Method for automatically evaluating airplane performance in 3D simulation physical engine

Abstract

A method for automatically evaluating aircraft performance in a 3D simulation physical engine comprises the steps that aircraft flight state data are obtained, the current flight stage of an aircraft is judged according to the flight state data, and the flight stages of the aircraft comprise the take-off stage, the level flight stage and the landing stage; when the aircraft is in the take-off stage at present, evaluating the performance of the aircraft according to a first preset rule; when the aircraft is currently in the level flight stage, evaluating the performance of the aircraft according to a second preset rule; and when the aircraft is in the landing stage at present, evaluating the performance of the aircraft according to a third preset rule. According to the method for automatically evaluating the airplane performance in the 3D simulation physical engine, objective and comprehensive evaluation of the airplane performance is achieved by integrating high-precision physical simulation and data analysis technologies, and the method has remarkable technical advantages and application prospects.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft performance evaluation, and particularly to a method for automatically evaluating aircraft performance in a 3D simulation physics engine. Background Art

[0002] In the aviation industry, the performance evaluation of aircraft is a key link to ensure flight safety and improve flight efficiency. Traditional evaluation methods rely on actual flight tests, which are not only costly but also limited by various factors such as weather and site. With the rapid development of computer technology, 3D simulation physics engines have been widely used in flight simulation and performance evaluation because they can simulate real-world physical phenomena such as gravity, collision, and air resistance. However, most of the existing simulation evaluation methods rely on manual scoring, which has problems such as strong subjectivity and low efficiency. Summary of the Invention

[0003] In view of the above problems, the present invention is proposed to provide a method for automatically evaluating aircraft performance in a 3D simulation physics engine that overcomes or at least partially solves the above problems.

[0004] In order to solve the above technical problems, the embodiments of the present application disclose the following technical solutions:

[0005] The embodiments of the present invention disclose a method for automatically evaluating aircraft performance in a 3D simulation physics engine, including:

[0006] S100. Obtain aircraft flight state data, and determine the current flight phase of the aircraft according to the flight state data. The flight phases of the aircraft include the takeoff phase, the level flight phase, and the landing phase;

[0007] S200. When the aircraft is currently in the takeoff phase, evaluate the aircraft performance according to the first preset rule; S300. When the aircraft is currently in the level flight phase, evaluate the aircraft performance according to the second preset rule;

[0008] S400. When the aircraft is currently in the landing phase, evaluate the aircraft performance according to the third preset rule.

[0009] Further, in S100, the method for determining the current flight phase of the aircraft based on the flight status data as the take-off phase is as follows: First, receive the take-off signal and determine whether there is any part of the aircraft touching the ground other than the landing gear. If there is no part of the aircraft touching the ground other than the landing gear, then determine whether the aircraft is symmetric. If the aircraft is symmetric, the aircraft maintains its current heading. Determine whether the current thrust of the aircraft is greater than the resistance. If the current thrust of the aircraft is greater than the resistance, calculate the current ground taxiing speed of the aircraft and compare the current ground taxiing speed with the preset threshold of 45 m / s. If the current ground taxiing speed reaches the preset threshold of 45 m / s, perform a nose-up operation on the aircraft and determine whether the lift of the aircraft is greater than the gravity. If the lift of the aircraft is greater than the gravity, make the aircraft climb.

[0010] Further, when the aircraft climbs, determine whether the current altitude of the aircraft reaches the preset threshold of 200 m. If the current altitude of the aircraft does not reach the preset threshold of 200 m, then determine whether the current pitch angle of the aircraft is greater than or equal to the preset threshold of 15°. If the current pitch angle of the aircraft is less than the preset threshold of 15°, continue to perform a nose-up operation on the aircraft and re-determine whether the current altitude of the aircraft reaches the preset threshold of 200 m until the current altitude of the aircraft reaches 200 m. When the current altitude of the aircraft reaches 200 m, the current take-off phase of the aircraft ends.

