CN112043292B - Method for measuring and estimating muscle strength data of aircraft driver during gliding take-off - Google Patents
Method for measuring and estimating muscle strength data of aircraft driver during gliding take-off Download PDFInfo
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Abstract
The invention relates to a method for measuring and estimating muscle force data of an aircraft driver during gliding take-off. The method comprises the steps of dynamically measuring and collecting acceleration and muscle strength of an aircraft driver in real time when the aircraft driver takes off in a curved surface gliding mode through an inertial measurement element integrated with a Micro FET3 type muscle strength tester and a Mems miniature gyroscope, carrying out smooth processing on data, obtaining relations between the acceleration and the muscle strength data through least square processing, calculating horizontal acceleration and vertical acceleration of the curved surface take-off through simulation of different curved surface runways and take-off acceleration conditions, and synthesizing to generate combined acceleration, so that the muscle strength data of the aircraft driver are estimated according to the two relations. The method has the advantages that dynamic muscle strength data can be generated, meanwhile, multiple experiments can be avoided, the experiment expense can be saved, the estimated result of the muscle strength data can be obtained, and guidance is provided for aviation medical treatment and physical training of the aircraft driver.
Description
Technical Field
The invention relates to the field of aviation medicine, in particular to a method for measuring and estimating pilot muscle force data of an aircraft during gliding take-off.
Background
Because the aircraft driver bears a severe acceleration process in the process of taking off and landing and also accompanies transverse and longitudinal complex vibration, the head, neck, back, waist and other muscles of the aircraft driver are easily damaged by traction extrusion and the like under the influence of various factors, and especially the disposable loss under large overload and large acceleration is larger than the damage caused by the usual accumulation loss, even flight accidents can be caused, the aircraft driver can exercise a proper amount of muscles at ordinary times, and body muscles can provide strong strength in a short time. Therefore, the muscle strength data of the aircraft driver is monitored and estimated in real time, accurate hand data can be provided for the usual training of the aircraft driver, the muscle strength data required by the flight driving under different take-off conditions can be obtained, and physiological and medical data support can be provided for the safe flight training development. However, the current muscle strength measurement is basically based on static ground tests and measurements, and has a great difference in reality from the muscle strength reaction of an aircraft driver in real flight. Meanwhile, when the take-off acceleration condition is changed, the muscle force data of all parts of the aircraft driver are necessarily changed, if the actual flight test is adopted for measurement, the test time, the test expense and the test risk cannot be born, and particularly the flight muscle force data of the limit condition can not be obtained through the actual flight test. Based on the reasons, the invention provides a method for measuring dynamic muscle force data of the aircraft driver during curved take-off and estimating the muscle force of the limited runway and take-off condition, which has high engineering practical value.
It should be noted that the information of the present invention in the above background section is only for enhancing the understanding of the background of the present invention and thus may include information that does not form the prior art that is already known to those of ordinary skill in the art.
Disclosure of Invention
The invention aims to provide a method for measuring and estimating the muscle force data of an aircraft driver during gliding and taking off, so that the problem that the muscle force measurement can only provide static data on the ground but can not provide the muscle force data during real flight due to the limitations and defects of the related technology is overcome at least to a certain extent, and meanwhile, the muscle force data of the aircraft driver can be estimated according to given curved runway and taking-off acceleration conditions, so that the risk of real flight experiments is avoided and the experiment cost is saved.
According to one aspect of the present invention, there is provided a method for measuring and predicting muscle force data of an aircraft pilot during a gliding take-off, comprising the steps of:
step S10, installing a MicroFET3 type muscle strength tester at the back position of an aircraft driver seat, and measuring muscle strength data of the waist or the neck of the aircraft driver in the take-off process;
s20, installing a KY-IMU102N-B0 model miniature inertial measurement unit beside the installation position of a back micro FET3 type muscle force tester of an aircraft driver seat, measuring accurate acceleration data of the waist or neck of the aircraft driver in the take-off process, and solving the combined acceleration through acceleration measurement values in three directions;
s30, an aircraft driver drives the aircraft to take off in a curved surface gliding way, and simultaneously starts a micro FET3 type muscle strength tester and a KY-IMU102N-B0 type micro inertial measurement unit, records muscle strength measurement data and combined acceleration data of the back of the driver, and performs data arrangement;
step S40, respectively carrying out peak rejection and smoothing treatment according to the muscle strength measurement data and the combined acceleration data to obtain muscle strength smoothing data and combined acceleration smoothing data;
step S50, carrying out data coupling analysis according to the muscle force smoothing data and the combined acceleration smoothing data to obtain a functional relation description of the muscle force data and the acceleration;
step S60, measuring the length of the horizontal runway of the aircraft and the height and the length of the cambered surface runway; measuring the empty and full load mass of the aircraft, acquiring the thrust parameter and the second consumption parameter of the engine of the aircraft, and calculating the real-time change condition of the mass of the aircraft;
step S70, setting and debugging resistance coefficients according to the quality and parameters of the runway and the engine, and solving horizontal acceleration in a horizontal and curved surface gliding take-off stage;
step S80, according to the horizontal acceleration resolving value of the aircraft, resolving the horizontal speed and the vertical speed of the aircraft, and further resolving the horizontal distance and the height of the aircraft;
step S90, performing second-order filtering change according to the aircraft altitude calculation value to obtain an aircraft vertical acceleration estimation value; and according to the horizontal acceleration and the vertical acceleration, the combined acceleration is obtained through calculation;
and step S100, according to the description of the functional relation between the combined acceleration simulation value of the aircraft driver and the muscle force data and the acceleration, calculating the muscle force data simulation value of the aircraft driver in the curved surface take-off process. And then, by setting different curved runway data and aircraft engine thrust data, the curved take-off muscle force data simulation value of the aircraft driver is obtained, so that repeated real flight tests are avoided.
