Flight personnel space orientation training evaluation method

Abstract

The invention discloses a flight personnel space orientation training evaluation method, and belongs to the technical field of flight training, and the method comprises the following steps: S1, collecting training data; s2, calculating a basic evaluation index; s3, aggregating the basic evaluation indexes into main evaluation indexes; s4, constructing a basic importance matrix, and calculating a basic weight vector and a main evaluation index; s5, aggregating the main evaluation indexes into a comprehensive evaluation index, constructing a main importance matrix, and calculating a main weight vector and the comprehensive evaluation index; and S6, respectively outputting evaluation results according to the basic evaluation indexes, the main evaluation indexes and the comprehensive evaluation indexes. According to the invention, the problem that the existing evaluation mode is difficult to comprehensively and accurately analyze data is solved. The flight personnel training data is analyzed from multiple levels, the problem that the evaluation process is lack of standards is solved, the flight attitude control ability of the flight personnel can be evaluated more accurately, the flight personnel can clearly know own advantages and deficiencies, and targeted improvement is facilitated.

Description

Technical Field

[0001] The invention relates to the technical field of flight training, and in particular to a method for evaluating flight personnel's spatial orientation training. Background Art

[0002] In flight training, spatial orientation ability is crucial for flight personnel. Spatial orientation ability directly affects the flight personnel's operational accuracy and ability to deal with emergencies during flight, and thus is related to flight safety. However, there are many problems in the current flight personnel spatial orientation training and evaluation system.

[0003] Existing evaluation methods often make it difficult to comprehensively and accurately analyze the various data of flight crews during training. There is no standard evaluation standard in the evaluation process, resulting in inaccurate evaluation of flight crews' flight attitude control capabilities. This makes it difficult for flight crews to clearly identify their own strengths and weaknesses in attitude control after training, and they cannot make targeted improvements. When faced with abnormal attitudes, flight crews cannot obtain effective guidance through training evaluations, and it is difficult to improve their ability to handle emergencies. Existing evaluation methods make it difficult to judge the degree of change in aircraft attitude parameters, and the degree of match between the time of action execution and the time determined by the actual action task. This results in flight crews being unable to obtain accurate feedback when performing flight actions, making it difficult to improve the accuracy and standardization of their actions.

[0004] When evaluating the effect of spatial orientation training for flight personnel, the existing technology often only considers the precise comparison of detailed data or the overall evaluation of training results. When only considering the precise comparison of detailed data, it is confined to the change process of specific parameters. It is one-sided to evaluate the training effect by the change process of these specific parameters, and it may not conform to the control granularity of aircraft parameters, which makes it difficult to accurately adjust the training plan according to the evaluation results. When only considering the overall evaluation of training results, deep neural networks and machine learning models are often used. This method is based on the abstraction and mapping of data features. The decision-making process and output evaluation results of complex models are difficult to understand and explain. This makes it difficult for flight training personnel and experts in related fields to judge the reliability and rationality of the analysis results of these complex models, and it is also impossible to obtain valuable information from the results in order to take targeted measures to improve flight training and improve the operational skills of flight personnel.

[0005] Due to the existence of these problems, the existing flight crew spatial orientation training evaluation methods are unable to provide flight crew with comprehensive and accurate training feedback, making it difficult to meet the ever-increasing requirements of flight training, thus hindering the effective improvement of flight crew spatial orientation capabilities. Summary of the invention

[0006] The present invention overcomes the problem that existing evaluation methods are difficult to analyze data comprehensively and accurately. It comprehensively and accurately analyzes flight personnel training data from multiple levels, and solves the problem of lack of standards in the evaluation process by setting standard parameters. It can more accurately evaluate the flight personnel's flight attitude control ability, allowing flight personnel to clearly understand their own strengths and weaknesses, and facilitate targeted improvements.

[0007] In order to achieve the above object, the present invention adopts the following scheme: The flight crew spatial orientation training assessment method comprises the following steps: S1: Collecting training data for flight personnel spatial orientation training, the types of training data include flight attitude data in each flight phase, abnormal situation data when handling abnormal attitude events, and flight action data when performing flight actions; S2: Calculate the matching degree between the training data and various preset standard parameters as a basic evaluation indicator; S3: Aggregating the basic evaluation indicators into main evaluation indicators according to the type of training data, wherein the main evaluation indicators include flight attitude control accuracy, attitude abnormality processing capability and flight action accuracy; S4: constructing a basic importance matrix according to the importance of each basic evaluation indicator, calculating a basic weight vector according to the basic importance matrix, and calculating the main evaluation indicator according to the basic weight vector and the basic evaluation indicator; S5: Aggregate the main evaluation indicators into comprehensive evaluation indicators, construct a main importance matrix according to the importance of each main evaluation indicator, calculate a main weight vector according to the main importance matrix, and calculate the comprehensive evaluation indicator according to the main weight vector and the main evaluation indicators; S6: Output parameter-level evaluation results of spatial orientation training according to the basic evaluation indicators, output task-level evaluation results of spatial orientation training according to the main evaluation indicators, and output comprehensive evaluation results of spatial orientation training according to the comprehensive evaluation indicators.