[0011] Further, in S100, the method for determining the current flight phase of the aircraft based on the flight status data as the level flight phase is as follows: After the altitude of the aircraft reaches 200 m and the current pitch angle of the aircraft is 0°, stop the nose-down operation on the aircraft. Determine whether the current horizontal flight distance of the aircraft is greater than or equal to the preset threshold of 500 m. If the current horizontal flight distance of the aircraft is greater than or equal to the preset threshold of 500 m, automatically and uniformly reduce the current thrust of the aircraft. Continue to determine whether the current horizontal flight distance of the aircraft is greater than or equal to the preset threshold of 1000 m. If the current horizontal flight distance of the aircraft is greater than or equal to the preset threshold of 1000 m, the level flight phase of the aircraft ends.

[0012] Further, in S100, the method for determining that the current flight phase of the aircraft is the landing phase based on the flight state data is as follows: After the level flight phase of the aircraft ends, the landing phase of the aircraft begins. The aircraft first performs a nose-down operation. It is judged whether the current pitch angle of the aircraft is less than or equal to -15°. If the current pitch angle of the aircraft is less than or equal to -15°, the nose-down operation is stopped. It is judged whether the current height of the aircraft from the ground is less than 100 m. If the current height of the aircraft from the ground is less than 100 m, an automatic nose-up operation is performed on the aircraft. It is judged whether the current pitch angle of the aircraft is greater than or equal to 0°. If the current pitch angle of the aircraft is greater than or equal to 0°, a nose-down operation is performed on the aircraft. It is judged whether the pitch angle of the aircraft is less than or equal to -10°. If the pitch angle of the aircraft is less than or equal to -10°, the nose-down operation is stopped. While performing the nose-down operation on the aircraft, it is judged whether the current height of the aircraft from the ground is less than 30 m. If the current height of the aircraft from the ground is less than 30 m, an automatic nose-up operation is performed on the aircraft. It is judged whether the nose-up pitch angle is greater than or equal to 0°. If it is greater than 0°, the nose-up operation is stopped. The aircraft maintains the current state until touchdown. It is judged whether the fuselage or wing of the aircraft touches the ground. At the same time, it is judged whether the overload value of the aircraft is greater than or equal to 3. If the fuselage or wing of the aircraft does not touch the ground and the overload value of the aircraft is less than 3, the aircraft taxis on the ground. It is judged whether the current taxiing speed of the aircraft is equal to 0. When the taxiing speed of the aircraft is equal to 0, the landing phase of the aircraft ends.

[0013] Further, in S200, when the aircraft is currently in the takeoff phase, the performance of the aircraft is evaluated according to the first preset rule. The first preset rule includes: Obtain the taxiing distance of the aircraft from the start of acceleration to leaving the ground. If the taxiing distance is less than or equal to 180 m, 10 points are scored. If the taxiing distance is greater than 180 m, 0.02 points are deducted for each 0.1 m of the part greater than 180 m, with a maximum deduction of 10 points. When the aircraft is taxiing, it is judged whether the heading deviates. If there is no deviation, 5 points are scored. If the heading deviates, 0.01 points are deducted for each 0.01° of deviation, with a maximum deduction of 5 points. When the aircraft reaches a height of 200 m, if the time taken from leaving the ground is less than or equal to 12 s, 10 points are scored. If the time is greater than 12 s, 0.01 points are deducted for each 0.01 s of excess, with a maximum deduction of 10 points. When the aircraft is from leaving the ground to a height of 200 m, it is judged whether the heading deviates. If there is no deviation, 5 points are scored. For each 0.01° of deviation of the heading, 0.01 points are deducted, with a maximum deduction of 5 points.

[0014] Further, when the aircraft is currently in the level flight phase, evaluate the aircraft performance according to the second preset rule. The second preset rule includes: when the distance in the level flight phase of the aircraft reaches 1000 m, determine whether the heading deviates. If there is no deviation, 5 points are obtained; for each 0.01° deviation of the heading, 0.01 point is deducted, with a maximum deduction of 5 points; when the distance in the level flight phase of the aircraft reaches 1000 m, determine whether a roll occurs. If there is no roll, 5 points are obtained; for each 0.01° roll, 0.01 point is deducted, with a maximum deduction of 5 points; when the distance in the level flight phase of the aircraft reaches 1000 m, if the time used is less than or equal to 10 s, 10 points are obtained. If the time is greater than 10 s, 0.01 point is deducted for each 0.01 s exceeded, with a maximum deduction of 10 points. At the same time, determine whether the aircraft speed is greater than or equal to 180 m / s. If it is greater, the aircraft explodes; the difference between the height when the aircraft pitch angle reaches 0° and the height when the aircraft level flight distance reaches 1000 m is less than or equal to 1 m. If it is less than or equal to 1 m, 10 points are obtained. If it is greater than 1 m, 0.02 point is deducted for each 0.1 m exceeded, with a maximum deduction of 10 points.

