CN109592064B - Design method for the influence of aircraft and mechanical control system deformation differences on maneuvering control - Google Patents
Design method for the influence of aircraft and mechanical control system deformation differences on maneuvering control Download PDFInfo
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Abstract
本发明公开了飞机与机械操纵系统变形差异对机动操纵影响设计方法，包括以下步骤：1)根据飞机机动时合力与合力矩的要求，计算飞机机动时的纵、横、航向机动所需舵面偏度；2)计算飞机机动过程中机械操纵系统相对于飞机变形的偏离量；3)计算飞机机动过程中飞机的座舱操纵位移及操纵力；4)根据飞机机动时的不同目标过载，重复步骤1－步骤3，得到飞机机动时的纵、横、航向的座舱操纵位移、操纵力对对应目标过载的杆力梯度、杆位移梯度，本发明实现了飞机在飞行中真实的机械操纵系统特性确定流程，以及真实的飞机机动操纵特性设计确定方法，保证了飞行与设计的一致性，修正了机械操纵系统特性误差，提高了飞机飞行的安全性，改善了操纵品质。
The invention discloses a design method for the influence of the deformation difference between an aircraft and a mechanical control system on maneuvering, including the following steps: 1) According to the requirements of the resultant force and the resultant moment when the aircraft maneuvers, calculate the rudder surfaces required for the vertical, horizontal and heading maneuvers when the aircraft maneuvers 2) Calculate the deviation of the mechanical control system relative to the deformation of the aircraft during the aircraft maneuver; 3) Calculate the cockpit control displacement and control force of the aircraft during the aircraft maneuver; 4) Repeat the steps according to different target overloads during the aircraft maneuver 1-Step 3, obtain the longitudinal, lateral, and heading cockpit control displacements when the aircraft is maneuvering, and the rod force gradient and rod displacement gradient of the control force to the corresponding target overload. The present invention realizes the determination of the real mechanical control system characteristics of the aircraft in flight The process, as well as the real aircraft maneuvering characteristic design and determination method, ensure the consistency of flight and design, correct the characteristic error of the mechanical control system, improve the safety of aircraft flight, and improve the control quality.
Description
技术领域technical field
本发明涉及飞机操纵性稳定性设计技术领域，尤其涉及飞机与机械操纵系统变形差异对机动操纵影响设计方法。The invention relates to the technical field of aircraft maneuverability stability design, in particular to a design method for the influence of aircraft and mechanical control system deformation differences on maneuvering control.
背景技术Background technique
当前，虽然采用电传输和光传输的操纵系统在现代飞机中的使用越来越广泛，但是采用机械系统操纵的飞机还是目前现役飞机里的主流。At present, although the control system using electrical transmission and optical transmission is more and more widely used in modern aircraft, the aircraft controlled by mechanical system is still the mainstream in the current aircraft.
机械系统操纵的战斗机、轰炸机属于第二代飞机的技术，如苏联的米格－21、米格－23 和中国的歼－7、歼－8均采用液压助力机械操纵系统，虽然目前已成为主力军种的第三代乃至第四代战斗机、轰炸机大量引入电传操纵系统，但是电传操纵系统中驱动机构(舵机)至放大机构(助力器)之间布置不合理时也会引起相对变形，而且机械系统操纵的飞机仍是是现役作战飞机以及大量民用、通用飞机里的主流。Fighters and bombers controlled by mechanical systems belong to the technology of second-generation aircraft. For example, the Soviet Union's MiG-21, MiG-23 and China's J-7 and J-8 all use hydraulic power-assisted mechanical control systems, although they have become the main force. The third- and fourth-generation fighters and bombers of the military have introduced a large number of fly-by-wire systems, but the unreasonable arrangement between the drive mechanism (steering gear) and the amplification mechanism (booster) in the fly-by-wire system will also cause relative deformation. Moreover, aircraft operated by mechanical systems are still the mainstream of active combat aircraft and a large number of civilian and general-purpose aircraft.
目前国内外对飞机机动操纵特性设计的描述中还未提到考虑飞机机体与机械系统相互变形的影响，虽然许多飞机根据试飞结果修正了飞机的系统，但是缺少系统性的确定分析方法。At present, the description of aircraft maneuvering characteristics design at home and abroad has not mentioned the consideration of the influence of the mutual deformation of the aircraft body and the mechanical system. Although many aircraft have revised the aircraft system according to the test flight results, there is a lack of systematic determination and analysis methods.