In an exemplary embodiment of the invention, a micro FET3 type muscle force tester and a KY-IMU102N-B0 type micro inertial measurement unit are started, muscle force measurement data and back combined acceleration data of a driver are recorded, and data arrangement comprises the following three parts:
firstly, after an installed MicroFET3 type muscle strength tester is started, muscle strength data measured by an aircraft driver in the take-off process is recorded as B 1 Its data length is j, then define each data as B 1 (i) Wherein i is more than or equal to 1 and j is more than or equal to j. Secondly, starting a KY-IMU102N-B0 model miniature inertial measurement unit, and calculating the combined acceleration speed according to the following formula:
wherein a is x1 、a y And a z Acceleration in three directions, a, applied to the back of the driver h Is the total acceleration applied to the back of the driver.
Finally, the combined acceleration data are arranged into a data vector C 1 The data length is k, k=dj, and d is the density ratio of the acceleration data to the muscle force data. At data C 1 Middle cut-off data C 2 So that its length is j, while its element C 2 (i)＝C 1 (p), wherein p=i.d, wherein 1.ltoreq.i.ltoreq.j. The finally obtained data B 1 And C 2 Namely muscle force data and acceleration data to be processed.
In an example embodiment of the present invention, according to the muscle strength measurement data and the combined acceleration data, spike rejection and smoothing processing are performed respectively, and the obtaining muscle strength smoothing data and the combined acceleration smoothing data includes:
wherein B is 1 For muscle strength measurement data, if |B 1 (i)|＞w 1 |B 1 (i-1) |, then B 2 (i)＝B 1 (i-1) if |B 1 (i)|＜w 1 |B 1 (i-1) |, then B 2 (i)＝B 1 (i)，2≤i≤j，w 1 Is the threshold of muscle strength peak, and w 1 > 1, the detailed design of which is carried out in the case hereinafter. T (T) 1 Is a muscle force data smoothing parameter, is a constant value, and T 1 ＞0，T 2 For data B 2 And B 3 (1)＝B 2 (1)，ε 1 The constant parameters are filtered for muscle strength, and the detailed design is implemented in the following cases. C (C) 2 For combined acceleration data measured for miniature inertial mass combinations, if C 2 (i)|＞w 2 |C 2 (i-1) |, then set C 3 (i)＝C 2 (i-1) otherwise set C 3 (i)＝C 2 (i) Wherein i is more than or equal to 2 and less than or equal to j, w 2 Is the peak threshold of the combined acceleration, which is a constant parameter, and w 2 > 1, the detailed design of which is carried out in the case hereinafter. T (T) 3 Is acceleration smoothing parameter, is constant, and T 3 > 0, where T 2 For data C 3 Time interval parameter of (1), while T 2 Also data B 2 Time interval parameters of (C) are the same, and 4 (1)＝C 3 (1)，ε 2 the constant parameters are filtered for acceleration, and the detailed design is implemented in the following case. Data C finally obtained 4 I.e. the combined acceleration smoothing data, the obtained data B 3 The muscle force smoothing data are obtained.
In an example embodiment of the present invention, performing data coupling analysis according to the muscle force smoothing data and the combined acceleration smoothing data to obtain a description of a functional relationship between the muscle force data and the acceleration includes:
wherein C is the combined acceleration simulation data of the aircraft driver, and B is the estimated muscle strength data of the aircraft driver. P is p i For constant coefficients, solving for P using Matlab a ＝polyfit(C 4 ,B 3 ,n 1 ) The function is solved forWherein B is 3 For muscle force smoothing data, C 4 The data is smoothed for the combined acceleration.
In one example embodiment of the invention, measuring the unloaded full load mass of the aircraft and obtaining the aircraft engine thrust parameter and the second consumption parameter, and resolving the real-time variation of the mass and thrust of the aircraft comprises:
wherein M is the idle mass of the aircraft, M 1 Is of full load mass, T s For engine thrust parameter, m c Is the second consumption parameter of the engine, t is the flight time of the aircraft, M s And T is the real-time thrust of the aircraft.
In an exemplary embodiment of the present invention, setting and adjusting the drag coefficient according to the mass and the runway and engine parameters, the calculating the horizontal acceleration during the horizontal and curved glide takeoff phase includes:
a x ＝[T s -D-F r ]/M s ，x<L；
a x ＝[T s cos(θ 0 )-D-F r -M s gsinθ 0 ]/M s ，x＞L；
wherein R is the radius of the cambered surface, h 1 The measurement of the height of the cambered runway is recorded as L 1 Is the length of the cambered surface runway. c g0 The rolling friction coefficient of the aircraft is g is gravitational acceleration, F r Is the rolling friction force during the take-off process of the aircraft. x is the flight distance calculation value in the horizontal direction of the aircraft, θ 0 C is the pitch angle of the aircraft on the cambered surface x The drag coefficient of the aircraft is ρ, the atmospheric density value, v is the velocity solution value of the aircraft, and D is the aircraft drag applied during the take-off process of the aircraft. a, a x A value is calculated for the horizontal acceleration of the aircraft.
