HK1242828B - Flight simulator and method for flight simulation - Google Patents

Description

The invention relates to a flight simulator and a method for flight simulation according to the preamble of the independent patent claims.

Flight simulators are known and published in different forms. For example, flight simulators are known in which a simulator cabin is arranged on a ground-based hexapod. A hexapod is a type of parallel kinematic arrangement, which allows a support element to be moved relative to a base along six degrees of freedom by changing the lengths of individual linear motion devices. These six degrees of freedom correspond to three rotational and three translational degrees of freedom.

Such hexapods are standard components and are used for moving and controlling the simulator cabins. A disadvantage of conventional flight simulators is that due to the specific configuration of the hexapods, the range of motion is restricted. For example, the inclination of the cabin around the pitch axis is limited to about ±20° while maintaining usual control reserves. This means that the person or the simulator cabin can be tilted a maximum of 20° backward and a maximum of 20° forward. Consequently, the roll axis of the person or the simulator cabin can only be tilted less than 20° upwards or downwards from a horizontal position while maintaining usual control reserves.

However, this range of motion is not sufficient for simulating specific flight situations. A typical example of such a special flight situation is a so-called "full stall," in which there is essentially a complete flow separation on the critical parts of the wings. To increase the range of motion, complicated constructions are proposed according to the prior art, which are intended to prevent collisions between the individual linear motion devices. However, such configurations are hardly implemented in practice, since controlling these special arrangements is too complex to be economically feasible at low production volumes. By contrast, conventional hexapods have known and available control interfaces.

The movement freedom or movement characteristics of conventional hexapod-based flight simulators (also called envelope) are designed based on worst-case scenarios, where the simulator's maximum positions—hypothetically—occur in these worst-case situations, although this almost never happens during actual simulator operation. When simulating a realistically probable flow separation, the inclination of the simulator cabin is far from the hexapod's maximum movement range, meaning that the potentially available movement range of the hexapod is not even remotely utilized in reality.

As a result, on conventional hexapod-based flight simulators, a full stall cannot be sufficiently realistically simulated, but only a beginning or partial flow separation.

Conventional motion simulators are known, for example, from US 5,975,907 A, FR 2 687 491 A1, US 2008/268404 A1, and the publication by Frank Nieuwenhuizen et al. titled "Implementation and validation of a model of the MPI Stewart Platform" (ISBN: 978-1-62410-152-6).

In U.S. Patent 5,975,907 A, a motion simulator with a movable base plate is disclosed, wherein the hexapod together with the simulator cabin is tilted forward.

In the publication by Frank Nieuwenhuizen et al., a conventional full flight simulator is disclosed, which allows a maximum pitch angle of less than 25°.

The object of the invention is now to create a flight simulator and a method for flight simulation, which overcomes the disadvantages of the prior art, thereby enabling improved flight simulation. In particular, it allows a tilt of the person by more than 20° or 25°, so that, for example, a full-stall flow separation can be simulated with sufficient perceptual accuracy.

The inventive tasks are solved by the features of the independent patent claims.

If applicable, the invention relates to a flight simulator comprising: a simulator cabin, wherein the simulator cabin includes a seat for an operator, optionally a display device for displaying the simulated environment, and preferably at least one control element for generating simulation control data and in particular for controlling the simulated aircraft and for influencing the simulation by the operator; a parallel kinematic arrangement comprising a base, a carrier element, and several linear motion devices, wherein the carrier element is connected to the base via at least three, preferably six linear motion devices, and wherein the base is optionally connected or coupled to the floor and the carrier element is connected or coupled to the simulator cabin, so that the simulator cabin is arranged on the parallel kinematic arrangement or designed as a floor-standing unit.where the simulator cabin has a basic position which essentially corresponds to a straight-ahead flight of the simulated aircraft, and in which the roll axis of the simulated aircraft or of the operator is essentially horizontal, wherein the simulator cabin has a maximum positive pitch position, in which the roll axis, starting from the horizontal orientation, is tilted as far upward as possible by a first pitch angle within the kinematic capabilities of the parallel kinematic arrangement while observing any optionally provided control reserves, and the operator is thereby inclined backward, wherein the inclination preferably occurs about the pitch axis or about an axis parallel to the pitch axis, wherein the simulator cabin has a maximum negative pitch position,in which the Roll axis is inclined downward from the horizontal position by a second pitch angle within the kinematic possibilities of the parallel kinematic arrangement, while respecting any predetermined control reserves, and the operator is thereby inclined forward, the inclination preferably occurring about the pitch axis or about an axis parallel to the pitch axis, and wherein the first pitch angle is greater than 25°. Optionally, it is provided that the magnitude of the first pitch angle is greater than the magnitude of the second pitch angle, or that the magnitude of the first pitch angle is greater than the magnitude of the second pitch angle by a difference angle. Optionally, it is provided that the inclination of the simulator cabin about the pitch axis or about an axis parallel to the pitch axis occurs exclusively through actuation of the parallel kinematic arrangement between the maximum negative pitch position and the maximum positive pitch position.If necessary, the linear movement devices are designed as linear movement devices with a controllable or adjustable length, wherein the length of the linear movement devices lies between or within a minimum length and a maximum length, such that the support element is pivotable relative to the base about at least two axes by changing the length of the linear movement devices, and optionally has three pivoting degrees of freedom and three translational degrees of freedom.

