An aircraft simulated flight guidance computing method

Abstract

The application discloses an aircraft simulation flight guiding calculation method, and specifically comprises the following steps: initializing an FGCS system according to performance parameters of an aircraft and a flight plan; receiving and executing instruction information of a control unit; obtaining and executing instruction information of different stages issued by the control unit according to different stages of the aircraft; updating a time driving frame; obtaining a time difference deltaTime between two frames through time frame driving, and then calculating and outputting effective flight parameters to guide the aircraft to fly according to a current flight state of the aircraft; stopping; and clearing a cache of the FGCS system and logging off. The application provides a feasible scheme for simulating aircraft flight by providing the aircraft simulation flight guiding calculation method.

Description

Technical Field

[0001] This invention relates to the field of civil aviation, and more specifically to a method for aircraft flight simulation guidance calculation. Background Technology

[0002] To simulate the entire gate-to-gate process of aircraft, a flight guidance calculation output module for aircraft operation must be provided. From a business process perspective, the entire process of an aircraft, from passenger boarding, pushback, taxiing to takeoff, in-flight flight, approach, tower takeover to runway landing, runway departure and taxiing to the designated parking position, wheel chocks, and passenger disembarkation, involves effective connection and coordination between multiple units. In addition, when there is no control instance, how to achieve automatic and intelligent flight guidance requires a calculation method to guide aircraft operation and achieve this goal. Summary of the Invention

[0003] To address the aforementioned technical shortcomings, the purpose of this invention is to provide a calculation method for aircraft flight simulation guidance, thereby offering a feasible solution for simulating aircraft flight.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: The present invention provides a method for aircraft simulated flight guidance calculation, as detailed below:

[0005] Initialize the FGCS system based on the aircraft's performance parameters and flight plan;

[0006] Receive and execute instructions from air traffic control; acquire and execute instructions from air traffic control at different stages depending on the aircraft's stage.

[0007] Time-driven frame update: The time difference deltaTime between two frames is obtained through time frame driving. Then, based on the current flight status of the aircraft, the effective flight parameters are calculated and output to guide the aircraft flight.

[0008] Stop; clear the FGCS system cache and log off.

[0009] Preferably, the initialization of the FGCS system based on the aircraft's performance parameters and flight plan is specifically as follows:

[0010] Read aircraft BADA performance parameter data;

[0011] Assign planned tasks to aircraft;

[0012] Initialize the aircraft state.

[0013] Preferably, the initialization of the aircraft state specifically involves determining whether the aircraft has a control tower instance and finding the first segment of the flight plan that the aircraft can execute;

[0014] If there is a control tower instance, no action is taken; the aircraft is left in its initial state. If there is no control tower instance, the aircraft's status is monitored.

[0015] Find the first segment of the flight plan that the aircraft can execute. The departure airport of the plan is the origin airport. If the origin airport exists in the tower instance, the control unit of the aircraft is the corresponding tower instance by default. Otherwise, it is determined to be the managed control unit.

[0016] If the originating aircraft is controlled by a managed control authority, it is not bound by the automatic control instructions of the originating flight and can take off at the scheduled departure time.

[0017] Preferably, before the simulation begins, the aircraft's default state is defined as the initialization state. The different phases of the aircraft specifically include: takeoff pushback phase, taxiing phase, takeoff phase, departure phase, cruise phase, approach phase, and landing phase.

[0018] At different stages, the control unit sends instructions corresponding to the stage, and the aircraft executes the instructions and changes its current state accordingly.

[0019] Preferably, the takeoff and pushback phase:

[0020] At the start of the simulation, the control unit sends the INITGATE command message, and the aircraft's status changes to AllocatedGate.

[0021] The aircraft is ready, and the control unit sends a clearance instruction (CLEARANCE). The aircraft receives the clearance instruction, and the aircraft status changes to Allocated RWY.

[0022] When the time for takeoff arrives, the aircraft status changes to ReadyPush and requests takeoff. When it receives a takeoff clearance instruction PUSHBACK from the control unit, the takeoff is permitted, and the aircraft status changes to Pushing.

[0023] Taxiing phase: includes aircraft departure and aircraft arrival;

[0024] Aircraft departure:

[0025] Once the aircraft has completed pushback and engine start-up, it requests taxiing. Upon receiving a taxiing clearance instruction (TAXI) from air traffic control, it is permitted to taxi, and the aircraft status changes to "Taxiing".

