Data-driven aircraft cockpit scene reproduction method

Abstract

The invention discloses a data-driven aircraft cockpit scene reproduction method carried out on flight program design auxiliary equipment, which comprises the following steps of: according to a predetermined scene to be reproduced and reproduction analysis requirements, acquiring original FDR data and QAR data corresponding to the scene to be reproduced and the reproduction analysis requirements, key reproduction parameters used for scene reproduction are extracted; converting the obtained FDR data and the QAR data into target data files with the same format, and supplementing data corresponding to the key reproduction parameters contained in the target data files based on complete real data; and reproducing the scene in the cockpit within a certain time period by means of the flight programming auxiliary equipment. The invention provides a solution for reproducing the aircraft cockpit scene based on the FDR data and the QAR data without occupying a flight simulator, and the method has relatively high reproducing accuracy and reliability.

Description

Technical Field

[0001] The present disclosure relates to the field of aviation aircraft, and more particularly to a method for reproducing aircraft cockpit scenarios using data-driven methods. Background Art

[0002] Currently, the reproduction of the scene in the aircraft cockpit can be implemented mainly through the following two methods: 1. The pilot drives the flight simulator to re-fly the specific scene; 2. By directly analyzing the FDR (flight data recorder) data and QAR (flight parameter recorder) data on the computer.

[0003] However, both of these existing methods have some shortcomings in terms of the need to reproduce the scenes in the cockpit of an aircraft. The first method mentioned above requires the use of resources of a flight simulator and pilots, and the use of these two resources will greatly increase the overall cost. At the same time, due to the different experience and training of each pilot, there may also be differences in operation, resulting in the problem that the reproduction of scenes in the cockpit is not standardized enough in practice and is too affected by the operation of a single operator. The second method mentioned above can usually only be carried out by charting or visualizing the relevant data. This reproduction method has great limitations and it is difficult to make the reproduction more intuitive, three-dimensional and / or situational, which is not conducive to further analysis or summary based on the reproduction of the scene in the cockpit.

[0004] Therefore, there is an urgent need to provide a new reproduction method for reproducing aircraft cockpit scenarios, so as to at least partially alleviate or solve the above-mentioned problems and defects of existing solutions. Summary of the invention

[0005] One purpose of the present disclosure is to propose a data-driven method for reproducing aircraft cockpit scenes in order to overcome at least some of the above-mentioned deficiencies of existing technical solutions for reproducing scenes in aircraft cockpits.

[0006] The present disclosure provides a method for reproducing a cockpit scenario of an aircraft using data-driven on a flight procedure design auxiliary device, wherein the flight procedure design auxiliary device is different from a flight simulator, but includes a collimated virtual image vision, an avionics display interface, and complete primary and secondary flight control surface operating components consistent with the flight simulator, wherein the scenario reproduction method includes the following steps:

[0007] Step 1: According to the predetermined scenario to be reproduced and the reproduction analysis requirements, the corresponding original FDR data and QAR data are obtained, and the key reproduction parameters for scenario reproduction are extracted from them;

[0008] Step 2: converting the acquired FDR data and the QAR data into a target data file of the same format, and supplementing the data corresponding to the key recurrence parameters contained in the target data file based on the complete real data, while other data partially or completely adopt default values, wherein the target data file is a CSV format file adopting a preset recording frequency, and wherein the preset recording frequency is less than the operating data frequency of the FDR data and the QAR data generated under the actual working conditions of the aircraft;

[0009] Step 3: Based on the FDR data and the QAR data converted into the target data file, the scene in the cockpit within a certain period of time is reproduced with the help of the flight procedure design auxiliary equipment.

[0010] Based on the above method, not only can the desired cockpit scenario reproduction be achieved, but also the required cockpit scenario reproduction can be achieved in a way that significantly reduces data load and improves computing or processing efficiency.

[0011] According to some implementations of the present disclosure, the scenario reproduction method further includes the following steps:

[0012] Step 4: Based on the reproduced cockpit scene within a certain period of time, analyze the impact of the cockpit scene and its changes on the pilot in the cockpit.

[0013] According to some embodiments of the present disclosure, the impact on the pilot in the cockpit includes the pilot's perception of changes in the cockpit and / or the pilot's fatigue level.

