Simulation training system for basic piloting method of helicopter

Abstract

The invention provides a helicopter basic piloting method simulation training system which comprises a cabin simulation subsystem, a helicopter flight performance simulation subsystem, a visual simulation subsystem, an avionics simulation subsystem, a teacher platform control subsystem, a communication simulation subsystem and an auxiliary subsystem. The helicopter flight performance simulation subsystem is used for simulating the flight process of a helicopter and sending simulation data to the avionics simulation subsystem, the visual simulation subsystem and the teacher platform control subsystem in real time. The teacher console subsystem is used for playing a role in guiding and adjusting and participating in navigation control, and generally controls the operation of the whole simulation training system. The visual simulation subsystem and the avionics simulation subsystem are respectively used for simulating and driving a picture of a projection screen outside the cabin and a picture of an avionics instrument in the cabin, which are seen by training personnel in the cabin simulation subsystem; the cabin simulation subsystem is used as a hardware part of the pilot flight simulator; the auxiliary subsystem is responsible for providing stable power supply and a cabinet for the whole simulation training system.

Description

Technical Field

[0001] The invention relates to a simulation training system, in particular to a basic helicopter navigation method simulation training system. Background Art

[0002] Navigation methods are an important part of helicopter aerial navigation. During the flight, in order to make the helicopter fly to the destination safely, accurately and on time along the predetermined route, the pilot needs to use a variety of navigation equipment and appropriate navigation methods to guide the helicopter. With the continuous development of science and technology, various navigation equipment and methods have emerged, and helicopter aerial navigation work has become simpler and more convenient.

[0003] 1. Basic methods of helicopter aerial navigation

[0004] The purpose of studying the navigation method is to solve the basic navigation problems such as the heading, time and position of the helicopter to the predetermined point. Around this purpose, the navigation theory and equipment are constantly developing, and the navigation methods are changing with each passing day. At present, the more mature and commonly used helicopter navigation methods mainly include landmark compass navigation, radio navigation, satellite navigation, combined navigation, etc.

[0005] 1. Landmark compass navigation. Based on the parameters measured by the navigation instrument, the helicopter position, the flight direction and the expected arrival time are calculated by using the objective laws of helicopter navigation, on the basis of using the landmarks to determine the precise helicopter position. This method of guiding the helicopter navigation is called landmark compass navigation, also known as inference combined with landmark navigation. The disadvantage is that it is affected by weather, day and night, and regional conditions.

[0006] 2. Radio navigation. The method of using radio navigation equipment to guide helicopter navigation is called radio navigation. This navigation method can be used under complex weather conditions during the day or at night, or in areas lacking landmarks. It is listed as one of the two basic navigation methods that pilots must master, along with landmark compass navigation.

[0007] 3. Satellite navigation. Satellite navigation is a method of guiding helicopter navigation by using the global satellite positioning system and airborne terminals to determine the position of the helicopter, solve the ground speed, time, wind direction and speed and other navigation parameters, and then solve the basic navigation problems such as flight direction, time and position. With the gradual improvement of my country's Beidou satellite navigation system, the accuracy and reliability are constantly improving, and the navigation method based on Beidou satellite navigation is becoming more and more widely used.

[0008] 4. Combined navigation system. Combined navigation refers to combining two or more navigation systems with different characteristics, taking advantage of each other's strengths to provide air navigation with information such as speed and position, so as to improve the accuracy of the navigation system. Combined navigation systems mainly include GPS / inertial combined navigation, GPS / radar combined navigation, inertial / Doppler navigation radar, inertial / terrain-aided combined navigation, multi-sensor combined navigation, etc.

[0009] II. Development Direction and Demand of Helicopter Navigation Theory and Technology

[0010] Helicopters are taking on increasingly extensive tasks in modern warfare and non-war military operations, and their role and status are becoming increasingly important, which also places higher requirements on the range, accuracy, information, reliability and other aspects of navigation.

[0011] 1. The coverage should be wide. The coverage refers to an area or three-dimensional space, which means that the signal emitted by the navigation station is sufficient for the airborne navigation equipment to give the position of the carrier with a specified accuracy. In order to meet the needs of the mission, the coverage of the navigation system should at least include the mission area. At the same time, in order to facilitate unified command, coordination and support in a larger area, and for the mobilization and navigation of helicopters from bases to war zones, the military navigation system is required to have a larger coverage area, the better, until it covers the entire world.

[0012] 2. High navigation accuracy. The accuracy of the navigation system refers to the degree of overlap between the real-time position provided by the system to the carrier and the actual position of the carrier at that time. The navigation system provides real-time position information for the helicopter, which is a prerequisite for ensuring flight safety, especially during landing flight, which is the most prone to accidents. The navigation information is required to be very accurate and not change with time, location, altitude and the dynamics of the carrier.

[0013] 3. Fast information update rate. The navigation information update rate refers to the number of times the navigation system provides positioning or other navigation data per unit time. The update rate requirement is related to the navigation speed and navigation phase of the carrier. In addition to position, navigation information also includes time, speed, heading attitude and other information. The update rate of information directly affects the accuracy of navigation. Especially when relying on autopilot to achieve automated operation, the navigation information must have a real-time and comparable update rate with the dynamic conditions and flight operations of the aircraft itself in order to accurately and smoothly fly the helicopter.

[0014] 4. High availability and reliability. When helicopters perform missions under complex terrain, weather conditions, etc. or need to perform special missions, the navigation system is required to be unaffected by various factors and provide navigation information that meets the requirements. Especially in combat environments, the navigation system must have anti-interference, anti-exploitation, anti-deception and anti-destruction capabilities.