[0026] When an aircraft arrives at the reporting point and requests to enter the runway, its status changes to Lining (Lining). When it receives an ENTERRWY (Enter Rwy) instruction from air traffic control, it is permitted to enter the runway, and its status changes to LiningUp (Lining Up).

[0027] Aircraft approach:

[0028] The aircraft informs the control unit of the runway departure point. Upon receiving the taxi clearance instruction (TAXI) from the control unit, the aircraft leaves the runway and continues taxiing, and its status changes to Taxiing.

[0029] Once the aircraft arrives at the parking position and sends the message "ENTERGATE" to notify air traffic control, its status changes to "Flight Mission Completed". If the aircraft is on a connecting flight or has a subsequent flight mission, its status is set to "Initialized".

[0030] Takeoff phase:

[0031] After the aircraft enters the runway, it requests takeoff. When it receives a takeoff clearance instruction (TAKEOFF) from the air traffic control, it is permitted to take off, and the aircraft status changes to Takeoff.

[0032] Exit phase:

[0033] After the aircraft takes off from the runway, the air traffic control sends the CLIMBING command to begin climbing. The aircraft then climbs and its status changes to Departing.

[0034] Cruise phase:

[0035] Once the air traffic control sends a cruise instruction (CRUISING), the aircraft enters the cruise phase and its status changes to "Flying".

[0036] During the aircraft's cruise phase, the REROUTE directive is supported. This directive includes a new flight path, and if the REROUTE directive is executed, the aircraft will fly along the new path.

[0037] During the aircraft's cruise phase, the TARGETCMD command is supported. This command includes the target point, target altitude, target speed, and target heading. If the target command is executed, the aircraft will fly according to the specified target data.

[0038] Entry Phase:

[0039] After an aircraft enters the approach area, upon receiving a DESCENDING instruction from air traffic control, the aircraft begins its descent to execute the approach procedure, and its status changes to "Approaching".

[0040] Implementation phase:

[0041] After an aircraft enters the airport terminal area, when it receives the LANDING instruction from the air traffic control unit, which grants permission to land, the aircraft begins its landing process and its status changes to Landing.

[0042] After the aircraft touches the runway, it gradually decelerates to taxiing speed and reports the runway departure point to air traffic control, requesting the allocation of a suitable taxiway and parking position. Air traffic control then issues a taxi clearance instruction (TAXI), and the aircraft executes the taxi clearance instruction accordingly.

[0043] Preferably, the time difference deltaTime between two frames is obtained through time frame driving, and then effective flight parameters are calculated and output based on the current flight status of the aircraft to guide the aircraft's flight. Specifically, the calculation includes the following stages:

[0044] (1) Gliding phase

[0045] (2) Takeoff phase

[0046] (3) Implementation phase

[0047] (4) Exit Phase

[0048] (5) Cruise Phase

[0049] (6) Entry Phase

[0050] The output parameters are categorized into two types: TaxiingOutPut and FlyingOutPut, for both ground taxiing and aerial flight. Both types of output parameters implement the IOutPut interface, as detailed below:

[0051]

[0052]

[0053]

[0054] Preferably, the specific calculations for different flight phases are as follows:

[0055] am / s 2 Vm / s is the aircraft's ground acceleration, and dm / s is its forward taxiing speed. 2 The ground deceleration of the aircraft, d'm / s 2 v'm / s is the deceleration during turning, v'm / s is the turning speed, and it follows the acceleration formula Vt=Vo+at, where Vo is the initial velocity, a is the ± acceleration, and t is the time;

[0056] (1) Gliding phase:

[0057] The speed output during the taxiing phase is as follows:

[0058]

[0059] (2) Takeoff phase:

[0060] The takeoff speed of the aircraft is Vlof (kt)

[0061]

[0062] When TargetSpd > Vlof, the transition state is Departing, and the output parameter is FlyingOutPut;

[0063] (3) Landing phase:

[0064] Continuously decelerate to the taxiing speed v

[0065]

[0066] (4) Departure phase:

[0067] When executing the departure procedure, it consists of n procedure points, and each procedure point has its own altitude and speed limit requirements. Assuming the index of the position where the procedure point is located is denoted as si, then si ≥ 0 and si < n, as follows:

[0068]

[0069] As can be seen from the above, it is necessary to calculate the position index si, and continuously iterate until si ≥ n, then switch the state to Flying, and the output parameter is FlyingOutPut. The logic for judging the passed procedure points is:

[0070]

[0071] (5) Cruise phase:

[0072] It consists of n waypoints, and each waypoint has its own altitude and speed limit requirements. CAS or MACH is used as the target speed type. For the aircraft, the maximum operating speed CAS is denoted as VMO, with the unit of kt. In any case, CAS cannot exceed this value. If the target speed is CAS, then this value is used as the upper limit;

[0073] The maximum operating Mach number MACH is denoted as MMO. In any case, the flight Mach number cannot exceed this value. If the target speed is the Mach number, then this value is used as the upper limit;

[0074] Assuming the index of the position where it is located is denoted as si, then si ≥ 0 and si < n, as follows:

[0075]

[0076] Iterate continuously until \(s_i\geq n\), then switch the state to Approaching and output the parameter as FlyingOutPut. The logic for determining whether the waypoint has been flown over is:

[0077]

[0078] When a valid TargetCmd signal is received, stop iterating \(s_i\), and the output parameter is:

[0079]

[0080] (6) Approach phase:

[0081] When executing the approach procedure, it consists of \(n\) procedure points, and each procedure point has its own altitude and speed limit requirements. Assume the index of the position where the procedure point is located is denoted as \(s_i\), then \(s_i\geq0\) and \(s_i < n\), as follows:

[0082]

[0083] When approaching, it is also necessary to consider the connection with the landing runway. In the approach procedure, there are an initial approach fix (IAF), an intermediate fix (IF), and a final approach fix (FAF). When passing through the IF point, the output parameter is adjusted to:

[0084]

[0085] Iterate \(s_i\) continuously until \(s_i\geq n\) and \(h\leq0\), then switch the state to Landing and output the parameter as TaixingOutPut. The logic for determining whether the procedure point has been flown over is:

[0086]

[0087] Preferably, the FGCS system clears the cache and logs off, specifically:

[0088] Clear the BADA performance parameter data of the aircraft;

[0089] Clear the flight plan task of the aircraft;

[0090] Turn off the aircraft state machine;

[0091] Clear the control instruction message queue;

[0092] Turn off FGCS and no longer provide services.

[0093] The beneficial effects of this invention are: it integrates aircraft dynamics, air traffic control, and the collaborative operation of aircraft into the simulation process, maximizing the simulation accuracy of the software, and providing real-time interoperability and rapid simulation based on scenario settings, thereby providing strong data support for airport operations and future construction planning, optimization of cooperation among control units, and gradual automation of control. Attached Figure Description

[0094] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0095] Figure 1 This is a flowchart illustrating the flight guidance status used in this invention. Detailed Implementation

[0096] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0097] Example: This invention provides a method for flight simulation guidance calculation of aircraft. This invention uses the Base of Aircraft Data (BADA) model, which is a flight dynamics analysis model developed by the European Aviation Safety Agency (EASA). It is mainly used in flight simulation, trajectory prediction, emissions assessment and fuel consumption calculation. The parts mentioned below will be described using BADA.

[0098] The following is a summary of some of the technical terms in the field of civil aviation involved in this invention:

[0099]

[0100]

[0101] Since the "Flight Guidance Simulation System (FGCS)" is part of the "Aircraft Operation Simulation System," we will first briefly introduce the concept of the aircraft operation simulation system. This system refers to an operation simulation system that uses airspace data, arrival and departure procedures, and various rules of surface data, combined with airport surface operation structure and operation mode, air route or flight path, flight plan as the simulation task, aircraft as the simulation subject, driven by a clock controller, and uses FGCS to simulate a complete process of all aircraft, including gate allocation, taxiway path planning, dynamic taxiing, runway operation takeoff and landing, execution of arrival and departure procedures, and in-flight flight.

[0102] FGCS is a sub-module of "Aircraft Operation Simulation System". This article only discusses the specific architecture and method implementation of FGCS.

[0103] The calculation method is as follows:

[0104] S1: Initialization

[0105] The FGCS system is initialized based on the aircraft's performance parameters and flight plan, specifically:

[0106] Read aircraft BADA performance parameter data;

[0107] Assign scheduled tasks to aircraft; if it is a connecting flight with multiple scheduled flights, store them in a linked list sorted by departure time.

[0108] Initialize the aircraft state, specifically by determining if the aircraft has a tower instance and finding the first segment of the aircraft's executable flight plan;

[0109] If there is a control tower instance, no action is taken; the aircraft is left in its initial state. If there is no control tower instance, the aircraft's status is monitored.