In an exemplary embodiment of the present invention, according to the calculated value of the horizontal acceleration of the aircraft, calculating the horizontal velocity and the vertical velocity of the aircraft, and further calculating the horizontal distance and the altitude of the aircraft includes:
v x (n+1)＝v x (n)+a x (n)*t d ；
x(n+1)＝x(n)+v x (n)*t d ；
wherein v is x (n+1)For the horizontal velocity v of the aircraft x N+1th data of v x (n) is the horizontal velocity v of the aircraft x N-th data of t d To solve for the step size, i.e., the time interval between the n+1th data and the n-th data. x (n+1) is the n+1th data of the horizontal distance x of the aircraft. y is the real-time altitude solution for the aircraft.
In an exemplary embodiment of the present invention, according to the aircraft altitude solution value, performing a second order filtering change to obtain an estimated value of vertical acceleration and a combined acceleration of the aircraft, and according to a description of a functional relationship between the combined acceleration and muscle force data of the aircraft driver and the acceleration, the calculating of the muscle force data simulation value of the aircraft driver during the curved surface take-off process includes:
D 2y (n)＝y(n)*ω 2 -y a (n)*ω 2 -2ε*ω*D 1y (n)；
D 1y (n+1)＝D 1y (n)+D 2y (n)*t d ；
y a (n+1)＝y a (n)+D 1y (n)*t d ；
wherein epsilon is more than 0 and less than 1.5 is a filtered damping parameter, omega is more than 5 and less than 30 is a frequency parameter; y is a (n) is the filtering height, its initial value is selected to be 0, D 1y (n) is a vertical velocity estimation value, the initial value of which is selected to be 0, D 2y And (n) is a vertical acceleration estimation value. t is t d To solve for the step size, i.e., the time interval between the n+1th data and the n-th data. D (D) 2y For vertical acceleration solution, a x The simulation value is calculated for the horizontal acceleration of the aircraft, C is the simulation value for the combined acceleration of the aircraft pilot, and B is the simulation value for the muscle force data of the curved take-off of the aircraft pilot.
Therefore, when the curved surface takes off under the conditions of different curved surface runways, different lengths, different friction coefficients and different engine thrust, the simulated resolving value of the muscle force data of the aircraft driver can be obtained only by adjusting the parameters of the runways and the engines, so that the actual take-off flight experiment is not required to be carried out again, the experiment expense is saved, and the fatigue and the flight risk of the aircraft driver are avoided.
Advantageous effects
The invention provides a method for measuring and predicting muscle force data of an aircraft driver during gliding takeoff, which has the advantages that on the basis of static muscle force measurement which is commonly adopted at present, a real-time measuring method for acceleration and muscle force of the aircraft driver during curved surface gliding takeoff is provided by integrating an inertial measuring element of a micro FET3 type muscle force tester and a Mems miniature gyroscope. Meanwhile, the relationship between the acceleration and the muscle force data is obtained through a least square method, and the simulated calculation of the acceleration of curved take-off of different curved runways and take-off acceleration conditions can be used for estimating the muscle force data of an aircraft driver, so that repeated real flight experiments for measuring and collecting the muscle force data are avoided, the experiment expense is saved, and the safety risk of flight is also avoided.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention as claimed.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention. It is evident that the drawings in the following description are only some embodiments of the present invention and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.
FIG. 1 is a flow chart of a method for measuring and predicting pilot muscle force data of an aircraft during a gliding take-off process;
FIG. 2 is a front view of a floor static debug muscle strength tester and seating system according to the method provided by the embodiment of the invention;
FIG. 3 is a schematic diagram of a floor static debug muscle strength tester and seating system according to the method provided by the embodiment of the invention;
FIG. 4 is an enlarged image of a model KY-IMU102N-B0 miniature inertial measurement unit according to the method provided by the embodiments of the present invention;
FIG. 5 is a graph showing the variation of the muscle strength measurement data (unit: cow) of the method according to the embodiment of the present invention;
FIG. 6 is a plot of the combined acceleration measurement data (in meters per second) for the method provided by the embodiments of the present invention;
FIG. 7 is a smoothed plot of muscle strength measurement data (in units of cattle) for the method provided by the example of the invention;
FIG. 8 is a smoothed plot of resultant acceleration measurement data (in meters per second) for a method according to an embodiment of the present invention;
FIG. 9 is a graph of calculated values of horizontal acceleration of an aircraft (in meters per second) for a method provided by an embodiment of the present invention;
FIG. 10 is a plot of altitude solutions for an aircraft (in meters) for a method provided by an embodiment of the present invention;
FIG. 11 is a graph of aircraft vertical acceleration resolution (in meters per second) for a method provided by an embodiment of the present invention;
FIG. 12 is a plot of the combined acceleration of an aircraft (in meters per second) for the method provided by an embodiment of the present invention;
FIG. 13 is a graph of calculated values of pilot muscle force data of an aircraft (unit: cow) for a method provided by an embodiment of the invention;
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that the invention may be practiced without one or more of the specific details, or with other methods, components, devices, steps, etc. In other instances, well-known aspects have not been shown or described in detail to avoid obscuring aspects of the invention.