[0008] Preferably, the flight attitude data includes the pitch angle, roll angle and yaw angle of the aircraft, and the basic evaluation index for aggregating the flight attitude control accuracy includes the pitch angle accuracy, the roll angle accuracy and the yaw angle accuracy; The pitch angle accuracy is calculated as follows: Calculate the average pitch angle Average difference from the standard value of pitch angle A0 ; For the i-th pitch angle A i The pitch angle and tolerance range [a, b], if A i <a, then calculate the range difference , where a<A0<b; if the pitch angle A i >b, then calculate the range difference , if the range difference If it is greater than the tolerance threshold, the i-th pitch angle A is determined i Exceeding the limit; The method of outputting the corresponding parameter-level evaluation results is as follows: the average difference of the pitch angle is output as ΔA; for multiple pitch angles with consecutive sampling points, the average value of the range difference of these pitch angles and the corresponding sampling time interval are output; The standard value corresponding to the roll angle is 0, the upper and lower limits of the tolerance range are the positive and negative values ​​of the tolerance threshold, and the corresponding output parameter level evaluation results are the average value, maximum value and minimum value of the roll angle; The standard value corresponding to the yaw angle is 0, the upper and lower limits of the tolerance range are the positive and negative values ​​of the tolerance threshold, and the corresponding output parameter level evaluation results are the average value, maximum value and minimum value of the yaw angle.

[0009] Preferably, the abnormal situation data includes the occurrence time of the abnormal posture event, the steps and time taken by the flight crew, the time when the posture returns to normal, and the degree of posture adjustment. The basic evaluation indicators for forming the abnormal posture handling capability include abnormality recognition time, operation time, operation accuracy, and degree of adjustment. The abnormality recognition time is the time difference between the occurrence of the abnormal posture event and the start of the flight crew to take action, the operation time is the time difference between the start of the flight crew to take action and the return of the aircraft attitude to normal, and the operation accuracy is the overlap between the operation steps taken by the flight crew and the standard processing steps for the abnormal posture event.

[0010] Preferably, the flight action data includes the action steps performed by the flight crew, the action execution time, and the aircraft attitude parameters during the action execution process, and the basic evaluation indicators for the accuracy of the flight action are aggregated to form the action parameter matching degree, action coherence, and action time accuracy; The action parameter matching degree is the similarity between the aircraft attitude parameter change process and the corresponding preset parameter change process, the action continuity is the smoothness of the aircraft attitude parameter change curve, and the action time accuracy is the matching degree between the action execution time and the action start time, duration, and end time determined according to the actual action task.

[0011] Preferably, the specific steps of step S4 are as follows: Construct the basic importance matrix: in, It represents the ratio of the importance of the i-th basic evaluation index to the j-th basic evaluation index; The basic weight vector is calculated by solving the maximum eigenvalue and the corresponding eigenvector of the basic importance matrix P, and normalizing the eigenvector to obtain the basic weight vector; The matching degree between the basic evaluation index and the preset standard parameters is calculated to obtain the matching degree vector, and the dot product of the basic weight vector and the matching degree vector is the corresponding main evaluation index.

[0012] Preferably, the specific steps of step S5 are as follows: Construct the main importance matrix: in, It represents the ratio of the importance of the i-th main evaluation indicator to the j-th main evaluation indicator; The main weight vector is calculated by: solving the maximum eigenvalue and the corresponding eigenvector of the main importance matrix Q, and normalizing the eigenvector to obtain the main weight vector; The ratio of the main evaluation index to the preset optimal evaluation value is calculated to obtain the matching degree vector, and the dot product of the main weight vector and the matching degree vector is the corresponding comprehensive evaluation index.

[0013] Preferably, the step S6 further comprises: The pilot's rate of progress is assessed using the following dynamic assessment mechanism: Score each major evaluation indicator separately, and calculate the comprehensive evaluation score according to the weight of each major evaluation indicator; establish a data chart with the number of training times as the horizontal axis, and the flight attitude control accuracy score, the aircraft attitude abnormality handling effect score, the flight action accuracy score and the comprehensive evaluation score as the vertical axis, to form a score curve that changes with the number of training times, calculate the slope of the score curve and judge the progress speed of the flight personnel according to the size of the slope; Set a slope threshold. If the slope of the comprehensive evaluation score curve exceeds the slope threshold, keep the training content of spatial orientation training unchanged and increase the training volume; otherwise, increase the proportion of training content corresponding to the main evaluation indicator with the largest slope of the score curve, and change the training content corresponding to the main evaluation indicator with the smallest slope of the score curve.

[0014] Preferably, the step S1 further comprises the following data preprocessing steps: Perform noise filtering on the collected flight attitude data and use sliding window averaging or Kalman filtering algorithm to eliminate sensor noise; Standardize the operation steps in the abnormal situation data, map the flight crew's operation actions to the preset standard operation instruction library, and eliminate invalid operation records; The action execution time in the flight action data is timestamped and divided into the start phase, the duration phase and the end phase according to the preset action phase division rules, and the time error of each phase is calculated respectively.

[0015] Preferably, step S6 further includes a real-time feedback and training optimization mechanism: During the training process, parameter-level evaluation results are displayed in real time. When the basic evaluation index of flight attitude control accuracy exceeds the limit, the flight crew is notified through visual or auditory alarms in the simulator cockpit. When the operation time of the posture abnormality handling capability exceeds the preset threshold, the demonstration animation of the standard processing steps is automatically triggered; During the execution of flight actions, the preset standard action trajectory is superimposed through augmented reality equipment based on the real-time calculation results of the action parameter matching degree to guide the flight crew to adjust the operation.

[0016] Preferably, the collection of training data in step S1 also includes behavioral data combined with the virtual reality environment: For flight simulation training, the flight crew's head movement trajectory, eye gaze direction and limb operation movements are obtained through VR helmets and motion capture equipment to generate spatial orientation behavior data; The spatial orientation behavior data is integrated with the flight attitude data to construct a pilot-aircraft cooperative motion model in three-dimensional space; The spatial cognitive deviation of the flight personnel is calculated according to the collaborative motion model, wherein the deviation includes visual-vestibular coordination error and spatial orientation misjudgment angle, and the deviation is added as an additional basic evaluation index into the aggregate calculation of flight attitude control accuracy.