[0015] 3. Prospects for the development of helicopter aerial navigation methods

[0016] The future development direction of navigation methods is mainly to adopt a combined navigation system, further combining the combination of satellite navigation / inertial navigation with terrain-assisted navigation, geophysical navigation and other methods.

[0017] 1. Geophysical navigation. Geophysical navigation requires the establishment of a database. This database contains the vertical tilt and gravity disturbance data of the gravity field of various locations on the earth, that is, it stores the three-dimensional gravity vectors of various places on the earth, which are called geodetic and geophysical data. The data can be collected by gravity tables or gravity gradiometers in a static or dynamic manner and form map data. Geophysical navigation and terrain-assisted navigation are very similar in principle, except that gravity vector map data is used instead of terrain map data.

[0018] However, geophysical navigation also has disadvantages. For the line, because the high-frequency component of the gravity anomaly field disappears rapidly with altitude, accurate positioning accuracy can only be obtained at low altitudes, and both the gravity table and the gravity gradiometer require a stable platform and corresponding software to maintain a stable reference coordinate system. Another method under study to determine the gravity vector is to calculate the difference between the acceleration measured by the uncompensated inertial navigation and GPS. The acceleration measured by GPS is the pure acceleration of the platform, while the acceleration measured by the uncompensated inertial navigation is composed of the platform acceleration vector and the gravity vector. This difference is the gravity vector.

[0019] 2. Geomagnetic navigation. In the past decade, due to the popularity of GPS and inertial navigation applications, more and more occasions have been used for navigation using true heading. However, the military still needs to provide magnetic north and maintain geomagnetic databases cheaply, because some maps are drawn based on magnetic north. One way to obtain magnetic north is to subtract the magnetic difference in the geomagnetic database from true north; another way is to measure it in real time using a magnetometer. Geomagnetic navigation is formed by reversely utilizing the spatial irregularities of the above-mentioned geomagnetism. The geomagnetic field can be regarded as a natural coordinate system, and the measurement information of the geomagnetic field can be used to achieve navigation and positioning. According to the different ways of processing geomagnetic data, geomagnetic navigation is divided into two methods: geomagnetic matching and geomagnetic filtering.

[0020] The so-called geomagnetic matching is to draw the geomagnetic field characteristics of certain points in the terminal area of ​​the pre-planned track into a reference map (or a reference map) and store it in a computer. When the helicopter flies over these areas, the geomagnetic matching measurement instrument measures the geomagnetic field characteristics of these points in real time to form a real-time map. In the computer on the helicopter, the real-time map is matched with the reference map to calculate the real-time coordinate position of the helicopter for the navigation computer to solve the navigation information. Geomagnetic matching is similar to the terrain matching system, the difference is that geomagnetic matching can have multiple characteristics. The characteristics of geomagnetic matching are simple principles and can be used intermittently; when the navigation carrier needs navigation and positioning, it can be used immediately; the initial error requirements are low, and there is no error accumulation in navigation; it has high matching accuracy and capture probability, and is a more convenient and flexible matching method. However, geomagnetic matching requires the storage of a large amount of geomagnetic data.

[0021] The characteristic of geomagnetic filtering is that the carrier needs to continuously recursively filter and navigate for a long period of time, and has high requirements for initial errors. If the flight trajectory of the aircraft is in an area with rich changes in isomagnetic lines, it is more effective to use filtering to correct navigation deviations, which can improve both the filtering convergence speed and the convergence accuracy within a certain period of time.

[0022] 3. Other navigation methods. The Defense Advanced Research Projects Agency (DARPA) of the United States and government agencies of some other countries are also supporting the exploration of the following navigation methods: (1) Satellite communications. When high-precision time synchronization is achieved, triangulation can be used to generate real-time positioning information, which makes it possible to combine satellite navigation with satellite communications. In fact, any communication network, as long as there is enough bandwidth to achieve network synchronization, can provide navigation functions at the same time. (2) The combination of GPS and inertial navigation, combined with terrain-aided navigation, geophysical navigation and geomagnetic map data, can provide high-precision position, speed and track for users around the world in various dynamic, interference environments and shielding conditions. This is true even when the GPS signal is lost. The degree of mutual coupling, the number of filtering times and the number of state vectors of these filters play an important role in accuracy. For this reason, integrated navigation technology, Kalman filtering technology, modern control theory and related valuation theory are the topics that are being studied intensively. (3) Development of nanoelectromechanical system (NEMS) sensors. Its advantage is that when building inertial navigation, gyroscopes are no longer needed, and only accelerometers are used to sense the linear acceleration and rotational acceleration of each axis. Since this accelerometer is very light and small, it can further realize the miniaturization of inertial navigation. A key issue here is that the accelerometer must have a certain sensitivity to detect the earth; another is the ability to detect quantum noise levels.

[0023] It can be foreseen that with the development of electronic technology, computer technology and aerospace technology, future navigation equipment will gradually achieve high automation, intelligence and system structure integration, and will widely adopt advanced technologies such as laser and electrostatics and high-speed, large-capacity computers to further improve its navigation accuracy. New navigation technology will produce new navigation equipment, and new navigation equipment will inevitably promote the emergence of new navigation methods, promote the continuous improvement of helicopter air navigation level, and thus further improve the mission execution capability of helicopters in modern warfare and non-war military operations.

