CN113665841B - Method for testing steering wheel operation of aircraft cockpit based on cooperative robot - Google Patents
Method for testing steering wheel operation of aircraft cockpit based on cooperative robot Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention discloses a method for controlling and testing an aircraft cockpit steering wheel based on a cooperative robot. The testing device comprises a cooperative robot, two fingers, a heightening platform and an aircraft cockpit, wherein the two fingers are arranged at the tail end of the cooperative robot, the heightening platform is fixedly connected to a driver seat of a main aircraft cockpit, the cooperative robot is fixedly connected to the heightening platform, and the accessibility of a working space of the cooperative robot to various operations in the cockpit is adjusted; under the instruction of an operator, the robot finishes the calibration of a coordinate system in a cabin of the cooperative robot, the programmed movement of the cooperative robot, the acquisition of steering wheel operating force and displacement data through automatic test software, finally finishes the drawing of an external robot operating curve, and obtains the installation deviation of the steering wheel through the conversion relation of the curve, the selection of impedance mode coefficients and the comparison with an internal sensor curve graph.
Description
Technical Field
The invention belongs to the field of cooperative robot application, and particularly relates to a method for realizing operation test of an aircraft cockpit steering wheel by utilizing a robot to finish operation of the aircraft cockpit and a moment sensor and an angle sensor in the robot.
Background
In the final assembly test stage, displacement and force characteristics of the steering control components (such as steering wheel, steering column and pedal) of the aircraft are required to be tested, the internal data are read through the flight control ground maintenance equipment, the displacement and force sensor data on the steering control components of the aircraft measured on the flight control computer are read, and the external control data are theoretically measured through an external measuring device with the displacement and force sensor to obtain data, and then whether the data are within the tolerance range is compared. However, at present, the test personnel detects the limit position value through experience perception or tools such as a spring balance, a ruler and the like, and attempts to develop an external measuring device are also made, so that the device is inconvenient to use and is not popularized and applied.
With advances in robotics and changes in manufacturing modes, collaborative robots have received increasing attention in recent years in countries around the world. According to the definition in ISO 10218-2, a collaborative robot refers to a robot that is capable of direct interaction with a person within a specified collaborative area. Currently, typical collaborative robots are KUKA iwa, ABB Yumi, sawyer, baxter, franka, and the like. Compared with the traditional industrial robot, the cooperative robot has the advantages of high safety, good universality, sensitivity, accuracy, easiness in use, convenience in man-machine cooperation and the like. The advantages enable the cooperative robot to be applied in the manufacturing field, and have potential application value in the fields of home service, rehabilitation and the like.
Because the moment sensors are arranged on the joints of the cooperative robot, the external situation can be perceived, so that the cooperative robot can perform feedback control based on the measured value of the moment of the joints, and can detect the contact stress with the external world in real time, thereby realizing the sudden stop of the dangerous situation. The high precision of the cooperative robot can ensure the reliability of the test and realize the consistency of the test of different airplanes. And the joint redundancy 7 can adjust the self posture according to the actual obstacle in the aircraft cabin, so that the narrow space path planning is completed.
Therefore, the invention uses the cooperative robot to replace the tester to carry out the airplane steering operation, taking the steering wheel as an example, and uses the displacement and force sensor of the robot to generate the external displacement and force operation curve of the steering operation component.
Disclosure of Invention
The invention aims to solve the problem that the manual acquisition of an airplane steering displacement/force curve from the outside is difficult in the process of airplane assembly test, and provides a method for operating by using a cooperative robot to replace a person to enter a cab and using a sensor of the robot to measure the steering curve.
The technical scheme is that the method for testing steering wheel operation of the aircraft cockpit based on the collaborative robot comprises the collaborative robot, two fingers, a heightening platform and the aircraft cockpit, wherein the fingers are arranged at the tail end of the collaborative robot, the heightening platform is fixedly connected to a driver seat of a main aircraft cockpit, no seat is arranged in the final assembly stage, the heightening platform is fixed by utilizing a hole site for installing the seat on the floor of the cockpit, a base of the collaborative robot is fixedly connected to the heightening platform, and the accessibility of a working space of the collaborative robot to various operations in the cockpit is adjusted.
Furthermore, the cooperative robot is a 7-axis robot, and the impedance mode can generate a virtual spring at the tail end so as to solve the problem that the rigid track of the robot rotating the steering wheel is suffocated.