If applicable, the linear motion devices are arranged in pairs, with two linear motion devices forming a pair being angled relative to each other, thereby particularly forming a hexapod. If applicable, the parallel kinematic arrangement has a parallel kinematic basic position in which the base and the support element run essentially parallel, and the parallel kinematic arrangement is arranged in a position deviating from the parallel kinematic basic position when the simulator cabin is in its basic position. If applicable, the parallel kinematic arrangement has a parallel kinematic basic position in which the base and the support element run essentially parallel, and the base is tilted relative to the support element about the pitch axis or about an axis parallel to the pitch axis.When the simulator cabin is arranged in its basic position. Optionally, the parallel kinematic arrangement may have a parallel kinematic basic position, in which the base and the carrier element essentially run parallel, and in which the roll axis is inclined upward by a positive difference angle, and in which the simulator cabin is arranged in a position deviating from its basic position. Optionally, it may be provided that the base is inclined upward by a positive difference angle relative to a horizontal plane, or that the roll axis is inclined upward by a positive difference angle relative to the course of the carrier element, or that the base is inclined upward by a positive difference angle relative to a horizontal plane and the roll axis is inclined upward by a positive difference angle relative to the course of the carrier element.wherein the difference angle is preferably specified in a normal plane of the pitch axis. Optionally, it is provided that for inclined positioning of the base relative to the horizontal plane, a wedge-shaped or wedge-like wedge arrangement is provided between the base and the ground. Optionally, it is provided that for inclined positioning of the roll axis relative to the course of the carrier element, a wedge-shaped or wedge-like wedge arrangement is provided between the simulator cabin and the carrier element. Optionally, it is provided that the wedge arrangement is a rigid wedge arrangement, whose wedge angle remains unchanged during simulation. Optionally, it is provided that all linear movement devices essentially have the same minimum and maximum lengths and are particularly designed in a structurally identical manner.So that a symmetric parallel kinematic arrangement is formed. Optionally, it is provided that a front linear movement device or a front pair of linear movement devices, as viewed along the direction of sight of the operator, has a greater maximum length than a rear linear movement device or a rear pair of linear movement devices, so that an asymmetric parallel kinematic arrangement is formed. Optionally, it is provided that in the basic position of the parallel kinematic system, the mounting angle of a front linear movement device or a front pair of linear movement devices, as viewed along the direction of sight of the operator, is steeper than the mounting angle of a rear linear movement device or a rear pair of linear movement devices, so that an asymmetric parallel kinematic arrangement is formed.

Optionally, the second pitch angle is set to be between −10° and −25°, or between −10° and −22°, and/or between −19° and −21°. Optionally, the first pitch angle is set to be between 25° and 35°, or between 28° and 35°, or between 29° and 35°, or between 30° and 35°, or between 32° and 35°, and/or between 29° and 31°. Optionally, the difference angle is set to be between approximately 2° and 20°, between approximately 2° and 12°, between approximately 3° and 10°, between 4° and 8°, and/or approximately 5°. Optionally, a turntable or a rotating ring is provided between the floor and the base or between the support element and the simulator cabin, so that the simulator cabin is rotatable about a vertical axis, in particular about the yaw axis.

If necessary, it is provided that a control device is arranged for processing simulation control data and for controlling the parallel kinematic system, which includes a control model, wherein the simulator cabin can be moved from the maximum positive pitch position to the maximum negative pitch position via the control device, with the maximum positive pitch position and the maximum negative pitch position defining the pitch motion range of the simulator cabin.

If applicable, the invention relates to a method for flight simulation on a flight simulator according to one of the preceding claims, comprising the following steps: Actuating the parallel kinematic arrangement so that the simulator cabin is in its basic position; subsequently actuating the parallel kinematic arrangement so that the simulator cabin is tilted backward about the pitch axis or about an axis parallel to the pitch axis by a positive pitch angle of more than 25°. Optionally, it is provided that a straight and level flight is simulated by a first actuation of the parallel kinematic arrangement, during which the simulator cabin is in its basic position, and that a backward tilt of the simulator cabin about the pitch axis or about an axis parallel to the pitch axis by a positive pitch angle of more than 25° is achieved by a second actuation of the parallel kinematic arrangement.A full-stall airflow stall is simulated. Optionally, it is provided that the simulator cabin is tilted backward around the pitch axis or around an axis parallel to the pitch axis by a positive pitch angle of more than 25°, exclusively by actuating the parallel kinematic system. Optionally, it is provided that the positive pitch angle is 28°, 29°, 30°, 31°, 32°, 33°, 34°, 35°, or more. Optionally, it is provided that a straight, steady flight is simulated by a first actuation of the parallel kinematic system, in which the simulator cabin is in its basic position, and that by a second actuation of the parallel kinematic system, in which the simulator cabin is tilted backward around the pitch axis or around an axis parallel to the pitch axis by a positive pitch angle of more than 25°,a flow separation or a full-stall flow separation is simulated, and that the simulated flight situation differs from a worst-case scenario used for the design of the mobility or motion characteristics of a conventional simulator. Optionally, it is provided that by a first actuation of the parallel kinematic arrangement, in which the simulator cabin is in its basic position, a steady, straight flight is simulated, wherein the simulated speed is lower than the maximum speed of the simulated aircraft and in particular is more than 10% lower than the maximum speed of the simulated aircraft, and that by a second actuation of the parallel kinematic arrangement, in which the simulator cabin is tilted backward around the pitch axis or around an axis parallel to the pitch axis by a positive pitch angle of more than 25° from its basic position,a flow separation or a full-stall flow separation is simulated, wherein the simulated speed at the flow separation is lower than the maximum speed of the simulated aircraft and in particular is more than 10% lower than the maximum speed of the simulated aircraft, thereby deviating from the worst-case scenario typically used for designing the motion freedom or motion characteristics of a conventional simulator.

