CN220085531U - Flight control simulation system of airplane - Google Patents

Abstract

The utility model relates to an airplane flight control simulation system, which comprises an airplane model body, wherein a high-lift subsystem is connected with the airplane model body and is used for sending control instructions of a leading edge flap and a trailing edge slat to the airplane model body or controlling the flight state according to an operation command of the airplane model body; the telex and automatic flight control subsystem is connected with the airplane model body and is used for sending a control instruction to the airplane model body or controlling the working state of the telex and automatic flight control subsystem according to the operation command of the airplane model body; the mechanical backup subsystem is provided with an airplane mechanical control system, and the airplane mechanical control system is detachably connected with the airplane model body so as to switch the mechanical control systems corresponding to different airplanes, thereby completing the flight training of the airplanes of different models. According to the scheme of the utility model, the problem that the conventional aircraft simulation system cannot flexibly simulate different types of aircraft types, so that diversified training cannot be performed is solved.

Description

Flight control simulation system of airplane

Technical Field

The present utility model relates generally to the field of aircraft system simulation technology. More particularly, the present utility model relates to an aircraft flight control simulation system.

Background

The flight simulation training device is a device for training pilots, generally comprises a cockpit, interface devices, various instruments, a vision system and a training computer, and is a semi-physical simulation system. The computer is a control center of the flight simulation training device. During training, a student sits in the cockpit and can perform various operations: the electric door is opened, the throttle is pushed and pulled, the flight bar and the rudder are operated, and various data such as the flight speed, the travel, the position, the height, the wind direction, the wind speed and the like can be obtained. The vision system can provide scene simulation for students, and the students feel the diving, upward and spiral actions like sitting in an airplane when operating, can see various scenes (clouds, fog, rivers and buildings) on and off the airplane, and can set various flying environments so as to comprehensively exercise technology and learn various operations with great difficulty and danger.

The aircraft cabin simulation system is a set of semi-physical simulation system, can be designed based on certain aircraft cockpit arrangement, and can be used for completing various teaching training such as cockpit area inspection, cockpit component identification, cockpit display function inspection, system power-on inspection, fault diagnosis and fault isolation of the aircraft electromechanical system. Based on the above, the aircraft cabin simulation training system can be used for completing the operation training of the off-site maintenance subjects of the electromechanical profession and the avionics profession. Based on the method, the flight simulation training device has the outstanding advantages of energy conservation, economy, safety, no limitation of site and meteorological conditions, shortening of training period, reduction of training cost, improvement of training efficiency and the like, and plays a very important role in pilot training.

At present, various flight simulation training devices exist in China and are divided into two main categories of foreign import and domestic self-development. The civil aircraft flight simulation training device introduced from abroad mainly comprises two series of boeing, aeronautics and aeronautics. The number of the airplane flight simulation training devices which are automatically developed in China is relatively small, and the representative airplane flight simulation training device is mainly used for flight simulation training of a pilot basic piloting technology. Meanwhile, the existing aircraft are various in variety, and if a separate flight simulation training system is designed for each model, huge manufacturing cost and space occupation are brought.

For example, the Chinese patent with the authorized bulletin number of CN218525011U and the utility model name of "a modularized aircraft flight control development and simulation integrated system" discloses a composition mode of a simulated aircraft, wherein a visual simulation computer, a simulation management computer, a cabin simulator, a real-time aircraft model, an onboard equipment simulation computer, a flight control computer simulator and a comprehensive computer are interconnected through an optical fiber network switch to perform real-time communication. However, the system can only perform operation training for airplane models of the same model, has single content and cannot meet the diversified training process.

Therefore, the problem that the existing aircraft simulation system cannot flexibly simulate different types of aircraft models, so that diversified training cannot be performed is needed to be solved.

Disclosure of Invention

In order to solve one or more technical problems, the utility model provides a method for flexibly simulating different aircraft flight control systems by dividing an aircraft system according to functions and detachably arranging a mechanical backup subsystem, effectively improving the compatibility of the aircraft during simulated training, and flexibly simulating operating devices of different aircraft by replacing the mechanical backup subsystem so as to realize diversified training.

