Simulated flight sensor data generation method and data generator

Abstract

The present invention discloses a simulated flight sensor data generation method and a data generator, the method comprising constructing a simulated flight scene; simulating the flight process of a real aircraft through a JSBSim flight dynamics model; and generating sensor data. The present invention can generate excitation input without a physical object, and can generate complete and real avionics excitation input.

Description

Technical Field

[0001] The present invention relates to the technical field of data generation, and in particular to a simulated flight sensor data generation method and a data generator. Background Art

[0002] The existing simulated flight sensor data sources include the following scenarios:

[0003] 1. Real sensor equipment.

[0004] Real sensors such as atmospheric instruments, attitude indicators, GPS and other sensors are direct data sources for aircraft in real environments. In the early stages of product development or verification, this solution has the following disadvantages: In the product development stage, only electronic instrument systems are targeted, and building a complete real aircraft cockpit environment requires high costs and is unrealistic. Coordinating aircraft and pilots to verify product functions in the early stages is unsafe and highly dangerous. When the aircraft is on the ground or stationary, real sensors cannot collect much data or the data is invalid.

[0005] 2. Playback based on historical data.

[0006] Use existing aircraft to record data during flight. Use playback to stimulate electronic flight instruments. However, this solution has the following disadvantages: aircraft manufacturers or overall units are generally reluctant to directly disclose aircraft historical data or performance parameters when confidentiality or other commercial factors are involved. The electronic flight instrument system involves many sensors, and their sources may be composed of different products, software, and hardware. Recording complete data information requires coordination of resources and even product upgrades.

[0007] 3. Use static data incentives.

[0008] Developers directly write static data or construct equations to output sensor data. This solution has the following disadvantages: The flight model of an aircraft is composed of complex aerodynamics. The static data written by developers cannot restore the interaction and interdependence between various sensor data in real scenes, and it is easy to have unreasonable situations between parameters. Summary of the invention

[0009] In view of this, the present invention provides a simulated flight sensor data generation method and a data generator, which reversely derive the external sensor output based on simulated flight, so that early development and joint debugging can have complete avionics data.

[0010] The present invention discloses a method for generating simulated flight sensor data, which comprises:

[0011] Step 1: Build a simulated flight scene;

[0012] Step 2: Simulate the flight process of the real aircraft through the JSBSim flight dynamics model;

[0013] Step 3: Generate sensor data.

[0014] Furthermore, the step 1 comprises:

[0015] Determine the aircraft configuration and key parameters; key parameters include size structure, aerodynamic coefficients, wing area, wingspan and engine parameters;

[0016] Determine the aircraft's initial latitude and longitude, altitude, speed, direction, and destination location information;

[0017] During the flight, use JSBSim's autopilot to control the aircraft to fly to the destination, or control the aircraft's throttle, rudder, elevator, and flaps to achieve real-time flight control.

[0018] Furthermore, the step 2 comprises:

[0019] Initial aircraft parameters are input into JSBSim, and the model is solved by combining aircraft state parameters and aerodynamic and mechanical equations, taking into account the impact of relevant factors on the aircraft; relevant factors include the earth's rotation and the atmospheric environment;

[0020] Obtain model output data, including directly acquired data and indirectly acquired data; directly acquired data is the latitude, longitude, altitude, and speed of the current aircraft acquired in real time through JSBSim, and the directly acquired data is directly used as the output basis of sensor data; indirectly acquired data includes waiting distance, waiting time, VOR azimuth, LOC deviation, GS deviation, and radio altitude;

[0021] Delay the time of model output data to ensure the synchronization of simulated flight time and actual time;

[0022] During the simulated flight, the user changes the control parameters of the aircraft in real time to achieve the effect of controlling the flight; the aircraft latitude and longitude information output by JSBSim is compared with the destination latitude and longitude information entered by the user in the data generator interface. If the difference between the two meets the preset conditions, it is considered that the aircraft has reached the destination; if the aircraft reaches the destination, the data generator ends the flight, no longer obtains the output of JSBSim, and also stops the output of other parameters.

