CN109683473B - Comprehensive man-machine closed-loop system modeling and verifying method - Google Patents
Comprehensive man-machine closed-loop system modeling and verifying method Download PDFInfo
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Abstract
A comprehensive man-machine closed loop system modeling and verification method belongs to the technical field of flight tests, and is characterized in that a near-boundary flight man-machine system model is established according to the control characteristics of a driver during near-boundary flight, and is integrated with a conventional universal man-machine closed loop aiming model to form a novel comprehensive man-machine system model, so that the defect of application of a single aiming tracking model in near-boundary control events is overcome, the aiming tracking characteristics and the boundary control characteristics in a man-machine system can be continuously and completely predicted and analyzed, and the blank of modeling and testing the man-machine system in response to the near-boundary control events is filled.
Description
Technical Field
The invention discloses a modeling and verifying method of a comprehensive man-machine closed-loop system, and belongs to the technical field of flight tests.
Background
The man-machine system model is usually composed of a pilot control model, an aircraft system model and the like, plays an important role in design and research of aircraft control quality, and the correctness and the applicability of the man-machine system model directly influence the prejudgment of the aircraft control quality. Until now, a typical human-machine system model is a target tracking model, and has been widely applied in the aspects of manipulation quality research, human-machine coupled oscillation (PIO) trend prediction and the like. However, with the development of technology and more intensive research, the basic principle of the aiming tracking model is that in explaining the global and novel boundary response steering oscillation events of the PIO event, the phenomenon of disagreement with the feeling and experience of the driver occurs; at the same time, existing PIO trend prediction/design guidelines do not completely prevent the occurrence of PIO and similar oscillation events.
Disclosure of Invention
The purpose of the invention is as follows: the invention establishes a model and an operation mode conversion logic model which can represent the operation behavior of a driver in aiming tracking and boundary reaction operation, makes up the defect that the operation behavior of the driver is expressed when the current aiming tracking model is close to a boundary, and establishes a comprehensive man-machine system model which can be used for man-machine closed-loop operation quality prediction.
The technical scheme of the invention is as follows: a comprehensive man-machine closed-loop system modeling and verification method is realized based on a head-up information display system, and comprises the following steps:
step 1: establishing a comprehensive model architecture of a man-machine closed-loop system: the comprehensive model architecture of the man-machine closed-loop system comprises a driver operation mode logic judgment model, a driver operation model, an airplane model and a man-machine system feedback model, wherein the driver operation model comprises a boundary reaction operation model and an aiming tracking model; boundary feedback gain K of the boundary reaction manipulation modelbFrom the velocity V near the boundarybNear the boundary time tbMaximum proximity boundary time tbmaxMinimum approach boundary time tbminMaximum driver gain KbmaxDetermining; aiming the tracking model as a gain by command KppRate feedback gain KrA constructed generic model; the airplane model is a model after test flight data calibration; the human-machine system feedback model is a unit feedback model;
step 2: calculating a boundary reaction manipulation model in the step 1: finishing aiming maneuver and boundary avoidance maneuver test flight tests supported by the head-up display information, and calculating parameters in a boundary reaction control model through the obtained test flight data; the process comprises the following steps: the method comprises the steps of establishing a task, determining a test pilot, extracting test flight key parameters and calculating parameters in a boundary reaction control model; aiming tracking with test flight task without boundary limitationAiming, tracking, adding a boundary and avoiding maneuvering task with the boundary limit in the longitudinal zone and aiming, tracking, adding a boundary and avoiding maneuvering task with the boundary limit in the transverse zone; aiming tracking and boundary avoidance maneuvering tasks with longitudinal boundary limitation and aiming tracking and boundary avoidance maneuvering tasks with transverse boundary limitation respectively complete the aiming tracking tasks within respective boundary ranges, and cannot collide or cross the boundary; in the head-up display information picture, the pitching aiming tracker is designed to be '+' and is positioned in the middle of the head-up display information picture; the roll tracking symbol is designed as number "￤" and is located on the upper part of the information picture of the head-up display; the positions of the pitching aiming tracker and the rolling tracking tracker in the information picture of the head-up display are changed according to a preset mathematical model; the pitch boundary symbol is designed as ═ and the distance between the upper boundary and the lower boundary of the pitch boundary symbol is decreased progressively according to the preset mathematical model presentation period; the rolling boundary limiting symbol is designed as \/, and the included angle between the left and right boundaries of the rolling boundary limiting symbol and the central symmetry axis of the information picture of the head-up