To this end, the utility model provides an aircraft flight control simulation system comprising: the aircraft model body is used for responding to the actions of each operation surface according to the control instruction so as to simulate the actions of an aircraft; the high-lift subsystem is connected with the airplane model body and is used for sending control instructions of the leading edge flap and the trailing edge slat to the airplane model body or controlling the flight state according to the operation command of the airplane model body; the fly-by-wire and automatic flight control subsystem is connected with the airplane model body and is used for sending control instructions of a rudder, an aileron, an elevator, a horizontal stabilizer and a spoiler to the airplane model body or controlling the working state of the fly-by-wire and automatic flight control subsystem according to the operation command of the airplane model body; the mechanical backup subsystem is configured with an airplane mechanical control system, and the airplane mechanical control system is detachably connected with the airplane model body and used for switching the mechanical control systems corresponding to different airplanes so as to complete flight training of the airplanes of different models.

In one embodiment, the aircraft mechanical steering system comprises a platform body, a pedal steering simulation device, a transmission cable, a transmission ratio adjusting switch, a mechanical backup actuator simulation component and a simulation rudder which are sequentially connected in a transmission mode.

In one embodiment, the system further comprises a visual animation display, and the telex and automatic flight control subsystem and the high-lift subsystem are respectively connected with the visual animation display and used for displaying flight data.

In one embodiment, the telex and automatic flight control subsystem includes a first cockpit simulator, a telex and automatic flight control computer coupled to the first cockpit simulator for receiving the input signals from the first cockpit simulator, and a first integrated display coupled to the telex and automatic flight control computer for displaying the output data in the integrated display and the visual animation display.

In one embodiment, the first cockpit simulator includes a pilot control device, a speed reduction control handle, a horizontal stabilizer trim handle, an automatic flight control device, a trim control panel, a main flight control panel, and a horizontal stabilizer trim switch.

In one embodiment, the high lift subsystem includes a second cabin simulator, a high lift computer and a second integrated display, the high lift computer is connected with the second cabin simulator and is used for receiving the input signal of the second cabin simulator, and the high lift computer is connected with the second integrated display and the visual animation display and is used for displaying output data in the integrated display and the visual animation display.

In one embodiment, the second cockpit simulator includes a flap lever and a flap override control panel.

In one embodiment, the aircraft model body comprises a model controller connected with the fly-by-wire and automatic flight control computer and the high lift computer for receiving control instructions of the fly-by-wire and automatic flight control computer and the high lift computer to control the aircraft to respond to the actions of each operation surface.

According to the scheme of the utility model, the airplane flight control system can be divided according to functions, so that the modularization level of the airplane flight control simulation system in simulation is improved, the complexity of the simulation process of the system is effectively reduced, meanwhile, the mechanical backup subsystem and the airplane model body can be set in a poor mode, so that the mechanical control systems corresponding to different airplane types can be switched, the simulation flexibility of different airplane types is effectively improved, and the flight training of airplanes of different types is facilitated. Further, the visual animation display is respectively connected with the automatic flight control subsystem and the high-lift subsystem, so that the two different subsystems can share the visual animation display, display resources can be effectively saved when the different subsystems are utilized for simulation training, and a more efficient training process can be realized. Furthermore, the corresponding comprehensive display is arranged on the sub-systems in the scheme, so that the display of instrument contents in different sub-systems is realized, and the training effect is improved.

Drawings

The above, as well as additional purposes, features, and advantages of exemplary embodiments of the present utility model will become readily apparent from the following detailed description when read in conjunction with the accompanying drawings. In the drawings, embodiments of the utility model are illustrated by way of example and not by way of limitation, and like reference numerals refer to similar or corresponding parts and in which:

FIG. 1 is a schematic diagram schematically illustrating an aircraft flight control simulation system according to an embodiment of the present utility model;

FIG. 2 is a schematic diagram schematically illustrating the composition of an aircraft flight control simulation system according to one embodiment of the utility model;

FIG. 3 is a schematic diagram schematically illustrating the connection of components in an aircraft flight control simulation system according to an embodiment of the present utility model;

FIG. 4 is a schematic diagram schematically illustrating the composition of a fly-by-wire and automatic flight control subsystem according to an embodiment of the utility model;

FIG. 5 is a schematic diagram schematically illustrating a fly-by-wire and automatic flight control subsystem test stand simulation panel in accordance with an embodiment of the present utility model;

FIG. 6 is a schematic diagram schematically illustrating the composition of a high lift subsystem according to an embodiment of the present utility model;

FIG. 7 is a schematic diagram schematically illustrating the construction of a mechanical backup subsystem test stand in accordance with an embodiment of the present utility model;

FIG. 8 is a schematic diagram schematically illustrating a specific drive relationship of a mechanical backup subsystem test stand in accordance with an embodiment of the present utility model;

fig. 9 is a diagram schematically illustrating a hardware cross-linking relationship of a flight control simulation system of an aircraft in accordance with an embodiment of the present utility model.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

Specific embodiments of the present utility model are described in detail below with reference to the accompanying drawings.