Further, moment sensors are arranged on 7 shafts of the cooperative robot, so that the moment of each shaft can be detected, and the stress of the tail end is calculated through a jacobian matrix.
Further, in order not to damage the ground of the aircraft cockpit, the mounting hole of the elevating platform should be designed to match with the seat mounting hole.
Further, in order to ensure the stability of the grip gripping the steering wheel, the gripping fingers of the grip are designed into an arc-shaped structure wrapping the steering wheel extension rod.
The invention provides a calibration method of a cooperative robot testing device for automatic airplane testing, which comprises the following steps in sequence: calibrating a coordinate system in the cabin; a programmed motion of the collaborative robot; conversion relation of steering wheel control curve; and selecting impedance mode coefficients, and comparing the graphs of the external robot and the internal sensor.
The calibration of the cabin coordinate system is to use the center of a base of the robot as an origin, the advancing direction of the airplane as an x axis, the wing direction as a y axis and the vertical direction as a z axis to establish a basic coordinate system, and then to use the rotating center of the steering wheel to establish a local coordinate system. The specific mode of calibration is that 1 industrial 3D camera is installed on a beam of a cabin, and 3D point cloud is obtained by shooting the environment in the cabin, so that measurement of space distance is realized.
The cooperative robot programming motion means: through the previously established base coordinate system, the local coordinate system and the set position coordinate of the operating steering wheel, the specified Point can be reached through PTP (Point-To-Point) motion, and the soft and soft control is adopted at the position close To the target Point in consideration of collision avoidance and accurate butt joint of the robot and the steering wheel tool, so that the soft and soft butt joint is realized through the preset impedance coefficient.
The conversion relation of the steering wheel control curve refers to: for steering wheel rotation angle measurement, firstly, calculating real-time Cartesian positions of the tail ends through rotation angles of all shafts, and then, calculating an inverse trigonometric function for the circle center to obtain steering wheel rotation angles; for the torque of the steering wheel, the current jacobian matrix needs to be calculated by combining the tail end gesture of the robot, then the stress of the tail end is calculated according to the torque of each shaft, and finally the torque of the steering wheel is calculated according to the torque magnitude at the actual position and the stress of the tail end.
The selection of the impedance mode coefficient refers to: and comparing the programmed motion track with the steering wheel established arc track, calculating an accuracy error caused by the impedance mode and a radial force causing damage to the mechanism, synthesizing the accuracy error and the radial force into an evaluation index, and solving the most suitable impedance mode stiffness coefficient k through the minimum index.
The comparison of the graphs of the external robot and the internal sensor is as follows: the steering wheel is adjusted by reading the steering curve measured by the sensors in the aircraft and the ratio of the steering wheel torque to the steering angle measured by the robot, respectively making graphs of the steering wheel steering curve and the steering wheel torque to the steering angle in matlab, and observing the difference between the two graphs.
The invention has the beneficial effects that:
1) Compared with the traditional manual testing method which needs to consume a large amount of manpower, the invention adopts the robot to enter the cockpit to simulate driving, thereby greatly improving the testing efficiency. The method for testing the cooperative robot provided by the invention not only can acquire closed-loop data of the system and improve the testing efficiency and accuracy, but also can increase the testing coverage and accurately analyze and test the data.
2) The invention improves the objectivity and repeatability of the test. Through robot programming, the operation force and displacement of each time can be ensured to be basically unchanged, and the repeatability is better compared with manual operation. This is illustrated by the comparison of the steering curve from the robot turning steering wheel experiment with the curve of the internal sensor.
Drawings
Fig. 1: the invention relates to an application environment aircraft simulation cockpit structure diagram.
Fig. 2: the robot auxiliary operation system adopted by the invention.
Fig. 3: the invention adopts the finger clamping design.
Fig. 4: the invention realizes beat motion through programming.
Fig. 5: the steering wheel operation process analysis of the present invention.
Fig. 6: the invention relates to an impedance mode stress analysis.
Fig. 7: the invention adopts a robot auxiliary detection flow chart.
Fig. 8: the present invention uses the steering curve measured by the internal sensor.
Fig. 9: the invention uses the no-load operation curve measured by the robot.
Fig. 10: the invention uses the load control curve measured by the robot.