If applicable, the invention relates to a control model and/or a control method for any motion simulator, such as for a motion simulator with a hexapod, a single-arm centrifuge, a multi-arm centrifuge, a single- or multi-arm centrifuge with a movable carriage, wherein the motion simulator is suitable or configured for simulating an aircraft, a helicopter, a vehicle and/or a ship, particularly for simulating any means of transport, and wherein the control model and/or the control method is/are designed according to FIG. 4, according to the description associated with FIG. 4 and/or according to the entire description.

If applicable, the base is rigidly connected to the floor. If applicable, the support element is rigidly connected to the simulator cabin.

If applicable, the flight simulator is configured in all embodiments as a so-called "Full Flight Simulator," wherein the operator can control an aircraft within a simulated environment by using the control elements, and wherein the sensory impressions occurring in the relevant actual flight situation are sufficiently or optimally perceptually accurate for the operator. If applicable, it is provided that the wedge angle of the wedge arrangement corresponds to the difference angle.

For the purpose of improving clarity, some terms will be defined in the following: The roll axis corresponds to the axis that essentially follows the direction of gaze when looking relaxed and straight ahead. In particular, the roll axis is a horizontal axis, for example, that an aircraft follows during a steady straight flight. The yaw axis is particularly the axis that is perpendicular to the roll axis and, in particular, essentially runs vertically or lies within a vertical plane. The pitch axis is the axis that is perpendicular to the two previously mentioned axes. In particular, the pitch axis is a horizontal axis running from left to right or from right to left. According to the definition, the pitch axis, the yaw axis, and the roll axis preferably intersect at a point or within an area. This point or area is preferably located in the region of the operator's head. However, this point or area may also be located in a region away from the person's head. The courses of the axes are particularly determined by the characteristics of the aircraft to be simulated.

If necessary, the parallel kinematic arrangement is designed or adapted such that the front linear movement devices provide an increased lifting range or a larger movement freedom for the simulator cabin. In all embodiments, "front" refers to the direction that is in front of the operator in the basic position of the simulator. For example, in a configuration as a hexapod, a pair of linear movement devices arranged centrally is provided at the front. In the rear area of the parallel kinematic arrangement, two linear movement devices are arranged laterally offset from the vertical central longitudinal plane. If necessary, the simulator cabin may also be rotated by 90°, 180°, or by any other angle relative to this configuration. The front linear movement devices are always those linear movement devices that are positioned in front from the perspective of the operator in the basic position.

In this case, the simulator cabin can thus have, in its basic position, two linear movement devices at the front, in particular a pair of linear movement devices, and four linear movement devices at the back, in particular two pairs of linear movement devices.

In an 180° rotated configuration, the simulator cabin can be equipped at the front with four linear motion devices, particularly with two pairs of linear motion devices, and at the rear with two linear motion devices, particularly with one pair of linear motion devices. These two configurations are particularly suitable for a parallel kinematic system designed as a hexapod. Preferably, the simulator cabin is positioned symmetrically on the hexapod or on the parallel kinematic system in the basic position, so that during a rolling movement about the roll axis, the movement freedom to the left and to the right is symmetrical.

Subsequently, the invention is further described with reference to the figures, wherein FIG. 1 shows a schematic oblique view of a parallel kinematic arrangement, FIGS. 2a, 2b, 2c and 2d show schematic side views of different embodiments of flight simulators according to the invention, each with below them a schematic view of the attachment points of the parallel kinematic arrangements, FIG. 3 shows a schematic side view of a possible embodiment of the invention, and FIG. 4 shows an exemplary control model for a device according to the invention. Unless otherwise specified, the reference signs correspond to the following components: simulator cabin 1, seat 2, operator 3, display device 4, control element 5, parallel kinematic arrangement 6, base 7, linear movement device 8, carrier element 9, floor 10, roll axis 11, first pitch angle 12, second pitch angle 13, difference angle 14, pitch axis 15, length (of the linear movement device) 16, front linear movement device 17, rear linear movement device 18, turntable 19, yaw axis 20, wedge arrangement 21, aircraft model 22, perception model 23, objective function 24, constraint(s) 25, optimal control or optimal regulation algorithm 26, perception model 27, simulator kinematics model 28, controllable components of the flight simulator 29, optional feedback 30, control inputs 31.

Fig. 1 shows a schematic oblique view of a conventional hexapod and in particular the kinematic configuration of a conventional hexapod, wherein this hexapod can optionally be used as a parallel kinematic system 6 in an inventive flight simulator.

The parallel kinematic arrangement 6 comprises a base 7, a carrier element 9, and several linear motion devices 8. The linear motion devices 8 each have a variable length 16. In all embodiments, the linear motion devices 8 are, for example, designed as hydraulic cylinders. However, in some embodiments, these linear motion devices 8 can also be designed as electrically driven linear motion devices or, optionally, as pneumatically driven linear motion devices. The linear motion devices 8 can be extended from a minimum length to a maximum length under control or regulation. Furthermore, the linear motion devices 8 can be stopped at any intermediate position, thus providing a certain length 16. By controlling the length change of the linear motion devices 8, the carrier element 9 can be moved relative to the base.In particular, the support element 9 can be tilted relative to the base 7 about three axes of rotation and can also move translationally along three degrees of freedom. The linear movement devices 8 may engage, if required, along a circle on the support element 9 and/or on the base 7. In particular, these points of application can be regularly, symmetrically, rotationally symmetrically, rotationally symmetrically, or arranged in a predetermined pattern on the base 7 and/or on the support element 9. For example, two linear movement devices 8 are arranged pairwise, forming a pair of linear movement devices. The two linear movement devices 8 of a linear movement device pair are preferably not parallel to each other—particularly, they are skewed or inclined relative to each other.