[0110] Find the first segment of the flight plan that the aircraft can execute. The departure airport of the plan is the origin airport. If the origin airport exists in the tower instance, the control unit of the aircraft is the corresponding tower instance by default. Otherwise, it is determined to be the managed control unit.

[0111] If the originating aircraft is controlled by a managed control authority, it is not bound by the automatic control instructions for the originating flight and can take off at the scheduled departure time.

[0112] Under managed control, it is necessary to construct standard departure procedures (SID), air routes, and standard arrival procedures (STAR), as well as set appropriate airspeeds (or Mach numbers). These are standard documents issued by the Civil Aviation Administration of China and are pre-set, so the specific details will not be elaborated here again.

[0113] S2: Receive and execute instruction information

[0114] Receive and execute instructions from air traffic control; acquire and execute instructions from air traffic control at different stages depending on the aircraft's stage.

[0115] Before the simulation begins, the aircraft's default state is the initialization state. The different phases of the aircraft include: takeoff pushback phase, taxiing phase, takeoff phase, departure phase, cruise phase, approach phase, and landing phase.

[0116] At different stages, the control unit sends corresponding instructions, and the aircraft executes these instructions and changes its current status accordingly.

[0117] Aircraft flight is inseparable from the control of air traffic controllers. Only through coordinated operations can flight missions be completed safely and effectively. Controller control is primarily based on control instructions (Note: In this article, control units are abstracted; whether it's the tower, approach, area control, or ground control, they are all collectively referred to as ATC). This algorithm, based on different ATCs, mainly includes the following instruction types:

[0118] INITGATE: System initialization, which requires assigning parking spaces to aircraft at the airport.

[0119] CLEARANCE: Clearance. At this stage, information such as the logical runway, arrival and departure procedures, and flight path is mainly confirmed.

[0120] PUSHBACK: Pushback clearance specifies the taxiway path and reporting point. At this point, the aircraft will taxi to the waiting taxiway by itself or be pushed out by a tow truck according to its own attitude.

[0121] TAXI: Taxi clearance, allowing the aircraft to taxi to the reporting point and wait.

[0122] ENTERRWY: Clearance to enter the runway. The aircraft enters the runway and waits for takeoff clearance.

[0123] TAKEOFF: Takeoff is permitted; the aircraft begins its acceleration and taxiing for takeoff.

[0124] CLIMBING: Begin climbing;

[0125] CRUISING: Cruise;

[0126] DESCENDING: Approach area begins descent, executing approach procedures;

[0127] MAINTAIN: Maintain current attitude during flight;

[0128] LANDING: Execution runway;

[0129] REROUTE: A rerouting command that is only supported during the high-altitude phase, allowing you to designate a new route for flight.

[0130] TARGETCMD: Target command, which allows you to specify the target altitude, target speed (calibrated airspeed), target heading angle, and target point. At this time, you will no longer be affected by air traffic control commands. To restore automatic control, you need to send a restore control command.

[0131] Control orders directly affect the state machine state transitions of the flight guidance computing system; please refer to the appendix for details. Figure 1 And the following table:

[0132] Aircraft are classified into the following states according to the process:

[0133]

[0134] Specifically:

[0135] Takeoff and pushback phase:

[0136] At the start of the simulation, the control unit sends the initialization INITGATE instruction message, which includes the allocated parking position, and the aircraft's status changes to AllocatedGate.

[0137] Once the aircraft is ready, the control unit sends a clearance instruction (CLEARANCE), which includes information such as the taxiway, logical runway, and pushback time. Upon receiving the clearance instruction, the aircraft's status changes to AllocatedRWY.

[0138] When the time for takeoff arrives, the aircraft status changes to ReadyPush and requests takeoff. When it receives a takeoff clearance instruction PUSHBACK from the control unit, the takeoff is permitted, and the aircraft status changes to Pushing.

[0139] Taxiing phase: includes aircraft departure and aircraft arrival;

[0140] Aircraft departure:

[0141] After the aircraft has pushed back and started up, it requests taxiing. When it receives a taxiing clearance instruction (TAXI) from the air traffic control, it is permitted to taxi, and the aircraft status changes to Taxiing. The instruction information includes the taxiing path, logical runway, and reporting point location.

[0142] When an aircraft arrives at the reporting point and requests to enter the runway, its status changes to Lining (Lining). When it receives an ENTERRWY (Enter Rwy) instruction from air traffic control, it is permitted to enter the runway, and its status changes to LiningUp (Lining Up).