Fig. 1 is a schematic diagram schematically illustrating an aircraft flight control simulation system according to an embodiment of the utility model.

As shown in fig. 1, the aircraft flight control simulation system comprises an aircraft model body, an fly-by-wire and automatic flight control subsystem, a high-lift subsystem and a mechanical backup subsystem.

The aircraft model body is used for responding to the actions of each operation surface according to the control instructions so as to simulate the actions of the aircraft. In some embodiments, the aircraft model body has a model controller disposed therein that is operable to receive control instructions from each of the operational surfaces in response to each of the operational surface actions.

The high lift subsystem may be coupled to the aircraft model body for sending control instructions for the leading edge flaps and trailing edge slats to the aircraft model body or for controlling the flight status in accordance with operational commands of the aircraft model body.

The telex and automatic flight control subsystem may be connected to the aircraft model body for sending control commands to the aircraft model body for the rudder, aileron, elevator, horizontal stabilizer, spoiler, or controlling the operational status of the telex and automatic flight control subsystem according to the operational commands of the aircraft model body.

The mechanical backup subsystem is provided with an airplane mechanical control system, and the airplane mechanical control system is detachably connected with the airplane model body and used for switching the mechanical control systems corresponding to different airplanes so as to complete flight training of the airplanes of different models.

In some embodiments, the aircraft model body comprises a model controller. The model controller can be connected with the telex and the automatic flight control computer and the high-lift computer on one hand and used for receiving control instructions of the telex and the automatic flight control computer and the high-lift computer, and can be connected with all parts in the aircraft model through the cable set on the other hand so as to control the aircraft to respond to all operation surfaces. Further, the model controller may also be connected to a mechanical backup subsystem to receive mechanical operational data of the mechanical backup subsystem, thereby enabling manual control of the operation of the aircraft.

The telex and the automatic flight control subsystem, the high-lift subsystem and the controllers of the aircraft physical model are connected together through an Ethernet switch to form a complete simulation training system. The fly control instruction is sent to a model controller (on-chip computer) by the fly control subsystem and the high-lift subsystem through UDP, the model controller decodes the instruction and then controls a steering engine of the aircraft physical model to finish a deflection instruction, and the current deflection angle of the rudder blade is reported to simulation control software in the fly control subsystem and the high-lift subsystem.

Fig. 2 is a schematic diagram schematically showing the composition of an aircraft flight control simulation system according to one embodiment of the present utility model.

As shown in fig. 2, the fly-by-wire and automatic flight control subsystem includes a first cockpit simulator, a fly-by-wire and automatic flight control computer, and a first integrated display. The telex and automatic flight control computer is connected with the first cabin simulator and is used for receiving the input signals of the first cabin simulator. The telex and automatic flight control computer is connected with the first integrated display and the visual animation display for displaying the output data in the integrated display and the visual animation display.

In some embodiments, the first cockpit simulator may include a pilot control device, a speed reduction control handle, a horizontal stabilizer trim handle, an automatic flight control device, a trim control panel, a main flight control panel, and a horizontal stabilizer trim switch.

The high lift subsystem includes a second cockpit simulator, a high lift computer, and a second integrated display. The high lift computer is connected with the second cabin simulator and is used for receiving the input signal of the second cabin simulator. The high-lift computer is connected with the second integrated display and the visual animation display and used for displaying output data in the integrated display and the visual animation display. In some embodiments, the second cockpit simulator includes a flap lever and a flap override control panel.

The system also comprises a visual animation display, and the telex and automatic flight control subsystem and the high-lift force subsystem are respectively connected with the visual animation display and are used for displaying flight data. The telex and automatic flight control subsystem and the high-lift subsystem can share a visual animation display. For example, the video switches may be connected separately and connected to the corresponding displays, thereby realizing display sharing. The integrated display may display, for example, corresponding meter information, respectively.