[0024] The basic methods of helicopter navigation mentioned in the above prior art mainly include compass navigation, radio navigation, satellite navigation, combined navigation, etc. Among them, satellite navigation and combined navigation may be restricted by external equipment, affecting navigation accuracy, especially in combat environments, and may be interfered with, exploited, deceived and destroyed. Summary of the invention

[0025] The present invention provides a helicopter basic navigation method simulation training system, which solves the problem of being used for pilot basic navigation method training, and providing a reliable technical platform for pilot navigation ability training and flight mission research in different combat environments. With the popularization of electronic instrument integrated display, the degree of dependence of pilots on large-screen instruments is increasing, and the ability to interpret the data of original flight instruments will also decrease accordingly. The present invention is to train pilots to use original flight instruments for navigation when electronic instruments fail. The technical solution is as follows:

[0026] A helicopter basic navigation method simulation training system comprises a cockpit simulation subsystem, a helicopter flight performance simulation subsystem, a visual simulation subsystem, an avionics simulation subsystem, an instructor console control subsystem, a communication simulation subsystem and an auxiliary subsystem. The helicopter flight performance simulation subsystem is used to simulate the helicopter flight process and send the simulation data to the avionics simulation subsystem, the visual simulation subsystem and the instructor console control subsystem in real time; the instructor console subsystem is used to play the role of guidance and participate in the function of navigation control, and generally control the operation of the entire simulation training system; the visual simulation subsystem and the avionics simulation subsystem are used to simulate and drive the images of the projection screen outside the cabin and the images of the avionics instruments inside the cabin seen by the trainees in the cockpit simulation subsystem respectively; the cockpit simulation subsystem is used as the hardware part of the navigation flight simulator; and the auxiliary subsystem is responsible for providing a stable power supply and cabinet for the entire simulation training system.

[0027] The cockpit simulation subsystem includes cockpit structure simulation, vibration seat, cockpit instrument simulation, and cockpit lighting; the cockpit structure simulation is to install the simulated cockpit on a fixed platform, the vibration seat provides a vibration signal parallel to the vertical axis of the fuselage, the cockpit instrument simulation uses a touch screen to simulate the cockpit instrument, and the cockpit lighting is to install reading lights inside the cockpit according to ergonomic requirements.

[0028] The helicopter flight performance simulation subsystem receives flight parameters modified by trainees to perform flight data solution, realizes helicopter maneuvering flight actions to control the operation of the helicopter, and includes a flight control subsystem and a simulation subsystem. The flight control subsystem controls the operation of the helicopter by modifying flight parameters and maneuvering flight actions; the simulation subsystem is used to complete the simulation model calculation of the helicopter flight performance simulation subsystem.

[0029] The simulation subsystem includes model calculation, execution control command calculation, and parameter playback calculation. The model calculation performs mathematical model calculation in real time, including basic navigation calculation model, motion model, radio blind spot effect model, and maneuvering flight model; the execution control command calculation is to realize maneuvering flight parameter calculation according to external commands, including changing heading, altitude, speed, ascent rate, descent rate, and turning slope; the parameter playback calculation is used to select the recorded file that needs to be played back for playback.

[0030] The basic navigation calculation model includes landmark navigation method, dead reckoning navigation method and radio navigation method; the motion model is used to establish a helicopter flight motion simulation model to solve the helicopter flight position, attitude, speed, acceleration, angular velocity and angular acceleration data; the radio station blind spot effect model is used to calculate the blind spot formed above the navigation station; the maneuvering flight model is used in various maneuvering flights, when it is necessary to calculate the turning radius and turning time based on the true speed and slope of the helicopter, or to calculate the turning radius, turning time and turning slope based on the true speed and turning rate of the helicopter.

[0031] The flight control subsystem includes five modification boxes: heading modification, speed modification, altitude modification, climb speed modification and turn slope modification; the heading modification is used to set the angle through which the heading needs to be turned and the degree of the new heading; the speed modification is used to modify data related to the speed, set the speed increase or decrease value and the increase rate and decrease rate; the altitude modification is used to modify data related to the altitude, set the altitude climb or descent value, and set the climb rate or descent rate; the climb speed modification is used to set the climb speed; the turn slope modification is used to set the slope of the helicopter when turning.

[0032] The visual simulation subsystem includes a visual display system, a visual generation system and a landscape database. The visual display system includes a visual subsystem, a projector, a projector bracket and a fusion correction subsystem. The visual generation system includes a visual computer and supporting equipment. The landscape database includes a visual driving software and a visual database.

[0033] The instructor station control subsystem includes an instructor subsystem and an instructor station hardware design. The instructor subsystem is used to control the entire system, including system control, flight control, training condition setting, initial data setting, environmental data setting, navigation station setting, route editing, application flight situation setting, other settings, system registration, as well as monitoring of the training personnel's operation process, indication of various states of the simulation system, recording and playback of data, and control system clock advancement. The instructor station hardware design is to locate the instructor console at the rear end of the simulated cockpit and set up a console control panel to control the system-related functions and the start and shut down of the vibration seat.

[0034] The avionics simulation subsystem includes an instrument subsystem and an auxiliary subsystem. The instrument subsystem is used to perform two-dimensional digitization and drive on navigation-related instruments in the cockpit of a specified model of helicopter, including a barometric altimeter, a radio altimeter, a speedometer, a combined compass, an attitude meter, a clock, and an atmospheric temperature meter, and displays data calculated by the simulation system; the auxiliary subsystem includes a helicopter database, a navigation database, and an audio module, which are respectively used to provide the system with a helicopter database, a recording file format, and different audio data and drivers for operation.

[0035] The instrument subsystem is provided with a navigation equipment instrument driving module, and the navigation equipment instrument driving module includes a barometric altimeter driving module, a radio altimeter driving module, a speedometer driving module, a combined compass driving module, an attitude meter driving module, an aviation clock driving module, and an atmospheric temperature meter driving module.