[0023] Furthermore, the step 3 comprises:

[0024] Get the real-time aircraft longitude lat, latitude lon, altitude H, heading C, pitch angle P, roll angle R, east speed V through JSBSim e 、North Speed ​​Vn , vertical speed V d ; Obtain data associated with the flight scenario; The data associated with the flight scenario include waiting distance, waiting time, VOR azimuth, LOC deviation, GS deviation and radio altitude.

[0025] Furthermore, in step 3:

[0026] The effective working scenarios of each navigation device are limited, and whether the relevant judgment conditions are met is detected during the simulated flight. If so, the output of data is triggered.

[0027] Furthermore, the waiting distance is the relative distance between the aircraft and the DME device in the horizontal direction, and the calculation premise is that the distance between the aircraft and the nearest DME device is within the coverage range of its device;

[0028] The waiting time is the projection of the ground speed in the direction of the DME equipment. The horizontal direction of the airspeed is the heading C. The distance D is divided by the speed to get the waiting time. The calculation prerequisite is the same as the waiting distance.

[0029]

[0030] Among them, V g is the acceleration due to gravity, and B is the direction.

[0031] Furthermore, a simplified great circle trajectory algorithm is used to obtain the distance D and direction B between two points (lat1, lon1) and (lat2, lon2) in the two-dimensional coordinate system:

[0032]

[0033] Among them, lat1 and lon1 are the longitude and latitude of a point respectively; lat2 and lon2 are the longitude and latitude of another point respectively.

[0034] Furthermore, the VOR bearing is the direction between the VOR device and the aircraft in a coordinate system established with the aircraft; the calculation prerequisite is that the distance between the aircraft and the nearest VOR device is within the coverage range of its device;

[0035] LOC deviation is the distance from the runway centerline R when the aircraft lands. b Deviation in the horizontal direction; the calculation prerequisite is that the distance between the aircraft and the nearest LOC device is within the coverage range of its device, and the azimuth deviation of the aircraft from the ILS station in the horizontal direction is less than the first preset angle;

[0036] LOC deviation = R b -C;

[0037] GS deviation is the deviation of the aircraft from the ILS station to the centerline of the runway at a specified vertical angle when the aircraft is landing. The calculation prerequisite is the same as that of LOC deviation, and the deviation of the aircraft from the ILS station on the centerline is less than the second preset angle.

[0038] GS deviation = specified angle - P

[0039] Where, P is the pitch angle of the aircraft;

[0040] Radio altitude is the sum of the aircraft altitude H and the terrain altitude H t The data is valid only if the calculated radio altitude is less than the specified altitude.

[0041] Furthermore, the user can control the relevant information of the aircraft through external input data; the external input data only needs to be sent to the generator in the prescribed UDP message format; the relevant information includes throttle, rudder, elevator and flaps.

[0042] The present invention also discloses a simulated flight sensor data generator, which is used to implement any of the above-mentioned simulated flight sensor data generation methods, and comprises:

[0043] Building modules, used to build simulated flight scenarios;

[0044] The simulation module is used to simulate the flight process of a real aircraft through the JSBSim flight dynamics model;

[0045] The generation module is used to generate sensor data.

[0046] Due to the adoption of the above technical solution, the present invention has the following advantages:

[0047] 1. Compared with the "real sensor" method, it directly saves the initial investment and can generate stimulus input without the need for physical objects.

[0048] 2. Comparing the “historical playback” method with the “static excitation” method, a complete and realistic avionics excitation input can be generated.

[0049] 3. The present invention is mainly used for various avionics systems. When there is no real avionics equipment in the early stage, it is used for early function development and verification. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the embodiments of the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0051] Figure 1 A schematic diagram of a flow chart of a method for generating simulated flight sensor data according to an embodiment of the present invention;

[0052] Figure 2 This is a schematic diagram of the interface of the data generator of an embodiment of the present invention when it is running;

[0053] Figure 3 This is a schematic diagram of the display of the software under test after receiving data according to an embodiment of the present invention. DETAILED DESCRIPTION

[0054] The present invention is further described in conjunction with the accompanying drawings and embodiments, and the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field should fall within the scope of protection of the embodiments of the present invention.

[0055] See also Figure 1 The present invention provides an embodiment of a method for generating simulated flight sensor data, which comprises:

[0056] Step 1: Build a simulated flight scene;

[0057] Step 2: Simulate the flight process of the real aircraft through the JSBSim flight dynamics model;

[0058] Step 3: Generate sensor data (stimulus input).

