal machine is adopted to carry out dynamic flight simulation, a pilot is required to complete dangerous flight maneuver in the air, even extreme flight conditions such as out-of-control, reverse flight, tail spin and the like of the aircraft are purposely manufactured, then the pilot is required to deal with the extreme flight conditions, the relation between the load and the maximum offset angle is changed according to different tasks, and the relation between the load and the maximum offset angle can be flexibly changed according to actual conditions by adopting a condition function.
In summary, the condition function enables the cabin deviation angle to continuously and slowly change, and the maximum deviation angle phi of the basic load gradually transits to the maximum deviation angle minus phi when the load peaks, so that the load can be ensured not to have step change. By adopting the conditional function, the relation between the load and the offset angle can be set more flexibly.
The control module inputs the rolling angle theta of the cabin 1 And a cabin deviation angle delta theta, the deviation angle delta theta is compared with the rolling angle theta of the cabin 1 Adding to obtain the optimized rolling angle theta of the cabin 2 As shown in equation (6).
θ 2 ＝θ 1 +Δθ (6)
In the load-up phase, because of Gz 2 In time phase to Gz 1 Smaller and therefore Gz 2 ＞Gz 1 This time can be divided into two cases:
in the load stabilization phase, gz 2 And Gz 1 Nearly identical, then Gz 1 ≈G max2 At this time, the Δθ was constant at-5 °。
In the load-falling phase, because Gz 2 In time phase to Gz 1 Smaller and therefore Gz 2 ＜Gz 1 This time can be divided into two cases:
first case, gz 1 G at a temperature of 1.8Gz or less max And G max2 Constant 1.8Gz, if Gz 1 The offset angle is less than or equal to 1.8 and is constant at 5 degrees, when Gz 1 Offset angle with Gz > 1.4Gz 1 Is reduced, eventually with an offset angle delta theta of-5 deg..
Second case, gz 1 At > 1.8, G max ＝Gz 1 ，G max2 Close to G max Therefore Gz 1 ≈G max2 The final Δθ was approximately-5 °.
In summary, it is known that Gz is the ratio of the load to the load 1 When the delta theta is less than or equal to 1.4, the delta theta is 5 DEG, and the rolling angle theta of the cabin of the centrifugal machine 1 At 50 °, i.e. the cabin always waits for a command at this angle. Gz 1 When the delta theta is more than 1.4, the delta theta gradually decreases, and when the load of the centrifugal machine reaches the maximum value, the delta theta is minus 5 DEG, and the rolling angle theta of the cabin is the same 1 45 deg..
From the above, it can be seen from the above analysis:
1. at the initial stage of load rising, at Gz 1 When the delta theta is less than or equal to 1.4, the delta theta is 5 DEG, and the rolling angle theta of the cabin of the centrifugal machine 1 At 50 °, the cockpit waits for the next command, which is equivalent to predicting that the pilot will perform a greater load movement, thereby increasing the variation of the roll angle at the bottom of the load curve.
2. At Gz 1 When the load is higher than 1.4, the delta theta gradually decreases, the positive value gradually changes to the negative value, and finally the delta theta becomes 5 DEG below the load peak value due to the theta 1 +Δθ＝θ 2 I.e. at the peak load, the cabin roll angle has a magnitude of 5 ° less, thereby reducing the roll angle variation at the top of the peak load curve.
3.Gz 1 When dropping back below 1.4Gz again, Δθ is 5 °, similar to the first bar, the roll angle will return to 50 ° instead of 45 °, thus at the load curveThe bottom increases the variation of the roll angle.
Example 2
A manned centrifuge dynamic flight simulation control method based on the flight simulation control system comprises the following steps:
step one, calculating to obtain a first load to be simulated by a centrifugal machine through a flight attitude based on the offset of a cabin rocker, and calculating to obtain a cabin roll angle when the load direction is consistent with the human cephalopod axis based on the first load;
step two, obtaining a cabin deviation angle of the head and foot shaft of the human body from the load direction based on the first load, the maximum deviation angle and the maximum load; the maximum load is the maximum value of a first load, a second load and a third load, wherein the second load is obtained through a centrifugal machine model based on the swinging angle of a cabin rocker, and the third load is obtained based on the maximum deviation angle;
and step three, controlling the cabin rotation angle to be based on the sum of the cabin roll angle and the cabin offset angle.
The method embodiment and the system embodiment are based on the same invention conception, and can achieve the same technical effect.
Those skilled in the art will appreciate that all or part of the flow of the methods of the embodiments described above may be accomplished by way of a computer program to instruct associated hardware, where the program may be stored on a computer readable storage medium. Wherein the computer readable storage medium is a magnetic disk, an optical disk, a read-only memory or a random access memory, etc.
The present invention is not limited to the above-mentioned embodiments, and any changes or substitutions that can be easily understood by those skilled in the art within the technical scope of the present invention are intended to be included in the scope of the present invention.