The invention provides a method for measuring and estimating muscle force data of an aircraft driver during gliding take-off, which comprises the steps of firstly, integrally installing a micro FET3 type muscle force tester and a KY-IMU102N-B0 type miniature inertial measurement unit behind an aircraft driver seat, measuring real-time muscle force and acceleration data of the aircraft driver during the gliding take-off of a curved surface, carrying out data smoothing and least square to obtain a coupling relation between the real-time muscle force and the acceleration data, carrying out simulation resolving on different types of curved surface runways and acceleration conditions, and estimating dynamic muscle force data of the aircraft driver through resolving acceleration, thereby avoiding repeated real flight experiments, saving experiment expenses and avoiding flight risks.
The invention further provides a method for measuring and estimating the muscle force data of an aircraft driver during the gliding take-off process, which is further explained and illustrated below with reference to the accompanying drawings. Referring to fig. 1, the method for measuring and estimating the muscle strength data of the aircraft driver during the gliding take-off comprises the following steps:
step S10, installing a MicroFET3 type muscle strength tester at the back position of an aircraft driver seat, and measuring muscle strength data of the waist or the neck of the aircraft driver in the take-off process;
specifically, firstly, the micro fet3 type muscle strength tester is debugged and installed on the ground, as shown in fig. 2 and 3.
Secondly, in a ground static state, an experimenter simulates an aircraft driver, sits on a seat, performs a muscle force test experiment, and ensures that system test data can be rapidly and sensitively collected in a computer through a data line.
Finally, after the system is transformed and buried in the back of the driver seat of the aircraft, on-board debugging is carried out, so that the normal operation and the stable operation of data acquisition of the muscle force data measurement system are ensured. The Micro FET3 type muscle strength tester in the system has the advantages of about 350g of dead weight, small geometric dimension, light weight and convenience for on-board installation and transformation.
S20, installing a KY-IMU102N-B0 model miniature inertial measurement unit beside the installation position of a back micro FET3 type muscle force tester of an aircraft driver seat, measuring accurate acceleration data of the waist or neck of the aircraft driver in the take-off process, and solving the combined acceleration through acceleration measurement values in three directions;
specifically, a KY-IMU102N-B0 model miniature inertial measurement unit is installed beside the installation position of a back micro FET3 type muscle force tester of an aircraft driver seat, the self weight of the KY-IMU102N is 50g, a MEMS gyroscope with zero bias stability of 3 degrees/h (Allan) is built in, a MEMS accelerometer with 30 mug (Allan) is arranged, and 3 angular speeds and 3 accelerations are output.
Secondly, the accelerations in three directions measured by a KY-IMU102N-B0 model micro inertial measurement unit are respectively denoted as a x1 、a y And a z . And the resultant acceleration applied to the back of the aircraft pilot is calculated as a by h The calculation mode is as follows:
step S30, an aircraft driver drives the aircraft to perform gliding take-off, and simultaneously, a Micro FET3 type muscle force tester and a KY-IMU102N-B0 type miniature inertial measurement unit are started, muscle force measurement data and back combined acceleration data of the driver are recorded, and data arrangement is performed;
specifically, after the Micro FET3 type muscle strength tester is started, muscle strength data measured by an aircraft driver in the take-off process is recorded as B 1 Its data length is j, then define each data as B 1 (i) Wherein i is more than or equal to 1 and j is more than or equal to j.
Secondly, a KY-IMU102N-B0 model miniature inertial measurement unit is startedInstalling a calculation mode of the total acceleration, calculating the total acceleration data born by the back of the aircraft driver in the take-off process, and recording as C 1 The data length is k, and the output of the acceleration data is relatively dense, so the data length k=dj, d is the density ratio of the acceleration data to the muscle force data.
Finally, at data C 1 Middle cut-off data C 2 So that its length is j, while its element C 2 (i)＝C 1 (p), wherein p=i.d, wherein 1.ltoreq.i.ltoreq.j.
Step S40, respectively carrying out peak rejection and smoothing treatment according to the muscle strength measurement data and the combined acceleration data to obtain muscle strength smoothing data and combined acceleration smoothing data;
specifically, the muscle strength measurement data B is firstly aimed at 1 If |B 1 (i)|＞w 1 |B 1 (i-1) |, then set B 2 (i)＝B 1 (i-1), otherwise, set B 2 (i)＝B 1 (i) Wherein i is more than or equal to 2 and less than or equal to j, w 1 Is the threshold of muscle strength peak, which is a constant parameter, and w 1 > 1, the detailed design of which is carried out in the case hereinafter.
Second, according to data B 2 Setting a smoothing parameter T 1 Is constant and T 1 More than 0, and then smoothing to obtain data B according to the following iterative mode 3 The processing mode is as follows:
wherein T is 2 For data B 2 And B 3 (1)＝B 2 (1)，ε 1 The constant parameters are filtered for muscle strength, and the detailed design is implemented in the following cases. The finally obtained data B 3 The muscle force smoothing data are obtained.
Then, according to the combined acceleration data C obtained by the miniature inertial combination measurement 2 If |C 2 (i)|＞w 2 |C 2 (i-1) |, then set C 3 (i)＝C 2 (i-1) otherwise set C 3 (i)＝C 2 (i) Wherein i is more than or equal to 2 and less than or equal to j, w 2 Is the peak threshold of the combined acceleration, which is a constant parameter, and w 2 > 1, the detailed design of which is carried out in the case hereinafter.