[0059] In one embodiment of the present application, step 1 comprises:

[0060] Determine the aircraft configuration and key parameters; key parameters include size structure, aerodynamic coefficients, wing area, wingspan and engine parameters;

[0061] Determine the aircraft's initial latitude and longitude, altitude, speed, direction, and destination location information;

[0062] During the flight, use JSBSim's autopilot to control the aircraft to fly to the destination, or control the aircraft's throttle, rudder, elevator, and flaps to achieve real-time flight control.

[0063] In one embodiment of the present application, step 2 comprises:

[0064] Initial aircraft parameters are input into JSBSim, and the model is solved by combining aircraft state parameters and aerodynamic and mechanical equations, taking into account the impact of relevant factors on the aircraft; relevant factors include the earth's rotation and the atmospheric environment;

[0065] Obtain model output data, including directly acquired data and indirectly acquired data; directly acquired data is the latitude, longitude, altitude, and speed of the current aircraft acquired in real time through JSBSim, and the directly acquired data is directly used as the output basis of sensor data; indirectly acquired data includes waiting distance, waiting time, VOR azimuth, LOC deviation, GS deviation, and radio altitude;

[0066] Delay the time of model output data to ensure the synchronization of simulated flight time and actual time;

[0067] During the simulated flight, the user changes the control parameters of the aircraft in real time to achieve the effect of controlling the flight; the aircraft latitude and longitude information output by JSBSim is compared with the destination latitude and longitude information entered by the user in the data generator interface. If the difference between the two meets the preset conditions, it is considered that the aircraft has reached the destination; if the aircraft reaches the destination, the data generator ends the flight, no longer obtains the output of JSBSim, and also stops the output of other parameters.

[0068] In one embodiment of the present application, step 3 includes:

[0069] Get the real-time aircraft longitude lat, latitude lon, altitude H, heading C, pitch angle P, roll angle R, east speed V through JSBSim e 、North Speed ​​V n , vertical speed V d ; Obtain data associated with the flight scenario; The data associated with the flight scenario include waiting distance, waiting time, VOR azimuth, LOC deviation, GS deviation and radio altitude.

[0070] In one embodiment of the present application, in step 3:

[0071] The effective working scenarios of each navigation device are limited, and whether the relevant judgment conditions are met is detected during the simulated flight. If so, the output of data is triggered.

[0072] In one embodiment of the present application, the waiting distance is the relative distance between the aircraft and the DME device in the horizontal direction, and the calculation prerequisite is that the distance between the aircraft and the nearest DME device is within the coverage range of its device;

[0073] The waiting time is the projection of the ground speed in the direction of the DME equipment. The horizontal direction of the airspeed is the heading C. The distance D is divided by the speed to get the waiting time. The calculation prerequisite is the same as the waiting distance.

[0074]

[0075] Among them, V gis the acceleration due to gravity, and B is the direction.

[0076] In one embodiment of the present application, a simplified great circle trajectory algorithm is used to obtain the distance D and the orientation B between two points (lat1, lon1) and (lat2, lon2) in a two-dimensional coordinate system:

[0077]

[0078] Among them, lat1 and lon1 are the longitude and latitude of a point respectively; lat2 and lon2 are the longitude and latitude of another point respectively.

[0079] In one embodiment of the present application, the VOR azimuth is the direction between the VOR device and the aircraft in a coordinate system established with the aircraft; the calculation prerequisite is that the distance between the aircraft and the nearest VOR device is within the coverage range of its device;

[0080] LOC deviation is the distance from the runway centerline R when the aircraft lands. b Deviation in the horizontal direction; the calculation prerequisite is that the distance between the aircraft and the nearest LOC device is within the coverage range of its device, and the azimuth deviation of the aircraft from the ILS station in the horizontal direction is less than the first preset angle;

[0081] LOC deviation = R b -C;

[0082] GS deviation is the deviation of the aircraft from the ILS station to the centerline of the runway at a specified vertical angle when the aircraft is landing. The calculation prerequisite is the same as that of LOC deviation, and the centerline deviation of the aircraft from the ILS station is less than the second preset angle.