[0015] Further, when the aircraft is currently in the landing phase, evaluate the aircraft performance according to the third preset rule. The third preset rule includes: when the aircraft enters the landing phase and glides to touchdown, if the time used is less than or equal to 12 s, 10 points are obtained. If the time is greater than 12 s, 0.01 point is deducted for each 0.01 s exceeded, with a maximum deduction of 10 points; when the aircraft glides to touchdown, determine whether the heading deviates. If there is no deviation, 5 points are obtained. If the heading deviates, 0.01 point is deducted for each 0.01° deviation of the heading, with a maximum deduction of 5 points; when the aircraft touches down, whether the overload value is less than 1.5. If it is less than 1.5, 10 points are obtained. If it is greater than 1.5, 0.1 point is deducted for each 0.01 exceeded, with a maximum deduction of 10 points. If the overload value is greater than or equal to 3, the aircraft explodes; when the aircraft is stationary, determine whether the heading deviates. If there is no deviation, 5 points are obtained. If the heading deviates, 0.01 point is deducted for each 0.01° deviation of the heading, with a maximum deduction of 5 points; from the time when the aircraft enters the landing phase until it is stationary after touchdown, determine whether the distance is less than 1500 m. If it is less than 1500 m, 10 points are obtained. If it is greater than 1500 m, 0.002 point is deducted for each 0.1 m exceeded, with a maximum deduction of 10 points.

[0016] Further, a method for automatically evaluating the performance of an aircraft in a 3D simulation physical engine further includes S500. Superimpose the aircraft performance evaluation values in the takeoff phase, level flight phase, and landing phase to obtain the overall aircraft performance evaluation value.

[0017] The beneficial effects of the above technical solutions provided by the embodiments of the present invention at least include:

[0018] An embodiment of the present invention discloses a method for automatically evaluating the performance of an aircraft in a 3D simulation physical engine, including: obtaining aircraft flight state data, and judging the current flight stage of the aircraft according to the flight state data. The flight stages of the aircraft include a takeoff stage, a level flight stage, and a landing stage; when the aircraft is currently in the takeoff stage, evaluate the aircraft performance according to a first preset rule; when the aircraft is currently in the level flight stage, evaluate the aircraft performance according to a second preset rule; when the aircraft is currently in the landing stage, evaluate the aircraft performance according to a third preset rule. The present invention provides a method for automatically evaluating the performance of an aircraft in a 3D simulation physical engine. This method realizes an objective and comprehensive evaluation of the aircraft performance by integrating high-precision physical simulation and data analysis technology, and has significant technical advantages and application prospects.

[0019] The following further describes the technical solutions of the present invention in detail through the drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings are used to provide a further understanding of the present invention, and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention, and do not constitute a limitation to the present invention. In the drawings:

[0021] Figure 1 It is a flowchart of a method for automatically evaluating the performance of an aircraft in a 3D simulation physical engine in Embodiment 1 of the present invention;

[0022] Figure 2 It is a schematic diagram of the operation process of the aircraft takeoff stage in Embodiment 1 of the present invention;

[0023] Figure 3 It is a schematic diagram of the operation process of the aircraft level flight stage in Embodiment 1 of the present invention;

[0024] Figure 4 It is a schematic diagram of the operation process of the aircraft landing stage in Embodiment 1 of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0025] The following will describe the exemplary embodiments of the present disclosure in more detail with reference to the drawings. Although the exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided so that the present disclosure can be more thoroughly understood and the scope of the present disclosure can be fully conveyed to those skilled in the art.