In one embodiment, the aircraft mechanical steering system comprises a platform body, a pedal steering simulation device, a transmission cable, a transmission ratio adjusting switch, a mechanical backup actuator simulation component and a simulation rudder which are sequentially connected in a transmission mode.

The use of the terms "first" or "second" and the like in this specification to refer to a numbered or ordinal term is for descriptive purposes only and is not to be construed as either indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present specification, the meaning of "plurality" means at least two, for example, two, three or more, etc., unless explicitly defined otherwise.

Fig. 3 is a schematic diagram schematically illustrating the connection relationship of the components in the aircraft flight control simulation system according to the embodiment of the present utility model.

As shown in fig. 3, in the flight control simulation system of a certain type of aircraft, the fly-by-wire and automatic flight control subsystem may be provided in a fly-by-wire and automatic flight control subsystem laboratory, and the high lift subsystem may be provided in a high lift subsystem laboratory. In the telex and automatic flight control subsystem experiment table, a telex and automatic flight control subsystem computer is correspondingly connected with an alarm & PFD (Primary Flight Display, main flight Display) Display, an MFD (Multi-Function Display) and EICAS (Engine Indication And Crew Alerting System, engine Display and unit warning system) Display and a general control and training setting software Display respectively, and the telex and automatic flight control subsystem computer also realizes information interaction with other systems through an Ethernet switch. Meanwhile, an on-chip computer is also arranged on the test bed and is connected with the first cabin simulation part, and meanwhile, communication with other systems is realized through an Ethernet switch.

Similarly, in the high lift subsystem laboratory bench, the high lift subsystem computer is also connected with a corresponding MFD & EICAS display, thereby realizing instrument information display. The on-chip computer is connected with the second cabin simulator.

Meanwhile, the Gao Shengli subsystem computer and the telex and automatic flight control computer are also connected with a video switcher, so that video switching display is realized. The output end of the video switcher can be connected with a display of a large screen, thereby realizing a multifunctional display process.

Fig. 4 is a schematic diagram schematically illustrating the composition of a fly-by-wire and automatic flight control subsystem according to an embodiment of the utility model. Fig. 5 is a schematic diagram schematically illustrating a fly-by-wire and automatic flight control subsystem test stand simulation panel in accordance with an embodiment of the present utility model.

As shown in fig. 4, a computer, an analog signal source, a pilot operating device, a platform body, an analog cabin panel and the like are arranged on the experiment table corresponding to the telex and the automatic flight control subsystem. The computer is the core of the telex and automatic flight control subsystem and comprises a signal input and output module and a resolving module, wherein the signal input and output module and the resolving module are used for receiving various control command signals from a pilot operating device, a horizontal stabilizer operating handle, a speed reduction operating handle and a simulation panel, receiving various sensor and crosslinking system information sent by a simulation signal source, resolving through the resolving module, sending a control command to an airplane model through the signal output module, and controlling aileron, elevator, rudder, horizontal stabilizer and spoiler deflection.

The analog signal source can be used to simulate three-axis acceleration, three-axis angular velocity, radio altitude, atmospheric data and combined navigation signals, and provide the signals to a computer for calculation.

The pilot operating device, the horizontal stabilizer operating handle and the speed reduction operating handle all adopt real simulation parts, the color, the size and the shape of the real simulation parts are the same as those of the aircraft real parts, and pitch, tilt and yaw triaxial, horizontal stabilizer trimming and spoiler operating signals can be provided and converted into electric command signals to a computer.

The simulated cabin panel simulates the operation and control of fly-by-wire and automatic flight control subsystems in the aircraft cabin, and is crosslinked with a computer to control the working state of the flight control system. The simulated cabin panel mainly comprises a trimming control board, a main flight control board, an automatic flight control device, a horizontal stabilizer trimming cut-off switch, a horizontal stabilizer trimming indicator and three integrated displays, wherein the appearance, the installation display mode, the circuit control and the mounting components are consistent, and are crosslinked in a mounting connection mode, and a schematic diagram of the simulated cabin panel is shown in figure 5. And the command signal generated by the control device on the analog panel is sent to the computer for resolving, and meanwhile, the comprehensive display receives and displays the system state information sent by the flight control computer, and the display mode of the system state information is consistent with that of the aircraft.

Fig. 6 is a schematic diagram schematically showing the composition of a high lift subsystem according to an embodiment of the present utility model.