[0036] The helicopter basic navigation method simulation training system is used to train pilots in two basic navigation methods: landmark compass navigation and radio navigation:

[0037] 1. Landmark compass navigation. Based on the parameters measured by the navigation instrument, the helicopter position, the flight direction and the expected arrival time are calculated by using the objective laws of helicopter navigation, on the basis of using the landmarks to determine the precise helicopter position. This method of guiding the helicopter navigation is called landmark compass navigation, also known as inference combined with landmark navigation. The disadvantage is that it is affected by weather, day and night, and regional conditions.

[0038] 2. Radio navigation. The method of using radio navigation equipment to guide helicopter navigation is called radio navigation. This navigation method can be used under complex weather conditions during the day or at night, or in areas lacking landmarks. It is listed as one of the two basic navigation methods that pilots must master, along with landmark compass navigation. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 It is a structural schematic diagram of the helicopter basic navigation method simulation training system;

[0040] Figure 2 It is a hardware schematic diagram of the helicopter basic navigation method simulation training system;

[0041] Figure 3 is a schematic diagram of said aerial pilot;

[0042] Figure 4 is a schematic diagram of the simulation subsystem;

[0043] Figure 5 is a schematic diagram of the motion model;

[0044] Figure 6 is a schematic diagram of the visual simulation subsystem;

[0045] Figure 7 is a schematic diagram of the instructor subsystem;

[0046] Figure 8 is a schematic diagram of the avionics simulation subsystem;

[0047] Fig. 9 is a schematic diagram of the communication simulation subsystem. DETAILED DESCRIPTION

[0048] like Figure 1 As shown, the helicopter basic navigation method simulation training system is provided with a cockpit simulation subsystem, a helicopter flight performance simulation subsystem, a visual simulation subsystem, an avionics simulation subsystem, an instructor station control subsystem, a communication simulation subsystem and an auxiliary subsystem. The helicopter flight performance simulation subsystem is used to simulate the helicopter flight process and send the simulation data to the avionics simulation subsystem, the visual simulation subsystem and the instructor station control subsystem in real time; the instructor console subsystem is used to play the role of guidance and participate in the navigation control function, and overall control the operation of the entire simulation training system; the visual simulation subsystem and the avionics simulation subsystem are used to simulate and drive the images of the projection screen outside the cabin and the images of the avionics instruments inside the cabin seen by the trainees in the cockpit simulation subsystem respectively; the cockpit simulation subsystem is the hardware part of the navigation flight simulator; the auxiliary subsystem is responsible for providing the entire simulation training system with a stable power supply, cabinets and other auxiliary hardware environment.

[0049] like Figure 1 As shown, the helicopter basic navigation method simulation training system is provided with 4 student seats and 1 instructor seat. The 4 student seats are divided into two rows and are located behind the external projection screen 1 of the visual simulation subsystem. The 4 student seats are the first student seat 2, the second student seat 3, the third student seat 4 and the fourth student seat 5. Among them, the first student seat 2 is the navigation flight master control terminal, and the other three student seats are the navigation flight slave terminals. The four student seats obtain the vision from the vision service server 7 of the visual simulation subsystem through the public network and obtain the navigation instrument data from the terrain data server 8. The main control page display 6 of the instructor seat is located behind the student seat and is used to register the simulation training system, edit the route, set the navigation station, set the environmental data, set the training conditions, initialize the data, control the system and centrally control the operation, so as to realize the initial setting of the simulation training system. The student seat is equipped with a special navigation training simulation dashboard and a navigation slide rule, as well as a unified vision; the instructor seat guides and controls the training process of the students and generally controls the operation of the entire simulation training system.

[0050] like Figure 2 As shown, the hardware aspects of the helicopter basic navigation method simulation training system mainly include a cockpit simulation subsystem, a visual simulation subsystem and an auxiliary subsystem. The visual simulation subsystem is provided with a visual display system and a visual generation system; the auxiliary subsystem includes a rear cabin and a power supply subsystem.

[0051] The cockpit simulation subsystem includes cockpit structure simulation, dithering seat, cockpit instrument simulation, and cockpit lighting. The cockpit structure simulation is to install the simulated cockpit on a fixed platform. All components in the flight cockpit should be authentic in appearance, function, function and position. The dithering seat provides a dithering signal parallel to the vertical axis of the fuselage. The maximum value of the vibration amplitude should be no less than 2.5cm (for the dithering seat when there are flight personnel sitting), the linear acceleration should not exceed 2g, and the frequency of the dithering signal should usually be in the range of 0Hz to 20Hz. As a dynamic simulation subsystem, it provides a dithering signal parallel to the vertical axis of the fuselage, mainly completing the simulation of small disturbance signals, which is used to achieve special effects such as dithering, vibration, impact, fluctuation, overload, etc. The cockpit instrument simulation uses graphical instruments and a touch screen to simulate cockpit instruments. The corresponding instruments are simulated at the corresponding positions, and the appearance and appearance are simulated. The navigation-related instruments in the cockpit of the specified model of helicopter are digitized and driven in two dimensions, including the barometric altimeter, radio altimeter, speedometer, combined compass, horizon, clock, and atmospheric temperature meter, and the data calculated by the simulation system are displayed. The cockpit lighting is to install 4 reading lights inside the cockpit according to the requirements of ergonomics, so that students can read maps, calculate, etc. Each reading light can be controlled separately and is installed on the top of the corresponding 4 simulation seats. It has a focusing function and can adjust the direction. Each reading light is equipped with a separate switch for easy operation by personnel.