[0014] According to some embodiments of the present disclosure, the recurring analysis requirements include accident investigation analysis, cockpit layout analysis, and airline policy analysis.

[0015] According to some embodiments of the present disclosure, the key reproduction parameters extracted in step one are at least associated with the collimated virtual image vision, the avionics display interface, and the primary and secondary flight control surface operating components.

[0016] It should be understood that the key reproduction parameters here may have at least such characteristics (but not only such characteristics), that is, changes in the parameters will cause certain changes in the collimated virtual image vision, the avionics display interface and the primary and secondary flight control surface operating components, and therefore these parameters are key parameters for the desired aircraft cockpit scene reproduction.

[0017] According to some embodiments of the present disclosure, step three includes:

[0018] Inputting the FDR data and the QAR data converted into target data files of the same format into the flight procedure design assistance device through the system console of the flight procedure design assistance device;

[0019] For the data corresponding to the key recurrence parameter contained in the input FDR data and the QAR data, a data interpolation calculation is performed using a B-spline curve, so as to expand the input FDR data and the QAR data to have the operating data frequency (i.e., the recurrence frequency);

[0020] The flight procedure design assistance device is driven to reproduce the cockpit scene of a certain period of time by utilizing the expanded FDR data and the QAR data.

[0021] According to some embodiments of the present disclosure, a flight procedure design auxiliary device includes a collimated virtual image display system and a cockpit hardware system wrapped by the collimated virtual image, wherein the collimated virtual image display system includes an optical display system with a projector, a rear projection screen and a collimating reflector, and the collimated virtual image display system is constructed to be able to project an operator's field of view in the cockpit of the cockpit hardware system, and the operator's field of view includes a top panel, an instrument panel and a central control console in the cockpit of a flight simulator or an aircraft.

[0022] According to some embodiments of the present disclosure, the scenario reproduction method is suitable for multiple implementations for multiple scenarios to be reproduced and multiple reproduction analysis requirements, and the target data files generated by the multiple implementations are classified and stored based on the reproduction analysis requirements.

[0023] According to some embodiments of the present disclosure, in step 2, all data except the data corresponding to the key replication parameters adopt their respective default values.

[0024] On the basis of being in accordance with the common sense in the art, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present disclosure.

[0025] The positive and progressive effects of this disclosure are:

[0026] According to the data-driven aircraft cockpit scenario reproduction method disclosed in the present invention, it is performed on the flight procedure design auxiliary equipment, realizing a solution for reproducing the aircraft cockpit scenario based on FDR data and QAR data without occupying the flight simulator, and having high reproduction accuracy and reliability. The application of the above-mentioned data-driven aircraft cockpit scenario reproduction method can significantly reduce the time used for the flight simulator and save the pilot's flight time in simulation reproduction, which can significantly save costs and time overall. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 The main part of an exemplary flight procedure design assistance device used in a data-driven aircraft cockpit scenario reproduction method according to a preferred embodiment of the present disclosure is schematically shown.

[0028] Figure 2 Schematically shows Figure 1 A schematic diagram showing the principle of a collimated virtual image display system of a flight procedure design aid is shown.

[0029] Figure 3 Schematically shows Figure 1 The general layout of the equipment cockpit section in the flight procedure design aids is shown.

[0030] Figure 4 Schematically shows Figure 3 The layout of the top panel section in the equipment cabin is shown.

[0031] Figure 5 Schematically shows the Figure 4 The touch screen portion in the layout of the top panel portion shown corresponds to the top panel portion in a flight simulator or a real aircraft.

[0032] Figure 6 Schematically shows Figure 3 The layout of the instrument panel section in the equipment cockpit is shown.

[0033] Figure 7 Schematically shows the Figure 6 The instrument panel portion shown corresponds to the instrument panel in a flight simulator or a real aircraft.

[0034] Figure 8 Schematically shows Figure 3 The layout of the central control console in the equipment cabin is shown.

[0035] Fig. 9 Schematically shows the Figure 8 The center console of the top panel section shown corresponds to the center console in a flight simulator or a real aircraft.

[0036] Fig.10 Schematically shows Figure 3 The layout of the sunshade section in the equipment cabin is shown.

[0037] Fig.11 Schematically shows Figure 3 A schematic diagram of the footrests in the equipment cockpit is shown.