As shown in fig. 6, the computer is the core of the high-lift subsystem and comprises a signal input and output module and a resolving module, wherein the signal input and output module and the resolving module are used for receiving control command signals from the flap control handle assembly and the simulation panel, and the resolving module is used for resolving and then sending control commands to the aircraft model through the signal output module to control the deflection of the leading edge slat and the trailing edge flap.

The flap control handle assembly adopts a real-mounted simulation piece, has the same color, size and shape as the aircraft real-mounted piece, and can provide flap and slat control and convert the flap and slat control into electric command signals to a computer.

The simulation panel simulates the operation and control of the high-lift subsystem in the aircraft cabin, and is crosslinked with a computer to control the working state of the high-lift subsystem. The intelligent control system mainly comprises a flap slat override control panel and a comprehensive display, wherein the appearance, the installation display mode and the circuit control are consistent with those of the mounting parts, and are crosslinked in a mounting connection mode. The generated instruction signals are sent to the computer for calculation, and meanwhile, the comprehensive display receives and displays the system state information sent by the computer, and the display mode of the comprehensive display is consistent with that of the aircraft.

Fig. 7 is a schematic diagram schematically illustrating a mechanical backup subsystem test stand according to an embodiment of the present utility model. FIG. 8 is a schematic diagram schematically illustrating a specific drive relationship of a mechanical backup subsystem test stand in accordance with an embodiment of the present utility model.

Large aircraft are typically equipped with mechanical handling systems, which consist of aileron mechanical handling systems and tail mechanical handling systems, to ensure that when the electrical system is completely shut off, the pilot can still maneuver the aircraft in a straight horizontal line until the electrical system is restarted.

As shown in FIG. 7, the laboratory bench corresponding to the mechanical backup subsystem can take a mechanical backup operation subsystem of a rudder under a certain aircraft as a simulation object, and mainly comprises a bench body, a pedal operation simulation device, a transmission cable, a transmission ratio regulating switch, a mechanical backup actuator simulation component and a simulation rudder.

The pedal operation simulation device is used for providing simulation pilot pedal operation and transmitting displacement command signals thereof downwards through the cable transmission device. The gear ratio regulating switch is used for controlling a gear ratio regulating device connected in series on the steel rope transmission device, and has two modes of mechanical and semi-mechanical for selection, and the two modes correspond to two gear ratio states of 1 and 0.5 respectively, and the switch is switched between the two states through the extension and the shortening of an internal electric mechanism. The steel cable transmission device is used for transmitting displacement instructions downwards, a segmented steel cable consistent with an airplane is adopted, all the segments are connected through an elastic thread sleeve, the elastic thread sleeve is contained in a steel cable assembly, a locking pin is arranged on the elastic thread sleeve, and after the steel cable is adjusted, the elastic thread sleeve is locked with the steel cable through the locking pin. The mechanical backup actuator is used for receiving the position command signal of the steel cable transmission device in a simulation mode, driving the lower rudder to deflect after processing, and receiving the deflection signal of the control surface through the mechanical feedback rod. The rudder simulation device adopts 20:1, the control surface can rotate around the shaft under the action of a control instruction.

The above describes the principle of arrangement of the components in the mechanical backup subsystem, and will be described in connection with a specific transmission structure.

The mechanical backup control subsystem of the rudder under a certain aircraft is taken as a simulation object, and as shown in fig. 8, the mechanical backup control subsystem consists of a cabin control device (a transverse control device, a horizontal stabilizer trim control handle assembly), a steel rope transmission device and a mechanical backup actuator. The cabin operating device is mechanically connected with the input end of the steel cable transmission device through a sector wheel, the output end of the steel cable transmission device is also mechanically connected with the mechanical backup actuator through a sector wheel, and the mechanical backup actuator is mechanically connected with the corresponding control surface through a rocker arm. When the pilot operates the steering wheel and the horizontal stabilizer trim steering handle assembly respectively or simultaneously, the corresponding control surface deflects, and the movement posture of the aircraft is changed. Based on the simulation object, the mechanical backup subsystem takes a mechanical backup operation subsystem of a rudder under a certain type of aircraft as a simulation object, and mainly comprises a table body, a pedal operation simulation device, a transmission steel rope, a transmission ratio regulating switch, a mechanical backup actuator simulation component and a simulation rudder.

Fig. 9 is a diagram schematically illustrating a hardware cross-linking relationship of a flight control simulation system of an aircraft in accordance with an embodiment of the present utility model.