[0026] To solve the problems existing in the prior art, an embodiment of the present invention provides a method for automatically evaluating the performance of an aircraft in a 3D simulation physical engine.

[0027] Embodiment 1

[0028] The present invention discloses a method for automatically evaluating the performance of an aircraft in a 3D simulation physical engine, such as Figure 1 , including:

[0029] S100. Obtain the flight state data of the aircraft, and determine the current flight phase of the aircraft according to the flight state data. The flight phases of the aircraft include the take-off phase, the level flight phase, and the landing phase; the take-off, level flight, and landing phases of the aircraft are crucial links in the entire flight process. The take-off phase can be divided into several parts such as ground taxiing, liftoff, and climb; the level flight phase refers to the stable flight state of the aircraft on a predetermined route and altitude. In this phase, the pilot needs to maintain the balance between the lift and gravity of the aircraft, as well as the balance between the thrust and drag, to ensure the stable flight of the aircraft; the landing phase can be divided into several parts such as glide, flare, float, touchdown, and landing taxiing.

[0030] Specifically, a 3D simulation physical engine is a software tool or program library for simulating physical phenomena in a 3D scene. A physical engine, simply put, is to calculate the motion interaction and dynamic characteristics between objects and the scene, between objects and characters, and between objects in a 3D scene. By simulating real physical effects, such as gravity, collision, rigid body dynamics, etc., the physical engine provides a highly realistic simulation of the behavior of objects in the virtual world. In 3D simulation, the role of the physical engine is particularly important. It enables the objects in the virtual scene to move and interact according to physical laws, thereby enhancing the realism and interactivity of the simulation.

[0031] Specifically, such as Figure 2 , in S100 of this embodiment, the method for determining that the current flight phase of the aircraft is the take-off phase according to the flight state data is as follows: First, receive the take-off signal, and determine whether there is any part of the aircraft in contact with the ground except the landing gear. If there is no part of the aircraft in contact with the ground except the landing gear, then determine whether the aircraft is symmetric. If the aircraft is symmetric, the aircraft maintains its current heading, and determine whether the current thrust of the aircraft is greater than the drag. If the current thrust of the aircraft is greater than the drag, calculate the current ground taxiing speed of the aircraft, and compare the current ground taxiing speed with the preset threshold of 45 m / s. If the current ground taxiing speed reaches the preset threshold of 45 m / s, perform a nose-up operation on the aircraft, and determine whether the lift of the aircraft is greater than the gravity. If the lift of the aircraft is greater than the gravity, make the aircraft climb.

[0032] In some preferred embodiments, when the aircraft is climbing, it is judged whether the current altitude of the aircraft reaches a preset threshold of 200 m. If the current altitude of the aircraft does not reach the preset threshold of 200 m, it is judged whether the current elevation angle of the aircraft is greater than or equal to a preset threshold of 15°. If the current elevation angle of the aircraft is less than the preset threshold of 15°, the aircraft is continued to be pitched up, and it is re-judged whether the current altitude of the aircraft reaches the preset threshold of 200 m until the current altitude of the aircraft reaches 200 m. When the current altitude of the aircraft reaches 200 m, the current take-off stage of the aircraft ends.

[0033] In this embodiment, as Figure 3 , the method for judging that the current flight stage of the aircraft is the level flight stage according to the flight state data is as follows: after the altitude of the aircraft reaches 200 m and the current elevation angle of the aircraft is 0°, the aircraft is stopped from pitching down, and it is judged whether the current horizontal distance of the aircraft flight is greater than or equal to a preset threshold of 500 m. If the current horizontal distance of the aircraft flight is greater than or equal to the preset threshold of 500 m, the current thrust of the aircraft is automatically and uniformly reduced, and it is continued to judge whether the current horizontal distance of the aircraft flight is greater than or equal to a preset threshold of 1000 m. If the current horizontal distance of the aircraft flight is greater than or equal to the preset threshold of 1000 m, the level flight stage of the aircraft ends.