本发明提出了一种全面、系统考虑及确定飞机机械操纵系统与飞机变形不同步对飞机机动操纵特性影响的方法，从而能够在确保飞机全任务剖面满足飞机机动操纵特性设计要求，预防和制止飞机在不同速度机动时出现非指令性偏离，保证飞行安全、减轻驾驶员负担，并改善操纵品质，从而提高了飞机的安全性和舒适性。The invention proposes a method for comprehensively and systematically considering and determining the influence of the aircraft mechanical control system and the aircraft deformation asynchronous on the aircraft maneuvering characteristics, so as to ensure that the aircraft's full mission profile meets the design requirements of the aircraft's maneuvering characteristics, and prevent and stop the aircraft. Uncommanded deviation occurs when maneuvering at different speeds, ensuring flight safety, reducing the burden on the pilot, and improving the handling quality, thereby improving the safety and comfort of the aircraft.
发明内容SUMMARY OF THE INVENTION
本发明的目的：提出一种飞机与机械操纵系统变形差异对机动操纵影响设计方法，能够在确保飞机全任务剖面满足飞机机动操纵特性设计要求，预防和制止飞机在不同速度机动时出现非指令性偏离，保证飞行安全、减轻驾驶员负担，并改善操纵品质，从而提高了飞机的安全性和舒适性。The purpose of the present invention is to propose a method for designing the influence of the deformation difference between the aircraft and the mechanical control system on the maneuvering operation, which can ensure that the full mission profile of the aircraft meets the design requirements of the aircraft maneuvering and maneuvering characteristics, and prevent and prevent the aircraft from appearing non-instructive when maneuvering at different speeds. Deviation, to ensure flight safety, reduce the burden on the pilot, and improve the handling quality, thereby improving the safety and comfort of the aircraft.
本发明的技术方案：Technical scheme of the present invention:
飞机与机械操纵系统变形差异对机动操纵影响设计方法，包括以下步骤：The design method for the influence of aircraft and mechanical control system deformation differences on maneuvering control includes the following steps:
步骤1：根据飞机机动时合力与合力矩的要求，计算飞机机动时的纵、横、航向机动所需舵面偏度；Step 1: According to the requirements of the resultant force and moment when the aircraft maneuvers, calculate the rudder surface deflection required for the vertical, horizontal and heading maneuvers of the aircraft;
步骤2：计算飞机机动过程中机械操纵系统相对于飞机变形的偏离量；Step 2: Calculate the deviation of the mechanical control system relative to the deformation of the aircraft during the maneuvering process of the aircraft;
步骤3：计算飞机机动过程中飞机的座舱操纵位移及操纵力。Step 3: Calculate the cockpit control displacement and control force of the aircraft during the maneuvering process of the aircraft.
步骤4：根据飞机机动时的不同目标过载，重复步骤1－步骤3，得到飞机机动时的纵、横、航向的座舱操纵位移、操纵力对对应目标过载的杆力梯度、杆位移梯度。Step 4: Repeat steps 1 to 3 according to different target overloads when the aircraft maneuvers to obtain the vertical, horizontal, and heading cockpit control displacements, and the rod force gradient and rod displacement gradient of the control force to the corresponding target overload.
步骤2所述的计算飞机机动过程中机械操纵系统相对于飞机变形的偏离量，还包括以下步骤：The calculation of the deviation of the mechanical control system relative to the deformation of the aircraft during the maneuvering process of the aircraft described in step 2 also includes the following steps:
步骤2.1：根据飞机飞行状态确定飞机沿机身纵向变形以及飞机沿机翼横向变形；Step 2.1: Determine the longitudinal deformation of the aircraft along the fuselage and the lateral deformation of the aircraft along the wing according to the flight state of the aircraft;
步骤2.2：确定飞机机械操纵系统各安装点、转轴支点随飞机沿机身纵向变形以及飞机沿机翼横向变形后的空间位置变化量；Step 2.2: Determine the spatial position change of each installation point and pivot point of the aircraft mechanical control system with the longitudinal deformation of the aircraft along the fuselage and the lateral deformation of the aircraft along the wing;
步骤2.3：计算机械操纵系统在飞机上两个相邻的两个安装点、转轴支点之间的相对变形。Step 2.3: Calculate the relative deformation of the mechanical control system between two adjacent installation points and pivot points of the aircraft.