display is gradually reduced according to a preset mathematical model; selecting a professional and experienced test flight worker to complete each test flight task so as to reduce the obvious difference of test flight data; extracting values of a pilot control signal, an aircraft attitude angle signal, an angular rate signal, a pitching boundary signal, a rolling boundary signal, an attitude angle aiming tracking signal change rate and the maximum and minimum boundary time from the test flight data, and solving a boundary reaction control model parameter K according to the formulas (1), (2) and (3)b(ii) a Construction of bounded time t by parametersbMaximum proximity boundary time tbmaxMinimum approach boundary time tbminMaximum driver gain KbmaxDetermined steering output error function errminAnd (4) adjusting the values of the 4 parameters to make the error function err of the value of the output signal of the boundary reaction steering model and the value of the steering signal of the driver in the test flight dataminIs minimized, and finally the boundary reaction manipulation model parameter K is obtainedb：
Wherein:
in order to change the quantity of the airplane parameter,
is the boundary parameter variation;
tb＝(ub-uf)/vbformula (2)
Wherein: u. offThe aircraft parameter instant quantity is taken as the aircraft parameter instant quantity; u. ofbIs a boundary parameter; t is tbmaxThe time required for the driver to approach the boundary with a minimum feedback gain; t is tbminThe time required for the driver to approach the boundary with the maximum feedback gain;
Kbis tbThe corresponding relationship of the piecewise function of (1) is as follows:
errmin＝min(uls-dx) formula (4)
Wherein: u. of1sManipulating the model output signal for boundary response; dx is input signals of longitudinal and transverse drivers in test flight;
and step 3: establishing a comprehensive man-machine closed-loop model by using the boundary reaction control model obtained in the step 2, comparing an airplane attitude numerical value result output by the comprehensive man-machine closed-loop model with test flight data, and establishing an error optimization function err _ outmin(ii) a Further fine-tuning boundary reaction manipulation model parameter KbReducing the error optimization function err _ outminTo within an acceptable range, finally determining the parameters K of the whole boundary reaction manipulation modelb；
err_outmin＝min(u-ut) Formula (5)
Wherein: u is a human-machine closed-loop model attitude angle output parameter; u. oftThe attitude angle parameter of the airplane in test flight.
And 4, step 4: calculating a logical judgment model of the driver operation mode in the step 1, and aiming and tracking an instruction upAiming tracking error uerrUpper boundary u is limited by boundary reaction manipulationbupBoundary reaction manipulation Limited lower boundary ubdownOutputting airplane instant parameters u by comprehensive model of man-machine closed-loop systemfInputting parameters for calculation; when the man-machine closed loop system comprehensive model outputs the airplane instant parameter ufIs less than or equal to the sighting tracking command upAnd aiming tracking error uerrSum of the sighting tracking commands upMinus the aiming tracking error uerrWhen the difference is smaller, the driver operation mode is the aiming tracking mode, and the type code of the driver operation model is '0'; when the man-machine closed loop system comprehensive model outputs the airplane instant parameter ufIs less than the upper boundary u of the boundary reaction manipulation limitbupAnd greater than the aiming tracking command upAnd aiming tracking error uerrSum or when the man-machine closed-loop system comprehensive model outputs the airplane instant parameter ufIs greater than the lower boundary u of the boundary reaction manipulation limitbdownAnd is smaller than the aiming tracking command upMinus the aiming tracking error uerrWhen the value of (a) is greater than a predetermined value, the driver operation mode is boundary reaction operation, and the driver operation model type code is "1"; when the man-machine closed loop system comprehensive model outputs the airplane instant parameter ufIs greater than or equal to the upper boundary u of the boundary reaction manipulation limitbupOr less than or equal to the upper boundary u of the boundary reaction manipulation limitbdownWhen the airplane collides or exceeds the boundary, the type code of the pilot operation model is '2', the man-machine closed-loop system comprehensive model does not work, and all output parameter values are zero;
in addition, the positions of the pitching aiming tracker and the rolling tracking symbol in the step 2 of the comprehensive man-machine closed-loop system modeling and verifying method in the information picture of the head-up display are changed according to a preset constant value, so that the aiming tracking task is easier to complete, and the operation behavior mode of a driver is obviously distinguished; the method of claim 1, wherein the method comprises the steps ofThe task in the step 2 can also be performed on a desktop simulator, a fixed base simulator and a movable base simulator; providing early task research, rehearsal and training for the test flight task; method for modeling and verifying comprehensive man-machine closed-loop system by using error optimization function transformation in step 3
Wherein,
outputs parameters for the attitude angle rate of the human-machine closed-loop model,
the speed of reducing the err _ out is accelerated by the attitude angle speed parameter of the airplane in test flight; when the type code of the driver operation model in step 4 of the comprehensive man-machine closed-loop system modeling and verification method is '2', all output parameter values of the comprehensive model of the man-machine closed-loop system are reinitialized, and the model starts to repeatedly and continuously run in a new period.