Fig. 11: the invention uses the pure steering wheel control curve measured by the robot.
Fig. 12: the internal sensor of the present invention is compared to the steering curve obtained by the robot.
Fig. 13: the programmed curve of the present invention is compared to the actual displacement curve.
The numbering in the figures illustrates: 1-a main direction plate; 2-a main steering column; 3-a main pedal; 4-a central large screen; 5-buttons; 51-a knob; 52-pulling the button; 53-boat type switch; 6-auxiliary steering wheel; 7-a co-steering column; 8-auxiliary pedals; 9-KUKA robot; 10-a gripper; 11-raising the platform.
Detailed Description
The invention will now be described in further detail by way of the accompanying drawings and the detailed description, which are given by way of illustration only and not by way of limitation, and are not intended to limit the scope of the invention.
As shown in fig. 1 and 2, the cooperative robot testing device based on the aircraft automation test has basically similar structure of the main steering wheel 1, the main steering column 2, the main pedals 3 positioned on the left side, the auxiliary steering wheel 6, the auxiliary steering column 7 and the auxiliary pedals 8 positioned on the right side, the central large screen 4 displaying the current status information of the aircraft, and the button area 5 comprises a plurality of buttons such as a knob 51, a dial 52, a boat switch 53 and the like. The tongs 10 are installed at the tail end of the KUKA robot 9, the elevating platform 11 is fixedly connected to a position of the main cockpit of the aircraft through screw connection, the KUKA robot 9 is fixedly connected to the elevating platform 11, and accessibility of a working space of the KUKA robot to various operations in the cockpit is adjusted.
In this embodiment, the test object is calibration of an internal sensor of a main direction disc in a cockpit of an aircraft, as shown in fig. 2, and the method for calibrating the internal sensor in this embodiment includes the following steps: calibrating a coordinate system in the cabin; a programmed motion of the collaborative robot; conversion relation of steering wheel control curve; and selecting impedance mode coefficients, and comparing the graphs of the external robot and the internal sensor.
1. Calibration of an in-cabin coordinate system
An industrial camera is mounted on a beam behind the cockpit, and absolute coordinates of each component in a camera coordinate system are measured. Then, the conversion relation between the camera coordinate system and the robot base coordinate system is measured, so that the coordinates of each component in the base coordinate system are obtained, the base coordinate system is established by taking the center of the base of the KUKA robot 9 as an origin, the forward direction of the airplane as an x axis, the wing direction as a y axis and the vertical direction as a z axis, wherein: the steering wheel center of rotation is located at the (880, 169, 795) position of the base coordinate system and the steering wheel clamping points are located at the (880, -90, 885) positions of the base coordinate system.
2. Programmed movements of collaborative robots
In order to avoid that the positioning error of the KUKA robot 9 causes the grippers to collide with the steering wheel and to die out during movement, a cartesian impedance controller is used for programming, a setStiffness (..) function is used for setting the impedance value of the xyz axis, and under impedance control, the behavior of the KUKA robot 9 is compliant and the steering wheel cannot die out due to movement errors. In the movement, the beat of the work is noted (fig. 4), the KUKA robot 9 is moved from the initial position PTP to the vicinity of the steering wheel, LIN to the steering wheel, jaw closure, circular arc rotation, jaw opening, LIN removal and PTP movement to the starting point are programmed into the motion batch movement group.
The KUKA robot 9 works in a man-machine cooperation mode in the whole course, the moment sensors are arranged at the 7 joints of the KUKA robot 9 and used for detecting the stress of each joint in real time, and when the KUKA robot 9 collides with an object in the cockpit or a person enters the cockpit, the movement of the KUKA robot 9 and the safety of the person can be stopped. By reading the moment values of the joints and assigning a sensitivity coefficient, if the moment of each joint is between the normal moment minus sensitivity coefficient and the normal moment plus sensitivity coefficient, the KUKA robot 9 operates normally, and the KUKA robot 9 stops as long as one moment exceeds the limit range. External influences, such as obstacles or process forces, can be reacted to in the experiment. On the design of tongs finger, also combined steering wheel frock has found a firm connection, and through many times of tests, the terminal tongs of KUKA robot 9 all can grasp the steering column dish. In operation, the motion trajectory of the steering wheel is circular arc shaped, programmed with a CIRC function according to the center coordinates and radius.