步骤2.4：将机械操纵系统在飞机上所有相邻的两个安装点、转轴支点之间的相对变形求和，最终确定操纵系统在当前飞行状态的总变形，即确定偏离操纵系统设计理论值的偏离量；Step 2.4: Sum the relative deformations of the mechanical control system between all the two adjacent installation points and the pivot points of the rotating shaft on the aircraft, and finally determine the total deformation of the control system in the current flight state, that is, determine the deviation from the theoretical design value of the control system. deviation;
步骤2.5：根据步骤2.4计算得到的偏离，修正当前机动状态下的机械操纵系统数据。Step 2.5: Correct the mechanical control system data in the current maneuvering state according to the deviation calculated in step 2.4.
步骤3所述的计算飞机的座舱操纵位移及操纵力，具体为根据步骤1中所得出的飞机机动时的纵、横、航向机动所需舵面偏度以及步骤2计算确定当前机动过程中不同过载下机械操纵系统相对于飞机变形的偏离量，修正飞机机械操纵系统实时的真实传动比，计算飞机的座舱操纵位移及操纵力，并计算飞机纵向杆力梯度、杆位移梯度。The calculation of the cockpit control displacement and the control force of the aircraft described in step 3 is specifically based on the required rudder surface deflection during the vertical, horizontal and heading maneuvers of the aircraft obtained in step 1 and the calculation in step 2 to determine the difference in the current maneuvering process. Calculate the deviation of the mechanical control system relative to the aircraft deformation under overload, correct the real-time real transmission ratio of the aircraft mechanical control system, calculate the aircraft's cockpit control displacement and control force, and calculate the aircraft's longitudinal rod force gradient and rod displacement gradient.
根据飞机机动时合力与合力矩的要求，计算飞机机动时的纵、横、航向机动所需舵面偏度；此时需综合飞机总体设计所确定的全飞行剖面内主要的飞行状态，包括飞机的重量重心状态、襟翼状态、发动机状态、飞行速度、飞行高度，依据考虑飞机弹性变形的气动数据、飞机质量特性、动力特性数据，再计算飞机平衡时的纵、横航向平衡所需舵面偏度。According to the requirements of the resultant force and moment when the aircraft is maneuvering, calculate the rudder surface deflection required for the vertical, horizontal and heading maneuvers of the aircraft; at this time, the main flight states in the full flight profile determined by the overall design of the aircraft need to be integrated, including the aircraft The state of the center of gravity, flap state, engine state, flight speed, and flight height of the aircraft are calculated based on the aerodynamic data, aircraft mass characteristics, and dynamic characteristics data considering the elastic deformation of the aircraft, and then calculate the rudder surface required for the longitudinal and lateral heading balance when the aircraft is balanced. skewness.
步骤2.5所述的根据步骤2.4计算得到的偏离，修正当前机动状态下的机械操纵系统数据，所述的机械操纵系统数据为修正后的真实传动比。In step 2.5, according to the deviation calculated in step 2.4, the mechanical control system data in the current maneuvering state is corrected, and the mechanical control system data is the corrected real transmission ratio.
本发明的有益效果：提供一种飞机与机械操纵系统变形差异对机动操纵影响设计方法，从而能够在确保飞机全任务剖面满足飞机机动操纵特性设计要求，预防和制止飞机在不同速度机动时出现非指令性偏离，实现了飞机在飞行中真实的飞机机械操纵系统特性确定流程，以及真实的飞机机动操纵特性设计确定方法，从而保证了飞行与设计的一致性，修正了机械操纵系统特性误差，同时保证了部分飞行包线边界点如大表速、大过载飞行状态的机动操纵设计的精度和准度，提高了飞机飞行的安全性，改善了操纵品质，同时，本发明还具有系统详实，效率较高；重点突出，考虑全面，准确性高；适用性强的特点。The beneficial effects of the present invention are: to provide a design method for the influence of the deformation difference between the aircraft and the mechanical control system on maneuvering, so as to ensure that the aircraft's full mission profile meets the design requirements of the aircraft's maneuvering and maneuvering characteristics, and prevent and prevent the aircraft from maneuvering at different speeds. The command deviation realizes the real aircraft mechanical control system characteristic determination process in flight, as well as the real aircraft maneuvering characteristic design determination method, thereby ensuring the consistency of flight and design, correcting the mechanical control system characteristic error, and at the same time It ensures the precision and accuracy of the maneuvering design of part of the flight envelope boundary points such as high surface speed and high overload flight state, improves the safety of aircraft flight, and improves the control quality. High; the key points are prominent, the consideration is comprehensive, the accuracy is high, and the applicability is strong.