The invention has the advantages that: firstly establishing a boundary response driver manipulation model which can be used for predicting the manipulation characteristic of the near boundary of the airplane; the conversion of an aiming tracking manipulation mode and a boundary response manipulation mode is automatically completed through a logic conversion model, so that the whole process of the man-machine closed-loop maneuver is continuously described and the characteristics are predicted; the method has the advantages that the maneuver tasks based on information display and boundary avoidance of the head-up display are proposed for the first time, series of problems of acquisition of massive data of a visual coordinate system in a target capture type task based on a real visual system of a driver are solved, implementation of a test and post data analysis are facilitated, and test sample data for model verification can be generated by strictly selecting a task driver.
Drawings
FIG. 1 is a model block diagram of a novel comprehensive man-machine closed-loop system.
Wherein KppFor aiming at the driver gain in the tracking model; krIs the angular rate feedback gain in the aiming tracking model; kbIs the angular rate feedback gain in the boundary reaction manipulation model; kbmaxIs the maximum driver gain in the boundary reaction steering model; vbIs the near boundary rate; t is tbmaxIs the maximum proximity boundary time; t is tbminIs the minimum proximity boundary time; t is tbIs the time adjacent to the boundary; u. offIs an instantaneous measure of the aircraft parameter;
is the aircraft parameter variation; u. ofbIs a boundary parameter;
is the boundary parameter variation.
FIG. 2 is a logical decision diagram of a driver maneuver model.
Wherein u ispIs a target signal in the aiming tracking task; u. oferrIs a tracking error signal in the aiming tracking task; u. ofbupIs the upper boundary value of the boundary reaction manipulation task; u. ofbdownIs the lower boundary value of the boundary reaction manipulation task.
FIG. 3 is a diagram of a heads-up display screen for an aiming tracking and border reaction steering task.
Where 1 is the normal overload immediate value; 2 is a speed scale band; 3 is an indication airspeed instant value; 4 is an angle of attack instant value; 5 is the horizon; 6 is a pitch ladder; 7 is an airplane symbol; 8 is the aiming error band; 9 is a height immediate value; 10 is a pitch tracking command symbol; 11 is a height scale band; 12 is the target distance; 13 is the pitch angle tracking boundary; 14 is the roll angle tracking boundary; 15 is a roll angle tracking commander; 16 is a roll angle indicating scale band.
FIG. 4 is a roll tracking target angle curve in an embodiment.
Fig. 5 is a gradually decreasing boundary curve of the left and right roll angle limits, a roll target tracking angle and an airplane roll angle difference curve in the embodiment.