[0034] In this embodiment, as Figure 4, the method for determining that the current flight phase of the aircraft is the landing phase based on the flight state data is as follows: After the level flight phase of the aircraft ends, the landing phase of the aircraft begins. The aircraft first performs a nose-down operation. Determine whether the current pitch angle of the aircraft is less than or equal to -15°. If the current pitch angle of the aircraft is less than or equal to -15°, stop the nose-down operation. Determine whether the current height of the aircraft from the ground is less than 100m. If the current height of the aircraft from the ground is less than 100m, automatically perform a nose-up operation on the aircraft. Determine whether the current pitch angle of the aircraft is greater than or equal to 0°. If the current pitch angle of the aircraft is greater than or equal to 0°, perform a nose-down operation on the aircraft. Determine whether the pitch angle of the aircraft is less than or equal to -10°. If the pitch angle of the aircraft is less than or equal to -10°, stop the nose-down operation; while performing a nose-down operation on the aircraft, determine whether the current height of the aircraft from the ground is less than 30m. If the current height of the aircraft from the ground is less than 30m, automatically perform a nose-up operation on the aircraft. Determine whether the nose-up pitch angle is greater than or equal to 0°. If it is greater than 0°, stop the nose-up operation. The aircraft maintains the current state until touchdown. Determine whether the fuselage or wing of the aircraft touches the ground, and at the same time determine whether the overload value of the aircraft is greater than or equal to 3. If the fuselage or wing of the aircraft does not touch the ground and the overload value of the aircraft is less than 3, the aircraft is taxiing on the ground. Determine whether the current taxiing speed of the aircraft is equal to 0. When the taxiing speed of the aircraft is equal to 0, the landing phase of the aircraft ends S200. When the aircraft is currently in the takeoff phase, evaluate the aircraft performance according to the first preset rule; in 200 of this embodiment, when the aircraft is currently in the takeoff phase, as shown in Table 1, evaluate the aircraft performance according to the first preset rule. The first preset rule includes: Obtain the taxiing distance from when the aircraft starts to accelerate until it leaves the ground. If the taxiing distance is less than or equal to 180m, score 10 points. If the taxiing distance is greater than 180m, deduct 0.02 points for each 0.1m of the part greater than 180m, with a maximum deduction of 10 points; when the aircraft is taxiing, determine whether the heading deviates. If there is no deviation, score 5 points. If the heading deviates, deduct 0.01 points for each 0.01° of deviation, with a maximum deduction of 5 points; when the aircraft reaches a height of 200 meters, if the time from leaving the ground is less than or equal to 12s, score 10 points. If the time is greater than 12s, deduct 0.01 points for each 0.01 second of excess, with a maximum deduction of 10 points; when the aircraft is from leaving the ground to a height of 200m, determine whether the heading deviates. If there is no deviation, score 5 points. For each 0.01° of deviation of the heading, deduct 0.01 points, with a maximum deduction of 5 points.

[0035] S300. When the aircraft is currently in the level flight phase, evaluate the aircraft performance according to the second preset rule;

[0036] In S300 of this embodiment, when the aircraft is currently in the level flight stage, the aircraft performance is evaluated according to the second preset rule. The second preset rule includes: when the distance in the level flight stage of the aircraft reaches 1000 m, it is judged whether the course deviates. If there is no deviation, 5 points are obtained; for each 0.01° deviation of the course, 0.01 point is deducted, with a maximum deduction of 5 points. When the distance in the level flight stage of the aircraft reaches 1000 m, it is judged whether a roll occurs. If there is no roll, 5 points are obtained; for each 0.01° roll, 0.01 point is deducted, with a maximum deduction of 5 points. When the distance in the level flight stage of the aircraft reaches 1000 m, if the time used is less than or equal to 10 s, 10 points are obtained; if the time is greater than 10 s, 0.01 point is deducted for each 0.01 s exceeded, with a maximum deduction of 10 points. At the same time, it is judged whether the aircraft speed is greater than or equal to 180 m / s. If it is greater, the aircraft explodes. The difference between the height when the pitch angle of the aircraft reaches 0° and the height when the level flight distance of the aircraft reaches 1000 m is less than or equal to 1 m. If it is less than or equal to 1 m, 10 points are obtained; if it is greater than 1 m, 0.02 point is deducted for each 0.1 m exceeded, with a maximum deduction of 10 points.