[0083] GS deviation = specified angle - P

[0084] Where, P is the pitch angle of the aircraft;

[0085] Radio altitude is the sum of the aircraft altitude H and the terrain altitude H t The data is valid only if the calculated radio altitude is less than the specified altitude.

[0086] In one embodiment of the present application, a user can control relevant information of the aircraft through external input data; the external input data only needs to be sent to the generator in the prescribed UDP message format; the relevant information includes throttle, rudder, elevator and flaps.

[0087] The present invention also provides an embodiment of a simulated flight sensor data generator, which is used to implement the simulated flight sensor data generation method described in the above embodiment, and includes:

[0088] Building modules, used to build simulated flight scenarios;

[0089] The simulation module is used to simulate the flight process of a real aircraft through the JSBSim flight dynamics model;

[0090] The generation module is used to generate sensor data.

[0091] Specifically, the present application also provides a more specific embodiment:

[0092] Based on the JSBSim flight dynamics model simulation engine, the aircraft initial position information, performance information, and aircraft process information are input, and the model can output the aircraft's latitude, longitude, altitude, and attitude information. Based on these flight elements, the complete avionics data that should be sent by the external sensors ADC (atmospheric engine), AHRS (heading attitude), GPS (satellite positioning), DME (range finder), VIR (radio navigation), RA (radio altitude), and TCAS (air collision avoidance system) can be reversely derived to stimulate the electronic flight instrument system or other systems, thereby verifying the correctness of the system function.

[0093] The sensor data that can be output by the present invention are:

[0094] ADC: airspeed, vertical speed.

[0095] AHRS: heading angle, pitch angle, roll angle, body longitudinal acceleration, horizontal acceleration, and normal acceleration.

[0096] DME: waiting distance, waiting time.

[0097] GPS: longitude, latitude, altitude, UTC time, east speed, north speed, track angle, vertical speed.

[0098] RA: Radio altitude.

[0099] VIR:LOC deviation, GS deviation, VOR bearing.

[0100] The specific technical solution of this embodiment is:

[0101] 1. Build a simulated flight scene:

[0102] Determine the aircraft configuration and key parameters, such as size structure, aerodynamic coefficients, wing area, wingspan, engine parameters, etc. You can also use the aircraft model pre-configured by JSBSim. If you do not mention the aircraft model parameters later, the C172 configuration parameters will be used by default.

[0103] Secondly, determine the aircraft's initial latitude and longitude, altitude, speed, direction, and destination location information.

[0104] During the flight, you can use JSBSim's autopilot to control the aircraft to fly to the destination, or you can manually or use external input to control the aircraft's throttle, rudder, elevator, and flaps to achieve real-time flight control.

[0105] 2. Simulated flight process:

[0106] The purpose of flight simulation is to simulate the flight process of a real aircraft, observe and analyze its response through simulated input.

[0107] The flight simulation flow chart is as follows Figure 1 shown.

[0108] Step Description:

[0109] 1) Initial aircraft parameters.

[0110] 2) Model solving, based on the aircraft model data, combined with aircraft state parameters, aerodynamics, mechanical equations, and also needs to consider the impact of factors such as the earth's rotation and atmospheric environment on the aircraft. But with JSBSim, you don't need to worry about the specific details.

[0111] 3) Obtain model output. Through JSBSim, the current aircraft's latitude, longitude, altitude, and speed can be obtained in real time, which can be directly used as the output basis of sensor data. Other parameters such as radio altitude and waiting time need to be processed and calculated again.

[0112] 4) Delay. Delay is a necessary step for real-time flight, because the entire model solution and output acquisition process is much faster than the actual time. Therefore, for real-time simulation, appropriate delay must be performed to ensure the synchronization of simulated flight time and actual time.

[0113] 5) Obtain input. During the simulated flight, the user can change the control parameters of the aircraft in real time to achieve the effect of controlling the flight.

[0114] 6) Determine whether the destination has been reached. The user enters the ending latitude, longitude, and altitude. When the difference between the aircraft's real-time latitude, longitude, and altitude and the expected latitude and longitude is less than a certain threshold (the latitude and longitude threshold is 0.0001° and the altitude is 100 feet), the destination is considered to have been reached.