[0017] The present invention has at least the following beneficial effects: (1) by collecting multiple types of data, the spatial orientation ability of flight personnel can be comprehensively evaluated, avoiding the one-sidedness of single data evaluation; (2) by calculating the matching degree between training data and preset standard parameters, the performance of flight personnel can be accurately quantified and more accurate evaluation results can be provided; (3) by calculating the weight matrix and weight vector, the weights of various indicators can be dynamically adjusted to ensure that the evaluation results meet the actual training needs; (4) by outputting parameter level, task level and comprehensive evaluation results, the performance of flight personnel can be evaluated from different levels to help flight personnel identify their own strengths and weaknesses; (5) the evaluation process is based on clear mathematical calculations and weight allocation, and the evaluation results are easy to understand and interpret, which is convenient for flight training personnel and experts to take targeted improvement measures based on the evaluation results; (6) the training data is preprocessed to improve the data quality; real-time feedback and training optimization mechanisms are provided during the training process, such as warning prompts, demonstration animations, augmented reality guidance, etc., and behavioral data is obtained in combination with the VR environment, and a collaborative motion model is constructed to calculate spatial cognitive bias and use it as an additional evaluation indicator, so that flight personnel can understand their own operation problems in a timely manner and make adjustments, thereby comprehensively improving the training effect and spatial orientation ability of flight personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A principle flow chart of the flight personnel spatial orientation training evaluation method provided by the present invention. DETAILED DESCRIPTION

[0019] The present invention is further described in detail below in conjunction with the accompanying drawings so that those skilled in the art can implement the invention with reference to the description.

[0020] like Figure 1 As shown, the flight personnel spatial orientation training evaluation method provided by the present invention comprises the following steps: S1: Collecting training data for flight personnel spatial orientation training, the types of training data include flight attitude data in each flight phase, abnormal situation data when handling abnormal attitude events, and flight action data when performing flight actions.

[0021] Flight attitude data can be obtained with the help of high-precision inertial measurement units (IMUs) and other equipment. IMUs can monitor the acceleration, angular velocity and other information of flight personnel in each flight phase (such as takeoff, cruising, landing, etc.) in real time, so as to accurately restore the flight attitude. Abnormal situation data when handling abnormal attitude events are generally collected through the fault injection system in the flight simulator. The system can simulate a variety of abnormal attitude scenarios, such as sudden tilt and stall of the aircraft, and record the flight personnel's operational reactions and response time when facing these abnormalities. The flight action data when performing flight actions can use the flight data recorder on the aircraft to record the action amplitude, time and other data of the flight personnel operating the joystick, throttle and other equipment.

[0022] S2: Calculate the matching degree between the training data and various preset standard parameters as a basic evaluation indicator.

[0023] The preset standard parameters can be obtained from a large amount of flight training data and experience gained from previous flight training at the training base. For example, for flight attitude data, standard parameters may include the standard attitude angle range and angular velocity change range for a specific flight phase. The degree of match is obtained by calculating the degree of deviation between the actual flight attitude data and these standard parameters. Commonly used calculation methods include Euclidean distance method, cosine similarity, etc., which are used as basic evaluation indicators to quantitatively evaluate the performance of flight personnel at each data point.

[0024] S3: Aggregate the basic evaluation indicators into main evaluation indicators according to the type of training data, and the main evaluation indicators include flight attitude control accuracy, attitude abnormality processing capability and flight action accuracy.

[0025] The basic evaluation indicators are aggregated according to the type of training data. The main evaluation indicator of flight attitude control accuracy is calculated by weighted averaging or other statistical methods the basic evaluation indicators corresponding to the flight attitude data of multiple flight stages, reflecting the overall control level of the flight personnel over the flight attitude. The attitude abnormality handling capability is a basic evaluation indicator corresponding to the abnormal situation data when comprehensively handling attitude abnormality events, considering the flight personnel's reaction speed and decision-making correctness when facing sudden abnormalities. Flight maneuver accuracy analyzes and integrates the basic evaluation indicators corresponding to the flight action data when performing flight actions, and judges the accuracy of the flight personnel's flight actions by the actual gap with the expected parameters.

[0026] S4: construct a basic importance matrix according to the importance of each basic evaluation indicator, calculate a basic weight vector according to the basic importance matrix, and calculate the main evaluation indicator according to the basic weight vector and the basic evaluation indicator.

[0027] A basic importance matrix is ​​constructed based on the importance of each basic evaluation indicator. The importance can be judged by experts scoring. Senior flight instructors, aviation engineers, etc. can score the importance of different types of basic evaluation indicators based on actual flight experience and theoretical knowledge. They can also be optimized in a targeted manner in combination with reference documents such as flight training operation standards and special mission requirements. The basic weight vector is calculated based on the basic importance matrix, and then the main evaluation indicators are calculated by combining the basic weight vector and the basic evaluation indicators through mathematical operations such as weighted summation, so that the main evaluation indicators can more reasonably reflect the capabilities of flight personnel in different aspects.

[0028] S5: Aggregate the main evaluation indicators into comprehensive evaluation indicators, construct a main importance matrix according to the importance of each main evaluation indicator, calculate the main weight vector according to the main importance matrix, and calculate the comprehensive evaluation indicator according to the main weight vector and the main evaluation indicators.

[0029] According to the importance of each main evaluation index, the main importance matrix is ​​constructed, and the main weight vector is calculated from a higher-level data analysis perspective. Finally, based on the main weight vector and the main evaluation index, the comprehensive evaluation index is obtained through corresponding mathematical calculations to quantitatively evaluate the spatial orientation training effect of flight personnel as a whole.

[0030] S6: Output parameter-level evaluation results of spatial orientation training according to the basic evaluation indicators, output task-level evaluation results of spatial orientation training according to the main evaluation indicators, and output comprehensive evaluation results of spatial orientation training according to the comprehensive evaluation indicators.

