Simulation system for navigation planning and calculation of simulator based on real installation
By introducing a navigation planning and computing simulation system that implements integrated task processor interaction in the simulator, the problem of navigation parameters in the simulator cannot be measured is solved, navigation loading and flight plan changes are realized, and the accuracy and safety of flight training are improved.
Patent Information
- Application Number
- CN202510288910.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-12
- Publication Date
- 2025-07-29
AI Technical Summary
In simulator simulation, the lack of onboard related measurement equipment and ground equipment makes it impossible for pilots to judge the current situation based on data and cannot perform navigation planning and calculations, which affects the accuracy and safety of flight training.
It provides a simulation system based on navigation planning and calculation of simulators. By interacting with data with the integrated task processor, navigation loading, navigation data setting and flight plan changes are realized, distance, yaw angle, flight direction and other data between the current position and the waypoint, and data are calculated, and displayed on the multi-function display and the integrated task processor.
It realizes navigation loading and flight plan changes in simulator flight training, solves the problem of inability to measure navigation parameters in simulator, provides real-time navigation data calculation and flight plan adjustment functions, and improves the accuracy and safety of flight training.
Smart Images
Figure CN120388498A_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the technical field of simulator navigation planning and calculation, and particularly relates to a simulation system for simulator navigation planning and calculation based on actual installation. Background Art
[0002] Early airplanes and helicopters mainly relied on visual navigation. In the 1920s, instrument navigation began to develop. Simple instruments were installed on airplanes, and the current position of the flight was calculated manually. Radio navigation emerged in the 1930s. In the early 1940s, the very high frequency VOR navigation system and instrument landing system began to be developed. Inertial navigation systems were used for aircraft navigation in the early 1950s. Doppler navigation emerged in the late 1950s. In the 1960s, the long-range radio Loran C navigation system began to be used, with an operating range of up to 2,000 kilometers. Satellite navigation emerged in 1963, and until now, the global positioning navigation system has been developed.
[0003] The main function of a helicopter navigation system is to determine the position of the helicopter and guide it to perform flight tasks according to a predetermined route. For example, in complex environments such as mountain operations and limited-site operations, the helicopter navigation system plays a crucial role in ensuring flight safety. For example, the RNP (Required Navigation Performance) navigation flight procedure, which is a new technology that uses on-board navigation equipment and GPS to guide aircraft takeoff and landing and enter and leave the airport, can help helicopters plan routes and avoid obstacles without ground navigation equipment, especially for airports with complex terrain and bad weather. Generally speaking, this system includes on-board related equipment and ground equipment, which jointly provide navigation information for the helicopter.
[0004] However, in simulator simulation, due to the characteristics of the simulator itself and the absence of on-board related measurement equipment and ground equipment, a large amount of status data cannot be measured by instruments during its use, resulting in the inability of pilots to judge the current situation based on the data during use. Therefore, a simulation system for navigation planning and calculation that can be used in the simulator is needed. Summary of the Invention
[0005] The purpose of the present invention is to provide a simulation system for simulator navigation planning and calculation based on actual installation, taking the actual installation integrated control unit as the interaction object, simulating flight task management in the integrated mission processor, and realizing navigation loading, navigation data setting, and flight plan change in simulator flight training.
[0006] The technical solution for achieving the purpose of the present invention is as follows:
[0007] A simulation system based on actual installation for simulator navigation planning and calculation, which is used to interact with the actual installation integrated mission processor, load the data of the actual installation integrated mission processor, obtain the data changes made by the pilot on the actual installation integrated mission processor during the flight training mission, then perform plan switching to change the current flight plan or the current destination point, and then transmit it to the head-up display, helmet-mounted display, multi-function display, and actual installation integrated mission processor for display. And based on the Mercator coordinates of the current position point and the Mercator coordinates of each point in the flight plan, calculate the distance, yaw angle, yaw offset, heading to fly, and time to fly between the current position and the current destination point, and display these data on the multi-function display and the actual installation integrated mission processor.
[0008] Compared with the prior art, the significant advantages of the present invention are:
[0009] (1) In this simulation system, the planning takes the actual installation integrated control unit as the interaction object, simulates the flight task management in the integrated mission processor, and realizes the navigation loading, navigation data setting, and flight plan change in the simulator flight training.