If necessary, in all embodiments, in a symmetric parallel kinematic arrangement 6 or in a symmetric hexapod, all linear motion devices 8 are constructed identically or have the same length or the same length range. Thus, the linear motion devices 8 all have a minimum length and a maximum length, which may optionally be the same for all linear motion devices 8. The base 7 is preferably designed to stand on the ground or connected to the ground. The support element 9 is preferably configured to carry the object to be moved, for example, the simulator cabin 1. In particular, the simulator cabin 1 (not shown) is connected to the support element 9. Preferably, the parallel kinematic arrangement 6 is designed to stand on the ground. If necessary, the base 7 is connected to the floor 10. The floor 10 can, in all embodiments, for example, be the floor of a simulator hall or a foundation.

Fig. 2a shows a possible embodiment of the invention's flight simulator in a schematic side view. A simulator cabin 1 with a seat 2 for an operator 3, a display device 4, and control elements 5 is arranged on a parallel kinematic arrangement 6. The seat is intended to accommodate the operator 3. The display device 4 is suitable and/or set up to display the simulated environment and/or other information. The control elements 5 are suitable and/or set up to generate control signals, allowing the operator to influence the simulation. For example, the control elements 5 are modeled after the control elements of the aircraft to be simulated in all embodiments. By operating these control elements 5, the simulated aircraft can be moved and/or controlled within the simulated environment.Through a data processing system, control data can be processed to control or regulate the parallel kinematic arrangement 6. By changing the position or the inclination of the simulator cabin 1 and the seat 2 provided therein, acceleration conditions can be simulated for the operator 3, which resemble or are identical to those of the simulated flight situations. In the present embodiment, the parallel kinematic arrangement 6 is designed as a symmetric parallel kinematic arrangement 6. It comprises a base 7, which is basically horizontal following the floor 10. Furthermore, the parallel kinematic arrangement 6 includes a carrier element 9, which also extends substantially horizontally in the present position. In particular, the carrier element 9 runs substantially parallel to the base 7.This position of the parallel kinematic system 6 corresponds to the basic position of the parallel kinematic mechanism. In this position, all linear movement devices 8 preferably have the same length 16. The coupling points of the linear movement devices 8 are preferably symmetrically, evenly or regularly distributed around the periphery at the base 7 or on the carrier element 9. By changing the lengths of the linear movement devices 8, the position of the simulator cabin 1 can be changed. In the present embodiment, a wedge arrangement 21 is provided between the simulator cabin 1 and the carrier element 9. This wedge arrangement 21 is shown schematically as a wedge. However, it can be an arrangement acting as a wedge in all embodiments. For example, the simulator cabin 1 may include a rigid base plate or a rigid base frame.It is provided on a single side, particularly in the front area, at a distance from the support element 9 via a spacing element, so that the simulator cabin 1 is tilted relative to the support element 9. This tilt is preferably about the pitch axis or about an axis parallel to the pitch axis. The angle of this tilt corresponds, if applicable, in all embodiments to the difference angle 14.

The simulator cabin 1 is not in its basic position in the position shown in Fig. 2a, but is tilted backward by a certain angle about the pitch axis, and specifically tilted backward by the difference angle 14. The pitch axis 15 is projected in this view. It is particularly located at the intersection of the roll axis 11 and the yaw axis 20.

This position, for example, corresponds to a position through which a longitudinal acceleration of the aircraft or a climb of the aircraft is simulated in the simulated environment.

The parallel kinematic arrangement 6, in the present embodiment, comprises six linear motion devices 8, thereby forming the parallel kinematic arrangement 6 as a hexapod. Three of the linear motion devices 8 are not shown, as they are arranged in line behind the three visible linear motion devices 8.

The features of Fig. 2b essentially correspond to the features of Fig. 2a, with the knee arrangement 21 being provided between the base 10 and the base 7 according to the embodiment of Fig. 2b. In this embodiment or position, the parallel kinematic arrangement 6 is in its basic parallel kinematic position, in which, as also shown in Fig. 2a, all linear motion devices 8 have the same length 16. In the present embodiment, the entire parallel kinematic arrangement 6 is tilted by an angle, wherein the parallel kinematic arrangement 6 is tilted about the pitch axis or about an axis parallel to the pitch axis. In particular, the parallel kinematic arrangement 6 is tilted backwards by the difference angle 14. The simulator cabin 1 is not in its basic position, but is also tilted backwards. The parallel kinematic arrangement 6 of Fig. 2b is also designed as a symmetric parallel kinematic arrangement.

For the simulation of a stationary straight-line movement, with the simulator cabin 1 being in its basic position, the length of the linear motion devices 8 is now changed so that the simulator cabin 1 or the operator 3 is essentially horizontal. In particular, for the configurations according to FIGS. 2a and 2b, the front linear motion devices 17 are shortened relative to the rear linear motion devices 18, so that the simulator cabin 1 is arranged in its basic position. In this basic position, the roll axis 1 preferably extends horizontally. The yaw axis 20 preferably extends substantially vertically.

With this configuration, the simulator cabin 1 is in its basic position, while the parallel kinematic system 6 is outside the basic position of the parallel kinematic system, thereby achieving the inventive effect that the freedom of movement for an inclination about the pitch axis 15 is increased upwards, whereas in the present configuration shown in FIGS. 2a and 2b, the freedom of movement for an inclination about the pitch axis downwards may be reduced. In particular, the freedom of movement for a positive inclination about the pitch axis is increased upwards by the difference angle 14 and reduced downwards by the difference angle.