[0038] Description of Reference Numerals

[0039] 100: Cockpit Hardware System

[0040] 1: Top plate

[0041] 2: Dashboard

[0042] 3: Central console

[0043] 31: Left console

[0044] 32: Right console

[0045] 33: Turning hand wheel

[0046] 4: Lens hood

[0047] 5: Foot pedal

[0048] 6: Steering column and steering wheel DETAILED DESCRIPTION

[0049] The preferred embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings of the specification. The following description is exemplary and not limiting of the present invention. Any other similar situations also fall within the protection scope of the present invention.

[0050] In the following detailed description, directional terms, such as "left", "right", "up", "down", "front", "rear", etc., are used with reference to the directions described in the drawings. The components of the embodiments of the present invention can be placed in a variety of different directions, and the directional terms are used for illustrative purposes rather than limiting.

[0051] From the above description and the following more detailed exemplary description of the preferred embodiment according to the present disclosure, those skilled in the art will be able to understand that the present disclosure provides a data-driven method for reproducing aircraft cockpit scenarios on a flight procedure design auxiliary device without relying on a traditional flight simulator. In the following, for exemplary purposes and for the convenience of explanation, the ARJ21-700 model civil aircraft will be used as an example. It is understandable that the specific type and model of the aircraft are factors that need to be considered in the implementation of the present disclosure, but this does not limit the scope of protection of the present disclosure.

[0052] The following preferred implementation of the present disclosure adopts and is performed or executed on a flight procedure design assistance device that is different from a flight simulator but includes a collimated virtual image vision, avionics display interface, and complete primary and secondary flight control surface operating components that are consistent with the flight simulator.

[0053] refer to Figure 1 and Figure 2As shown, it can be understood that the flight procedure design auxiliary device can be, for example, in a form similar to a flight simulator without its motion equipment and placed directly on the ground. It includes a collimated virtual image system and a cockpit hardware system 100 wrapped by the collimated virtual image. At the same time, multiple servers can be provided outside the main body to provide computing power support for the main body software of the device. Figure 1 The outer shell of the main body shown in FIG. 1 is mainly designed to accommodate the collimated virtual image display system. The collimated virtual image display system and the cockpit hardware system 100 wrapped inside and their relative position relationship can be roughly as shown in FIG. Figure 2 As shown. It is understandable that the collimated virtual image display system is a standard display system in the industry, which includes an optical display system consisting of a projector, a rear projection screen and a collimated reflector. Its basic function is to allow users to obtain a three-dimensional field of view with depth of field in a closed and limited space. The range of the field of view depends on the size of the collimated virtual image display system.

[0054] According to a preferred embodiment of the present disclosure, the method for reproducing a cockpit scenario of an aircraft using data-driven generally includes the following steps:

[0055] Step 1: According to the predetermined scenario to be reproduced and the reproduction analysis requirements, the corresponding original FDR data and QAR data are obtained, and the key reproduction parameters for scenario reproduction are extracted from them;

[0056] Step 2: converting the acquired FDR data and QAR data into a target data file with the same format, and supplementing the data corresponding to the key recurrence parameters contained in the target data file based on the complete real data, while other data partially or completely adopt default values ​​(preferably, most or even all of the other data adopt the default values ​​corresponding to each parameter), wherein the target data file is a CSV format file using a preset recording frequency (e.g., 1 Hz and 8 Hz), and wherein the preset recording frequency is less than the operating data frequency (e.g., 50 Hz) of the FDR data and QAR data generated under the actual working conditions of the aircraft;

[0057] Step 3: Based on the FDR data and the QAR data converted into the target data file, the flight procedure design auxiliary device is used to reproduce the cockpit scene within a certain period of time; and the optional step 4 as follows:

[0058] Step 4: Based on the reproduced cockpit scene within a certain period of time, analyze the impact of the cockpit scene and its changes on the pilot in the cockpit, wherein the impact on the pilot in the cockpit may include the pilot's perception of the changes in the cockpit and / or the pilot's fatigue.

[0059] Through the above method, the required aircraft cockpit scene reproduction can be achieved, wherein the method of supplementing the data corresponding to the key reproduction parameters contained in the target data file based on complete real data in step two can not only ensure the accuracy of reproduction, but also help to reduce data load and improve calculation or processing efficiency.