FIG. 6 shows the calculation results in the example: boundary feedback gain versus time adjacent to the boundary.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
A comprehensive man-machine closed-loop system modeling and verification method is realized based on a head-up information display system, and comprises the following steps:
step 1: establishing a man-machine closed-loop system comprehensive model architecture, as shown in figure 1, wherein the man-machine closed-loop system comprehensive model architecture comprises a driver operation mode logic judgment model, a driver operation model, an airplane model and a man-machine system feedback model, and the driver operation model comprises a boundary reaction operation model and an aiming tracking model; each parameter value in the boundary reaction manipulation model is obtained by calculating the trial flight data of the attitude angle aiming tracking plus boundary avoidance maneuver task with boundary limitation, and is discussed in detail in step 2; the aiming tracking model is a general model and is obtained by calculating the aiming tracking test flight data from the attitude angle by adopting a conventional method; the logic judgment model is calculated and selected according to the relation between the current attitude of the airplane and the aiming error and the boundary limit value, and the detailed process is shown in step 4; the aircraft model is an aircraft flight simulation model which executes aiming tracking and boundary avoidance maneuvering tasks after test flight data calibration; the human-machine system feedback model is a model with a feedback coefficient of 1;
step 2: calculating a boundary reaction manipulation model in the step 1: calculating the model parameters by using the specific test flight task data; the key work comprises the steps of formulating a test flight task and calculating each parameter value in the model by using a test flight key parameter;
the test flight task is an aiming tracking task without boundary limitation based on head-up information display, an aiming tracking and boundary avoiding maneuvering task with longitudinal boundary limitation, and an aiming tracking and boundary avoiding maneuvering task with transverse boundary limitation; the information layout displayed by the head-up display is shown in figure 3 and the description of related symbols, and the positions of the pitching aiming tracker and the rolling tracking symbol in the information picture of the head-up display are continuously changed according to a preset mathematical model; the distance between the upper boundary and the lower boundary of the pitching boundary symbol is decreased progressively according to the preset mathematical model presentation period; the limit value of the rolling boundary is gradually decreased according to a preset mathematical model; aiming tracking task is that the driver aims at the tracking symbol according to the pitch or the rollManipulating the aircraft such that the aircraft symbol and the pitch command symbol on the head-up display overlap, the roll angle indication and the roll angle tracking command symbol overlap, the difference between the tracked target signal value and the aircraft attitude angle value should be as specified within a given aiming error band; when the tracking task with boundary limitation is executed, the airplane symbol cannot exceed or stay at the upper and lower pitching tracking limitation boundaries, the rolling angle indication symbol cannot exceed or stay at the rolling tracking limitation boundary, and at the moment, the driver gradually gives up the aiming tracking task until the aiming tracking task is completely abandoned along with the continuous approach of the boundary, and the boundary avoidance maneuvering task is completely completed; extracting longitudinal and transverse pilot control signals, aircraft pitch angle signals, roll angle signals, pitch angle rate signals, roll angle rate signals, pitch tracking limit boundary signals, roll tracking limit boundary signals, attitude angle aiming tracking signal change rate and maximum and minimum approaching boundary time values from test flight data, and solving boundary reaction control model parameters K according to the formulas (1), (2) and (3)b(ii) a Construction of bounded time t by parametersbMaximum proximity boundary time tbmaxMinimum approach boundary time tbminMaximum driver gain KbmaxDetermined steering output error function errminFormula (4), tbmax、tbmin、KbmaxInitial values can be obtained from trial flight data analysis: increasing or decreasing the values of the 4 parameters on the basis of the initial values respectively to make the error function errminIs minimized, and finally the boundary reaction manipulation model parameter K is obtainedb；
And step 3: establishing a comprehensive man-machine closed-loop model by using the boundary reaction control model obtained in the step 2, comparing an airplane attitude numerical value result output by the comprehensive man-machine closed-loop model with test flight data, and establishing an error optimization function err _ outmin(ii) a Further fine-tuning boundary reaction manipulation model parameter KbReducing the error optimization function err _ outminTo within an acceptable range, finally determining the parameters K of the whole boundary reaction manipulation modelb；
And 4, step 4: calculating the driver manipulation mode logic in step 1Judging the model, according to FIG. 2, up、uerr、ubup、ubdown、uf(ii) a When the condition that the type code of the driver operation model is '0' is met, the driver operation mode is an aiming tracking mode; when the condition that the type code of the driver operation model is 1 is met, the driver operation mode is boundary reaction operation; when the condition that the type code of the pilot operation model is 2 is met, the aircraft generates boundary collision or exceeds a boundary, the comprehensive model of the man-machine closed-loop system does not work, and all output parameter values are reset after a period of time;
in addition, the positions of the pitching aiming tracker and the rolling tracking symbol in the information picture of the head-up display in the step 2 of the comprehensive man-machine closed-loop system modeling and verifying method are changed according to a preset constant value, a driver can estimate a target position in advance and take measures in advance, so that the aiming tracking task is easier to complete, and the operation behavior mode of the driver is obviously distinguished; the method for modeling and verifying the comprehensive man-machine closed-loop system according to claim 1, wherein the task in the step 2 can be performed on a desktop simulator, a fixed base simulator and a movable base simulator, so as to provide advanced research, demonstration and training for a test flight task; method for modeling and verifying comprehensive man-machine closed-loop system by using error optimization function transformation in step 3
Wherein,
outputs parameters for the attitude angle rate of the human-machine closed-loop model,
accelerating the reducing speed of err _ out for the attitude angle speed parameter of the airplane in test flight; when the type code of the driver operation model in step 4 of the comprehensive man-machine closed-loop system modeling and verification method is '2', all output parameter values of the comprehensive model of the man-machine closed-loop system are reinitialized, and the model starts to repeatedly and continuously run in a new period.