[0052] The helicopter flight performance simulation subsystem uses a combination of basic navigation methods such as dead reckoning, landmark navigation and radio navigation to conduct simulation training for navigation courses, calculates parameters such as the helicopter position based on flight parameters and navigation laws, displays the corresponding parameters on the navigation instrument, loads the scenery data of the helicopter position in real time, and simulates the terrain viewed by the helicopter pilot. Trainees use basic navigation methods to determine parameters such as the helicopter position, calculate flight data, input calculated data through the flight control interface to control helicopter flight, fill in navigation record sheets, and perform other navigation tasks.

[0053] like Figure 3 As shown in the figure, air navigation is the control process of purposefully and safely guiding the helicopter from the starting point to the end point. It is a closed-loop system with three loops (guidance loop, heading and speed loop, and control loop). According to the destination of the helicopter, the route is selected, the distance of the route is determined, and the schedule is arranged, that is, the flight process of the helicopter; in order to make the helicopter fly along the selected route according to the pre-arranged schedule, the helicopter must fly at a certain heading and speed.

[0054] Furthermore, the helicopter flight performance simulation subsystem includes a flight control subsystem and a simulation subsystem. The flight control subsystem controls the operation of the helicopter by modifying flight parameters (airspeed, altitude, change of heading) and maneuvering flight actions. The simulation subsystem mainly completes the simulation model calculation of the helicopter flight performance simulation subsystem. The helicopter flight performance simulation subsystem receives the flight parameters (airspeed, altitude, change of heading) modified by the trainees to perform flight data calculation and realize the helicopter maneuvering flight actions to control the operation of the helicopter.

[0055] like Figure 4 As shown in the figure, the simulation subsystem is based on the principles of landmark guessing and radio navigation, and calculates the helicopter flight process in real time, as well as the movement changes of the helicopter when the student inputs operation, and feeds back to the instructor subsystem. The simulation subsystem is mainly used for the simulation model calculation of the system, including three modules: model calculation, execution control command calculation, and parameter playback calculation.

[0056] 1. The model calculation performs mathematical model calculation in real time, including a series of simulation models such as basic navigation calculation model, motion model, radio station blind spot effect model, and maneuvering flight model.

[0057] (1) The basic navigation calculation models include three types: landmark navigation method, dead reckoning navigation method, and radio navigation method: The landmark navigation method mainly trains trainees to identify landforms and objects from the air, to compare them with the ground using the navigation chart, and to determine the helicopter's position and flight direction according to the identified landmarks. The dead reckoning navigation method mainly trains trainees to use the wind direction, wind speed and other data set by the instructor, combined with the current flight conditions, to manually calculate the helicopter's future approximate direction and position. The radio navigation method mainly trains trainees to use the navigation station data set by the instructor, to use radio navigation equipment such as radio compasses, radio direction finders, radio beacons, instrument landing systems, etc., to determine the helicopter's position and flight direction and other navigation data, and to cooperate with dead reckoning navigation and other methods to continue navigation when the radio navigation system is interfered with.

[0058] (2) The motion model is used to establish a helicopter flight motion simulation model to calculate the helicopter flight position, attitude, speed, acceleration, angular velocity and angular acceleration data. Figure 5As shown in the figure, the flight motion simulation model runs once in each simulation cycle to solve the current flight state and use it for the next step of solving. The operation process of each simulation cycle is as follows: the airspeed, altitude, heading and other modification values ​​input from the outside are received and sent to the flight control model. The flight control model combines the airspeed, attitude, angular velocity and other information output by the previous frame of the large helicopter motion simulation model to calculate the main rotor pitch angle and tail rotor pitch angle; after the rotor model, tail rotor model, fuselage model and landing gear model receive the pitch angle, attitude, angular velocity, airspeed, atmospheric density and other data of the flight control model, they solve the external forces and torques on the whole aircraft, and finally calculate the position, velocity, acceleration, attitude, angular velocity, angular acceleration and other data of the current frame through the six-degree-of-freedom motion equation.

[0059] The modified speed, altitude, heading and other data are sent to the flight control model to participate in the model solution. The flight control model applies negative feedback to the control model according to the current attitude angular rate information of the helicopter to increase the stability of the helicopter, thereby improving the control quality of the helicopter. The six-degree-of-freedom motion module mainly uses the rigid body six-degree-of-freedom flight dynamics basic kinematic equations to calculate the current motion state of the helicopter based on the calculated external forces such as gravity, aerodynamic force, and ground reaction force. It is necessary to know the center of gravity position of the fuselage, the inertia parameters around the center of gravity, the definition of the attitude angle, and the weight of the fuselage. The simple engine model mainly simulates the engine output power to maintain the rotor at a certain speed. The simulated engine power is related to the throttle position, Mach number and current pressure altitude. When the engine power is greater than the required power of the helicopter power components, the rotor accelerates rotation, and when the engine power is less than the required power of the helicopter power components, the rotor decelerates rotation.

[0060] The helicopter flight dynamics simulation model mainly includes the aerodynamic model, kinematic model, and coupling and constraints between models of the rotor, tail rotor, fuselage, and horizontal tail. At the same time, it is also necessary to consider the aerodynamic force of the rotor on the fuselage, the interference of the rotor on the tail rotor, and the influence of the fuselage on the tail rotor. Here, it is assumed that the helicopter power, fuel, hydraulic, and engine systems always work normally.