[0060] According to some preferred embodiments of the present disclosure, the reproduction analysis requirements include accident investigation analysis, cockpit layout analysis, and airline policy analysis. And, preferably, the key reproduction parameters extracted in step 1 are at least associated with the collimated virtual image vision, the avionics display interface, and the primary and secondary flight control control surface operating components.

[0061] Changes in these key reproduction parameters will cause certain changes in the collimated virtual image vision, the avionics display interface, and the primary and secondary flight control surface operating components, thereby directly or indirectly having a significant impact on the scene reproduction results of the aircraft cockpit.

[0062] According to some preferred embodiments of the present disclosure, step three comprises:

[0063] Inputting the FDR data and the QAR data converted into target data files of the same format into the flight procedure design assistance device through the system console of the flight procedure design assistance device;

[0064] For the data corresponding to the key recurrence parameter contained in the input FDR data and the QAR data, a data interpolation calculation is performed using a B-spline curve, so as to expand the input FDR data and the QAR data to have the operating data frequency (i.e., the recurrence frequency);

[0065] The flight procedure design assistance device is driven to reproduce the cockpit scene of a certain period of time by utilizing the expanded FDR data and the QAR data.

[0066] Taking an ARJ21-700 aircraft and an event of taking off under a strong crosswind condition as an example, the specific implementation process of the above method is illustrated below to further understand the above method and its advantages.

[0067] First, the purpose of analyzing the requirements is to confirm which are the key parameters in the required FDR and QAR data for this reproduction. When it has been determined that a takeoff event under a strong crosswind condition needs to be reproduced, the key FDR or QAR parameters may include the following parameters: wind direction, wind speed, brake pedal, average pedal position, thrust lever position, N1 speed, brake pressure and rudder position. The specific parameters are left brake pedal position (pilot 1), left brake pedal position (pilot 2), left brake pedal position (co-pilot 1), left brake pedal position (co-pilot 2), right brake pedal position (pilot 1), right brake pedal position (pilot 2), right brake pedal position (co-pilot 1), right brake pedal position (co-pilot 2), average pedal position, left outer wheel brake pressure, right outer wheel brake pressure, left inner wheel brake pressure, right inner wheel brake pressure, rudder calculation trim plane position, rudder position A, rudder position B, and engine N1 reference value (left) and engine N1 reference value (right). The other parameters except the above ones are not critical and you can directly use a default value to ensure the normal operation of the device.

[0068] Therefore, the method of the present disclosure generally does not need to use and obtain all FDR and QAR parameters (values). Of course, it is also feasible to obtain all FDR and QAR parameters of a specific aircraft after decoding the FDR and QAR parameters, but it is understood that non-critical parameters can still use default values ​​to improve processing efficiency.

[0069] The parameters recorded in the FDR and QAR data of the ARJ21-700 aircraft are generally consistent, but because the recording frequencies of various parameters on different batches of aircraft are different, the number of columns reflected in the decoded QAR data (CSV format) is different. At present, there may be two recording frequencies, 1Hz and 8Hz, and the number of columns of 8Hz data in the CSV file is significantly more than 1Hz (the so-called 8Hz data is just a parameter collected at a frequency of 8Hz in a CSV file, but the other data collected in this CSV file is still collected at a frequency of 1Hz). However, experience shows that as a certain model is used for a longer time, successive improvements in design will make the same aircraft designed based on the same model and the same configuration in the early stage have completely different final performance parameters and functional characteristics in different eras. Therefore, the recording frequency of the FDR and QAR data corresponding to the aircraft or aircraft in actual work may change. This is also true for the FDR and QAR data obtained by decoding the data in the recorder. Therefore, the FDR and QAR data obtained from different aircraft may be different in frequency.

[0070] Next, according to the above method, the acquired FDR data and QAR data will be converted into target data files of the same format, which only requires the specific flight procedure design auxiliary device to be able to read data of the same format, so that the design / configuration of the flight procedure design auxiliary device will be easier to implement and cost-controlled. To this end, it is necessary to convert the FDR or QAR data of different formats into the same "format required for device reproduction".