3. Conversion relation of steering wheel control curve
The cooperative robot is provided with a displacement sensor and a moment sensor on each shaft, the angles and moments of the shafts of the KUKA robot 9 at a certain moment can be obtained through programming, a matrix conversion relation is also compiled in a controller of the KUKA robot 9, and the stress and Cartesian positions of the end flange plate can be calculated. Because the clamping jaw is arranged on the end flange of the KUKA robot 9, the stress and displacement of the actual action point (clamping jaw) of the KUKA robot 9 and the steering wheel need to be calculated for subsequent calculation of the moment and the rotation angle of the steering wheel. The D-H parameters of the known KUKA robot 9 are shown in Table 1.
TABLE 1 KUKA robot DH parameter Table
The KUKA robot 9 clamping jaw point of action is 156mm from the end flange, so 152 in the DH model can be changed to 308 when displacement and stress at the point of action are calculated. First, it is necessary to derive the rotational angles of 7 axes and the moments of each axis of the KUKA robot 9 at each moment in time during the steering wheel rotation from the controller. The TCP/IP protocol is used here for transmitting data: a server is written on an external receiving PC, and the KUKA robot 9 program is run before waiting for the connection of the client. A client is written in the KUKA robot 9 program, the client establishes connection with the service segment before the rotation of the KUKA robot 9 starts, and then data is sent every 100ms until the rotation operation is finished, and the connection is disconnected.
For a received series of data at the PC, the string needs to be intercepted according to a characteristic symbol such as "[ ]", and then the effective information is transmitted into matlab for calculation and curve drawing.
The calculation of the steering wheel angle is a forward solving problem of the KUKA robot 9. The coordinate transformation relation between each two adjacent joints can be calculated according to the DH model:
wherein the method comprises the steps ofIs a 4*4 matrix containing 7 joint angle variables, and the Cartesian coordinates (Px, py, pz) of the end can be obtained by bringing 7 angle values in.
The coordinates of the center of rotation of the steering wheel are known as (x) 0 ,y 0 ,z 0 ) The steering wheel rotation angle at this time can be calculated according to the arctangent formula:
the calculation schematic diagram of the turning moment of the steering wheel, which is obtained by converting the stress at the clamping jaw into the turning moment of the steering wheel, is shown in fig. 5, wherein the stress at the tail end is calculated according to the torque of each shaft, and then according to analysis, only Fy and Fz play a role in the torque of the steering wheel, and Fx has no role because the Fx coincides with the direction of the turning shaft of the steering wheel. The torque in the three axes and the counter moment at the center of rotation of the steering wheel cancel out, and therefore do not need to be counted, and the specific calculation process is as follows, firstly, in matlab, the jacobian matrix J at that time can be calculated according to the angles of the axes of the KUKA robot 9 0 The stress of the end can then be calculated from the moment of each axis:
for the calculated tip force, the actual torque of the steering wheel can be calculated by:
M＝-F y ×(z 0 -z)+F Z ×(y 0 -y) (6)
from this, the relation between the steering wheel torque and the steering angle measured by the KUKA robot 9 can be calculated.
4. Selection of impedance mode coefficients
After determining the impedance control mode, the stiffness coefficients of all directions need to be selected. If the rigidity coefficient is too large, the KUKA robot 9 and the track of the steering wheel are rigid, so that the steering wheel is blocked; if the stiffness coefficient is too small, the programmed position and actual position distance of KUKA robot 9 become large, resulting in poor motion accuracy and lack of ability to precisely control the steering wheel rotation angle. Impedance mode stress analysis as shown in fig. 6, the objective of adopting impedance control is to reduce the rigidity coefficient as much as possible on the premise of not losing the precision, so that the internal restoring force is reduced, and the damage to the mechanism is reduced.
As shown in fig. 6, the solid trace is a programmed intended trace and the broken trace is a theoretical trace of the steering wheel. The rotation radius of the clamping point is R, and the radius of the belt wheel is R. After the clamping jaw clamps the steering wheel, the established track of the broken line steering wheel is determined, so that the two circular arcs are overlapped at the starting point. The subsequent curves are separated due to inaccuracy in the center position and radius measurements.