Finally, according to data C 3 Setting a smoothing parameter T 3 Is constant and T 3 More than 0, and then smoothing to obtain data C 4 The processing mode is as follows:
wherein T is 2 For data C 3 Time interval parameter of (1), while T 2 Also data B 2 Time interval parameters of (C) are the same, and 4 (1)＝C 3 (1)，ε 2 the constant parameters are filtered for acceleration, and the detailed design is implemented in the following case. Data C finally obtained 4 The resultant acceleration smoothing data is obtained.
Step S50, carrying out data coupling analysis according to the muscle force smoothing data and the combined acceleration smoothing data to obtain a functional relation description of the muscle force data and the acceleration;
specifically, the data B is smoothed according to the obtained muscle strength 3 Smoothing data C with combined acceleration 4 Data coupling analysis and coupling coefficient estimation are performed by least square method, and p=polyfit (C) of Matlab can be used 4 ,B 3 ,n 1 ) The function is calculated, or can be calculated by self according to the least square mode. Wherein n is 1 The order of the coupling polynomial can be selected as required, and the detailed design is implemented in the following case.
Next, the polynomial coefficient vector P is described as being in element form, i.e
Finally, the coupling relation between the muscle force smoothing data and the total acceleration smoothing data is described according to the following formula:
wherein C is the combined acceleration simulation data of the aircraft driver, and B is the estimated muscle strength data of the aircraft driver. Wherein the resolving and acquiring of C is described in detail in the next step.
Step S60, measuring the length of the horizontal runway of the aircraft and the height and the length of the cambered surface runway; measuring the empty full-load mass of the aircraft, acquiring the thrust parameter and the second consumption parameter of the engine of the aircraft, and calculating the real-time change condition of the mass and the thrust of the aircraft;
specifically, firstly, the length of the horizontal runway of the aircraft is measured and is marked as L, and the height of the cambered surface running is measured and is marked as h 1 Then the length of the cambered surface runway is measured and is marked as L 1 。
Secondly, the empty load mass M of the aircraft is measured, and the full load mass is recorded as M 1 The thrust parameter is recorded as T according to the manufacturer parameter of the engine s The second consumption parameter is recorded as m c 。
Finally, the mass and thrust of the aircraft are simulated, calculated and estimated according to the following formula:
where t is the flight time of the aircraft, M s And T is the real-time thrust of the aircraft.
Step S70, setting and debugging resistance coefficients according to the quality and parameters of the runway and the engine, and solving horizontal acceleration in a horizontal and curved surface gliding take-off stage;
specifically, firstly, according to the measurement parameters of the arc runway, solving the arc radius according to the following formula:
wherein R is the radius of the cambered surface, h 1 The measurement of the height of the cambered runway is recorded as L 1 Is the length of the cambered surface runway.
Secondly, setting the rolling friction coefficient of the aircraft as c g0 The rolling friction force in the take-off process of the aircraft is calculated as follows:
wherein g is gravity acceleration, F r Is the rolling friction force during the take-off process of the aircraft.
Then, according to the flight distance calculation value x of the aircraft in the horizontal direction, the pitch angle of the aircraft on the cambered surface is calculated as follows:
resetting drag coefficient c of aircraft x The measured air density value is recorded as ρ, and according to the velocity solution v of the aircraft, the air resistance during the take-off of the aircraft is calculated according to the following formula:
where D is the aircraft drag experienced during aircraft takeoff.
Then, according to the thrust, the resistance, the friction and the pitch angle of the aircraft, the acceleration is calculated as follows:
when on a horizontal runway, i.e., x < L, the aircraft horizontal acceleration is solved as follows:
a x ＝[T s -D-F r ]/M s ；
when in a curved runway, i.e., x > L, the aircraft horizontal acceleration is calculated as follows:
a x ＝[T s cos(θ 0 )-D-F r -M s gsinθ 0 ]/M s ；
wherein a is x A value is calculated for the horizontal acceleration of the aircraft.
Step S80, according to the horizontal acceleration resolving value of the aircraft, resolving the horizontal speed and the vertical speed of the aircraft, and further resolving the horizontal distance and the height of the aircraft;
specifically, first, according to the horizontal acceleration calculation value of the aircraft, twice integration is performed to obtain the horizontal speed and horizontal distance of the aircraft, and the calculation mode is as follows:
v x (n+1)＝v x (n)+a x (n)*t d ；
wherein v is x (n+1) is the horizontal velocity v of the aircraft x N+1th data of v x (n) is the horizontal velocity v of the aircraft x N-th data of (2), wherein t d To solve for the step size, i.e., the time interval between the n+1th data and the n-th data. In the same way, the aircraft horizontal distance is calculated as follows:
x(n+1)＝x(n)+v x (n)*t d ；
where x (n+1) is the n+1th data of the horizontal distance x of the aircraft.
Secondly, the aircraft altitude is calculated according to the horizontal distance, and the calculation mode is as follows:
when x > L+L 1 And stopping the calculation, wherein the initial values of the speed and the position are selected to be from 0 in the calculation process. y is the real-time altitude solution for the aircraft.
Step S90, performing second-order filtering change according to the aircraft altitude calculation value to obtain an aircraft vertical acceleration estimation value; and according to the horizontal acceleration and the vertical acceleration, the combined acceleration is obtained through calculation;
specifically, firstly, a damping parameter 0 < epsilon < 1.5 and a frequency parameter 5 < omega < 30 of the filter are set.