[0071] Taking the ARJ21-700 model as an example, the format is the same as the CSV file format decoded from the 8Hz recording frequency QAR data of the ARJ21-700. This CSV file contains 2149 columns of data, with an unlimited number of rows. Each column has a specific meaning, but the data in this column only needs to be completed when it is related to key parameters, and the default values ​​can be retained for other columns. For example, the right aileron position B is one of the key parameters that need to be reproduced, and the real data needs to be imported into the 1416-1419 columns in the "device reproduction required" format CSV table (the names of the four columns are Right Aileron Position-B(degrees)-HI). The rest of the table data retains the default value, but the number of rows must be the same as the number of rows in the 1416-1419 columns (the number of rows in the 1416-1419 columns should also be the same). As a result, the data processing process involved in the above method becomes more lightweight.

[0072] Next, based on the FDR data and the QAR data converted into a unified target data file, the cockpit scene within a certain period of time is reproduced with the aid of the flight procedure design auxiliary device, i.e., reproduction. Reproduction in this article generally refers to reproducing the cockpit scene when a corresponding FDR / QAR data is generated as needed, and advantageously, the cockpit scene reproduction can be fully automated based on data drive and performed by the flight procedure design auxiliary device without the need for human intervention.

[0073] The existing flight simulators use the automatic QTG test method when performing similar FDR or QAR data reproduction. The automatic QTG test is opposite to the manual QTG test method. The automatic and manual QTG test methods refer to QTG tests that do not require pilots and require pilots to participate. The original purpose of this QTG test method is to test whether the flight simulator meets the simulator level it applies for in terms of performance. For example, the D-level simulator must be almost completely consistent with the real aircraft in terms of various operational responses, so the curve of the QTG test must also be consistent with the various performance curves of the real aircraft. According to the existing technology, the use of automatic QTG testing to reproduce FDR and QAR parameters in the flight simulator often requires modification of the flight simulator background data and the use of operations that are more difficult in ordinary automatic QTG testing - data reverse drive simulator, so professional simulator debugging engineers and development engineers are required to intervene, otherwise the flight simulator will most likely not be able to operate according to the reproduction requirements.

[0074] The application logic of the flight procedure design auxiliary equipment in the method according to the above preferred implementation mode of the present disclosure is different from this. The logic it follows is to modify the data in the template to form a CSV file (with a unified standard format) for a specific scenario, and import the CSV file into the device with one click through the system console that comes with the device. The device can automatically use the B-spline curve to perform data interpolation (interpolate the FDR or QAR parameters originally collected at 1Hz or 8Hz in the 8Hz data template CSV file to 50Hz data used when the device is running), and on this basis, reverse the data to drive the device hardware and software to reproduce the scene at that time, so that reproduction can be achieved without the intervention of equipment development engineers and debugging engineers.

[0075] The difference between the method according to the above preferred embodiment of the present disclosure and the method of using a flight simulator to achieve reproduction in the prior art is that in most cases, the flight simulator reproduces the display of all instruments in the cockpit and the movement of equipment that can be driven in reverse through debugging by professionals, which is beneficial for a comprehensive understanding of the situation in the cockpit. However, this reproduction method will also cause a waste of resources, because in many cases, the demand for reproduction only needs to show a specific part of the instrument situation, visual situation or hardware operation situation, and no comprehensive reproduction is required. Therefore, in the case of similar needs, based on the fact that only a part of the features of a flight event that needs to be reproduced are expected to be paid attention to through scene reproduction, the implementation of scene reproduction based on key FDR or QAR parameters can fully meet the actual needs and save relevant resources at the same time.