[0031] For basic evaluation indicators, the performance of each data point is analyzed in detail, and the parameter-level evaluation results of spatial orientation training are output to provide accurate feedback on the performance of flight personnel on specific parameters, so as to achieve the most detailed and accurate problem location. For major evaluation indicators, the task-level evaluation results of spatial orientation training are output from the task levels such as flight attitude control, exception handling, and flight action execution, to help flight personnel and training institutions understand their ability levels in different tasks. Pilots can conduct targeted training based on their performance in different tasks, and constantly adjust their operating methods to ensure that they can perform the corresponding tasks stably and efficiently. For comprehensive evaluation indicators, the comprehensive evaluation results of spatial orientation training are given to present the overall effectiveness of flight personnel's spatial orientation training in an intuitive way, providing an important basis for subsequent training plan adjustments and flight mission allocation.

[0032] In practical applications, the flight training data acquisition system is first built, including installing high-precision sensors on the aircraft to collect flight attitude data, such as gyroscopes, accelerometers, etc., to obtain the aircraft's pitch, roll and yaw angle data. These means of acquiring data can be easily achieved using existing technologies. At the same time, an event trigger mechanism is set up in the training simulator. When an abnormal attitude event occurs, the abnormal situation data is automatically recorded, including the time of occurrence, the flight crew's operation steps and time, and the time when the attitude returns to normal. When the flight crew performs flight actions, the action steps, execution time and aircraft attitude parameters are recorded through the simulator's action monitoring module.

[0033] When calculating the basic evaluation indicators, the collected training data is compared with the pre-set standard parameters. These standard parameters can be determined based on the flight training program, flight safety standards, and expert experience. For example, for flight attitude data, the standard values ​​and tolerance ranges of pitch angle, roll angle, and yaw angle are set.

[0034] When constructing the basic importance matrix, the importance ratio of each basic evaluation indicator is determined by pairwise comparison, so as to construct the basic importance matrix. After calculating the basic weight vector, it is aggregated with the matching degree vector of the basic evaluation indicator to obtain the corresponding main evaluation indicator. The main evaluation indicator is made more objective and accurate by adding weights.

[0035] Similarly, for the construction of the main importance matrix, the importance ratio of each main evaluation indicator is determined through historical training experience, training standards, and task requirements, and then the main weight vector and comprehensive evaluation index are calculated.

[0036] Finally, according to the basic evaluation indicators, main evaluation indicators and comprehensive evaluation indicators, a corresponding evaluation report generation system is developed to output parameter-level, task-level and comprehensive evaluation results as required. The comprehensive evaluation results can quickly know the overall level of the pilots in each training. For flight training with abnormal comprehensive evaluation results, the task-level evaluation results can be used to quickly analyze the shortcomings of flight personnel in different tasks. Further, parameter-level analysis can be used to know the operational defects of flight personnel when performing tasks, so as to achieve targeted analysis and flight training plan adjustment at different levels.

[0037] By collecting multiple types of data, the spatial orientation ability of flight personnel can be comprehensively evaluated, avoiding the one-sidedness of single data evaluation; by calculating the matching degree between training data and preset standard parameters, the performance of flight personnel can be accurately quantified to provide more accurate evaluation results; through the calculation of weight matrices and weight vectors, the weights of various indicators can be dynamically adjusted to ensure that the evaluation results meet actual training needs; through the output of parameter-level, task-level and comprehensive evaluation results, the performance of flight personnel can be evaluated from different levels to help flight personnel identify their own strengths and weaknesses; the evaluation process is based on clear mathematical calculations and weight distribution, and the evaluation results are easy to understand and interpret, which makes it easier for flight training personnel and experts to take targeted improvement measures based on the evaluation results.

[0038] In another technical solution, the flight attitude data includes the pitch angle, roll angle and yaw angle of the aircraft, and the basic evaluation index for aggregating the flight attitude control accuracy includes the pitch angle accuracy, the roll angle accuracy and the yaw angle accuracy; The pitch angle accuracy is calculated as follows: Calculate the average pitch angle Average difference from the standard value of pitch angle A0 ; For the i-th pitch angle A i The pitch angle and tolerance range [a, b], if A i <a, then calculate the range difference , where a<A0<b; if the pitch angle A i >b, then calculate the range difference , if the range difference If it is greater than the tolerance threshold, the i-th pitch angle A is determined i Exceeding the limit; The method of outputting the corresponding parameter-level evaluation results is as follows: the average difference of the pitch angle is output as ΔA; for multiple pitch angles with consecutive sampling points, the average value of the range difference of these pitch angles and the corresponding sampling time interval are output; The standard value corresponding to the roll angle is 0, the upper and lower limits of the tolerance range are the positive and negative values ​​of the tolerance threshold, and the corresponding output parameter level evaluation results are the average value, maximum value and minimum value of the roll angle; The standard value corresponding to the yaw angle is 0, the upper and lower limits of the tolerance range are the positive and negative values ​​of the tolerance threshold, and the corresponding output parameter level evaluation results are the average value, maximum value and minimum value of the yaw angle.

[0039] When collecting flight attitude data, the pitch angle, roll angle and yaw angle are sampled in real time according to the sampling frequency preset by the equipment. For pitch angle accuracy calculation, the average difference between the average pitch angle and the standard value is calculated using data processing software. For the pitch angle of each sampling point, it is determined whether it is within the tolerance range. If it is beyond the range, the range difference is calculated.

[0040] When outputting parameter-level evaluation results, the average difference of pitch angle, the average value of range difference of continuous sampling points and the sampling time interval are clearly displayed through a special display interface. For roll angle and yaw angle, their average value, maximum value and minimum value are also displayed on the interface, which is convenient for flight personnel and training personnel to view and analyze.