[0143] Aircraft approach:

[0144] The aircraft informs the control unit of the runway departure point. Upon receiving the taxi clearance instruction (TAXI) from the control unit, the aircraft leaves the runway and continues taxiing, and its status changes to Taxiing. The instruction information includes the taxiing path and parking position.

[0145] Once the aircraft arrives at its parking position and sends the ENTERGATE message to the air traffic control, its status changes to Finished. If the aircraft is on a connecting flight or has a subsequent flight mission, its status is set to Initialized.

[0146] Takeoff phase:

[0147] After an aircraft enters the runway, it requests takeoff. Upon receiving a takeoff clearance instruction (TAKEOFF) from air traffic control, takeoff is permitted, and the aircraft status changes to "TakingOff". The instruction information includes the departure procedure.

[0148] Exit phase:

[0149] After the aircraft takes off from the runway, the air traffic control sends the CLIMBING command to begin climbing. The aircraft then climbs and its status changes to Departing.

[0150] Cruise phase:

[0151] Once the air traffic control sends a cruise instruction (CRUISING), the aircraft enters the cruise phase and its status changes to "Flying".

[0152] During the aircraft's cruise phase, the REROUTE directive is supported. This directive includes a new flight path, and if the REROUTE directive is executed, the aircraft will fly along the new path.

[0153] During the aircraft's cruise phase, the TARGETCMD command is supported. This command includes the target point, target altitude, target speed, and target heading. If the target command is executed, the aircraft will fly according to the specified target data.

[0154] Entry Phase:

[0155] After an aircraft enters the approach area, upon receiving the DESCENDING instruction from air traffic control, the aircraft begins its descent to execute the approach procedure, and its status changes to Approaching. This instruction includes the approach procedure and the assigned logical runway.

[0156] Implementation phase:

[0157] After an aircraft enters the airport terminal area, upon receiving a LANDING instruction from air traffic control, granting permission to land, the aircraft begins its landing process and its status changes to Landing. This air traffic control instruction includes the logical runway and parking position.

[0158] After the aircraft touches the runway, it continuously decelerates to taxiing speed and reports the runway departure point to the control unit, requesting the allocation of a suitable taxiway and parking position. The control unit sends a taxi clearance instruction (TAXI), and the aircraft executes the taxi clearance instruction.

[0159] S3: Time-Driven Frame Update

[0160] By using time frames as the driving force, the time difference deltaTime between two frames is obtained. Then, based on the aircraft's current flight status, effective flight parameters are calculated and output to guide the aircraft's flight. Specifically, this includes:

[0161] (1) Airport surface taxiing phase

[0162] (2) Runway takeoff phase

[0163] (3) Runway landing phase

[0164] (4) The departure procedure is carried out in the air.

[0165] (5) Airborne approach procedure phase

[0166] (6) Air patrol phase

[0167] The output parameters are categorized into two types: TaxiingOutPut and FlyingOutPut, for both ground taxiing and aerial flight. Both types of output parameters implement the IOutPut interface, as detailed below:

[0168]

[0169]

[0170]

[0171] The logic for combining optional values ​​for Method is as follows:

[0172]

[0173] The output parameters corresponding to the following 5 states are listed below:

[0174]

[0175]

[0176] The specific calculation methods for the output parameters in different flight states are as follows:

[0177] am / s 2 is the ground acceleration of the aircraft, vm / s is the forward taxiing speed, dm / s 2 is the ground deceleration of the aircraft, d’m / s 2 is the deceleration during turning, v’m / s is the turning speed, following the acceleration formula Vt = Vo + at, where Vo is the initial speed, a is the ± acceleration, and t is the time

[0178] (1) Taxiing stage:

[0179] The speed output during the taxiing stage is as follows:

[0180]

[0181] During the ground taxiing stage of the aircraft, when taxiing straight on the taxiway, it is mainly considered to maintain a constant speed v according to the target taxiing speed. When turning, the speed v needs to be uniformly decelerated to the turning taxiing speed v', where the turning speed v' < v. After the turn is completed, the speed v' needs to be uniformly accelerated to v;

[0182] The straight-line speed is TargetSpd, and the turning speed is TurningSpd. When the aircraft taxis along the straight taxiway and the speed is greater than the set straight-line speed v, it needs to be continuously and uniformly decelerated to v, and its deceleration formula is TargetSpd - d * deltaTime; when the speed is less than the set straight-line speed v, it needs to be uniformly accelerated to v, and its acceleration formula is TargetSpd + a * deltaTime. The same applies to turning. When the speed is greater than the set turning speed v′, it needs to be decelerated by TurningSpd - ′ * deltaTime; when the speed is less than the set turning speed v′, it needs to be accelerated by TurningSpd + d′ * deltaTime.