附图说明Description of drawings
图1为飞机航向机械操纵系统示意图；Figure 1 is a schematic diagram of the aircraft heading mechanical control system;
图2为飞机正过载飞行过程中机身上下表面变形示意图。Figure 2 is a schematic diagram of the deformation of the upper and lower surfaces of the fuselage during the positive overload flight of the aircraft.
具体实施方式Detailed ways
飞机与机械操纵系统变形差异对机动操纵影响设计方法，包括以下步骤：The design method for the influence of aircraft and mechanical control system deformation differences on maneuvering control includes the following steps:
步骤1：根据飞机机动时合力与合力矩的要求，计算飞机机动时的纵、横、航向机动所需舵面偏度；Step 1: According to the requirements of the resultant force and moment when the aircraft maneuvers, calculate the rudder surface deflection required for the vertical, horizontal and heading maneuvers of the aircraft;
步骤2：计算飞机机动过程中机械操纵系统相对于飞机变形的偏离量；Step 2: Calculate the deviation of the mechanical control system relative to the deformation of the aircraft during the maneuvering process of the aircraft;
步骤3：计算飞机机动过程中飞机的座舱操纵位移及操纵力。Step 3: Calculate the cockpit control displacement and control force of the aircraft during the maneuvering process of the aircraft.
步骤4：根据飞机机动时的不同目标过载，重复步骤1－步骤3，得到飞机机动时的纵、横、航向的座舱操纵位移、操纵力对对应目标过载的杆力梯度、杆位移梯度。Step 4: Repeat steps 1 to 3 according to different target overloads when the aircraft maneuvers to obtain the vertical, horizontal, and heading cockpit control displacements, and the rod force gradient and rod displacement gradient of the control force to the corresponding target overload.
步骤2所述的计算飞机机动过程中机械操纵系统相对于飞机变形的偏离量，还包括以下步骤：The calculation of the deviation of the mechanical control system relative to the deformation of the aircraft during the maneuvering process of the aircraft described in step 2 also includes the following steps:
步骤2.1：根据飞机飞行状态确定飞机沿机身纵向变形以及飞机沿机翼横向变形；Step 2.1: Determine the longitudinal deformation of the aircraft along the fuselage and the lateral deformation of the aircraft along the wing according to the flight state of the aircraft;
步骤2.2：确定飞机机械操纵系统各安装点、转轴支点随飞机沿机身纵向变形以及飞机沿机翼横向变形后的空间位置变化量；Step 2.2: Determine the spatial position change of each installation point and pivot point of the aircraft mechanical control system with the longitudinal deformation of the aircraft along the fuselage and the lateral deformation of the aircraft along the wing;
步骤2.3：计算机械操纵系统在飞机上两个相邻的两个安装点、转轴支点之间的相对变形。Step 2.3: Calculate the relative deformation of the mechanical control system between two adjacent installation points and pivot points of the aircraft.
步骤2.4：将机械操纵系统在飞机上所有相邻的两个安装点、转轴支点之间的相对变形求和，最终确定操纵系统在当前飞行状态的总变形，即确定偏离操纵系统设计理论值的偏离量；Step 2.4: Sum the relative deformations of the mechanical control system between all the two adjacent installation points and the pivot points of the rotating shaft on the aircraft, and finally determine the total deformation of the control system in the current flight state, that is, determine the deviation from the theoretical design value of the control system. deviation;
步骤2.5：根据步骤2.4计算得到的偏离，修正当前机动状态下的机械操纵系统数据。Step 2.5: Correct the mechanical control system data in the current maneuvering state according to the deviation calculated in step 2.4.
步骤3所述的计算飞机的座舱操纵位移及操纵力，具体为根据步骤1中所得出的飞机机动时的纵、横、航向机动所需舵面偏度以及步骤2计算确定当前机动过程中不同过载下机械操纵系统相对于飞机变形的偏离量，修正飞机机械操纵系统实时的真实传动比，计算飞机的座舱操纵位移及操纵力，并计算飞机纵向杆力梯度、杆位移梯度。The calculation of the cockpit control displacement and the control force of the aircraft described in step 3 is specifically based on the required rudder surface deflection during the vertical, horizontal and heading maneuvers of the aircraft obtained in step 1 and the calculation in step 2 to determine the difference in the current maneuvering process. Calculate the deviation of the mechanical control system relative to the aircraft deformation under overload, correct the real-time real transmission ratio of the aircraft mechanical control system, calculate the aircraft's cockpit control displacement and control force, and calculate the aircraft's longitudinal rod force gradient and rod displacement gradient.