Fig. 2c shows another embodiment of a flight simulator in a schematic side view, where the elements and features of Fig. 2c essentially correspond to those of Fig. 2a and 2b. According to the present embodiment of Fig. 2c, the front linear movement devices 17 are longer than the rear linear movement devices 18. In particular, this means that the maximum lengths of the front linear movement devices 17 are greater than the maximum lengths of the rear linear movement devices 18. This also allows for an improved freedom of movement about the pitch axis upwards.

Fig. 2d shows another embodiment of the inventive flight simulator in a schematic side view, where the components essentially correspond to those of the previous embodiments. In the present embodiment, all linear movement devices 8 have the same maximum length. However, the installation angle of the front linear movement devices 17 is steeper than that of the rear linear movement devices 17. This also allows for an increased upward mobility. In particular, in the schematic representation shown below the oblique view of the attachment points of the linear movement devices 8, it is illustrated that the attachment points of the front linear movement devices are moved closer towards the center in order to achieve a steeper installation angle.

Fig. 3 shows a schematic side view of the embodiment of Fig. 2a, wherein the simulator cabin 1 is in its basic position. The components and features of the flight simulator shown in Fig. 3 essentially correspond to the characteristics of the previous embodiments. In the present illustration, the roll axis 11 extends substantially horizontally. The parallel kinematic arrangement 6 is in a position deviating from the basic position of the parallel kinematics. In particular, the support element 9 is tilted by a certain angle, specifically by the difference angle 14.

With this configuration, the simulator cabin 1, or the roll axis 11, can be tilted upward by a first pitch angle 12 and downward by a second pitch angle 13 from an essentially horizontal position, wherein the first pitch angle 12 is preferably greater than 25°. In particular, the magnitude of the first pitch angle 12 is greater than the magnitude of the second pitch angle 13, resulting in an asymmetric movement freedom of the simulator cabin when tilting about the pitch axis 15.

If necessary, a turntable or a rotating ring 19 is provided. Via this turntable or rotating ring, the simulator cabin 1 can be rotated relative to the floor 10. The turntable 19 can, for example, be provided between the simulator cabin 1 and the support element 9. If necessary, the turntable 19 can also be provided between the floor 10 and the base 7.

Fig. 4 shows a schematic configuration of a control model, particularly a control loop for controlling and/or regulating a flight simulator, wherein the control loop preferably includes at least part of the data processing equipment, and in particular a control device and/or a control unit which is preferably implemented as computer-based. The control model or the control loop is suitable for regulating or controlling the movements of a flight simulator in real time, in particular a so-called "Full Flight Flight Simulator". Such a control model can be used for a flight simulator according to the embodiments described herein.

However, the control model can also be used for controlling and/or regulating other motion simulators, such as, for example, single-arm centrifuges, two-arm centrifuges with a movable carriage, single-arm centrifuges with a movable carriage, or other motion simulators. For simulating any type of vehicle, such as, for example, a vehicle, a ship, a helicopter, etc., in all embodiments of the control model, a model corresponding to the vehicle to be simulated can be used instead of the flight model. For simulating various types of aircraft or a specific type of aircraft, the flight model can correspond to the respective aircraft to be simulated or can be adapted to it.

By exchanging the motion simulator, or the components to be controlled of the flight simulator 29 and the simulator kinematics model 28, the motion filter or the control model can be applied to any arbitrary flight simulators or motion simulators. Preferably, the limitations 25 are also adjusted.

The control model preferably includes control inputs 31, which are particularly generated by the operating element 5 or by the operating elements 5, a flight model 22, a perception model 23, a target function 24, an optimal control algorithm or an optimal regulation algorithm 26, constraints 25, a perception model 27, and a simulator kinematics model 28. The components of the flight simulator 29 to be controlled or regulated are connected to the control loop. An advantage of this control model, also referred to as a motion filter, is that the deviation between actual movement and simulated movement is reduced to a minimum according to the target function. Based on the control data 31 from the operator, the flight model 22 calculates the movements acting on the operator,The movements to be simulated are converted into corresponding specifications for the flight simulator and, in particular, fed into the simulator kinematics model 28, whose output data are further processed by a perception model 27 into the movements perceived or perceivable by the operator. The difference between the output data of the two perception models 23 and 27 is optimized or minimized, so that the entire motion filter or the entire control model achieves an optimal simulation. By actively considering the limitations 25, the workspace of the simulator can be used to the maximum extent possible. Therefore, an design based on "worst case scenarios" is no longer necessarily required.The limitations are, for example, kinematic limits of the motion platform or the flight simulator.

If necessary, the two perception models 23, 27 are identical in all embodiments.

If necessary, real motion data of the flight simulator are fed back to the control loop via a feedback 30. Optionally, the perception models may also be omitted, so that the output data of the flight model 22 and/or the simulator kinematics model 28 are directly supplied to the objective function 24. The dashed lines thus represent alternative embodiments, which can be provided in addition to the corresponding solid lines or as substitutes.

The control model revealed in Fig. 4 and in the following description allows for real-time control of flight simulators, thereby enabling or improving a perceptually accurate simulation.