[0115] 3. Sensor data generation:

[0116] Through JSBSim, you can get the real-time aircraft longitude lat, latitude lon, altitude H, heading C, pitch angle P, roll angle R, east speed V e 、North Speed ​​V n , vertical speed V dThe remaining parameters need to be calculated twice. To make the data more realistic, appropriate random number compensation will be added to the data after the second calculation.

[0117] 1. Formula data calculation

[0118] 1) Airspeed V a It can be understood as the vector superposition of east speed, north speed and vertical speed.

[0119]

[0120] 2) Ground speed V g It can be understood as the vector superposition of east speed and north speed.

[0121]

[0122] 3) Track angle T a It can be understood as the vector superposition of east speed and north speed.

[0123]

[0124] 4) The aircraft's longitudinal, horizontal, and normal accelerations can be understood as the rate of change of east speed, north speed, and vertical speed per unit time. To ensure data smoothness, the time difference control is the simulated flight delay time (5ms) multiplied by 10.

[0125]

[0126] 2. Data calculation associated with flight scenarios

[0127] There is a certain range requirement for the normal operation of sensors such as ILS, DME, VOR, and RA. If the current position of the aircraft is far away from each station, or the azimuth deviation is too large, or the pilot has not set the corresponding working frequency of each navigation device, the aircraft will not receive the data of the corresponding sensor.

[0128] Therefore, it is necessary to limit the effective working scenarios of each navigation device, and detect whether the relevant judgment conditions are met during the simulated flight to trigger the output of data. Usually, there will be a navigation database that records the information of each navigation device. This data exciter also supports users to customize the relevant parameters of various virtual navigation devices. When users customize navigation devices, they must indicate the longitude, latitude, altitude, coverage range, and direction of the navigation device. This data generator will periodically detect the various types of navigation devices closest to the aircraft, and calculate the data after determining that the relevant conditions are met.

[0129] The radio altitude sensor is somewhat different from other sensors. Radio altitude refers to the distance between the aircraft's current altitude and the ground. Generally speaking, when the altitude is greater than 2,000 feet above the ground, a certain longitude will be lost, and when it is greater than 8,000 feet, the data of the radio equipment should be invalidated. Therefore, the calculation premise requires knowing the terrain height corresponding to the aircraft's current longitude and latitude. This data generator stores the terrain height corresponding to the longitude and latitude in the terrain file. This data generator uses a terrain file with an accuracy of 1 km and a volume of about 1GB.

[0130] The distance D and the bearing B between two points (lat1, lon1) and (lat2, lon2) in a two-dimensional coordinate system use a simplified great circle track algorithm.

[0131]

[0132] The meaning of each parameter and the calculation formula and conditions:

[0133] 1) DME waiting distance can be understood as the relative distance between the aircraft and the DME device in the horizontal direction. The calculation premise is that the distance between the aircraft and the nearest DME device is within the coverage range of the device.

[0134] 2) DME waiting time can be understood as the projection of the aircraft ground speed in the direction of the DME equipment. The horizontal direction of the airspeed is the heading C. The waiting time is obtained by dividing the distance by the speed.

[0135] The calculation prerequisites are the same as above.

[0136]

[0137] 3) VOR direction, which can be understood as the direction between the VOR device and the aircraft in the aircraft coordinate system. The calculation premise is that the distance between the aircraft and the nearest VOR device is within the coverage range of the device.

[0138] 4) LOC deviation, which can be understood as the distance from the runway centerline R when the aircraft lands. b Deviation in the horizontal direction. The calculation premise is that the distance between the aircraft and the nearest LOC equipment is within the coverage range of its equipment. And the horizontal azimuth deviation of the aircraft from the ILS station should be less than ±0.4 degrees.

[0139] LOC deviation = R b -C

[0140] 5) GS deviation can be understood as the deviation of the aircraft from the ILS station to the centerline of the runway in the vertical direction of 3 degrees when the aircraft is landing. The calculation prerequisite is the same as above, and the centerline deviation of the aircraft from the ILS station should be less than ±0.8 degrees.

[0141] GS deviation = 3-P

[0142] 6) RA radio altitude, which can be understood as the aircraft altitude minus the terrain altitude H t The data is valid only if the calculated radio altitude is less than 8,000 feet.

[0143] RA radio altitude = HH t

[0144] 3. Other data

[0145] 1) UTC date, current year, month, and day. Just read the current time on your computer.