根据飞机机动时合力与合力矩的要求，计算飞机机动时的纵、横、航向机动所需舵面偏度；此时需综合飞机总体设计所确定的全飞行剖面内主要的飞行状态，包括飞机的重量重心状态、襟翼状态、发动机状态、飞行速度、飞行高度，依据考虑飞机弹性变形的气动数据、飞机质量特性、动力特性数据，再计算飞机平衡时的纵、横航向平衡所需舵面偏度。According to the requirements of the resultant force and moment when the aircraft is maneuvering, calculate the rudder surface deflection required for the vertical, horizontal and heading maneuvers of the aircraft; at this time, the main flight states in the full flight profile determined by the overall design of the aircraft need to be integrated, including the aircraft The state of the center of gravity, flap state, engine state, flight speed, and flight height of the aircraft are calculated based on the aerodynamic data, aircraft mass characteristics, and dynamic characteristics data considering the elastic deformation of the aircraft, and then calculate the rudder surface required for the longitudinal and lateral heading balance when the aircraft is balanced. skewness.
步骤2.5所述的根据步骤2.4计算得到的偏离，修正当前机动状态下的机械操纵系统数据，所述的机械操纵系统数据为修正后的真实传动比。In step 2.5, according to the deviation calculated in step 2.4, the mechanical control system data in the current maneuvering state is corrected, and the mechanical control system data is the corrected real transmission ratio.
实施例：Example:
飞机航向机械操纵系统在飞机上安装示意图见图1，飞机机械操纵系统在飞机上的整个变形量应包括飞机在各个安装点、转轴支点之间机体与机械操纵系统相对变形量的组合叠加。The schematic diagram of the installation of the aircraft heading mechanical control system on the aircraft is shown in Figure 1. The entire deformation of the aircraft mechanical control system on the aircraft should include the combined superposition of the relative deformation of the aircraft body and the mechanical control system between each installation point and the pivot point.
飞机机体在飞行时会发生弹性变形，而在机动中飞机变形量会随着飞机机动中过载的的变化而变化。对于飞机纵向机动，如果法向过载为正过载，则机身向下弯曲，此时机身背部会拉长。机身会产生形如“扁担”的弹性变形，见图2，图2中的自由端为飞机某一横截面，两个横截面之间的机身背部会拉长产生拉长量，底部会压缩产生缩短量。假设飞机机械操纵系统相邻两个安装点分别在图2中的自由端，在此区间的机械操纵系统杆系相对于机身产生相对变形，机械操纵系统杆系为多个机械杆连接而成，一般的飞机常采用机械操纵系统杆系主要部分位于机身背部(背鳍位置)，当机身背部拉长时，由于操纵系统的刚度远大于飞机机体的刚度，操纵杆系不会随机身长度的变化而变化，机身背部的机械操纵杆系主要摇臂转轴支点坐标位置均发生变化，此时，操纵杆系相对于机身有所缩短，这将导致杆头位置前移从而产生操纵系统向对于飞机的“变形”。同理，飞机滚转过程中也会产生机械操纵系统在机翼内的安装位置的相对变形。The body of the aircraft will deform elastically during flight, and the deformation of the aircraft during maneuvering will change with the change of the overload during the maneuvering of the aircraft. For longitudinal maneuvering of the aircraft, if the normal overload is positive, the fuselage will bend downwards, and the back of the fuselage will be elongated. The fuselage will produce elastic deformation in the shape of a "flat pole", as shown in Figure 2. The free end in Figure 2 is a certain cross section of the aircraft. Compression produces shortening. Assuming that the two adjacent installation points of the aircraft mechanical control system are at the free ends in Figure 2, the mechanical control system rods in this area are relatively deformed relative to the fuselage, and the mechanical control system rods are connected by multiple mechanical rods. In general aircraft, the main part of the mechanical control system rod system is located on the back of the fuselage (the position of the dorsal fin). When the back of the fuselage is elongated, since the stiffness of the control system is much greater than that of the aircraft body, the control rod system will not follow the length of the body. The mechanical joystick system on the back of the fuselage changes the coordinate position of the fulcrum of the main rocker arm rotation axis. At this time, the joystick system is shortened relative to the fuselage, which will cause the position of the stick head to move forward, resulting in a control system. Towards the "deformation" of the aircraft. Similarly, the relative deformation of the installation position of the mechanical control system in the wing will also occur during the roll of the aircraft.