[0037] S400. When the aircraft is currently in the landing stage, the aircraft performance is evaluated according to the third preset rule.

[0038] In S400 of this embodiment, when the aircraft is currently in the landing stage, the aircraft performance is evaluated according to the third preset rule. The third preset rule includes: when the aircraft enters the landing stage and glides to touchdown, if the time used is less than or equal to 12 s, 10 points are obtained; if the time is greater than 12 s, 0.01 point is deducted for each 0.01 s exceeded, with a maximum deduction of 10 points. When the aircraft glides to touchdown, it is judged whether the course deviates. If there is no deviation, 5 points are obtained; if the course deviates, 0.01 point is deducted for each 0.01° deviation of the course, with a maximum deduction of 5 points. When the aircraft touches down, whether the overload value is less than 1.5. If it is less than 1.5, 10 points are obtained; if it is greater than 1.5, 0.1 point is deducted for each 0.01 exceeded, with a maximum deduction of 10 points. If the overload value is greater than or equal to 3, the aircraft explodes. When the aircraft is stationary, it is judged whether the course deviates. If there is no deviation, 5 points are obtained; if the course deviates, 0.01 point is deducted for each 0.01° deviation of the course, with a maximum deduction of 5 points. When the aircraft enters the landing stage until it comes to a stop after touchdown, it is judged whether the distance is less than 1500 m. If it is less than 1500 m, 10 points are obtained; if it is greater than 1500 m, 0.002 point is deducted for each 0.1 m exceeded, with a maximum deduction of 10 points.

[0039] Table 1 Scoring Instructions for Aircraft Performance Indicators

[0040]

[0041] In some preferred embodiments, a method for automatically evaluating the performance of an aircraft in a 3D simulation physics engine is characterized by further comprising S500. Superposing the aircraft performance evaluation values in the take-off stage, the level flight stage, and the landing stage to obtain the overall aircraft performance evaluation value. For example, if the score in the take-off stage is 30 points, the score in the level flight stage is 30 points, and the score in the landing stage is 40 points, then the overall aircraft performance evaluation value is 100 points.

[0042] This embodiment discloses a method for automatically evaluating the performance of an aircraft in a 3D simulation physics engine, comprising: obtaining aircraft flight state data, and judging the current flight stage of the aircraft according to the flight state data, where the flight stages of the aircraft include the take-off stage, the level flight stage, and the landing stage; when the aircraft is currently in the take-off stage, evaluating the aircraft performance according to a first preset rule; when the aircraft is currently in the level flight stage, evaluating the aircraft performance according to a second preset rule; when the aircraft is currently in the landing stage, evaluating the aircraft performance according to a third preset rule. The present invention provides a method for automatically evaluating the performance of an aircraft in a 3D simulation physics engine. By integrating high-precision physical simulation and data analysis technologies, this method realizes an objective and comprehensive evaluation of the aircraft performance, and has significant technical advantages and application prospects.

Claims

1. A method for automatically evaluating aircraft performance in a 3D simulation physics engine, characterized in that: include: S100. Acquire aircraft flight status data, and determine the current flight phase of the aircraft according to the flight status data, wherein the flight phase of the aircraft includes a take-off phase, a level flight phase, and a landing phase; S200. When the aircraft is currently in the take-off phase, the aircraft performance is evaluated according to the first preset rule; S300. When the aircraft is currently in the level flight phase, the aircraft performance is evaluated according to the second preset rule; S400. When the aircraft is currently in the landing phase, the aircraft performance is evaluated according to a third preset rule.

2. A method for automatically evaluating aircraft performance in a 3D simulation physics engine as claimed in claim 1, characterized in that: In S100, the method for determining whether the current flight phase of the aircraft is the take-off phase according to the flight status data is as follows: receiving a take-off signal, determining whether the current aircraft has any part other than the landing gear touching the ground, if no part other than the landing gear touching the ground, determining whether the aircraft is symmetrical, if the aircraft is symmetrical, the aircraft maintains the current heading, determining whether the current aircraft thrust is greater than the resistance, if the current aircraft thrust is greater than the resistance, calculating the current ground taxiing speed of the aircraft, and comparing the current ground taxiing speed with a preset threshold value of 45 m / s, if the current ground taxiing speed reaches the preset threshold value of 45 m / s, performing a lift-up operation on the aircraft, determining whether the lift of the aircraft is greater than the gravity, and if the lift of the aircraft is greater than the gravity, causing the aircraft to climb.