[0076] At the same time, it is also worth noting that when using a flight simulator for reproduction, in most cases (unless there are a large number of professional engineers from the simulator production team involved), due to the need for self-consistency in the data logic operation inside the simulator, the use of the automatic QTG test method for data reproduction will result in some of the driving data of the reproduction results on the simulator coming from manual input, and some coming from automatic calculations of the equipment. For example, when reproducing the roll of the aircraft, the automatic QTG test will input the steering wheel rotation angle, and the simulator will calculate the aircraft roll angle. When the situation is reproduced, the steering wheel of the simulator will automatically rotate to a preset angle, and the artificial horizon, motion and vision on the PFD and MFD of the simulator will also synchronously reflect the aircraft roll angle and the process of roll angle change in the form of motion or display, but these movements or displays come from the aircraft roll angle change rate and the current aircraft roll angle obtained by the simulator based on the current speed, pressure altitude, engine thrust, lift and other data for the steering wheel rotation angle. In contrast, when the reproduction method according to the above preferred embodiment of the present disclosure is reproduced using the flight procedure design auxiliary device, the roll angle can directly use the roll angle recorded in the FDR or QAR parameters, and the natural roll angle change rate can also be consistent with the situation at the time. Since the calculation results of the simulator are not necessarily completely consistent with the real aircraft when it needs to be reproduced (especially considering that there are special situations such as poor movement of one-sided ailerons in the scene to be reproduced, it is difficult for the simulator to accurately simulate every special situation).

[0077] Therefore, under some appropriate circumstances and application requirements, the reproduction method according to the above-mentioned preferred embodiment of the present disclosure can achieve relatively accurate reproduction with only very little manpower and material resources. The flight procedure design auxiliary equipment that directly reproduces based on a specific part of the parameter data in the original data will be able to present more accurate reproduction results.

[0078] According to some preferred embodiments of the present disclosure, the flight procedure design auxiliary equipment discussed above may include a collimated virtual image display system and a cockpit hardware system wrapped by a collimated virtual image, wherein the collimated virtual image display system includes an optical display system with a projector, a rear projection screen and a collimated reflector, and the collimated virtual image display system is constructed to be able to project an operator's field of view in the cockpit of the cockpit hardware system, and the operator's field of view includes a top panel 1, an instrument panel 2 and a central control panel 3 in the cockpit of a flight simulator or an aircraft. Optionally, it may further include a left control panel 31 (which may optionally have a turning hand wheel 33) and a right control panel 32 located on the left and right sides of the central control panel 3, respectively.

[0079] For example, the general layout of the equipment cockpit can be as follows: Figure 3 As shown, the main differences from traditional flight simulators can be found in Figure 4-9The schematically shown equipment cockpit is different or partially simplified compared to a flight simulator or a real aircraft, for example, Figure 4 and Figure 5 The schematically shown top plate 1, Figure 6 and Figure 7 The dashboard is schematically shown, Figure 8 and Fig. 9 The central control panel shown schematically is different. Among them, the part below the fire control panel can be a touch display to display some of the physical buttons and screen contents on the aircraft, and the operation is performed by touching rather than pressing or rotating. When using FDR / QAR data to reversely drive special flight program design auxiliary equipment, the buttons displayed on these touch screens can simulate the style of being pressed or popped out instead of just lighting up the lights (in contrast, the physical buttons of the flight simulator are pressed or popped out without a mechanical drive device, and can only be pressed or popped out manually). At the same time, the visor 4, pedals 5, control stick and steering wheel 6, and the part above the fire control panel on the central control panel 3 are the same as those of the flight simulator, with physical buttons and physical operating components.

[0080] It is worth noting that some of the physical operating components (control stick and steering wheel 3, pedals, thrust handles) left in the special flight procedure design aids, the display screens of the physical buttons and knobs (CDU display screen, pre-selected speed, altitude, heading and climb and descent rate display windows on the sun visor) and the collimated virtual image vision will all move or display changes according to the real-time advancing FDR / QAR data, and except for the visual results of the collimated virtual image display, which are obtained by the equipment based on the built-in terrain database and satellite photo mapping database and the FDR / QAR longitude and latitude, flight attitude and true altitude, the reproduction of other movements and displays is directly derived from the reproduction results of the FDR / QAR data. At the same time, although the physical buttons cannot reproduce the pressed or popped-up state, they can reproduce the lighting conditions of the physical buttons, such as those located in the reference Fig.10 The main warning button light on the visor (located near the end of the visor) is shown as a red light that can be turned on and off, although the button itself cannot be automatically pressed or popped up in this auxiliary device.

[0081] The reason why the joystick, steering wheel, pedals, and thrust levers can move according to FDR / QAR data is that they have built-in servo motors that can be driven by data input from hardware driver software. These data inputs can be provided by the FDR / QAR reproduction software built into special flight program design auxiliary equipment. Take the pedals as an example. The built-in servo motors are as follows: Fig.11 shown.