在设计中，飞机和机械操纵系统均应分别按照弹性体进行设计，但总体来说，机械操纵系统刚度设计较大，而且，仅受到座舱操纵力、助力机构控制阀的摩擦力(无回力操纵系统)、舵面的铰链力矩(有回力操纵系统)，系统变形相对较小。弹性飞机及机械操纵系统运动方程是综合考虑飞机及机械操纵系统的刚体运动和弹性振动自由度，从系统能量的角度出发，应用Lagrange运动方程推导弹性飞机及机械操纵系统运动的一般运动方程。In the design, the aircraft and the mechanical control system should be designed according to the elastic body respectively, but in general, the rigidity of the mechanical control system is designed to be relatively large, and it is only affected by the cockpit control force and the friction force of the control valve of the booster mechanism (no return force control). system), the hinge moment of the rudder surface (with a return force control system), and the system deformation is relatively small. The equation of motion of elastic aircraft and mechanical control system is a general equation of motion for the motion of elastic aircraft and mechanical control system, which comprehensively considers the rigid body motion and elastic vibration degree of freedom of the aircraft and mechanical control system.
假使各弹性振动模态均已求得，并用参考体轴系的单位矢量及弹性飞机及机械操纵系统运动未变形的形状表示弹性振动模态振型，Assuming that each elastic vibration mode has been obtained, and the unit vector of the reference body axis system and the undeformed shape of the elastic aircraft and mechanical control system motion are used to represent the elastic vibration mode shape,
随着法向过载的增加，机身背部的纵向操纵杆系主要摇臂转轴支点坐标位置均发生变化。在法向过载为正过载时，根据机身挠度数据△H可得，机身产生弯曲角度△α：With the increase of normal overload, the coordinate position of the pivot point of the main rocker arm of the longitudinal joystick system on the back of the fuselage changes. When the normal overload is positive overload, according to the fuselage deflection data ΔH, the fuselage produces a bending angle Δα:
式中，△L为机身长度变形量，机身上表面到弯曲中性层的距离为Ru，因此，此区域的机身上表面拉长量为：In the formula, △L is the length deformation of the fuselage, and the distance from the upper surface of the fuselage to the bending neutral layer is R u . Therefore, the elongation of the upper surface of the fuselage in this area is:
ΔL＝RuΔα1 ΔL=R u Δα 1
式中，△α1为机身某一段相邻两个安装点及转轴支点之间产生弯曲角度，航向操纵系统输入位移与输出位移的比值为K1，在法向过载为正过载时，由于操纵系统安装在飞机背鳍位置(机身上表面处)，所以杆系相对机身的缩短引起杆头的位移为：In the formula, △α 1 is the bending angle between two adjacent installation points and the pivot point of a certain section of the fuselage, and the ratio of the input displacement to the output displacement of the heading control system is K 1 . When the normal overload is positive overload, due to The control system is installed at the position of the dorsal fin of the aircraft (on the upper surface of the fuselage), so the shortening of the rod system relative to the fuselage causes the displacement of the rod head to be:
ΔXr＝ΔL/K1 ΔX r =ΔL/K 1
航向操纵系统中方向舵舵面偏度与杆头位移的传动比为K2，这样，△Xr杆头位移产生的方向舵偏度的偏离量为△δr：The transmission ratio of the deflection of the rudder rudder surface and the displacement of the stick head in the heading control system is K 2 . In this way, the deviation of the rudder deflection caused by the displacement of the stick head of △Xr is △δ r :
Δδr＝ΔXr×K2 Δδ r =ΔX r ×K 2
同样，可以根据飞机的舵面位置反向计算飞机的座舱操纵位置。同时根据此时飞机机动所需的舵面偏转位置，可以计算出飞机机动时的座舱操纵位移和操纵力。Similarly, the cockpit control position of the aircraft can be calculated inversely according to the position of the rudder surface of the aircraft. At the same time, according to the deflection position of the rudder surface required for the maneuvering of the aircraft at this time, the cockpit control displacement and control force during the maneuvering of the aircraft can be calculated.
当飞机大过载飞行时，应分别根据不同过载下飞机机体和机械操纵系统本身变形之差来计算飞机对应的座舱操纵量，包括操纵力和操纵位移，从而得出飞机在大过载机动时的真实杆力梯度和杆位移梯度。When the aircraft is flying with a large overload, the corresponding cockpit manipulation amount of the aircraft, including the control force and control displacement, should be calculated according to the difference between the deformation of the aircraft body and the mechanical control system itself under different overloads, so as to obtain the true value of the aircraft when maneuvering with a large overload. Rod force gradient and rod displacement gradient.
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