[0183] (2) Takeoff stage:

[0184] The aircraft's liftoff speed is Vlof(kt)

[0185]

[0186] When TargetSpd > Vlof, the conversion status is Departing, and the output parameter is FlyingOutPut;

[0187] The takeoff phase refers to the process of taxiing on the runway until the lift force is greater than the gravity (i.e., reaching the critical speed Vlof), so as to take off from the runway ground. During the taxiing process, it is necessary to continuously accelerate to the takeoff speed Vlof. This process follows the acceleration formula, which is TargetSpd = TargetSpd + a * deltaTime here. Since the taxiing is a straight-line slide, the turning speed is 0.

[0188] (3) Landing phase:

[0189] Continuously decelerate to the taxiing speed v

[0190]

[0191] In the landing phase, the aircraft is guided through the approach procedure, aligned with the runway, and attempts to fly from the air to the landing taxiing process. During this process, the flight speed will continuously decelerate from a high speed. The aircraft continuously decelerates to a suitable taxiing speed v, and the formula is TargetSpd = TargetSpd - a * deltaTime, and then taxis at a constant speed.

[0192] (4) Departure phase:

[0193] When executing the departure procedure, it consists of n program points, and each program point has its own height and speed limit requirements, which need to be dynamically allocated according to the actual situation. Therefore, it is necessary to know the position of the flight segment formed by the program points where the aircraft is currently located in real time. Assuming that the index of the position of the program point is recorded as si, then si ≥ 0 and si < n, as follows:

[0194]

[0195] As can be seen from the above, it is necessary to calculate the position index si, and continuously iterate until si ≥ n, then the status is switched to Flying, and the output parameter is FlyingOutPut. The logic for judging the flown program points is:

[0196]

[0197] (5) Cruise phase:

[0198] During the cruise phase, it consists of n waypoints. Each waypoint may have its own altitude and speed limit requirements. Additionally, the speed profile SpeedProfile needs to be considered, and CAS or MACH is used as the target speed type. Here, we adopt the default speed profile in the aircraft performance database (BADA) model and reasonably switch between CAS and MACH according to the transition altitude. For an aircraft, the maximum operating speed CAS, denoted as VMO, in kt, and in any case, CAS cannot exceed this value. If the target speed is CAS, then this value is used as the upper limit.

[0199] The maximum operating Mach number MACH, denoted as MMO, and in any case, the flight Mach number cannot exceed this value. If the target speed is Mach number, then this value can be used as the upper limit.

[0200] The target flight speed TargetSpd has two expressions, one is CAS (calibrated airspeed) and the other is MACH (Mach number). Regardless of which target speed is set, it cannot be greater than its maximum operating speed (when using CAS, this maximum value is denoted as VMO; when using MACH, this value is denoted as MMO). VMO and MMO are related to the specific aircraft type, and these values vary for different aircraft types, but they are specific numerical values themselves. Therefore, the setting of the target speed is based on this rule rather than being set randomly.

[0201] Assume that the index of the current position is denoted as si, then si ≥ 0 and si < n, as follows:

[0202]

[0203] Keep iterating until si ≥ n, then switch the state to Approaching, and the output parameter is FlyingOutPut. The logic for judging whether a waypoint has been flown over is:

[0204]

[0205] Note that when a valid TargetCmd signal is received, si is no longer iterated, and the output parameters are:

[0206]

[0207] Among them, the CAS given by TargetCmd.TargetSpeed needs to be effectively converted to CAS OR MACH according to the actual situation.

[0208] (6) Approach phase

[0209] During the approach phase, similar to the departure phase, assume that the index of the current position is denoted as si, then si ≥ 0 and si < n, as follows:

[0210]

[0211] However, the complexity of the approach lies in the need to consider the connection with the landing runway. To ensure accurate docking and a smooth landing, the approach procedure typically includes an Initial Approach Fix (IAF), an Intermediate Fix (IF), and a Final Approach Fix (FAF). Our algorithm here dynamically adjusts the output parameters based on the IF point. After passing the IF point, the output parameters are adjusted as follows:

[0212]

[0213] When si iterates until si≥n and h≤0, the state is switched to Landing, and the output parameter is TaixingOutPut. The logic for determining if a program point has been flown over is as follows:

[0214]

[0215] S4: Stop

[0216] The FGCS system clears its cache and logs out.