[0082] Furthermore, according to a further preferred embodiment of the present disclosure, the scenario reproduction method is suitable for multiple implementations for multiple scenarios to be reproduced and multiple reproduction analysis requirements, and the target data files generated by the multiple implementations are classified and stored based on the reproduction analysis requirements.

[0083] Hereinafter, the specific role that the method described in the above embodiment can play in reproducing or reproducing the scene in the cockpit within a certain period of time will be briefly explained in the form of an application example.

[0084] The above method is based on the cockpit scene driven by FDR / QAR data, which is reproduced in the cockpit of the flight procedure design auxiliary equipment, which provides the aircraft cockpit state / situation and its change process that can be observed intuitively by basically any personnel. This reproduction result or output can be directly observed by accident investigators and other personnel in need in the cockpit of special flight procedure design auxiliary equipment or recorded by video and then displayed to relevant personnel, so as to conduct further analysis through information that can be more intuitively observed and understood.

[0085] For example, if an unstable landing roll event is known to have occurred, in which the aircraft veered off the runway, the investigators need to confirm the cause of the unstable takeoff roll. In this event, the real cause may be a failure in the aircraft's anti-skid system, which resulted in abnormal brake pressure release. The skidding main wheels were unable to release the brake pressure normally, and the non-skidding main wheels were released from the brake pressure, causing the aircraft to lose normal braking function and veer off the runway. Before recreating the scene in the cockpit, investigators may suspect that the main or key causes are: a) the crosswind value is too large and the aircraft cannot be operated normally; b) wind shear occurs; c) pilot error, which may be mistakenly pressing only one side of the brake, accidentally pushing one side of the thrust handle to the high thrust state, pressing the wrong rudder, etc.; d) aircraft failure, which may be a single-side engine failure with asymmetric thrust, brake failure, or rudder failure that does not deflect in the specified direction.

[0086] To this end, the longitude, latitude, pressure altitude, radio altitude, magnetic heading (left), magnetic heading (right), true heading (left), true heading (right), wind direction, wind speed data, wind shear alert, wind shear warning, left brake pedal position (pilot 1), left brake pedal position (pilot 2), left brake pedal position (co-pilot 1), left brake pedal position (co-pilot 2), right brake pedal position (pilot 1), right brake pedal position (pilot 2), right brake pedal position (co-pilot 1), right brake pedal position (co-pilot 2), engine throttle lever angle The data of these key recurring parameters, such as angle (left), engine throttle lever angle (right), average pedal position, engine N1 reference value (left), engine N1 reference value (right), left outer wheel brake pressure, right outer wheel brake pressure, left inner wheel brake pressure, right inner wheel brake pressure, rudder calculation trim plane position, rudder position A, and rudder position B, are imported into the CSV data template (i.e., a unified target data file is formed based on the data of these key recurring parameters in the manner described above), and the other data in the template keep the default values, i.e., a recurrence CSV file of this event, i.e., the target data file, is formed.

[0087] Use the flight procedure design auxiliary device described above (optional, one-click automatic) to read the CSV file of the event. At the same time, the device automatically interpolates the data through B-spline curve calculation, and uniformly interpolates all data to a device reproducible frequency of 50 Hz.

[0088] Next, the flight procedure design aid reproduces the scene in the cockpit, and the accident investigators can sit in the pilot's seat and observe the automatic reproduction of the equipment. The equipment shows the entire process of the cockpit's operation components, buttons, knobs, instruments and external visual changes that are more relevant to the incident from the aircraft 3 nautical miles away from the runway to the aircraft's final stop after deviating from the runway.

[0089] Based on the above-mentioned reproduction results, investigators can, for example, find or confirm the following information related to the above-mentioned incident: a) The wind direction and wind speed displayed on the PFD meet the crosswind standard; b) There is no sudden change in wind speed and direction, no wind shear warning warning sound, and no lighting of the master warning button and master warning button lights; c) The pedals, brake pedals, and left and right engine thrust handles are in the correct position, and the pilot operates correctly; d) The ED shows that the left and right brake pressures are all lower than the normal brake pressure when skidding occurs during the pilot's braking process, and the rudder and other components respond normally. Based on these additional information provided by the reproduction, accident investigators can determine that the brake failure is the key / main cause of this incident.