The invention is particularly defined by the features of the patent claims and is not limited to the illustrated embodiments. In particular, combinations of the features disclosed in the embodiments are also part of the invention. For example, parallel kinematic arrangements can be used, whose linear motion devices are designed similarly or identically. In particular, the minimum lengths and maximum lengths of all linear motion devices can be approximately equal. Even in this embodiment, the front linear motion devices can be arranged steeply, thereby achieving an increase in the movement freedom upwards about the pitch axis. Additionally, a slanting of the simulator cabin relative to the support element and/or a slanting of the entire parallel kinematic arrangement can also be provided. Furthermore, a slanting of parts of the parallel kinematic arrangement in combination with extended front linear motion devices may also correspond to the idea of the invention.

For a further description of a possible application, an example simulation scenario is described: The initial situation, for instance, is the flight of a civilian aircraft. Due to various reasons, such as atmospheric disturbances, sensor failures, pilot errors, etc., the flight speed can be reduced illegally in a first step within the simulation. This leads to the necessity of increasing the angle of attack in order to prevent the aircraft from descending. If this situation now results in a fully developed flow separation, also known as a stall, angles of attack of, for example, over 25° may occur. This angle of attack is almost exactly replicated by the flight simulator during the simulation in order to achieve a realistic simulation. It is preferred to simulate a flow separation up to about 10° beyond the critical angle of attack for meaningful training purposes.Thus, the flight simulator should be suitable for realizing or simulating angles of attack above 25°, preferably around 30° to 35°. In response to flow separation, the pilot will now push the aircraft downward into a type of dive, for example, to about -15° to -20°, so that the airflow conditions and flight speed return to the normal range. After that, a targeted and careful recovery of the aircraft takes place. During this maneuver, maximum angles of attack around the pitch axis of +30° to +35° and -15° to -20° occur. These are almost exactly replicated on the flight simulator. In practice, an exact replication of the angles of attack often does not occur.Because other accelerations affecting the person, such as a reduction in speed, that is, a deceleration, or an increase in speed, that is, an acceleration, can also be simulated by means of an inclined position of the simulator cabin. These inclined positions, for example, range from 3 to 5 degrees, which are subtracted from or added to the simulated flight attitude. In some cases, the flight simulator is designed in all embodiments such that the simulator cabin has a maximum pitch position, in which the roll axis, starting from a horizontal orientation, is tilted upward or downward by a first or second pitch angle within the kinematic capabilities of the parallel kinematic arrangement, while observing the control reserves. The kinematic possibilities are, for example, limited by the structure of the parallel kinematic arrangement.However, in flight simulators, these kinematic possibilities are only partially utilized, so that a control reserve remains.

For controlling the flight simulator, control elements are provided in the simulator cabin. These control elements are, for example, modeled after the controls of the aircraft being simulated. In all embodiments, a cockpit can be provided in the simulator cabin that corresponds to the cockpit of the aircraft being simulated.

In the simulator, control signals are directed from the operating elements to a data processing device, in particular to a control unit and/or a regulation unit. The data processing device, the control unit and/or the regulation unit may include one or more program-controlled computers and may be designed at least partially according to Figure 4. In particular, a computer-implemented mathematical flight model is stored, which corresponds to a virtual motion model of the aircraft to be simulated. The simulation control data, such as for example the data from the operating elements or, if necessary, disturbance influences such as environmental influences or targeted artificial disturbance influences, are transmitted to this computer-implemented flight model, where the responses of the model to the control data are calculated, preferably in real time. The data of the flight model include, for example, acceleration, speed and/or attitude data, which would affect the operator in the simulated environment as well as in reality.

In the simulation, it is primarily important to simulate the acceleration parameters or the position parameters as perceptually accurate as possible for the person. For this purpose, a possibly computer-implemented perception model can also be stored in the data processing device. This model includes parameters describing how certain acceleration states or changes are perceived by the operator. Optionally, the control data of the control elements are thus forwarded to the flight model and to the perception model, where they are preferably processed in real time to achieve a perceptually accurate control or regulation of the simulator. This regulation is preferably a real-time regulation, which particularly takes into account data relating to the kinematic constraints of the parallel kinematic system and the flight simulator. The data output by the regulation device are preferably directed to the parallel kinematic system to control or regulate its movement.

Additionally, a computer-implemented model of the simulator's kinematics and/or the motion characteristics of the parallel kinematic system can also be stored. The control data are fed into this model to simulate the movement of the simulator within the computer-implemented model. Also, the simulation of the parallel kinematic system and the output values of this simulation can be fed into a computer-implemented perception model. For optimizing the simulation, subsequently, the difference between the output data of the perception model of the flight model and the perception model of the simulator model can be optimized or minimized. The optimized control data are then used to control the actual parallel kinematic system. If necessary, real data from the flight simulator, in particular position data or acceleration data, are fed back and fed back via the perception model to the control device. The parameters of the perception model can be individually adjusted to the operator. The two perception models can be designed identically.