Next, the estimated value of the vertical acceleration is calculated as follows:
D 2y (n)＝y(n)*ω 2 -y a (n)*ω 2 -2ε*ω*D 1y (n)；
wherein y is a (n) is the filtering height, its initial value is selected to be 0, D 1y (n) is a vertical velocity estimation value, the initial value of which is selected to be 0, D 2y And (n) is a vertical acceleration estimation value.
Then, in order to complete the continuous calculation of the vertical acceleration estimation value, the following difference calculation is performed, and the calculation of the filter height and the vertical velocity estimation value is performed as follows:
D 1y (n+1)＝D 1y (n)+D 2y (n)*t d ；
y a (n+1)＝y a (n)+D 1y (n)*t d ；
wherein t is d To solve for the step size, i.e., the time interval between the n+1th data and the n-th data.
Finally, according to the vertical acceleration estimated value D 2y And a x And calculating a combined acceleration analog value of the aircraft driver for the aircraft horizontal acceleration calculation value, and calculating as C, wherein the calculation mode is as follows:
and step S100, according to the description of the functional relation between the combined acceleration simulation value of the aircraft driver and the muscle force data and the acceleration, calculating the muscle force data simulation value of the aircraft driver in the curved surface take-off process. And then, by setting different curved runway data and aircraft engine thrust data, the curved take-off muscle force data simulation value of the aircraft driver is obtained, so that repeated real flight tests are avoided.
Specifically, firstly, according to the combined acceleration simulation value C of the aircraft driver, according to the functional relation description formula of the muscle force data and the acceleration, calculating the muscle force data B of the curved take-off of the aircraft driver
All muscle force data B in the curved surface take-off process of the aircraft driver are calculated through a series of combined acceleration simulation value data in the take-off process, and a vector is formed, so that the data support is provided for medical and physical training analysis of the aircraft driver and physical health and physical muscle energy training of the aircraft driver.
And secondly, when the curved surface takes off under the conditions of different curved surface runways, different lengths, different friction coefficients and different engine thrust, the muscle force data simulation solution value of the aircraft driver can be carried out again only by adjusting the parameters of the runways and the engines without carrying out a real take-off flight experiment again, so that the experiment expense is saved, and the fatigue and the flight risk of the aircraft driver are avoided.
Case implementation and computer simulation result analysis
In order to verify the correctness and effectiveness of the method provided by the invention, the following case simulation is provided for simulation.
In step S10, the microfiet type 3 myodynamia tester is installed as shown in fig. 2 and 3, and will not be described in detail here.
In step S20, the KY-IMU102N-B0 model micro inertial measurement unit is shown in fig. 4, and the lower graph is an enlarged image with a real size of 47mm by 44mm by 14mm. So that the chair is very suitable for being mounted on the back of a chair.
In step S30, the aircraft pilot maneuvers the aircraft for curved gliding takeoff. After turning on the Micro FET3 type muscle strength tester, the measured muscle strength data is recorded as B 1 As shown in fig. 5. Data length j=5070, and data acquisition time of the whole acceleration takeoff process is 5.07 seconds.
Starting a KY-IMU102N-B0 model miniature inertial measurement unit, collecting, calculating and intercepting total acceleration data C born by the back of an aircraft driver in the take-off process 2 As shown in fig. 6.
In step S40, w is set 1 ＝1.3，T 1 ＝0.05，T 2 =0.001, the obtained muscle force smoothing data B 3 As shown in fig. 7. Setting w 2 ＝1.5，T 3 =0.05, the resultant acceleration smoothing data C 4 As shown in fig. 8.
Step S50, selecting n 1 =5, least squares coupling analysis was performed using Matlab p=polyfit (C 4 ,B 3 ,n 1 ) After the function is solved, P= [0 0-0.004 0.0066 5.9665 0.103 ] is obtained]The method comprises the steps of carrying out a first treatment on the surface of the The functional expression at this time is:
B＝-0.004C 3 +0.0066C 2 +5.9665C+0.103；
and if the unsmoothness data coupling analysis result is adopted, the following steps are adopted:
P＝[0 0.0006 -0.0278 0.6212 -0.4536 25.4952]；
the accuracy of the coupling analysis result can be greatly improved after the smoothing.
In step S60, the length of the horizontal runway of the aircraft is measured and denoted as l=410 meters, and the height to which the cambered surface runs is measured and denoted as h 1 =5.9 meters, and the length of the arc runway was measured and recorded as L 1 =45.2 meters. Aircraft no-load mass m=22000 kg, the full load mass being denoted M 1 =25000, the engine thrust parameter is denoted T s =80000 cow.
In step S70, the arc radius r=173.1 meters is calculated, and the rolling friction coefficient of the aircraft is set to be c g0 =0.05, and the resulting aircraft horizontal acceleration solution is shown in fig. 9.
In step S80, an aircraft altitude curve is obtained according to the aircraft horizontal acceleration calculation value, as shown in fig. 10.
In step S90, a filtered damping parameter epsilon=0.1 and a frequency parameter omega=10 are set, the obtained vertical acceleration degree solution value of the aircraft is shown in fig. 11, and the obtained combined acceleration simulation value is shown in fig. 12;
step S110, according to the description of the functional relation between the combined acceleration simulation value of the aircraft driver and the muscle force data and the acceleration, the curved surface takeoff muscle force data simulation value data of the aircraft driver is obtained, and is shown in fig. 13, so that the repeated real flight test is avoided.