[0217] Specifically:

[0218] Clear the aircraft's BADA performance parameter data;

[0219] Clear the aircraft flight plan mission;

[0220] Shut down the aircraft state machine;

[0221] Clear the control instruction message queue;

[0222] If FGCS is shut down, services will no longer be available.

[0223] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for calculating flight guidance in aircraft simulation, characterized in that, The details are as follows: Initialize the FGCS system according to the performance parameters of the aircraft and the flight plan; Receive and execute the instruction information from the control unit; according to different phases of the aircraft, obtain and execute the instruction information sent by the control unit in different phases; Time-driven frame update; through time-frame drive, obtain the time difference deltaTime between two frames, and then calculate and output effective flight parameters according to the current flight state of the aircraft to guide the aircraft to fly; Stop; the FGCS system clears the cache and logs off; Among them, through time-frame drive, obtain the time difference deltaTime between two frames, and then calculate and output effective flight parameters according to the current flight state of the aircraft to guide the aircraft to fly, specifically including the calculations in the following phases: (1) Taxiing phase (2) Takeoff phase (3) Landing phase (4) Departure phase (5) Cruise phase (6) Approach phase The output parameters are divided into two types according to ground taxiing and in-air flight, namely TaxiingOutPut and FlyingOutPut; both output parameters implement the IOutPut interface, and the details are as follows: ； The specific calculations for different flight phases are as follows: a m / s² is the ground acceleration of the aircraft, v m / s is the forward taxiing speed, d m / s² is the ground deceleration of the aircraft, d’m / s² is the deceleration during turning, v’m / s is the turning speed, following the acceleration formula Vt = Vo + at, where Vo is the initial speed, a is the ± acceleration, and t is the time; (1) Taxiing phase: The speed output in the taxiing phase is as follows: ； (2) Takeoff phase: The liftoff speed of the aircraft is Vlof (kt) when >Vlof, the transition state is Departing, and the output parameter is FlyingOutPut; (3) Landing phase: Continuously decelerate to the taxiing speed v ； (4) Departure phase: When executing the departure procedure, it consists of n procedure points, and each procedure point has its own altitude and speed limit requirements. Assume the index of the position where the procedure point is located is denoted as si, then si ≥ 0 and si < n, as follows: As can be seen from the above, it is necessary to calculate the position index si, and continuously iterate until si ≥ n, then switch the state to Flying, and the output parameter is FlyingOutPut. The logic for judging whether a procedure point has been flown through is: ； (5) Cruise phase: It consists of n waypoints, and each waypoint has its own altitude and speed limit requirements. CAS or MACH is used as the target speed type. For the aircraft, the maximum operating speed CAS is denoted as VMO, in units of kt, and in any case, CAS cannot exceed this value. If the target speed is CAS, then this value is used as the upper limit; The maximum operating Mach number MACH is denoted as MMO, and the flight Mach number cannot exceed this value in any case. If the target speed is the Mach number, then this value is used as the upper limit; Assume the index of the position where it is located is denoted as si, then si ≥ 0 and si < n, as follows: Continuously iterate until si ≥ n, then switch the state to Approaching, and the output parameter is FlyingOutPut; the logic for judging whether a waypoint has been flown through is: When a valid TargetCmd signal is received, no longer iterate si, and the output parameter is: (6) Approach phase: When executing the approach procedure, it consists of n program points, each with its own altitude and speed limit requirements. Assuming the index of the location where the program point is located is denoted as si, then si ≥ 0 and si < n, as follows: When approaching, it is also necessary to consider the connection with the landing runway. In the approach procedure, there are an initial approach fix (IAF), an intermediate fix (IF), and a final approach fix (FAF). When passing through the IF point, the output parameters are adjusted as follows: si is continuously iterated until si ≥ n and h ≤ 0, then the state is switched to Landing, and the output parameter is TaixingOutPut. The logic for judging the passed program points is: 。 2. The aircraft simulation flight guidance calculation method as described in claim 1, characterized in that, Initializing the FGCS system according to the performance parameters of the aircraft and the flight plan specifically includes: Reading the BADA performance parameter data of the aircraft; Allocating planned tasks to the aircraft; Initializing the state of the aircraft.