[0041] The abnormal situation data includes the occurrence time of the abnormal posture event, the steps and time taken by the flight crew, the time when the posture returns to normal, and the degree of posture adjustment. The basic evaluation indicators for the posture abnormality handling capability are aggregated to form the abnormality recognition time, operation time, operation accuracy, and adjustment degree. The abnormality recognition time is the time difference between the occurrence of the abnormal posture event and the start of the flight crew to take action, the operation time is the time difference between the start of the flight crew to take action and the return of the aircraft attitude to normal, and the operation accuracy is the overlap between the operation steps taken by the flight crew and the standard processing steps for the abnormal posture event.

[0042] In terms of abnormal attitude event monitoring, the simulator's event monitoring system immediately starts the time recording module to record the time when the abnormal attitude of the aircraft is detected. When the flight crew starts the operation, the operation steps and time are recorded, and when the attitude returns to normal, the recovery time is recorded.

[0043] For the calculation of operation accuracy, the flight personnel's operation steps are compared with the steps pre-stored in the standard operation step library, and the overlap is calculated through string matching algorithms. For the accuracy of adjustment, the difference between the actual parameters and the expected parameters after the analysis personnel's operation to stabilize the aircraft again is calculated, including the adjustment amount and over-adjustment amount. When evaluating the attitude anomaly handling capability, the indicators such as anomaly recognition time, operation time, operation accuracy and adjustment degree are combined to form a comprehensive evaluation report to provide a basis for training improvement.

[0044] The flight action data includes the action steps performed by the flight crew, the action execution time, and the aircraft attitude parameters during the action execution process. The basic evaluation indicators for the accuracy of the flight action are aggregated to form the action parameter matching degree, action coherence, and action time accuracy. The action parameter matching degree is the similarity between the aircraft attitude parameter change process and the corresponding preset parameter change process, the action continuity is the smoothness of the aircraft attitude parameter change curve, and the action time accuracy is the matching degree between the action execution time and the action start time, duration, and end time determined according to the actual action task.

[0045] When recording flight action data, the motion capture and data recording functions of the flight training simulator are used to accurately record the action steps performed by the flight crew, the action execution time, and the aircraft attitude parameters during the action execution process.

[0046] For the matching degree of action parameters, a simple attitude parameter change model can be established through the parameter table, the actual aircraft attitude parameter change process can be compared with the preset standard parameter change process, and the matching degree can be calculated using a similarity calculation algorithm (such as the cosine similarity algorithm). For the consistency of action, the smoothness of the aircraft attitude parameter change curve can be analyzed, such as calculating the curvature change of the curve to measure the consistency. For the accuracy of action time, the start time, duration and end time set by the actual action task are compared with the actual action execution time to calculate the error.

[0047] In another technical solution, the specific steps of step S4 are as follows: Construct the basic importance matrix: in, It represents the ratio of the importance of the i-th basic evaluation index to the j-th basic evaluation index; The basic weight vector is calculated by solving the maximum eigenvalue and the corresponding eigenvector of the basic importance matrix P, and normalizing the eigenvector to obtain the basic weight vector; The matching degree between the basic evaluation index and the preset standard parameters is calculated to obtain the matching degree vector, and the dot product of the basic weight vector and the matching degree vector is the corresponding main evaluation index.

[0048] When constructing the basic importance matrix, experts can compare and score the importance of each basic evaluation indicator. For example, if the pitch angle accuracy is considered to be 1 times more important than the roll angle accuracy, then the corresponding P 12 =2. The expert scoring results are organized into a basic importance matrix. Mathematical calculation software (such as MATLAB) is used to solve the maximum eigenvalue and corresponding eigenvector of the basic importance matrix, and then the eigenvector is normalized to obtain the basic weight vector. When calculating the matching degree between the basic evaluation index and the preset standard parameters, the corresponding calculation method is used according to the characteristics of different indicators, such as calculating the difference of the angle index mentioned above, and then the matching degree vector is obtained and the dot product operation is performed with the basic weight vector to obtain the main evaluation index.

[0049] The specific steps of step S5 are as follows: Construct the main importance matrix: in, It represents the ratio of the importance of the i-th main evaluation indicator to the j-th main evaluation indicator; The main weight vector is calculated by: solving the maximum eigenvalue and the corresponding eigenvector of the main importance matrix Q, and normalizing the eigenvector to obtain the main weight vector; The ratio of the main evaluation index to the preset optimal evaluation value is calculated to obtain the matching degree vector, and the dot product of the main weight vector and the matching degree vector is the corresponding comprehensive evaluation index.

[0050] The process of constructing the main importance matrix is ​​similar to that of the basic importance matrix. Experts also compare and score the importance of the main evaluation indicators (flight attitude control accuracy, attitude abnormality handling capability, and flight action accuracy) in pairs to form the main importance matrix.

[0051] Professional mathematical tools are used to solve the maximum eigenvalue and eigenvector of the main importance matrix, and the main weight vector is obtained after normalization. When calculating the ratio of the main evaluation index to the preset optimal evaluation value, the optimal evaluation value of each main evaluation index is first determined. For example, for the flight attitude control accuracy, the optimal value can be set to 0 for each angle error. After calculating the ratio to obtain the matching degree vector, the dot product with the main weight vector is used to obtain the comprehensive evaluation index.