[0061] (3) The radio blind zone effect model mentioned above requires understanding of the overhead blind zone. The radio waves emitted by the vertical antenna of the navigation station are strongest in the horizontal direction and weakest in the vertical direction (above the top of the antenna), forming a conical silent area (also called a blind zone) above the navigation station. The blind zone is an inverted cone with the radio station as the vertex, the true height H of the radio station as the cone height, and the bottom radius as Z. The overhead blind zone is related to the flight altitude and the positioning navigation station used. The higher the flight altitude, the larger the blind zone range. In general, the VOR station has a larger blind zone range than the NDB station. When a helicopter flies to this area, it cannot receive radio signals, the radio indicator is unstable, and the instantaneous azimuth changes greatly. At the same time, the onboard beacon receiver receives the beacon signal near the navigation station, and the beacon light on the dashboard lights up and the beacon bell rings, indicating that the helicopter has arrived above the navigation station. Air traffic controllers obtain information about the helicopter's arrival based on the pilot's report and the positioning data of the airport surveillance radar.

[0062] (4) The maneuvering flight model is used to calculate flight data. In various maneuvering flights, it is necessary to calculate the turning radius (R) and turning time (t) according to the true speed (V true) and slope (β) of the helicopter; or to calculate the turning radius, turning time and turning slope according to the true speed and turning rate (ω) of the helicopter. The basic relationship for calculation is:

[0063]

[0064]

[0065] On the navigation slide rule, the ruler for calculating the turning elements is constructed according to the above formula.

[0066] 2. The execution of control command calculation is to realize the calculation of maneuvering flight parameters according to external commands, including changing heading (left turn, right turn), altitude, speed, rate of ascent, rate of descent, turn slope, etc. Each student's cockpit interface can set control commands such as heading modification, climb rate modification, speed modification, altitude modification and turn slope modification, so that the helicopter can fly along the route. The instructor can control the heading modification, climb rate modification, speed modification, altitude modification and turn slope modification of each student from the instructor's control interface, so as to control the navigation effect.

[0067] 3. The parameter playback calculation is used for parameter playback. Open the record file in the instructor station software system control interface: click the [Playback Record] button to open the record file to display the record file list. You can select the record file to be played back for playback. The simulation subsystem receives the flight parameters recorded and played back by the instructor station, performs parameter playback calculation, and sends the calculated navigation data to the visual simulation subsystem for scene display. Time point snapshot information can be defined in the playback data, that is, you can directly fast forward to skip the specified previous segment and perform the navigation operation flight of the segment that needs to be trained, so that instructors can improve training efficiency in a targeted manner.

[0068] The flight control subsystem includes five modification boxes: heading modification, speed modification, altitude modification, climb speed modification and turn slope modification.

[0069] Heading modification: There are two ways, setting the angle the heading needs to turn, and setting the degree of the new heading. Setting the angle the heading needs to turn: In the heading modification box, you can quickly turn left or right by 5° or 10°, or you can set any angle and specify whether to turn left or right; Setting the degree of the new heading: In the heading modification box, you can set any angle and specify whether to turn left or right, or choose automatic turn, in which case the system defaults to the fastest way to turn.

[0070] Speed ​​modification: Use the speed modification box to modify speed-related data. You can set the speed increase or decrease value, and you can also set the increase (decrease) rate.

[0071] Altitude modification: The altitude modification box is used to modify altitude-related data. You can set the altitude climb or descent value, and you can also set the climb (descent) rate.

[0072] Climbing speed modification: The climbing speed can be set in the climbing speed modification box.

[0073] Turn slope modification: Set the slope when the helicopter turns. In automatic flight, the slope corresponding to the standard turning rate of 3° / s is used for turning; the slope used for waiting and initial approach does not exceed the average slope of 25°; the visual circling does not exceed the average slope of 20°; the go-around turn does not exceed the average slope of 15°.

[0074] like Figure 6 As shown, the visual simulation subsystem includes a visual display system, a visual generation system and a landscape database.

[0075] The visual display system includes a visual subsystem, a projector, a projector bracket and a fusion correction subsystem. The visual subsystem mainly completes the loading and display of the landscape data. By selecting a real image display system, the fusion correction subsystem adopts simulation professional-level fusion to correct and fuse the visual subsystem. The projector is used to project the image onto the external projection screen 1 of the visual simulation subsystem. The projector is fixedly installed through the projector bracket. The fusion correction subsystem is used to correct and fuse the visual subsystem, and the correction fusion adopts the IMAGE Composer edge fusion system.

[0076] Visual generation system: The visual generation system includes a visual computer and other supporting equipment (cabinet, visual screen KVM display switch), which are connected to the visual display system.

[0077] The scenery database includes the vision driver software and the vision database. The establishment of the scenery database includes basic topography, airport elements (tower, hangar, runway, apron, refueling line, airport lights), landmark buildings in the airspace, super high buildings, high-voltage lines, roads, rivers, lakes, trees, etc. The scenery database should include full-color scenes including basic topography, airport, water system, three-dimensional objects and various special effects, and the specific contents are: terrain database, airport model library, active target model library, ground target model library, special effect model library. The scenery database should meet the virtual environment requirements required for various training tasks. The database contains not only the geometric information of the model, but also advanced features such as texture, material information, lighting, LOD, motion, etc. Among them, the vision database is composed of an airport model library, an active target model library, a ground target model library and a terrain database, and the three-dimensional model mainly adopts the Open Flight (.flt) general standard format.