The upper jaw was then subjected to a force analysis. Since the pose is constantly changing during the movement of KUKA robot 9, an isotropic stiffness coefficient kz is used. Under the limit of the established circular arc track of the steering wheel, the P1 point of the source program can only reach the P2 point finally. The error can be divided into radial direction and tangential direction, wherein the radial direction error is caused by surface friction and limiting mechanism, and can damage the mechanism, and the radial force is marked as F r The method comprises the steps of carrying out a first treatment on the surface of the The tangential error, denoted as deltax, causes a decrease in the accuracy of the motion.
The measuring error of the position of the circle center of the steering wheel is a circle with the diameter of 1mm, and the measuring error of the turning radius is +/-1 mm, so that the maximum radial error of two circular arcs is 2mm, namely:
F r ＝2k z (7)
the pressure exerted in the direction perpendicular to the steering wheel extension is related to the internal loading, and therefore:
the aim being to reduce the radial force F r And reduces the tangential error Deltax, thus the heald is obtainedCombination index w=f r The minimum value of +Δx, and thus the most suitable impedance stiffness kz.
Therefore, unlike a rigid robot, the programmed curve cannot be directly used as the output displacement curve, and the end displacement output curve needs to be calculated in real time by reading the angle values of 7 joints of the KUKA robot 9. Fig. 9 and 10 are end displacement output curves measured when no load (steering wheel is clamped) and load (steering wheel is clamped), and since the programmed track and the predetermined track of the steering wheel are circles, fitting is performed by using a circle equation, and a fitted load curve is obtained by: (y-186.19) 2 +(z-767.72) 2 ＝292.67 2 The fitted no-load curve is (y-187.42) 2 +(z-748.22) 2 ＝300.16 2 . When programming, the error of 1.23mm exists in the y direction of the center of the circle due to the measurement errors of the center of the circle and the radius, the error of 19.5mm exists in the z direction, and the radius error is 7.49mm, so that the KUKA robot 9 can complete the turning motion of the steering wheel according to the established track of the steering wheel due to the impedance control mode, and meanwhile, the fact that the output displacement curve of the tail end of the KUKA robot 9 needs to be acquired and calculated again in real time cannot be obtained directly from the programming theoretical curve is also indicated.
5. Graph comparison of external robots and internal sensors
The KUKA robot 9 is put to a preset position for operation, and the operation process is as shown in fig. 13, and the KUKA robot 9 runs smoothly and can rotate to a limit position. Fig. 8 is a steering wheel steering curve measured by a fold-and-drop. It can be seen that the steering curve is delimited by 20.5 deg., and that the linearity on both sides is good. The slope of the first segment is approximately 2 times that of the second segment.
For the control curves measured by the KUKA robot 9, the moment of each shaft is changed due to the dead weight of the tail end gripper, and the moment value is changed along with the position change of the tail end, so that the control curves of the KUKA robot 9 for operating the steering wheel and the KUKA robot 9 without load are measured respectively, and the subtraction of the control curves is the control curve of the steering wheel. Fig. 9 is a steering curve obtained by converting the no-load curve motion of the KUKA robot 9 into a steering wheel, fig. 10 is a steering curve obtained by steering the steering wheel by the KUKA robot 9, and fig. 11 is a steering wheel actual curve calculated by a differential method. The control curves measured by the plowing and KUKA robot 9 are compared to obtain fig. 12.
The theoretical operating curve is a straight line with unequal slopes of two sections, the slope of the first section is 2 times that of the second section, and the demarcation point of the two sections is the moment when the spring at one side is separated. From the results, the curves measured by the ploidy and KUKA robots 9 are two straight lines having different slopes. The curve linearity measured by the X-ray detector is good, the slope of the first section is approximately 2 times that of the second section, and the error source is the inherent resistance of the steering wheel mechanism. The slope difference of the two straight lines of the curve measured by the KUKA robot 9 is smaller mainly because the rubber belt wheel at the upper end of the rope stretches to a certain extent, so that the difference of the two straight lines is weakened. The control curve measured by KUKA robot 9 has a certain torque at the initial angle, mainly because the steering wheel and other mechanisms also have a certain initial torque, and the value can be subtracted in the whole section for processing, and the value of the value is the actual load and linear displacement of the spring, so the value is the straight line passing through the origin. The rotation angle measurement of the ploidy is further 0.67 ° greater than that measured by the KUKA robot 9, because the ropes are not tight and telescopic, and the rotation angle of the KUKA robot 9 is converted into tensioning of the ropes in the initial stage. By adjusting the intercept of the curve of the KUKA robot 9, the whole-course relative error between the moment measured by the KUKA robot 9 and the system moment measured by the doubly-fed motor is less than 1.75%, and the comparison of the test results is shown in Table 2 within an acceptable range.