3. A method for automatically evaluating aircraft performance in a 3D simulation physics engine as claimed in claim 2, characterized in that: When the aircraft is climbing, it is determined whether the current aircraft altitude reaches the preset threshold of 200m. If the current aircraft altitude does not reach the preset threshold of 200m, it is determined whether the current aircraft elevation angle is greater than or equal to the preset threshold of 15°. If the current aircraft elevation angle is less than the preset threshold of 15°, the aircraft is continuously raised to determine whether the current aircraft altitude reaches the preset threshold of 200m again until the current aircraft altitude reaches 200m. When the current aircraft altitude reaches 200m, the current take-off phase of the aircraft ends.

4. A method for automatically evaluating aircraft performance in a 3D simulation physics engine as claimed in claim 1, characterized in that: In S100, the method for judging whether the current flight stage of the aircraft is the level flight stage according to the flight status data is as follows: when the aircraft altitude reaches 200m and the current elevation angle of the aircraft is 0°, the head-down operation of the aircraft is stopped, and it is judged whether the current horizontal distance of the aircraft is greater than or equal to a preset threshold value of 500m; if the current horizontal distance of the aircraft is greater than or equal to the preset threshold value of 500m, the thrust of the current aircraft is automatically reduced at a uniform speed, and it is continued to be judged whether the current horizontal distance of the aircraft is greater than or equal to the preset threshold value of 1000m; if the current horizontal distance of the aircraft is greater than or equal to the preset threshold value of 1000m, the level flight stage of the aircraft ends.

5. A method for automatically evaluating aircraft performance in a 3D simulation physics engine as claimed in claim 1, characterized in that: In S100, the method for judging whether the current flight phase of the aircraft is the landing phase according to the flight status data is as follows: after the level flight phase of the aircraft ends, the landing phase of the aircraft begins, the aircraft first performs a head-down operation to judge whether the current pitch angle of the aircraft is less than or equal to -15°, if the current pitch angle of the aircraft is less than or equal to -15°, the head-down operation is stopped, and it is judged whether the current height of the aircraft above the ground is less than 100m, if the current height of the aircraft above the ground is less than 100m, the aircraft is automatically raised, and it is judged whether the current pitch angle of the aircraft is greater than or equal to 0°, if the current pitch angle of the aircraft is greater than or equal to 0°, the aircraft is lowered, and it is judged whether the pitch angle of the aircraft is less than or equal to -10°, if the pitch angle of the aircraft is less than or equal to -10°, the head-down operation is stopped; While the aircraft is lowering its head, determine whether the current height of the aircraft from the ground is less than 30m. If the current height of the aircraft from the ground is less than 30m, the aircraft is automatically raised to determine whether the pitch angle is greater than or equal to 0°. If it is greater than 0°, stop the raising operation and the aircraft maintains the current state until it touches down. Determine whether the fuselage or wing of the aircraft is touching the ground, and at the same time determine whether the aircraft overload value is greater than or equal to 3. If the fuselage or wing of the aircraft is not touching the ground and the aircraft overload value is less than 3, the aircraft is taxiing on the ground, and determine whether the current aircraft taxiing speed is equal to 0. When the aircraft taxiing speed is equal to 0, the aircraft landing phase ends.