[0052] In another technical solution, the step S6 further includes: The pilot's rate of progress is assessed using the following dynamic assessment mechanism: Score each major evaluation indicator separately, and calculate the comprehensive evaluation score according to the weight of each major evaluation indicator; establish a data chart with the number of training times as the horizontal axis, and the flight attitude control accuracy score, the aircraft attitude abnormality handling effect score, the flight action accuracy score and the comprehensive evaluation score as the vertical axis, to form a score curve that changes with the number of training times, calculate the slope of the score curve and judge the progress speed of the flight personnel according to the size of the slope; Set a slope threshold. If the slope of the comprehensive evaluation score curve exceeds the slope threshold, keep the training content of spatial orientation training unchanged and increase the training volume; otherwise, increase the proportion of training content corresponding to the main evaluation indicator with the largest slope of the score curve, and change the training content corresponding to the main evaluation indicator with the smallest slope of the score curve.

[0053] During the training process, after each training session, each major evaluation indicator is scored according to the pre-set scoring criteria. For example, for flight attitude control accuracy, the score is based on the evaluation results of pitch angle accuracy, roll angle accuracy, and yaw angle accuracy, with a full score of 100. The comprehensive evaluation score is calculated based on the weights of each major evaluation indicator.

[0054] Use data analysis software (such as Excel) to draw a score curve with the number of training times as the horizontal axis and the scores of each item (flight attitude control accuracy score, aircraft attitude abnormality handling effect score, flight action accuracy score, and comprehensive evaluation score) as the vertical axis. The progress rate of the flight personnel can be judged by calculating the slope of the score curve. Set a slope threshold, such as 0.3. If the slope of the comprehensive evaluation score curve exceeds the threshold, arrange more training tasks of the same type; if it does not exceed the threshold, analyze the slope of the score curve of each major evaluation indicator, increase the proportion of training content corresponding to the indicator with the largest slope, and reduce the training content corresponding to the indicator with the smallest slope.

[0055] In another technical solution, the step S1 further includes the following data preprocessing steps: Perform noise filtering on the collected flight attitude data and use sliding window averaging or Kalman filtering algorithm to eliminate sensor noise; Standardize the operation steps in the abnormal situation data, map the flight crew's operation actions to the preset standard operation instruction library, and eliminate invalid operation records; The action execution time in the flight action data is timestamped and divided into the start phase, the duration phase and the end phase according to the preset action phase division rules, and the time error of each phase is calculated respectively.

[0056] For noise filtering of flight attitude data, if the sliding window averaging method is used, the window size is set to 5 sampling points, and the data in each window is averaged to obtain the denoised flight attitude data. If the Kalman filter algorithm is used, the corresponding filter parameters are set according to the aircraft's motion model and the noise characteristics of the sensor, and the collected raw data is filtered.

[0057] Standardize the coding of the operation steps of abnormal situation data, establish a standard operation instruction library, and encode the flight personnel's operation actions according to the standards in the instruction library. For example, encode the "pull the lever" operation as "OP001". In the coding process, eliminate invalid operation records, such as repeated operations, wrong operations, etc.

[0058] For the timestamp alignment of flight action data, a high-precision clock synchronization system is used to ensure the accuracy of the execution time record of each action. According to the preset action stage division rules, such as dividing the takeoff action into the start roll, acceleration roll, wheel rotation, and take-off stages, the time error of each stage is calculated separately to provide accurate data for subsequent evaluation.

[0059] In another technical solution, step S6 further includes a real-time feedback and training optimization mechanism: During the training process, parameter-level evaluation results are displayed in real time. When the basic evaluation index of flight attitude control accuracy exceeds the limit, the flight crew is notified through visual or auditory alarms in the simulator cockpit. When the operation time of the posture abnormality handling capability exceeds the preset threshold, the demonstration animation of the standard processing steps is automatically triggered; During the execution of flight actions, the preset standard action trajectory is superimposed through augmented reality equipment based on the real-time calculation results of the action parameter matching degree to guide the flight crew to adjust the operation.

[0060] Visual warning lights and voice warning devices are installed in the training simulator cockpit. When the basic evaluation indicators of flight attitude control accuracy exceed the limit, such as the pitch angle exceeds the tolerance range, the warning light flashes and the voice prompt is triggered to inform the flight personnel of the abnormal attitude.

[0061] In the simulator software system, standard steps for handling attitude anomalies are pre-stored in the animation. When the operation time of the attitude anomaly handling capability exceeds the preset threshold, the animation will be automatically played on the simulator screen, and the flight crew can pause the training to watch the animation and learn the standard handling steps.

[0062] During the execution of flight actions, augmented reality devices, such as smart glasses, are used to overlay the preset standard action trajectory in the form of a virtual image in the field of vision of the flight crew. By calculating the matching degree of action parameters in real time, when it is found that the flight crew's operation deviates from the standard trajectory, the display of the virtual trajectory is adjusted in time to guide the flight crew to adjust the operation.

[0063] In another technical solution, the collection of training data in step S1 also includes combining behavioral data of a virtual reality environment: For flight simulation training, the flight crew's head movement trajectory, eye gaze direction and limb operation movements are obtained through VR helmets and motion capture equipment to generate spatial directional behavior data; The spatial orientation behavior data is integrated with the flight attitude data to construct a pilot-aircraft cooperative motion model in three-dimensional space; The spatial cognitive deviation of the flight personnel is calculated according to the collaborative motion model, wherein the deviation includes visual-vestibular coordination error and spatial orientation misjudgment angle, and the deviation is added as an additional basic evaluation index into the aggregate calculation of flight attitude control accuracy.

[0064] The flight training simulator is equipped with a VR helmet and a motion capture device. When the flight crew is training, the VR helmet collects head motion trajectory data in real time, and the motion capture device collects limb operation movement data. These data are integrated through a data fusion algorithm to generate spatial directional behavior data.

[0065] Using 3D modeling software and data analysis algorithms, spatial orientation behavior data and flight attitude data are integrated to build a pilot-aircraft collaborative motion model. For example, based on the head movement trajectory and eye gaze direction, combined with aircraft attitude data, the relationship between the flight crew's attention allocation and aircraft attitude changes is analyzed.