In an exemplary control model, such as described in Fig. 4, the simulator control data of the controls are thus directed to a possibly computer-implemented flight model, from which the responses of the simulated aircraft to the control inputs are then calculated. Output parameters include, for example, attitude or acceleration data. These are supplied to a possibly computer-implemented perception model in order to obtain parameters corresponding to the perceptions of the operator. The control loop preferably also includes a possibly computer-implemented model of the simulator's kinematics, whose output data are again fed into a possibly computer-implemented perception model, whose output data essentially correspond to the perception data generated by the simulator's kinematics. The difference between the perception data caused by the control inputs and the perception data of the simulator's kinematics is preferably minimized.Furthermore, these data serve as an input for the control loop. The control loop is connected to the parallel kinematic system for controlling the parallel kinematic system. The objective of the algorithm is not primarily to minimize the physical motion deviation, but to minimize the perception deviation while respecting necessary constraints, which can also lead to a reduction in physical motion deviations. By actively considering the constraints, the working space of the simulator or the parallel kinematic system can be optimally utilized. There is no longer a need for design based on "worst-case scenarios." Instead of physically replicating the motion, the motion perception is replicated, thereby achieving a more realistic simulation result. Perception is a subjective criterion, meaning that each person perceives movement somewhat differently.The perception model reflects a fundamental characteristic of human perception and can be adapted to individual perception through individual parameterization. The plant operator may, if necessary, respond to operator feedback or pilot feedback during the simulation in order to adjust the plant behavior accordingly. The motion filter is not bound to a specific kinematic structure of the motion platform. Through adjustments, the algorithm can also be transferred to other platforms, for example to single-arm centrifuges or multi-arm centrifuges. Unlike the offline mode, the present control system, particularly the control according to Fig. 4, allows the pilot to actively control the aircraft in real-time applications, which justifies the commonly used term "closed loop mode" in motion simulation.Based on the control inputs from the operator, a reference trajectory is calculated, which is known only up to the current moment—its future course can be predicted if necessary. The path of the motion platform can be computed in real time according to this specification. Handling these two requirements—being able to solve the optimization problem in real time and being able to follow an unknown reference movement as accurately as possible—is an advantage of the present control system, especially the control according to Fig. 4. The real-time procedure is based on the idea of "model predictive control" (MPC), a control method that calculates optimal control variables using a process model and taking constraints into account.Here, the term MPC does not refer to a specific control algorithm, but rather denotes a class of model-based control methods that solve a dynamic optimization problem on a moving horizon in real time. Using a process model, the effects of current and future manipulated variables are predicted and optimized according to a desired objective function.

Claims (15)

1. A full flight simulator, comprising:

   - a simulator cabin (1), wherein a seat (2) for an operator (3), an image display device (4) for displaying the simulated surroundings and at least one operating element (5) for generating simulation control data and in particular for controlling the simulated flight vehicle and for allowing the operator (3) to influence the simulation are provided in the simulator cabin (2),

   - a parallel kinematic arrangement (6), comprising a basis (7), a support element (9) and multiple linear motion devices (8), wherein the support element (9) is connected to the basis (7) via at least three, preferably six, linear motion devices (8), and wherein the basis (7) is connected or coupled to the ground (10) and the support element (9) is connected or coupled to the simulator cabin (1) so that the simulator cabin (1) is arranged on the parallel kinematic arrangement (6), wherein the simulator cabin (1) has an initial position, which substantially corresponds to a stationary straight flight of the simulated flight vehicle and in which the roll axis (11) of the simulated flight vehicle or of the operator (3) extends substantially horizontally, wherein the simulator cabin (1) has a maximum positive pitch position, in which the roll axis (11), based on the horizontal extension, is inclined upwards by a first pitch angle (12) as far a possible within the scope of the kinematic possibilities of the parallel kinematic arrangement (6) in compliance with potentially provided control reserves, whereby the operator (3) is inclined backwards, wherein the simulator cabin (1) has a maximum negative pitch position, in which the roll axis (11), based on the horizontal extension, is inclined downwards by a second pitch angle (13) within the scope of the kinematic possibilities of the parallel kinematic arrangement (6) in compliance with potentially provided control reserves, whereby the operator (3) is inclined forwards, characterized

   - in that the first pitch angle (12) is greater than 25°,

   - in that the parallel kinematic arrangement (6) has a parallel kinematic initial position, in which the basis (7) and the support element (9) extend substantially parallel and in which the roll axis (11) is inclined upwards by a positive differential angle (14) and in which the simulator cabin (1) is arranged in a position deviating from its initial position,

   - and in that the parallel kinematic arrangement (6) is arranged in a position deviating from the parallel kinematic initial position when the simulator cabin (1) is arranged in its initial position.
2. The full flight simulator according to Claim 1, characterized

   - in that the amount of the first pitch angle (12) is greater than the amount of the second pitch angle (13), or in that the amount of the first pitch angle (12) is greater than the amount of the second pitch angle (13) by a differential angle (14),

   - and/or in that the inclination of the simulator cabin about the pitch axis (15) or about an axis parallel to the pitch axis (15) between the maximum negative pitch position and the maximum positive pitch position is achieved exclusively by actuating the parallel kinematic arrangement (6).
3. The full flight simulator according to Claim 1 or 2, characterized

   - in that the linear motion devices (8) are designed as linear motion devices (8) with a controllably or adjustably variable length (16), wherein the length (16) of the linear motion devices (8) is between or in the range of a minimum length and a maximum length, so that the support element (9) can be pivoted about at least two axes relative to the basis (7) by varying the length of the linear motion devices (8) and optionally has three degrees of pivotal freedom and three degrees of translational freedom,

   - and/or in that the linear motion devices (8) are arranged in pairs, wherein two linear motion devices (8) forming a pair of linear motion devices are inclined relative to one another so that in particular a hexapod is formed.
4. The full flight simulator according to one of Claims 1 to 3, characterized

   - in that the basis (7) is inclined relative to the support element (9) about the pitch axis (15) or an axis parallel to the pitch axis (15) when the simulator cabin (1) is arranged in its initial position.
5. The full flight simulator according to one of Claims 1 to 4, characterized

   - in that the basis (7) is inclined upwards relative to a horizontal plane about a positive differential angle (14),

   - or in that the roll axis (11) is inclined upwards relative to the extension of the support element (9) by a positive differential angle (14),