Examples
The method comprises the following steps of establishing and verifying a roll angle tracking man-machine closed-loop system model:
step 1: establishing a model architecture: establishing a roll angle tracking man-machine closed loop system comprehensive model, wherein the model comprises four parts, namely a driver operation mode logical judgment part, a driver operation model, an airplane state equation and a man-machine system unit feedback model, and the driver operation model comprises a roll angle boundary response operation model and a roll angle aiming tracking model;
step 2: calculating model parameters:
a) the aircraft model is a small disturbance state equation, and the matrix A, B, C, D is:
b) the tracking task is roll attitude angle tracking with boundaries, wherein:
the mathematical formula for tracking the target is as follows,
the decreasing rule of the rolling boundary value: the left and right roll angle boundaries are respectively from the roll angle of +/-30 degrees and gradually increased every 30 seconds
TABLE 1 Rolling boundary value Change Table
Task description: when the air pressure height is 6000 meters, the indicated airspeed is 650km/h, the aircraft is trimmed in an empty configuration, and a pilot transversely steers the aircraft to enable the aircraft rolling angle indicator on the head-up display to track the rolling angle target symbol, and the aircraft rolling angle target symbol is preferably covered; and meanwhile, the rolling angle of the airplane does not need to exceed the limit boundary value of the left rolling and the right rolling, once the boundary is contacted or surpassed, the current round of mission is finished after 5 seconds of delay.
c) Selecting parameters from the test flight data, see table 2;
table 2 trial flight data selection parameter table
| Serial number | Name (R) | (symbol) | Unit of | |
| 1 | Time period of | Time | Sec | |
| 2 | Height of air pressure | HP | |
|
| 3 | Mach number | Ma | ||
| 4 | Indicating airspeed | Vi | km/ |
|
| 5 | Tracking target angle | Roll_target | ° | |
| 6 | Roll left boundary limit angle | Roll_LB | ° | |
| 7 | Roll right boundary limit angle | Roll_RB | ° | |
| 8 | Aircraft roll angle | Roll | ° | |
| 9 | Aircraft roll rate | P | °/ |
|
| 10 | Aircraft yaw angle | PSI | ° | |
| 11 | Aircraft yaw rate | R | °/ |
|
| 12 | Longitudinal steering command of | Fz | mm | |
| 13 | Driver lateral control | Fx | mm | |
| 14 | Driver course control | Fy | mm | |
| 15 | Head-up display roll angle indicator correspondence value | ROLL_HUD | ° | |
| 16 | Aircraft angle of attack | ALPHA | ° | |
| 17 | Normal overload of aircraft | Nz | ° | |
| 18 | Aircraft sideslip angle | BETA | ° | |
| 19 | Aircraft side overload | Ny | ° | |
| 20 | Data sampling time interval | dt | sec |
d) Substituting the roll angle rate, the roll angle and the roll angle limit values into the formulas (1) to (3) comprises the following steps:
Vbp- (Roll _ LB-Roll _ LBlast)/dt formula (7)
Wherein: roll _ LBlast is the Roll angle left limit beat-up value.
tb＝(Roll_LB-Roll)/VbFormula (8)
e) Establishing K according to equation (3)bAnd tbThe relational expression of (1);
f) establishing an error function according to equation (5)
errmin＝min(uls-Fx) formula (9)
Adjusting tmin、tmax、KbmaxValue, calculate Kb、errminUntil errminMeets the error requirement and finally obtains
The results are as follows:
tmin＝10，tmax＝0.8，Kbmax＝20
g) aiming and tracking a driving model at a rolling angle:
from fig. 1 and the aiming tracking task, one can see:
upls＝Kpp*(ROLL-ROLL_target)-Krp formula (10)
Establishing an error function:
errp_min＝min(upls-Fx) formula (11)
errp_outmin＝min(Rollpmod-Roll formula (12)
Adjustment of KPP、KrLet the error function errp_minMinimum, errp _ outminMeet the requirements and finally obtain Kpp＝0.4,Kd＝0.5。
And step 3: constructing err _ out according to equation (5)minAs shown in the following formula:
err_outminmin (Roll _ mod-Roll) equation (13)
Wherein Roll _ mod is the Roll angle output by the closed-loop system of the human machine.