[0066] According to the collaborative motion model, the spatial cognitive bias of the flight crew is calculated. For the visual-vestibular coordination error, the error value is calculated using a mathematical model by comparing the relationship between head movement and aircraft attitude change. For the spatial orientation misjudgment angle, the judgment error of the spatial orientation is determined based on the flight crew's operating actions and the actual aircraft attitude, and these deviations are used as additional basic evaluation indicators and added to the aggregate calculation of flight attitude control accuracy according to certain weights.

[0067] Pre-process the training data to improve data quality; provide real-time feedback and training optimization mechanisms during the training process, such as warning prompts, demonstration animations, augmented reality guidance, etc., and also combine the VR environment to obtain behavioral data, build a collaborative motion model to calculate spatial cognitive bias and use it as an additional evaluation indicator, so that flight personnel can understand their own operational problems in a timely manner and make adjustments, comprehensively improving the training effect and spatial orientation ability of flight personnel.

[0068] As a more detailed demonstration example, taking one of the flight crew space orientation training as an example, 10 flight trainees were selected for a 3-month training evaluation.

[0069] In the early stage of training, flight attitude data, abnormal situation data and flight action data are collected. After the data is collected, the data preprocessing method is used to process the collected data to improve the data quality.

[0070] Calculate basic evaluation indicators, such as the average difference in pitch angle accuracy of flight student A is 0.5 degrees, the average roll angle is 0.2 degrees, and the maximum yaw angle is 0.3 degrees; the average abnormality recognition time is 2 seconds, and the operation accuracy is 80%; the action parameter matching degree is 0.7, and the action continuity score is 8 points (out of 10 points).

[0071] The basic importance matrix and the main importance matrix are constructed in advance, and the basic weight vector and the main weight vector are calculated, and then the main evaluation indicators and the comprehensive evaluation indicators are obtained. For example, the flight attitude control accuracy score of flight student A is 75 points, the attitude abnormality handling ability score is 70 points, the flight action accuracy score is 72 points, and the comprehensive evaluation score is 72 points.

[0072] During the training process, the dynamic evaluation mechanism was further used to evaluate the progress of the flight trainees after every 5 training sessions. It was found that the slope of the comprehensive evaluation score curve of flight trainee B was 0.2, which was lower than the set threshold of 0.3. Analysis of the score curves of its main evaluation indicators showed that the slope of the flight attitude control accuracy score curve was the largest, at 0.35, while the slope of the attitude anomaly handling ability score curve was the smallest, at 0.1. Therefore, in subsequent training, the proportion of flight attitude control training content was increased from the original 30% to 40%, and the proportion of attitude anomaly handling training content was reduced from the original 30% to 20%.

[0073] By using the real-time feedback and training optimization mechanism, when the flight attitude control accuracy of flight student C exceeds the limit, a visual warning prompt is given in time. When the abnormal attitude handling operation of student D takes too long, a standard processing step demonstration animation is automatically played. Further, spatial orientation behavior data is collected through VR equipment, and the visual-vestibular coordination error of flight student E is calculated to be 0.1, which is added as an additional basic evaluation indicator to the flight attitude control accuracy evaluation.

[0074] Through continuous adjustment and optimization during training, the spatial orientation ability of flight trainees has been significantly improved, and the comprehensive evaluation score can be increased by about 10 points on average. Compared with the training effect without using this evaluation method, the training has more obvious effectiveness and practicality.

[0075] It should be noted that, although the above describes the various steps in a specific order, it does not mean that the various steps must be performed in the above specific order. In fact, some of these steps can be performed concurrently or even in a different order, as long as the required functions can be achieved. The number of devices and processing scales described here are used to simplify the description of the present invention, and the application, modification and variation of the present invention are obvious to those skilled in the art.

[0076] Although the embodiments of the present invention have been disclosed as above, they are not limited to the applications listed in the specification and the implementation modes, and they can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily implemented. Therefore, without departing from the general concept defined by the claims and the scope of equivalents, the present invention is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A method for evaluating flight crew spatial orientation training, characterized in that: The following steps are involved: S1: Collecting training data for flight personnel spatial orientation training, the types of training data include flight attitude data in each flight phase, abnormal situation data when handling abnormal attitude events, and flight action data when performing flight actions; S2: Calculate the matching degree between the training data and various preset standard parameters as a basic evaluation indicator; S3: Aggregating the basic evaluation indicators into main evaluation indicators according to the type of training data, wherein the main evaluation indicators include flight attitude control accuracy, attitude abnormality processing capability and flight action accuracy; S4: constructing a basic importance matrix according to the importance of each basic evaluation indicator, calculating a basic weight vector according to the basic importance matrix, and calculating the main evaluation indicator according to the basic weight vector and the basic evaluation indicator; S5: Aggregate the main evaluation indicators into comprehensive evaluation indicators, construct a main importance matrix according to the importance of each main evaluation indicator, calculate a main weight vector according to the main importance matrix, and calculate the comprehensive evaluation indicator according to the main weight vector and the main evaluation indicators; S6: Output parameter-level evaluation results of spatial orientation training according to the basic evaluation indicators, output task-level evaluation results of spatial orientation training according to the main evaluation indicators, and output comprehensive evaluation results of spatial orientation training according to the comprehensive evaluation indicators.

2. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The flight attitude data includes the pitch angle, roll angle and yaw angle of the aircraft, and the basic evaluation indexes for forming the flight attitude control accuracy include the pitch angle accuracy, the roll angle accuracy and the yaw angle accuracy; The pitch angle accuracy is calculated as follows: Calculate the average pitch angle Average difference from the standard value of pitch angle A0 ; For the i-th pitch angle A i The pitch angle and tolerance range [a, b], if A i <a, then calculate the range difference , where a<A0<b; if the pitch angle A i >b, then calculate the range difference , if the range difference If it is greater than the tolerance threshold, the i-th pitch angle A is determined i Exceeding the limit; The method of outputting the corresponding parameter-level evaluation results is as follows: the average difference of the pitch angle is output as ΔA; for multiple pitch angles with consecutive sampling points, the average value of the range difference of these pitch angles and the corresponding sampling time interval are output; The standard value corresponding to the roll angle is 0, the upper and lower limits of the tolerance range are the positive and negative values ​​of the tolerance threshold, and the corresponding output parameter level evaluation results are the average value, maximum value and minimum value of the roll angle; The standard value corresponding to the yaw angle is 0, the upper and lower limits of the tolerance range are the positive and negative values ​​of the tolerance threshold, and the corresponding output parameter level evaluation results are the average value, maximum value and minimum value of the yaw angle.

3. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The abnormal situation data includes the occurrence time of the abnormal posture event, the steps and time taken by the flight crew, the time when the posture returns to normal, and the degree of posture adjustment. The basic evaluation indicators for the posture abnormality handling capability are aggregated to form the abnormality recognition time, operation time, operation accuracy, and adjustment degree. The abnormality recognition time is the time difference between the occurrence of the abnormal posture event and the start of the flight crew to take action, the operation time is the time difference between the start of the flight crew to take action and the return of the aircraft attitude to normal, and the operation accuracy is the overlap between the operation steps taken by the flight crew and the standard processing steps for the abnormal posture event.

4. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The flight action data includes the action steps performed by the flight crew, the action execution time, and the aircraft attitude parameters during the action execution process. The basic evaluation indicators for the accuracy of the flight action are aggregated to form the action parameter matching degree, action coherence, and action time accuracy. The action parameter matching degree is the similarity between the aircraft attitude parameter change process and the corresponding preset parameter change process, the action continuity is the smoothness of the aircraft attitude parameter change curve, and the action time accuracy is the matching degree between the action execution time and the action start time, duration, and end time determined according to the actual action task.

5. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The specific steps of step S4 are as follows: Construct the basic importance matrix: in, It represents the ratio of the importance of the i-th basic evaluation index to the j-th basic evaluation index; The basic weight vector is calculated by solving the maximum eigenvalue and the corresponding eigenvector of the basic importance matrix P, and normalizing the eigenvector to obtain the basic weight vector; The matching degree between the basic evaluation index and the preset standard parameters is calculated to obtain the matching degree vector, and the dot product of the basic weight vector and the matching degree vector is the corresponding main evaluation index.

6. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The specific steps of step S5 are as follows: Construct the main importance matrix: in, It represents the ratio of the importance of the i-th main evaluation indicator to the j-th main evaluation indicator; The main weight vector is calculated by: solving the maximum eigenvalue and the corresponding eigenvector of the main importance matrix Q, and normalizing the eigenvector to obtain the main weight vector; The ratio of the main evaluation index to the preset optimal evaluation value is calculated to obtain the matching degree vector, and the dot product of the main weight vector and the matching degree vector is the corresponding comprehensive evaluation index.

7. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The step S6 further comprises: The pilot's rate of progress is assessed using the following dynamic assessment mechanism: Score each major evaluation indicator separately, and calculate the comprehensive evaluation score according to the weight of each major evaluation indicator; establish a data chart with the number of training times as the horizontal axis, and the flight attitude control accuracy score, the aircraft attitude abnormality handling effect score, the flight action accuracy score and the comprehensive evaluation score as the vertical axis, to form a score curve that changes with the number of training times, calculate the slope of the score curve and judge the progress speed of the flight personnel according to the size of the slope; Set a slope threshold. If the slope of the comprehensive evaluation score curve exceeds the slope threshold, keep the training content of spatial orientation training unchanged and increase the training volume; otherwise, increase the proportion of training content corresponding to the main evaluation indicator with the largest slope of the score curve, and change the training content corresponding to the main evaluation indicator with the smallest slope of the score curve.

8. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The step S1 also includes the following data preprocessing steps: Perform noise filtering on the collected flight attitude data and use sliding window averaging or Kalman filtering algorithm to eliminate sensor noise; Standardize the operation steps in the abnormal situation data, map the flight crew's operation actions to the preset standard operation instruction library, and eliminate invalid operation records; The action execution time in the flight action data is timestamped and divided into the start phase, the duration phase and the end phase according to the preset action phase division rules, and the time error of each phase is calculated respectively.

9. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The step S6 also includes a real-time feedback and training optimization mechanism: During the training process, parameter-level evaluation results are displayed in real time. When the basic evaluation index of flight attitude control accuracy exceeds the limit, the flight crew is notified through visual or auditory alarms in the simulator cockpit. When the operation time of the posture abnormality handling capability exceeds the preset threshold, the demonstration animation of the standard processing steps is automatically triggered; During the execution of flight actions, the preset standard action trajectory is superimposed through augmented reality equipment based on the real-time calculation results of the action parameter matching degree to guide the flight crew to adjust the operation.

10. The flight crew spatial orientation training evaluation method according to claim 1, characterized in that: The collection of training data in step S1 also includes behavioral data combined with the virtual reality environment: For flight simulation training, the flight crew's head movement trajectory, eye gaze direction and limb operation movements are obtained through VR helmets and motion capture equipment to generate spatial directional behavior data; The spatial orientation behavior data is integrated with the flight attitude data to construct a pilot-aircraft cooperative motion model in three-dimensional space; The spatial cognitive deviation of the flight personnel is calculated according to the collaborative motion model, wherein the deviation includes visual-vestibular coordination error and spatial orientation misjudgment angle, and the deviation is added as an additional basic evaluation index into the aggregate calculation of flight attitude control accuracy.

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