6. A method for automatically evaluating aircraft performance in a 3D simulation physics engine as claimed in claim 3, characterized in that: In S200, when the aircraft is currently in the take-off phase, the aircraft performance is evaluated according to the first preset rule, which includes: obtaining the rolling distance when the aircraft starts to accelerate to take-off, if the rolling distance is less than or equal to 180m, then 10 points are scored, if the rolling distance is greater than 180m, 0.02 points are deducted for every 0.1m greater than 180m, with a maximum deduction of 10 points; when the aircraft is taxiing, determine whether the heading deviates, if there is no deviation, 5 points are scored, if the heading deviates, 0.01 points are deducted for every 0.01° deviation of the heading, with a maximum deduction of 5 points; when the aircraft reaches an altitude of 200 meters, if the time taken from take-off is less than or equal to 12s, then 10 points are scored, if the time is greater than 12s, 0.01 points are deducted for every 0.01 second exceeding, with a maximum deduction of 10 points; when the aircraft takes off from the ground to an altitude of 200m, determine whether the heading deviates, if there is no deviation, 5 points are scored, if the heading deviates for every 0.01° deviation of the heading, 0.01 points are deducted, with a maximum deduction of 5 points.

7. A method for automatically evaluating aircraft performance in a 3D simulation physics engine as claimed in claim 4, characterized in that: In S300, when the aircraft is currently in the level flight stage, the aircraft performance is evaluated according to the second preset rule, and the second preset rule includes: when the distance of the aircraft in the level flight stage reaches 1000m, it is judged whether the heading deviates, if there is no deviation, 5 points are scored, and 0.01 points are deducted for each 0.01° deviation of the heading, with a maximum deduction of 5 points; when the distance of the aircraft in the level flight stage reaches 1000m, it is judged whether a roll occurs, if there is no roll, 5 points are scored, and 0.01 points are deducted for each 0.01° roll, with a maximum deduction of 5 points; when the distance of the aircraft in the level flight stage reaches 1000m, it is judged whether a roll occurs, if there is no roll, 5 points are scored, and 0.01 points are deducted for each 0.01° roll, with a maximum deduction of 5 points; When the distance reaches 1000m, if the time is less than or equal to 10s, 10 points will be scored. If the time is greater than 10s, 0.01 points will be deducted for every 0.01 second exceeding the limit, with a maximum deduction of 10 points. At the same time, it is determined whether the aircraft speed is greater than or equal to 180m / s. If it is greater, the aircraft will explode. The difference between the altitude when the aircraft pitch angle reaches 0° and the altitude when the aircraft reaches a level flight distance of 1000m is less than or equal to 1m. If it is less than or equal to 1m, 10 points will be scored. If it is greater than 1m, 0.02 points will be deducted for every 0.1m exceeding the limit, with a maximum deduction of 10 points.

8. A method for automatically evaluating aircraft performance in a 3D simulation physics engine as claimed in claim 5, characterized in that: In S400, when the aircraft is currently in the landing phase, the aircraft performance is evaluated according to the third preset rule, and the third preset rule includes: when the aircraft enters the landing phase and glides to touchdown, if the time is less than or equal to 12 seconds, 10 points are scored. If the time is greater than 12 seconds, 0.01 points are deducted for every 0.01 seconds exceeding the time, with a maximum deduction of 10 points; when the aircraft glides to touchdown, it is determined whether the heading deviates. If there is no deviation, 5 points are scored. If the heading deviates, 0.01 points are deducted for every 0.01° deviation of the heading, with a maximum deduction of 5 points; when the aircraft touches down, whether the overload value is less than 1.5 If it is less than 1.5, 10 points will be awarded. If it is greater than 1.5, 0.1 point will be deducted for every 0.01 degree exceeding the limit, with a maximum deduction of 10 points. If the overload value is greater than or equal to 3, the aircraft will explode. When the aircraft is stationary, determine whether the heading has deviated. If not, 5 points will be awarded. If the heading has deviated, 0.01 point will be deducted for every 0.01 degree deviation, with a maximum deduction of 5 points. When the aircraft enters the landing phase and remains stationary after landing, determine whether the distance is less than 1500m. If it is less than 1500m, 10 points will be awarded. If it is greater than 1500m, 0.002 points will be deducted for every 0.1m exceeding the limit, with a maximum deduction of 10 points.

9. A method for automatically evaluating aircraft performance in a 3D simulation physics engine, characterized in that: The method further comprises S500. superimposing the aircraft performance evaluation values ​​of the take-off phase, the level flight phase and the landing phase to obtain an overall performance evaluation value of the aircraft.

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