[0078] The instructor station control subsystem is used for system control, training condition setting, initial data setting (wind speed, wind direction, complex weather), environmental data setting, navigation station (orientation station) setting, route editing, etc. The instructor station control subsystem includes the instructor subsystem and instructor station hardware design, such as Figure 7 As shown, the instructor subsystem is used to control the entire system, including system control, flight control, training condition setting, initial data setting, environmental data setting, navigation station setting, route editing, application flight situation setting, other settings, system registration and other functions, as well as monitoring of the training personnel's operation process, indication of various states of the simulation system, data recording and playback, control system clock advancement, etc. The hardware design of the instructor console is to place the instructor console at the rear end of the simulation cockpit, install an LCD display of appropriate size on the instructor console, and set a console control panel to control the system-related functions and the start and stop of the vibration seat.

[0079] The instructor console subsystem communicates with the student seat through the network. The student's operation information is transmitted to the instructor subsystem through Ethernet, and the student's operation commands and flight parameters are returned to the instructor console subsystem for real-time display, completing the control and monitoring functions of the instructor console subsystem.

[0080] like Figure 8 As shown, the avionics simulation subsystem includes an instrument subsystem and an auxiliary subsystem. The instrument subsystem mainly performs two-dimensional digitization and driving of navigation-related instruments in the cockpit of a specified model of helicopter, including a barometric altimeter, a radio altimeter, a speedometer, a combined compass, an attitude meter, a clock, an atmospheric temperature meter, and displays data calculated by the simulation system. The auxiliary subsystem mainly provides the system with a helicopter database (such as climb rate, turn rate, etc.), a recording file format, and different audio data and drivers, including a helicopter database, a navigation database, and an audio module.

[0081] The instrument subsystem is provided with a pilot equipment instrument driving module, which includes a pressure altimeter driving module, a radio altimeter driving module, a speedometer driving module, a combined compass driving module, a horizon driving module, an aviation clock driving module, and an atmospheric temperature meter driving module. The pressure altimeter driving module mainly realizes the working logic of the pressure altitude pointer and the pressure adjustment knob; the radio altimeter driving module mainly realizes the working logic of the radio altimeter pointer and the adjustment knob; the speedometer driving module mainly realizes the working logic of the speed pointer and the digital display; the combined compass driving module mainly realizes the working logic of the radio compass pointer, the scheduled route indicator, and the heading dial knob; the horizon driving module mainly realizes the driving logic of the horizon sphere and the dial; the aviation clock mainly realizes the driving logic of the aviation clock pointer and the time adjustment knob; and the atmospheric temperature meter mainly realizes the display logic of the atmospheric temperature.

[0082] The helicopter database mainly includes helicopter initial state data and helicopter navigation training record data. The helicopter initial state data mainly includes data such as the helicopter initial position, initial attitude and initial speed, and the helicopter initial state data is called when the program is running. The navigation training helicopter data record format starts with the student seat, and the format is: student N: longitude: latitude: altitude: heading: climb rate: turn rate: slope: navigation distance: navigation azimuth; the navigation training data file storage format is: year-month-day_hour-minute-second.txt. The navigation training data file also saves the discrete instruction information that occurs during the training process, and each instruction information records its timestamp.

[0083] The navigation database customizes ground navigation facilities according to user needs. The navigation data mainly includes navigation station longitude, latitude, airport elevation, working frequency, identification code, runway heading, navigation station type and other data, which are stored in the database.

[0084] The audio module mainly includes audio data and an audio driver. The audio module changes the type, frequency and amplitude of its audio according to the different flight states of the helicopter, thereby producing different sounds and realizing a stereo effect of multiple sound sources. The audio driver receives the audio information sent by other software, calls the corresponding sound material file, and renders the corresponding simulated audio, which is played in the specified speaker to realize the auditory environment simulation.

[0085] The avionics simulation subsystem is designed to be integrated with other subsystems. The helicopter performance simulation subsystem loads the helicopter database in the auxiliary subsystem of the avionics simulation subsystem, initializes the helicopter status data and navigation station data, and the navigator manually operates the heading modification, altitude modification, speed modification and other buttons on the instrument subsystem of the avionics simulation subsystem. The avionics simulation subsystem sends the button information to the helicopter performance simulation subsystem for navigation flight solution, and returns the solved instrument data to the avionics simulation subsystem instrument display, and sends the solved sound signal to the audio module for sound playback.

[0086] like Fig. 9 As shown, the communication simulation subsystem includes a communication subsystem, which mainly completes the communication between distributed processes (network), different processes on the same machine (shared memory), and intra-process communication (global variables).

[0087] The auxiliary subsystem includes the power supply system and the rear room body. The rear room body includes the rear room wall, rear room floor, rear room ceiling, maintenance ladder, air conditioning system, lighting system, fire protection system and ventilation system, etc. The power supply subsystem supplies power and drives each subsystem, and sets a power supply emergency stop button to complete the emergency power off of the system in an emergency to ensure the safety of personnel and equipment.

[0088] The present invention can be used to train pilots in two basic navigation methods: landmark compass navigation and radio navigation:

[0089] 1. Landmark compass navigation. Based on the parameters measured by the navigation instrument, the helicopter position, the flight direction and the expected arrival time are calculated by using the objective laws of helicopter navigation, on the basis of using the landmarks to determine the precise helicopter position. This method of guiding the helicopter navigation is called landmark compass navigation, also known as inference combined with landmark navigation. The disadvantage is that it is affected by weather, day and night, and regional conditions.

[0090] 2. Radio navigation. The method of using radio navigation equipment to guide helicopter navigation is called radio navigation. This navigation method can be used under complex weather conditions during the day or at night, or in areas lacking landmarks. It is listed as one of the two basic navigation methods that pilots must master, along with landmark compass navigation.