3. The aircraft simulation flight guidance calculation method as described in claim 2, characterized in that, The specific initialization of the aircraft state is to judge whether the aircraft has a tower instance and to find the first segment of the flight plan executable by the aircraft; If there is a tower instance, no processing is performed, which is the initialization state of the aircraft; if there is no tower instance, the state monitoring of the aircraft is performed; Finding the first segment of the flight plan executable by the aircraft. The departure airport of this plan is the origin airport. If the origin airport exists in the tower instance, it is defaulted that the controlling unit of the aircraft is the corresponding tower instance; otherwise, it is judged as the managed controlling unit; If the controlling unit of the origin aircraft is the managed controlling unit, it is not restricted by the automatic control instructions of the origin flight and can take off at the take-off time.

4. The aircraft simulation flight guidance calculation method as described in claim 1, characterized in that, It is defined that before the simulation starts, the default state of the aircraft is the initialization state. Different stages of the aircraft specifically include: push-back phase, taxiing phase, take-off phase, departure phase, cruise phase, approach phase, landing phase; In different stages, the controlling unit sends instruction information corresponding to the stage, and the aircraft executes according to the instruction information of the corresponding stage and changes its current state.

5. A method for calculating aircraft simulated flight guidance according to claim 4, wherein Push-back phase: At the start of the simulation, the controlling unit sends an initialization INITGATE instruction message, and the state of the aircraft becomes AllocatedGate; When the aircraft is ready, the controlling unit sends a clearance instruction CLEARANCE. When the aircraft receives the clearance instruction, the state of the aircraft becomes AllocatedRWY; When the aircraft reaches the push-back time, its state becomes ReadyPush and it requests to push back. When receiving the push-back permission instruction PUSHBACK sent by the controlling unit, it is allowed to push back, and the state of the aircraft becomes Pushing; Taxiing phase: It includes the aircraft departure and the aircraft approach; Aircraft departure: After the aircraft has completed push-back and engine start, it requests to taxi. When receiving the taxi permission instruction TAXI sent by the controlling unit, it is allowed to taxi, and the state of the aircraft becomes Taxiing; When an aircraft arrives at the reporting point and requests to enter the runway, its status changes to Lining (Lining). When it receives an ENTERRWY (Enter Rwy) instruction from air traffic control, it is permitted to enter the runway, and its status changes to LiningUp (Lining Up). Aircraft approach: The aircraft informs the control unit of the runway departure point. Upon receiving the taxi clearance instruction (TAXI) from the control unit, the aircraft leaves the runway and continues taxiing, and its status changes to Taxiing. Once the aircraft arrives at the parking position and sends the message "ENTERGATE" to notify air traffic control, its status changes to "Flight Mission Completed". If the aircraft is on a connecting flight or has a subsequent flight mission, its status is set to "Initialized". Takeoff phase: After the aircraft enters the runway, it requests takeoff. When it receives a takeoff clearance instruction (TAKEOFF) from the air traffic control, it is permitted to take off, and the aircraft status changes to Takeoff. Exit phase: After the aircraft takes off from the runway, the air traffic control sends the CLIMBING command to begin climbing. The aircraft then climbs and its status changes to Departing. Cruise phase: Once the air traffic control sends a cruise instruction (CRUISING), the aircraft enters the cruise phase and its status changes to "Flying". During the aircraft's cruise phase, the REROUTE directive is supported. This directive includes a new flight path, and if the REROUTE directive is executed, the aircraft will fly along the new path. During the aircraft's cruise phase, the TARGETCMD command is supported. This command includes the target point, target altitude, target speed, and target heading. If the target command is executed, the aircraft will fly according to the specified target data. Entry Phase: After an aircraft enters the approach area, upon receiving a DESCENDING instruction from air traffic control, the aircraft begins its descent to execute the approach procedure, and its status changes to "Approaching". Implementation phase: After an aircraft enters the airport terminal area, when it receives the LANDING instruction from the air traffic control unit, which grants permission to land, the aircraft begins its landing process and its status changes to Landing. After the aircraft touches the runway, it gradually decelerates to taxiing speed and reports the runway departure point to air traffic control, requesting the allocation of a suitable taxiway and parking position. Air traffic control then issues a taxi clearance instruction (TAXI), and the aircraft executes the taxi clearance instruction accordingly.

6. The aircraft simulation flight guidance calculation method as described in claim 1, characterized in that, The FGCS system clears its cache and logs out, specifically as follows: Clear the aircraft's BADA performance parameter data; Clear the aircraft flight plan mission; Shut down the aircraft state machine; Clear the control instruction message queue; If FGCS is shut down, services will no longer be available.

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