[0146] 2) UTC time, which can be understood as the seconds since the beginning of the current day. Just read the current time on your computer.

[0147] 4. Data stimulus input adaptation

[0148] This data generator supports users to control the aircraft's throttle, rudder, elevator, flaps and other information through external input. Just send it to the generator in the specified UDP message format.

[0149] The specified format is: 2 bytes of unsigned integer + 8 bytes of double-precision floating point data

[0150]

[0151]

[0152] 5. Data stimulus output adaptation

[0153] After the data generator generates data, it supports users to send the data to the software under test in UDP message format.

[0154] The specified format is: 2 bytes of unsigned integer + 8 bytes of data

[0155]

[0156]

[0157] To simulate the authenticity of sensor data, different data of the same device have different sending cycles. This data generator supports users to specify the sending cycle of a single data. However, the minimum cycle cannot exceed the delay time (5ms) set by the simulated flight.

[0158] Sensors of different devices are independent individuals, so this data generator supports users to configure the IP addresses and ports output by different devices.

[0159] Sensor data can be output in different units. This data generator supports user-specified units for output.

[0160] The project examples are as follows:

[0161] 1. Configure this program to use UDP to listen to any IP port 8000.

[0162] 2. Configure the sensor to use UDP to output data to IP 192.168.1.1, port 9000.

[0163] 3. Use the default unit and period to send data.

[0164] 4. Use historically configured navigation equipment data.

[0165] 5. Set the initial latitude and longitude altitude of the aircraft to 103 degrees, 30.5 degrees, 1600 feet. The ending latitude and longitude altitude is 104 degrees, 32 degrees °, 2000 feet. Click Start, and the simulator starts running and outputting data.

[0166] 6. During operation, send UDP stimulus input in the specified format to control the aircraft flight.

[0167] 7. The data generator sends the data according to the relevant network configuration.

[0168] The interface of the data generator when running is as follows Figure 2 shown.

[0169] Data generator, after running for 5 minutes and 36 seconds:

[0170] GPS related data: The current latitude and longitude of the aircraft is 103.64463 degrees, 30.95992 degrees, 3557 feet. The aircraft's east speed, north speed, and vertical speed are -51.60 meters per second, -34.88 meters per second, and 7.65 meters per second. The track angle is 124.64 degrees.

[0171] ADC related data: The aircraft's current airspeed is 123 knots and the upgrade speed is 14.87 knots.

[0172] The RA related data is 1264 feet, and the terrain height corresponding to the longitude and latitude at this time is 2293 feet.

[0173] AHRS related data: aircraft heading angle -122.4316 degrees, pitch angle 13.2879 degrees, roll angle -10.2173 degrees, longitudinal acceleration 0.253662 meters per square second, horizontal acceleration 0.028809 meters per square second, and normal acceleration 0.854370 meters per square second.

[0174] DME related data: The latitude and longitude of the DME navigation station are 104.2917 degrees and 31.7603 degrees. The aircraft is 18.98 nautical miles away from the DME station and the waiting time is 9 minutes and 24 seconds.

[0175] VIR related data: ILS station is not added to the navigation database, so GS deviation and LOC deviation are invalid. The latitude and longitude of the VOR station are 103.6556 degrees and 30.8771 degrees, and the VOR bearing is 173.49 degrees.

[0176] The above data can be sent to the software under test in real time via UDP to test the function of the software under test. Figure 3 shown.

[0177] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in the relevant field should understand that the specific implementation methods of the present invention can still be modified or replaced by equivalents. Any modification or equivalent replacement that does not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A method for generating simulated flight sensor data, characterized in that: include: Step 1: Build a simulated flight scene; Step 2: Simulate the flight process of the real aircraft through the JSBSim flight dynamics model; Step 3: Generate sensor data.

2. The method according to claim 1, characterized in that The step 1 comprises: Determine the aircraft configuration and key parameters; key parameters include size structure, aerodynamic coefficients, wing area, wingspan and engine parameters; Determine the aircraft's initial latitude and longitude, altitude, speed, direction, and destination location information; During the flight, use JSBSim's autopilot to control the aircraft to fly to the destination, or control the aircraft's throttle, rudder, elevator, and flaps to achieve real-time flight control.