According to the method provided by the invention, the acceleration and muscle force data measured by the aircraft pilot in the take-off process of the curved pilot aircraft in a single real experiment can be used for carrying out coupling analysis and flight process simulation to obtain the joint muscle force data of certain parts of the aircraft pilot under different curved runways and different flight conditions, so that basic data are provided for physical training and aviation medical analysis of the aircraft pilot, and multiple real flight experiments and data acquisition work under different flight conditions are avoided, so that experimental expenses are saved, and the risk of flight accidents is avoided, so that the method provides convenience for data measurement and acquisition in subsequent basic research related to the muscle force capability requirement of the aircraft pilot and aviation medical and health of the aircraft pilot in different environments, and has higher practical value.
Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.
Claims (8)
1. The method for measuring and estimating the muscle strength data of the aircraft driver during gliding take-off is characterized by comprising the following steps of:
step S10, installing a Micro FET3 type muscle strength tester at the back position of an aircraft driver seat, and measuring muscle strength data of the waist or the neck of the aircraft driver in the take-off process;
s20, installing a KY-IMU102N-B0 model miniature inertial measurement unit beside the installation position of the back Micro FET3 type muscle force tester of the driver seat of the aircraft, measuring accurate acceleration data of the waist or the neck of the aircraft driver in the take-off process, and solving the combined acceleration through acceleration measurement values in three directions;
s30, an aircraft driver drives the aircraft to take off in a curved surface gliding way, and simultaneously starts a Micro FET3 type muscle force tester and a KY-IMU102N-B0 type miniature inertial measurement unit, records muscle force measurement data and combined acceleration data of the back of the driver, and performs data arrangement;
step S40, respectively carrying out peak rejection and smoothing treatment according to the muscle strength measurement data and the combined acceleration data to obtain muscle strength smoothing data and combined acceleration smoothing data;
step S50, carrying out data coupling analysis according to the muscle force smoothing data and the combined acceleration smoothing data to obtain a functional relation description of the muscle force data and the acceleration;
step S60, measuring the length of the horizontal runway of the aircraft and the height and the length of the cambered surface runway; measuring the empty and full load mass of the aircraft, acquiring the thrust parameter and the second consumption parameter of the engine of the aircraft, and calculating the real-time change condition of the mass of the aircraft;
step S70, setting and debugging resistance coefficients according to the quality and parameters of the runway and the engine, and solving horizontal acceleration in a horizontal and curved surface gliding take-off stage;
step S80, according to the horizontal acceleration resolving value of the aircraft, resolving the horizontal speed and the vertical speed of the aircraft, and further resolving the horizontal distance and the height of the aircraft;
step S90, performing second-order filtering change according to the aircraft altitude calculation value to obtain an aircraft vertical acceleration estimation value; and according to the horizontal acceleration and the vertical acceleration, the combined acceleration is obtained through calculation;
step S100, according to the description of the functional relation between the combined acceleration simulation value of the aircraft pilot and the muscle force data and the acceleration, the muscle force data simulation value of the aircraft pilot in the curved surface take-off process is calculated, and the curved surface take-off muscle force data simulation value of the aircraft pilot is obtained by setting different curved surface runway data and aircraft engine thrust data, so that repeated real flight tests are avoided.
2. The method for measuring and predicting muscle force data of an aircraft driver during gliding take-off according to claim 1, wherein a Micro FET3 type muscle force tester and a KY-IMU102N-B0 type Micro inertial measurement unit are started, muscle force measurement data and back combined acceleration data of the aircraft driver are recorded, and data arrangement is performed, and the method comprises the following three parts:
firstly, after an installed MicroFET3 type muscle strength tester is started, muscle strength data measured by an aircraft driver in the take-off process is recorded as B 1 Its data length is j, then define each data as B 1 (i) Wherein i is more than or equal to 1 and less than or equal to j, and secondly, starting a KY-IMU102N-B0 model miniature inertial measurement unit, and calculating the combined acceleration speed according to the following formula:
wherein a is x1 、a y And a z Acceleration in three directions, a, applied to the back of the driver h For the resultant acceleration experienced by the back of the driver,
finally, the combined acceleration data are arranged into a data vector C 1 The data length is k, k=dj, d is the density ratio of the acceleration data to the muscle force data, and the data C 1 Middle cut-off data C 2 So that its length is j, while its element C 2 (i)＝C 1 (p), wherein p=i.d, wherein 1.ltoreq.i.ltoreq.j, the resulting data B 1 And C 2 Namely muscle force data and acceleration data to be processed.