According to the above related description of the composition principles of a simulation system of a flight control system of a certain type of aircraft, the system comprises a telex and automatic flight control computer 1, a high-lift subsystem computer 1, a comprehensive display 4, a cartoon demonstration display 1 and simulation pieces consistent with the installation parts of the certain type of aircraft, and specifically comprises a pilot operating device, a speed reduction operating handle, a horizontal stabilizer trimming handle, an automatic flight control assembly, a trimming control board, a main flight control board, a horizontal stabilizer trimming cut-off switch, a flap operating handle and a flap override control board. The equipment is crosslinked together and forms an telex and automatic flight control subsystem experiment table and a high-lift force subsystem experiment table together with the experiment table body.

As shown in fig. 9, the telex is connected with 3 integrated displays of an automatic flight control computer, and the high-lift subsystem computer is connected with 1 computer. The two computers are connected with the animation demonstration display through the video switcher. The 2 computers are respectively provided with an on-chip singlechip, and then are connected with the cabin simulation operating device and the simulation panel through serial buses and network cables.

While various embodiments of the present utility model have been shown and described herein, it will be obvious to those skilled in the art that such embodiments are provided by way of example only. Many modifications, changes, and substitutions will now occur to those skilled in the art without departing from the spirit and scope of the utility model. It should be understood that various alternatives to the embodiments of the utility model described herein may be employed in practicing the utility model. The appended claims are intended to define the scope of the utility model and to cover such modular compositions, equivalents, or alternatives falling within the scope of the claims.

Claims (8)

1. An aircraft flight control simulation system, comprising:

the aircraft model body is used for responding to the actions of each operation surface according to the control instruction so as to simulate the actions of an aircraft;

the high-lift subsystem is connected with the airplane model body and is used for sending control instructions of the leading edge flap and the trailing edge slat to the airplane model body or controlling the flight state according to the operation command of the airplane model body;

the fly-by-wire and automatic flight control subsystem is connected with the airplane model body and is used for sending control instructions of a rudder, an aileron, an elevator, a horizontal stabilizer and a spoiler to the airplane model body or controlling the working state of the fly-by-wire and automatic flight control subsystem according to the operation command of the airplane model body;

the mechanical backup subsystem is configured with an airplane mechanical control system, and the airplane mechanical control system is detachably connected with the airplane model body and used for switching the mechanical control systems corresponding to different airplanes so as to complete flight training of the airplanes of different models.

2. The aircraft flight control simulation system of claim 1, wherein the aircraft mechanical steering system comprises a table body, a pedal steering simulation device, a transmission cable, a transmission ratio adjustment switch, a mechanical backup actuator simulation component and a simulation rudder which are sequentially in transmission connection.

3. The aircraft flight control simulation system of claim 1, further comprising a visual animation display, wherein the fly-by-wire and automatic flight control subsystem and the high lift subsystem are respectively coupled to the visual animation display for displaying flight data.

4. An aircraft flight control simulation system according to claim 3, wherein the telex and automatic flight control subsystem comprises a first cockpit simulator, a telex and automatic flight control computer and a first integrated display, the telex and automatic flight control computer being connected to the first cockpit simulator for receiving input signals from the first cockpit simulator, the telex and automatic flight control computer being connected to the first integrated display and the visual animation display for displaying output data in the integrated display and the visual animation display.

5. The aircraft flight control simulation system of claim 4, wherein the first cockpit simulator comprises a pilot control device, a speed reduction control handle, a horizontal stabilizer trim handle, an automatic flight control device, a trim control panel, a main flight control panel, and a horizontal stabilizer trim switch.

6. The aircraft flight control simulation system of claim 4, wherein the high lift subsystem comprises a second cockpit simulator, a high lift computer and a second integrated display, the high lift computer is connected to the second cockpit simulator for receiving the input signal of the second cockpit simulator, and the high lift computer is connected to the second integrated display and the visual animation display for displaying the output data in the integrated display and the visual animation display.

7. The aircraft flight control simulation system of claim 6, wherein the second cockpit simulator comprises a flap lever and a flap override control panel.

8. The aircraft flight control simulation system of claim 6, wherein the aircraft model body comprises a model controller coupled to the fly-by-wire and automatic flight control computer and the high lift computer for receiving control instructions from the fly-by-wire and automatic flight control computer and the high lift computer for controlling the aircraft to respond to the operations of the respective operational surfaces.