[0090] It should be understood from the above explanations and examples that the data-driven aircraft cockpit scenario reproduction method according to the above implementation of the present disclosure is performed on a flight procedure design auxiliary device, realizing a solution for reproducing aircraft cockpit scenarios based on FDR data and QAR data without occupying a flight simulator, and having high reproduction accuracy and reliability. The application of the above data-driven aircraft cockpit scenario reproduction method can significantly reduce the time used for flight simulators and save the pilot's flight time in simulation reproduction, which can significantly save costs and time overall.

[0091] Although the specific embodiments of the present invention are described above, those skilled in the art should understand that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A method for reproducing aircraft cockpit scenarios using data-driven on a flight procedure design auxiliary device, wherein: The flight procedure design auxiliary device is different from a flight simulator, but includes a collimated virtual image view, an avionics display interface, and complete primary and secondary flight control surface operating components consistent with the flight simulator, wherein the scenario reproduction method includes the following steps: Step 1: According to the predetermined scenario to be reproduced and the reproduction analysis requirements, the corresponding original FDR data and QAR data are obtained, and the key reproduction parameters for scenario reproduction are extracted from them; Step 2: converting the acquired FDR data and the QAR data into a target data file of the same format, and supplementing the data corresponding to the key recurrence parameters contained in the target data file based on the complete real data, while other data partially or completely adopt default values, wherein the target data file is a CSV format file adopting a preset recording frequency, and wherein the preset recording frequency is less than the operating data frequency of the FDR data and the QAR data generated under the actual working conditions of the aircraft; Step 3: Based on the FDR data and the QAR data converted into the target data file, the scene in the cockpit within a certain period of time is reproduced with the help of the flight procedure design auxiliary equipment.

2. The method for reproducing an aircraft cockpit scene according to claim 1, wherein: The scenario reproduction method further comprises the following steps: Step 4: Based on the reproduced cockpit scene within a certain period of time, analyze the impact of the cockpit scene and its changes on the pilot in the cockpit.

3. The method for reproducing the aircraft cockpit scene according to claim 2, wherein: The impact on the pilot in the cockpit includes the pilot's perception of changes in the cockpit and / or the pilot's fatigue.

4. The method for reproducing an aircraft cockpit scene according to any one of claims 1 to 3, wherein: The recurrence analysis requirements include accident investigation analysis, cockpit layout analysis and airline policy analysis.

5. The method for reproducing an aircraft cockpit scene according to any one of claims 1 to 3, wherein: The key reproduction parameters extracted in step 1 are at least associated with the collimated virtual image vision, the avionics display interface and the primary and secondary flight control surface operating components.

6. The method for reproducing an aircraft cockpit scene according to any one of claims 1 to 3, wherein: The step three comprises: Inputting the FDR data and the QAR data converted into target data files of the same format into the flight procedure design assistance device through the system console of the flight procedure design assistance device; For the data corresponding to the key replication parameter contained in the input FDR data and the QAR data, a data interpolation calculation is performed using a B-spline curve, so as to expand the input FDR data and the QAR data to have the operating data frequency; The flight procedure design assistance device is driven to reproduce the cockpit scene of a certain period of time by utilizing the expanded FDR data and the QAR data.

7. The method for reproducing the aircraft cockpit scene according to claim 1, wherein: The flight procedure design auxiliary equipment includes a collimated virtual image display system and a cockpit hardware system wrapped by the collimated virtual image, wherein the collimated virtual image display system includes an optical display system with a projector, a rear projection screen and a collimated reflector, and the collimated virtual image display system is constructed to be able to project an operator's field of view in the cockpit of the cockpit hardware system, and the operator's field of view includes the top panel, instrument panel and central control console in the cockpit of the flight simulator or aircraft.

8. The method for reproducing the aircraft cockpit scene according to claim 4, wherein: The scenario reproduction method is suitable for multiple implementations for multiple scenarios to be reproduced and multiple reproduction analysis requirements, and the target data files generated by the multiple implementations are classified and stored based on the reproduction analysis requirements.

9. The method for reproducing the aircraft cockpit scene according to claim 1, wherein: In the step 2, all data except the data corresponding to the key reproduction parameters adopt their respective default values.

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