Trimming tmin、tmax、Kbmax、KbLet err _ outminMeets the requirements. Final confirmation tmin＝9.7，tmax＝0.81，Kbmax＝19，KbCalculated by a piecewise expression.
And 4, step 4: logical judgment model
According to the displacement value of a transverse steering column, the rolling angle value, the tracking target value and the rolling left and right boundary limiting angle values in the test flight data, when the difference between the rolling angle of the aircraft and the tracking target value is smaller than the boundary limit by 80 percent of amplitude, the driver control mode enters the aiming tracking control mode, and the logical model output is '0'; when the difference between the aircraft roll angle and the tracking target value is larger than 80% of the amplitude of the boundary limit, the driver control mode enters a boundary reaction control mode, and the output of the logic model is '1'; when the difference between the aircraft roll angle and the tracking target value is larger than or equal to the boundary limit, boundary collision or exceeding occurs, the task is finished, and the logical model output is 2;
and 5: the final result of the comprehensive man-machine closed-loop model of the final test example is as follows:
TABLE 3 comprehensive man-machine closed-loop model parameter table
Claims (5)
1. A comprehensive man-machine closed-loop system modeling and verification method is realized based on a head-up information display system, and is characterized by comprising the following steps:
step 1: establishing a comprehensive model architecture of a man-machine closed-loop system: the comprehensive model architecture of the man-machine closed-loop system comprises a driver operation mode logic judgment model, a driver operation model, an airplane model and a man-machine system feedback model, wherein the driver operation model comprises a boundary reaction operation model and an aiming tracking model; boundary feedback gain K of the boundary reaction manipulation modelbFrom the velocity V near the boundarybNear the boundary time tbMaximum proximity boundary time tbmaxMinimum approach boundary time tbminMaximum driver gain KbmaxDetermining; aiming the tracking model as a gain by command KppA general model composed of a rate feedback gain Kr; the airplane model is a model after test flight data calibration; the human-machine system feedback model is a unit feedback model;
step 2: calculating a boundary reaction manipulation model in the step 1: finishing aiming maneuver and boundary avoidance maneuver test flight tests supported by the head-up display information, and calculating parameters in a boundary reaction control model through the obtained test flight data; the process comprises the following steps: the method comprises the steps of establishing a task, determining a test pilot, extracting test flight key parameters and calculating parameters in a boundary reaction control model; the test flight task is an aiming tracking task without boundary limit, an aiming tracking and boundary avoiding maneuvering task with longitudinal boundary limit and an aiming tracking and boundary avoiding maneuvering task with transverse boundary limit; aiming tracking and boundary avoidance maneuvering tasks with longitudinal boundary limitation and aiming tracking and boundary avoidance maneuvering tasks with transverse boundary limitation respectively complete the aiming tracking tasks within respective boundary ranges, and cannot collide or cross the boundary; in the head-up display information picture, the pitching aiming tracker is designed to be '+' and is positioned in the middle of the head-up display information picture; the roll tracking symbol is designed as
The head-up display is positioned at the upper part of an information picture of the head-up display; the positions of the pitching aiming tracker and the rolling tracking tracker in the information picture of the head-up display are changed according to a preset mathematical model; the pitch boundary symbol is designed as ═ and the distance between the upper boundary and the lower boundary of the pitch boundary symbol is decreased progressively according to the preset mathematical model presentation period; the rolling boundary limiting symbol is designed as \/, and the included angle between the left and right boundaries of the rolling boundary limiting symbol and the central symmetry axis of the information picture of the head-up display is gradually reduced according to a preset mathematical model; selecting a professional and experienced test flight worker to complete each test flight task so as to reduce the obvious difference of test flight data; extracting values of a pilot control signal, an aircraft attitude angle signal, an angular rate signal, a pitching boundary signal, a rolling boundary signal, an attitude angle aiming tracking signal change rate and the maximum and minimum boundary time from the test flight data, and solving a boundary reaction control model parameter K according to the formulas (1), (2) and (3)b(ii) a Construction of bounded time t by parametersbMaximum proximity boundary time tbmaxMinimum approach boundary time tbminMaximum driver gain KbmaxDetermined steering output error function errminAnd (4) adjusting the values of the 4 parameters to make the error function err of the value of the output signal of the boundary reaction steering model and the value of the steering signal of the driver in the test flight dataminIs minimized, and finally the boundary reaction manipulation model parameter K is obtainedb：