Claims

1. A helicopter basic navigation method simulation training system, characterized by: It includes a cockpit simulation subsystem, a helicopter flight performance simulation subsystem, a visual simulation subsystem, an avionics simulation subsystem, an instructor console control subsystem, a communication simulation subsystem and an auxiliary subsystem. The helicopter flight performance simulation subsystem is used to simulate the helicopter flight process and send the simulation data to the avionics simulation subsystem, the visual simulation subsystem and the instructor console control subsystem in real time; the instructor console subsystem is used to play the role of guidance and participate in the navigation control function, and overall control the operation of the entire simulation training system; the visual simulation subsystem and the avionics simulation subsystem are respectively used to simulate and drive the images of the projection screen outside the cabin and the images of the avionics instruments inside the cabin seen by the trainees in the cockpit simulation subsystem; the cockpit simulation subsystem serves as the hardware part of the navigation flight simulator; and the auxiliary subsystem is responsible for providing a stable power supply and cabinet for the entire simulation training system.

2. The helicopter basic navigation method simulation training system according to claim 1 is characterized in that: The cockpit simulation subsystem includes cockpit structure simulation, vibration seat, cockpit instrument simulation, and cockpit lighting; the cockpit structure simulation is to install the simulated cockpit on a fixed platform, the vibration seat provides a vibration signal parallel to the vertical axis of the fuselage, the cockpit instrument simulation uses a touch screen to simulate the cockpit instrument, and the cockpit lighting is to install reading lights inside the cockpit according to ergonomic requirements.

3. The helicopter basic navigation method simulation training system according to claim 1 is characterized in that: The helicopter flight performance simulation subsystem receives flight parameters modified by trainees to perform flight data solution, realizes helicopter maneuvering flight actions to control the operation of the helicopter, and includes a flight control subsystem and a simulation subsystem. The flight control subsystem controls the operation of the helicopter by modifying flight parameters and maneuvering flight actions; the simulation subsystem is used to complete the simulation model calculation of the helicopter flight performance simulation subsystem.

4. The helicopter basic navigation method simulation training system according to claim 3 is characterized in that: The simulation subsystem includes model calculation, execution control command calculation, and parameter playback calculation. The model calculation performs mathematical model calculation in real time, including basic navigation calculation model, motion model, radio blind spot effect model, and maneuvering flight model; the execution control command calculation is to realize maneuvering flight parameter calculation according to external commands, including changing heading, altitude, speed, ascent rate, descent rate, and turning slope; the parameter playback calculation is used to select the recorded file that needs to be played back for playback.

5. The helicopter basic navigation method simulation training system according to claim 4 is characterized in that: The basic navigation calculation model includes landmark navigation method, dead reckoning navigation method and radio navigation method; the motion model is used to establish a helicopter flight motion simulation model to solve the helicopter flight position, attitude, speed, acceleration, angular velocity and angular acceleration data; the radio station blind spot effect model is used to calculate the blind spot formed above the navigation station; the maneuvering flight model is used in various maneuvering flights, when it is necessary to calculate the turning radius and turning time based on the true speed and slope of the helicopter, or to calculate the turning radius, turning time and turning slope based on the true speed and turning rate of the helicopter.

6. The helicopter basic navigation method simulation training system according to claim 3 is characterized by: The flight control subsystem includes five modification boxes: heading modification, speed modification, altitude modification, climb speed modification and turn slope modification; the heading modification is used to set the angle through which the heading needs to be turned and the degree of the new heading; the speed modification is used to modify data related to the speed, set the speed increase or decrease value and the increase rate and decrease rate; the altitude modification is used to modify data related to the altitude, set the altitude climb or descent value, and set the climb rate or descent rate; the climb speed modification is used to set the climb speed; the turn slope modification is used to set the slope of the helicopter when turning.

7. The helicopter basic navigation method simulation training system according to claim 1 is characterized by: The visual simulation subsystem includes a visual display system, a visual generation system and a landscape database. The visual display system includes a visual subsystem, a projector, a projector bracket and a fusion correction subsystem. The visual generation system includes a visual computer and supporting equipment. The landscape database includes a visual driving software and a visual database.

8. The helicopter basic navigation method simulation training system according to claim 1 is characterized by: The instructor station control subsystem includes an instructor subsystem and an instructor station hardware design. The instructor subsystem is used to control the entire system, including system control, flight control, training condition setting, initial data setting, environmental data setting, navigation station setting, route editing, application flight situation setting, other settings, system registration, as well as monitoring of the training personnel's operation process, indication of various states of the simulation system, recording and playback of data, and control system clock advancement. The instructor station hardware design is to locate the instructor console at the rear end of the simulated cockpit and set up a console control panel to control the system-related functions and the start and shut down of the vibration seat.

9. The helicopter basic navigation method simulation training system according to claim 1, characterized in that: The avionics simulation subsystem includes an instrument subsystem and an auxiliary subsystem. The instrument subsystem is used to perform two-dimensional digitization and drive on navigation-related instruments in the cockpit of a specified model of helicopter, including a barometric altimeter, a radio altimeter, a speedometer, a combined compass, an attitude meter, a clock, and an atmospheric temperature meter, and displays data calculated by the simulation system; the auxiliary subsystem includes a helicopter database, a navigation database, and an audio module, which are respectively used to provide the system with a helicopter database, a recording file format, and different audio data and drivers for operation.

10. The helicopter basic navigation method simulation training system according to claim 9, characterized in that: The instrument subsystem is provided with a navigation equipment instrument driving module, and the navigation equipment instrument driving module includes a barometric altimeter driving module, a radio altimeter driving module, a speedometer driving module, a combined compass driving module, an attitude meter driving module, an aviation clock driving module, and an atmospheric temperature meter driving module.

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