3. The method according to claim 1, characterized in that The step 2 comprises: Initial aircraft parameters are input into JSBSim, and the JSBSim flight dynamics model is solved by combining aircraft state parameters and aerodynamic and mechanical equations, while considering the impact of relevant factors on the aircraft; relevant factors include the earth's rotation and the atmospheric environment; Obtain the output data of the JSBSim flight dynamics model, which includes directly acquired data and indirectly acquired data; directly acquired data is the latitude, longitude, altitude, and speed of the current aircraft acquired in real time through JSBSim, and the directly acquired data is directly used as the output basis of sensor data; indirectly acquired data includes waiting distance, waiting time, VOR azimuth, LOC deviation, GS deviation, and radio altitude; Delay the output data of JSBSim flight dynamics model to ensure the synchronization of simulated flight time and actual time; During the simulated flight, the user changes the control parameters of the aircraft in real time to achieve the effect of controlling the flight; the aircraft latitude and longitude information output by JSBSim is compared with the destination latitude and longitude information entered by the user in the data generator interface. If the difference between the two meets the preset conditions, it is considered that the aircraft has reached the destination; if the aircraft reaches the destination, the data generator ends the flight, no longer obtains the output of JSBSim, and also stops the output of other parameters.

4. The method according to claim 1, characterized in that: The step 3 comprises: Get the real-time aircraft longitude lat, latitude lon, altitude H, heading C, pitch angle P, roll angle R, east speed V through JSBSim e 、North Speed ​​V n , vertical speed V d ; Obtain data associated with the flight scenario; The data associated with the flight scenario include waiting distance, waiting time, VOR azimuth, LOC deviation, GS deviation and radio altitude.

5. The method according to claim 4, characterized in that In step 3: The effective working scenarios of each navigation device are limited, and whether the relevant judgment conditions are met is detected during the simulated flight. If so, the output of data is triggered.

6. The method according to claim 4, characterized in that The waiting distance is the relative distance between the aircraft and the DME equipment in the horizontal direction. The calculation premise is that the distance between the aircraft and the nearest DME equipment is within the coverage range of the equipment. The waiting time is the projection of the ground speed in the direction of the DME equipment. The horizontal direction of the airspeed is the heading C. The distance D is divided by the speed to get the waiting time. The calculation prerequisite is the same as the waiting distance. Among them, V g is the acceleration due to gravity, and B is the direction.

7. The method according to claim 6, characterized in that Use a simplified great circle trajectory algorithm to obtain the distance D and direction B between two points (lat1, lon1) and (lat2, lon2) in a two-dimensional coordinate system: Among them, lat1 and lon1 are the longitude and latitude of a point respectively; lat2 and lon2 are the longitude and latitude of another point respectively.

8. The method according to claim 4, characterized in that The VOR bearing is the direction between the VOR device and the aircraft in the aircraft coordinate system. The calculation premise is that the distance between the aircraft and the nearest VOR device is within the coverage range of the device. LOC deviation is the distance from the runway centerline R when the aircraft lands. b Deviation in the horizontal direction; the calculation prerequisite is that the distance between the aircraft and the nearest LOC device is within the coverage range of its device, and the azimuth deviation of the aircraft from the ILS station in the horizontal direction is less than the first preset angle; LOC deviation = R b -C; GS deviation is the deviation of the aircraft from the ILS station to the centerline of the runway at a specified vertical angle when the aircraft is landing. The calculation prerequisite is the same as that of LOC deviation, and the deviation of the aircraft from the ILS station on the centerline is less than the second preset angle. GS deviation = specified angle - P Where, P is the pitch angle of the aircraft; Radio altitude is the sum of the aircraft altitude H and the terrain altitude H t The data is valid only if the calculated radio altitude is less than the specified altitude.

9. The method according to claim 1, characterized in that: Users can control the aircraft's related information through external input data; they only need to send the external input data to the generator in the specified UDP message format; the related information includes throttle, rudder, elevator and flaps.

10. A simulated flight sensor data generator, used to implement the simulated flight sensor data generation method according to any one of claims 1 to 9, characterized in that: include: Building modules, used to build simulated flight scenarios; The simulation module is used to simulate the flight process of a real aircraft through the JSBSim flight dynamics model; The generation module is used to generate sensor data.

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