Table 2 comparison of test results
Claims (3)
1. The method is characterized in that a collaborative robot, a double finger grip and a heightening platform are used for conducting steering wheel operation curve test in an aircraft cockpit, the double finger grip is arranged at the tail end of the collaborative robot, the heightening platform is fixedly connected to a driver seat of a main aircraft cockpit, no seat is arranged in the final assembly stage, the heightening platform is fixed by utilizing a hole site for installing the seat on the floor of the cockpit, the collaborative robot is fixedly connected to the heightening platform, a space for completing various test operations in the cockpit by the collaborative robot is reserved, the collaborative robot is a 7-axis robot, a virtual spring is generated at the tail end in an impedance mode, in order to avoid the impact and the death in motion of the grip caused by the positioning error of the collaborative robot, a Cartesian impedance controller is used for programming, the impedance value of an xyz axis is set by using a setStifess (level) function, and the behavior of the collaborative robot is compliant under impedance control, so that the steering wheel is not caused by motion errors; the cooperative robot works in a man-machine cooperative mode in the whole course, and moment sensors are arranged at 7 joints of the cooperative robot and used for detecting the stress of each joint in real time; when the cooperative robot collides with an object in the cockpit or a person enters the cockpit, the movement of the cooperative robot can be stopped, the safety of the cooperative robot and the person is protected, the moment value of each joint is read, a sensitivity coefficient is designated, if the moment of each joint is between a normal moment minus sensitivity coefficient and a normal moment plus sensitivity coefficient, the cooperative robot operates normally, and the cooperative robot stops as long as a moment exceeds a limit range.
2. The method for testing steering wheel operation of an aircraft cockpit based on a collaborative robot according to claim 1, wherein the gripping fingers of the two gripping fingers are arc-shaped structures wrapping the steering wheel extension bar.
3. The method for testing steering wheel operation of an aircraft cockpit based on a cooperative robot according to claim 1, which is characterized by comprising the following steps in sequence:
3-1 calibration of an intra-cabin coordinate system: the method comprises the steps of taking the center of a base of a cooperative robot as an origin, taking the forward direction of an airplane as an x axis, taking the direction of a wing as a y axis, taking the vertical direction as a z axis, establishing a base coordinate system, and then establishing a local coordinate system by rotating the center of a steering wheel, wherein the specific calibration mode is that 1 industrial 3D camera is installed on a beam of a cabin, and 3D point clouds are obtained by shooting the environment in the cabin, so that the measurement of the space distance is realized;
3-2 programmed movements of the cooperative robot: through a previously established basic coordinate system, a local coordinate system and a set position coordinate of an operation steering wheel, a specified Point is reached through the movement of the Point-To-Point, the position close To a target Point is flexibly controlled, and flexible butt joint is realized through a preset impedance coefficient;
3-3 conversion relation of steering wheel manipulation curves: for steering wheel rotation angle measurement, firstly, calculating real-time Cartesian positions of the tail ends through rotation angles of all shafts, and then, calculating an inverse trigonometric function for the circle center to obtain steering wheel rotation angles; for the torque of the steering wheel, a current jacobian matrix is calculated by combining the tail end gesture of the robot, then the stress of the tail end is calculated according to the torque of each shaft, and finally the torque of the steering wheel is calculated according to the torque size at the actual position and the stress of the tail end;
3-4 selection of impedance mode coefficients: comparing the track of the programming motion with the established circular arc track of the steering wheel, calculating an accuracy error caused by an impedance mode and a radial force causing damage to the mechanism, synthesizing the accuracy error and the radial force into an evaluation index, and solving the stiffness coefficient k of the most suitable impedance mode through the minimum index;
3-5 external collaborative robot, internal sensor graph contrast: the steering wheel is adjusted by reading the steering curve measured by the sensors in the aircraft and the ratio of the steering wheel torque to the steering angle measured by the cooperative robot, respectively making graphs of the steering wheel steering curve and the steering wheel torque to the steering angle in the matlab, and observing the difference between the steering wheel steering curve and the steering wheel torque.
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