Wherein:
in order to change the quantity of the airplane parameter,
is the boundary parameter variation;
tb＝(ub-uf)/vbformula (2)
Wherein: u. offThe aircraft parameter instant quantity is taken as the aircraft parameter instant quantity; u. ofbIs a boundary parameter; t is tbmaxThe time required for the driver to approach the boundary with a minimum feedback gain; t is tbminThe time required for the driver to approach the boundary with the maximum feedback gain;
Kbis tbThe corresponding relationship of the piecewise function of (1) is as follows:
errmin＝min(uls-dx) formula (4)
Wherein: u. of1sManipulating the model output signal for boundary response; dx is input signals of longitudinal and transverse drivers in test flight;
and step 3: establishing a comprehensive man-machine closed-loop model by using the boundary reaction control model obtained in the step 2, comparing an airplane attitude numerical value result output by the comprehensive man-machine closed-loop model with test flight data, and establishing an error optimization function err _ outmin(ii) a Further fine-tuning boundary reaction manipulation model parameter KbReducing the error optimization function err _ outminTo within an acceptable range, finally determining the parameters K of the whole boundary reaction manipulation modelb；
err_outmin＝min(u-ut) Formula (5)
Wherein: u is a human-machine closed-loop model attitude angle output parameter; u. oftFor testing the attitude angle parameter of the aircraft in flight
And 4, step 4: calculating a logical judgment model of the driver operation mode in the step 1, and aiming and tracking an instruction upAiming tracking error uerrUpper boundary u is limited by boundary reaction manipulationbupBoundary reaction manipulation Limited lower boundary ubdownMan-machine closed loop system comprehensive model output airplaneInstantaneous parameter ufInputting parameters for calculation; when the man-machine closed loop system comprehensive model outputs the airplane instant parameter ufIs less than or equal to the sighting tracking command upAnd aiming tracking error uerrSum of the sighting tracking commands upMinus the aiming tracking error uerrWhen the difference is smaller, the driver operation mode is the aiming tracking mode, and the type code of the driver operation model is '0'; when the man-machine closed loop system comprehensive model outputs the airplane instant parameter ufIs less than the upper boundary u of the boundary reaction manipulation limitbupAnd greater than the aiming tracking command upAnd aiming tracking error uerrSum or when the man-machine closed-loop system comprehensive model outputs the airplane instant parameter ufIs greater than the lower boundary u of the boundary reaction manipulation limitbdownAnd is smaller than the aiming tracking command upMinus the aiming tracking error uerrWhen the value of (a) is greater than a predetermined value, the driver operation mode is boundary reaction operation, and the driver operation model type code is "1"; when the man-machine closed loop system comprehensive model outputs the airplane instant parameter ufIs greater than or equal to the upper boundary u of the boundary reaction manipulation limitbupOr less than or equal to the upper boundary u of the boundary reaction manipulation limitbdownWhen the airplane collides or exceeds the boundary, the type code of the pilot operation model is '2', the man-machine closed-loop system comprehensive model does not work, and all output parameter values are zero.
2. The method as claimed in claim 1, wherein the positions of the pitch tracker and the roll tracker in the information frame of the head-up display in step 2 are changed according to a predetermined constant value.
3. The method as claimed in claim 1, wherein the task in step 2 can be performed on a desktop simulator, a fixed base simulator, or a mobile base simulator.
4. The integrated human-machine closed loop of claim 1The system modeling and verification method is characterized in that the error optimization function transformation in the step 3
Wherein,
outputs parameters for the attitude angle rate of the human-machine closed-loop model,
to test the aircraft attitude angle rate parameter in flight, the decreasing speed of err _ out is increased.
5. The method as claimed in claim 1, wherein when the driver operation model type code of step 4 is "2", all output parameter values of the man-machine closed-loop system integrated model are reinitialized, and the model starts to run repeatedly and continuously in a new cycle.
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