Claims (10)
1. A manned centrifuge dynamic flight simulation control system, comprising:
the rolling module is used for calculating a first load to be simulated by the centrifugal machine through a flight attitude based on the offset of the cabin rocker, and calculating a cabin rolling angle when the load direction is consistent with the human body cephalopod axis based on the first load;
the deviation module is used for obtaining a cabin deviation angle of the head and foot shaft of the human body from the load direction based on the first load, the maximum deviation angle and the maximum load; the maximum load is the maximum value of a first load, a second load and a third load, wherein the second load is obtained through a centrifugal machine model based on the swinging angle of a cabin rocker, and the third load is obtained based on the maximum deviation angle;
and the control module is used for controlling the cabin rotation angle to be based on the sum of the cabin roll angle and the cabin offset angle.
2. The manned centrifuge dynamic flight simulation control system of claim 1, wherein the offset module comprises a conditional function unit for deriving a cabin offset angle of the human cephalopod axis from the load direction based on the first load, the maximum offset angle, and the maximum load; the condition function unit obtains a cabin deviation angle based on the following formula:
wherein delta theta is the cabin deviation angle, phi is the maximum deviation angle, gz 1 G for the first load simulated by the centrifuge max2 Is the maximum load.
3. The manned centrifuge dynamic flight simulation control system of claim 2, wherein the offset module further comprises a preset load calculation unit for deriving the third load based on a preset maximum offset angle by converting:
wherein Gz 3 For the third load, φ is a preset maximum offset angle.
4. The manned centrifuge dynamic flight simulation control system of claim 3, wherein the migration module further comprises a centrifuge model unit, an extremum taking unit, and a filter unit;
the centrifugal machine model unit is used for obtaining the swinging angle of the cabin rocker and converting the swinging angle into a second load simulated by the centrifugal machine;
the extremum taking unit is used for continuously comparing the first load simulated by the centrifugal machine, the second load simulated by the centrifugal machine and the third load to output the maximum value of the first load, the second load and the third load;
and the filter unit is used for carrying out filtering treatment on the maximum value output by the extremum taking unit, removing high-frequency components and obtaining the maximum load value.
5. The manned centrifuge dynamic flight simulation control system of claim 1, wherein the roll module comprises a cabin rocker unit, an aircraft model unit, a centrifuge mapping unit, a roll angle calculation unit;
the cockpit rocker unit is used for sensing the operation quantity of a pilot on the cockpit rocker and obtaining the offset of the cockpit rocker;
the aircraft model unit is used for obtaining the flight attitude of an aircraft based on the offset of the cabin rocker, wherein the flight attitude comprises the aircraft load;
the centrifuge mapping unit is used for converting the aircraft load into a first load simulated by a centrifuge;
the rolling angle calculation unit is used for converting the first load simulated by the centrifugal machine into the cabin rolling angle, so that the first load simulated by the centrifugal machine is ensured to be consistent with the head-foot shaft direction.
6. The manned centrifuge dynamic flight simulation control system of claim 5, comprising:
the aircraft model unit is a low-pass filter, and the parameters are replaced according to different models so as to simulate the different models.
7. The manned centrifuge dynamic flight simulation control system of claim 5, wherein the roll angle calculation unit converts the first load calculation simulated by the centrifuge into the cabin roll angle by:
θ 1 ＝cos -1 (1/Gz 1 )
wherein θ is 1 To calculate the cabin roll angle Gz 1 A first load to be simulated for the centrifuge.
8. The manned centrifuge dynamic simulation control system of claim 5, wherein the centrifuge mapping unit to convert the aircraft load to a first centrifuge simulated load comprises:
when the value of the aircraft load is less than 1.4Gz, the value of the first load simulated by the centrifuge is 1.4Gz;
when the value of the aircraft load is greater than 9Gz, the value of the first load simulated by the centrifuge is 9Gz;
the value of the first load simulated by the centrifuge is equal to the value of the aircraft load when the value of the aircraft load is between 1.4Gz and 9 Gz.
9. A manned centrifuge dynamic flight simulation control system according to claim 3, comprising:
the preset range of the maximum offset angle is 0 to 15.
10. A method for dynamic flight simulation control of a manned centrifuge based on the control system of any one of claims 1 to 9, comprising the steps of:
step one, calculating to obtain a first load to be simulated by a centrifugal machine through a flight attitude based on the offset of a cabin rocker, and calculating to obtain a cabin roll angle when the load direction is consistent with the human cephalopod axis based on the first load;
step two, obtaining a cabin deviation angle of the head and foot shaft of the human body from the load direction based on the first load, the maximum deviation angle and the maximum load; the maximum load is the maximum value of a first load, a second load and a third load, wherein the second load is obtained through a centrifugal machine model based on the swinging angle of a cabin rocker, and the third load is obtained based on the maximum deviation angle;
and step three, controlling the cabin rotation angle to be based on the sum of the cabin roll angle and the cabin offset angle.
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