3. The method for measuring and predicting muscle strength data of an aircraft driver during a gliding take-off according to claim 1, wherein the step of respectively performing spike rejection and smoothing processing according to the muscle strength measurement data and the combined acceleration data to obtain muscle strength smoothing data and combined acceleration smoothing data comprises the steps of:
wherein B is 1 For muscle strength measurement data, if |B 1 (i)|＞w 1 |B 1 (i-1) |, then B 2 (i)＝B 1 (i-1) if |B 1 (i)|＜w 1 |B 1 (i-1) |, then B 2 (i)＝B 1 (i)，2≤i≤j，w 1 Is the threshold of muscle strength peak, and w 1 ＞1，T 1 Is a muscle force data smoothing parameter, is a constant value, and T 1 ＞0，T 2 For data B 2 And B 3 (1)＝B 2 (1)，ε 1 Filtering constant parameters for muscle strength, C 2 For combined acceleration data measured for miniature inertial mass combinations, if C 2 (i)|＞w 2 |C 2 (i-1) |, then set C 3 (i)＝C 2 (i-1) otherwise set C 3 (i)＝C 2 (i) Wherein i is more than or equal to 2 and less than or equal to j, w 2 Is the peak threshold of the combined acceleration, which is a constant parameter, and w 2 ＞1，T 3 Is acceleration smoothing parameter, is constant, and T 3 > 0, where T 2 For data C 3 Time interval parameter of (1), while T 2 Also data B 2 Time interval parameters of (C) are the same, and 4 (1)＝C 3 (1)，ε 2 filtering constant parameters for acceleration, and finally obtaining data C 4 I.e. the combined acceleration smoothing data, the obtained data B 3 The muscle force smoothing data are obtained.
4. The method for measuring and predicting muscle force data of an aircraft driver during gliding take-off according to claim 1, wherein the step of performing data coupling analysis according to the muscle force smoothing data and the combined acceleration smoothing data to obtain a description of a functional relationship between the muscle force data and the acceleration comprises the steps of:
wherein C is the simulation data of the combined acceleration of the aircraft driver, and B is the estimated data of the muscle strength of the aircraft driver. P is p i For constant coefficients, solving for P using Matlab a ＝polyfit(C 4 ,B 3 ,n 1 ) The function is solved forWherein B is 3 For muscle force smoothing data, C 4 In order to smooth the data for the combined acceleration,
5. the method for measuring and predicting muscle force data of an aircraft pilot during a gliding takeoff according to claim 1, wherein measuring the unloaded full load mass of the aircraft and obtaining the thrust parameter and the second consumption parameter of the engine of the aircraft, and resolving the real-time variation of the mass and the thrust of the aircraft comprises:
wherein M is the idle mass of the aircraft, M 1 Is of full load mass, T s For engine thrust parameter, m c Is the second consumption parameter of the engine, t is the flight time of the aircraft, M s And T is the real-time thrust of the aircraft.
6. The method for measuring and predicting muscle force data of an aircraft driver during a gliding takeoff according to claim 1, wherein setting and adjusting drag coefficients according to the mass and parameters of the runway and the engine, solving horizontal acceleration during the horizontal and curved gliding takeoff comprises:
a x ＝[T s -D-F r ]/M s ，x<L；
a x ＝[T s cos(θ 0 )-D-F r -M s gsinθ 0 ]/M s ，x＞L；
wherein R is the radius of the cambered surface, h 1 The measurement of the height of the cambered runway is recorded as L 1 C is the length of the cambered surface runway g0 The rolling friction coefficient of the aircraft is g is gravitational acceleration, F r For the rolling friction force in the take-off process of the aircraft, x is the flight distance calculation value in the horizontal direction of the aircraft, and theta 0 C is the pitch angle of the aircraft on the cambered surface x The drag coefficient of the aircraft is ρ, the atmospheric density value, v, the velocity calculation value of the aircraft, D, the aircraft drag applied during the take-off process of the aircraft, a x A value is calculated for the horizontal acceleration of the aircraft.
7. The method for measuring and predicting muscle force data of an aircraft pilot during a gliding takeoff according to claim 1, wherein the calculating the horizontal velocity and the vertical velocity of the aircraft according to the calculated horizontal acceleration value of the aircraft, and further calculating the horizontal distance and the altitude of the aircraft comprises:
v x (n+1)＝v x (n)+a x (n)*t d ；
x(n+1)＝x(n)+v x (n)*t d ；
wherein v is x (n+1) is the horizontal velocity v of the aircraft x N+1th data of v x (n) is the horizontal velocity v of the aircraft x N-th data of t d For the calculation of the step size, i.e. the time interval between the n+1th data and the n-th data, x (n+1) is the n+1th data of the horizontal distance x of the aircraft and y is the real-time altitude calculation value of the aircraft.
8. The method for measuring and estimating muscle force data of an aircraft driver during gliding take-off according to claim 1, wherein the step of performing a second order filter change according to the aircraft altitude solution value to obtain a vertical acceleration estimated value and a combined acceleration of the aircraft, and according to a description of a functional relationship between the combined acceleration of the aircraft driver and the muscle force data and the acceleration, the step of calculating a muscle force data analog value of the aircraft driver during curved take-off comprises:
D 2y (n)＝y(n)*ω 2 -y a (n)*ω 2 -2ε*ω*D 1y (n)；
D 1y (n+1)＝D 1y (n)+D 2y (n)*t d ；
y a (n+1)＝y a (n)+D 1y (n)*t d ；
wherein epsilon is more than 0 and less than 1.5 is a filtered damping parameter, omega is more than 5 and less than 30 is a frequency parameter; y is a (n) is the filtering height, its initial value is selected to be 0, D 1y (n) is a vertical velocity estimation value, the initial value of which is selected to be 0, D 2y (n) is the vertical acceleration estimation value, t d To calculate the step size, i.e. the time interval between the n+1th data and the n-th data, D 2y For vertical acceleration solution, a x The simulation value is calculated for the horizontal acceleration of the aircraft, C is the simulation value for the combined acceleration of the aircraft pilot, and B is the simulation value for the muscle force data of the curved take-off of the aircraft pilot.
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