   - or in that the basis (7), relative to a horizontal plane, and the roll axis (11), relative to the extension of the support element (9), are both inclined upwards by a positive differential angle (14), wherein the differential angle (14) is specified in a normal plane of the pitch axis (15).
6. The full flight simulator according to one of Claims 1 to 5, characterized

   - in that a wedge-shaped wedge arrangement (21) or a wedge arrangement acting in a wedge-shaped manner is provided between the basis (7) and the ground (10) for positioning the basis (7) relative to the horizontal plane in an inclined manner,

   - and/or in that a wedge-shaped wedge arrangement (21) or a wedge arrangement acting in a wedge-shaped manner is provided between the simulator cabin (1) and the support element (9) for positioning the roll axis (11) relative to the extension of the support element (9) in an inclined manner,

   - and/or in that the wedge arrangement (21) is a rigid wedge arrangement, the wedge angle of which remains constant during the simulation.
7. The full flight simulator according to one of Claims 1 to 6, characterized

   - in that all linear motion devices (8) have substantially the same minimum and maximum lengths and are in particular identical in design so that in particular a symmetrical parallel kinematic arrangement (6) is formed,

   - or in that a front linear motion device (8) or a front pair of linear motion devices as seen along the operator's (3) line of sight has a greater maximum length than a rear linear motion device (8) or a rear pair of linear motion devices so that an asymmetrical parallel kinematic arrangement (6) is formed,

   - and/or in that in the parallel kinematic initial position the tilt angle of the front linear motion device (8, 17) or a front pair of linear motion devices as seen along the operator's (3) line of sight is steeper than the tilt angle of a rear linear motion device (8, 18) or a rear pair of linear motion devices so that an asymmetrical parallel kinematic arrangement (6) is formed.
8. The full flight simulator according to one of Claims 1 to 7, characterized

   - in that the first pitch angle (12) is between 25° and 35°,

   - and/or in that the first pitch angle (12) is between 28° and 35°,

   - and/or in that the first pitch angle (12) is between 29° and 35°,

   - and/or in that the first pitch angle (12) is between 30° and 35°,

   - and/or in that the first pitch angle (12) is between 32° and 35°,

   - and/or in that the first pitch angle (12) is between 29° and 31 °,

   - and/or in that the differential angle (14) is between about 2° and 20°, between about 2° and 12°, between about 3° and 10°, between 4° and 8° or is about 5°.
9. The full flight simulator according to one of Claims 1 to 8, characterized

   - in that a rotating plate (19) or a rotating ring (19) is provided between the ground (10) and the basis (7) or between the support element (9) and the simulator cabin (1) so that the simulator cabin (1) can be rotated about a vertical axis, in particular about the yaw axis (20),

   - and/or in that a control means is provided for processing simulation control data and for controlling the parallel kinematic arrangement, via which the simulator cabin (1) can be brought from the maximum positive pitch position to the maximum negative pitch position, wherein the maximum positive pitch position and the maximum negative pitch position define the freedom of pitching movement of the simulator cabin.
10. A method for flight simulation on a full flight simulator according to one of the preceding claims, comprising the following steps:

    - actuating the parallel kinematic arrangement so that the simulator cabin is in its initial position,

    - and then actuating the parallel kinematic arrangement so that the simulator cabin is inclined backwards from its initial position about the pitch axis or about an axis parallel to the pitch axis by a positive pitch angle of more than 25°.
11. The method according to Claim 10, characterized in that a stationary straight flight is simulated by a first actuation of the parallel kinematic arrangement, through which the simulator cabin is in its initial position, and in that a full stall is simulated by a second actuation of the parallel kinematic arrangement, through which the simulator cabin is inclined backwards from its initial position about the pitch axis or about an axis parallel to the pitch axis by a positive pitch angle of more than 25°.
12. The method according to Claim 10 or 11, characterized in that the simulator cabin is inclined backwards from the initial position about the pitch axis or about an axis parallel to the pitch axis by a positive pitch angle of more than 25° exclusively by actuating the parallel kinematic arrangement.
13. The method according to one of Claims 10 to 12, characterized in that the positive pitch angle is 26°, 27°, 28°, 29°, 30°, 31 °, 32°, 33°, 34°, 35° or more.
14. The method according to one of Claims 10 to 13, characterized in that a stationary straight flight is simulated by a first actuation of the parallel kinematic arrangement, through which the simulator cabin is in its initial position, and in that a stall or a full stall is simulated by a second actuation of the parallel kinematic arrangement, by which the simulator cabin is inclined backwards from its initial position about the pitch axis or about an axis parallel to the pitch axis by a positive pitch angle of more than 25°, and in that the simulated flight situation thereby deviates from a worst-case scenario used for conceiving the freedom of movement or the characteristics of movement of a conventional simulator.
15. The method according to one of Claims 10 to 14, characterized in that a stationary straight flight is simulated by a first actuation of the parallel kinematic arrangement, through which the simulator cabin is in its initial position, wherein the simulated speed is lower than the maximum speed of the simulated flight vehicle and is in particular lower by more than 10 % compared to the maximum speed of the simulated flight vehicle, and in that a stall or a full stall is simulated by a second actuation of the parallel kinematic arrangement, by which the simulator cabin is inclined backwards from its initial position about the pitch axis or about an axis parallel to the pitch axis by a positive pitch angle of more than 25°, wherein the simulated speed during stalling is lower than the maximum speed of the simulated flight vehicle and is in particular lower by more than 10 % compared to the maximum speed of the simulated flight vehicle so that it deviates from a worst-case scenario used for conceiving the freedom of movement or the characteristics of movement of a conventional simulator.