[0010] (2) This simulation system calculates based on the Mercator coordinates of the current position and the Mercator coordinates of the flight plan waypoints, so as to obtain the data required during the flight process, such as the heading to fly, yaw angle, distance to the destination point, etc. Then, when changing the flight plan based on the above data, the target waypoint is converted.
[0011] (3) This simulation system can calculate various data required during the flight in real time, solves the problem that the navigation parameters cannot be measured in the use of the simulator, replaces the integrated mission processing system navigation data calculation unit in the actual installation integrated mission processor, and at the same time realizes the function of changing the flight plan during the flight in the use of the simulator. Description of the Drawings
[0012] Figure 1 is the schematic diagram of the process of this simulation system
[0013] Figure 2 is the schematic diagram of the current position exactly at a certain search navigation point in the search navigation mode
[0014] Figure 3 is the schematic diagram of the current position not at a certain search navigation point in the search navigation mode
[0015] Figure 4 is the schematic diagram of fan-shaped search navigation
[0016] Figure 5 is the schematic diagram of box-shaped search navigation.
[0017] Figure 6 is the schematic diagram of ladder-shaped search navigation.
[0018] Figure 7 It is the MFD waypoint information interface.
[0019] Figure 8 It is the MFD flight plan interface.
[0020] Figure 9 It is the MFD flight plan route parameter interface.
[0021] Figure 10 It is the MFD navigation parameter interface.
[0022] Figure 11 It is a yaw angle schematic diagram.
[0023] Figure 12 It is a heading to fly schematic diagram. Detailed implementation manners
[0024] The following further introduces the present invention in conjunction with the attached drawings and specific embodiments.
[0025] During the navigation process, this simulation system will provide navigation information for up to 70 different waypoints according to five predefined or in-flight input flight plans. Each waypoint is defined by geographical coordinates, altitude, overfly target time, and magnetic variation. The flight guidance will be displayed on the Head-Up Display (hereinafter referred to as HUD), Head-Mounted Display (hereinafter referred to as HMD), and Multifunctional Display (hereinafter referred to as MFD).
[0026] This simulation system will load the data in the configuration file as the basis, having five flight plans, with each flight plan containing at most 25 waypoints. And during the navigation process, there will also be multiple navigation modes.
[0027] During the flight training process, the pilot can manually change the flight plan on the actual integrated mission processor or change the waypoint information in the current flight plan. After this simulation system interacts with the actual integrated mission processor for data, through calculation and logical processing, it changes the current flight plan or the current waypoint, and then transmits it to be displayed on the HUD, HMD, MFD, and the actual integrated mission processor.
[0028] Based on the Mercator coordinates of the current position point and the Mercator coordinates of each point in the flight plan, calculate the distance, yaw angle, yaw offset, heading to fly, and time to fly between the current position and the current waypoint, and display these data on the MFD and the actual integrated mission processor.
[0029] Such as Figure 1, Schematic diagram of the interaction process between this simulation system and the actual integrated mission processor. This simulation system interacts with the actual integrated mission processor through the serial port, loads the initial data of the actual integrated mission processor, obtains the data changes made by the pilot on the actual integrated mission processor during the flight training mission, and performs the following simulator navigation planning and data calculations based on the data of the actual integrated mission processor.
[0030] After data processing and navigation planning are completed, this simulation system synchronously displays the new navigation data and flight plan to the MFD, HUD, and feeds them back to the actual integrated mission processor.
[0031] I. Plan switching:
[0032] During the flight training process, the pilot uses the actual integrated mission processor to switch the flight plan. The actual integrated mission processor interacts with this simulation system, and then this simulation system performs logical processing.
[0033] If the current flight state is on the ground, the second waypoint in the new plan is default selected as the new current arrival point; if the current flight state is in the air, the first waypoint in the new plan is default selected as the new current arrival point. It is also possible to manually select a certain waypoint in the new plan as the new current arrival point. If this waypoint appears multiple times in the new plan, the one that appears first in the plan is selected as the new current arrival point.
[0034] When switching the plan, if the selected plan is empty, the switch fails and the original plan remains.
[0035] In the tactical navigation and search navigation modes, if there is no modification to the flight plan and no auto / manual rerouting mode, after exiting the tactical navigation and search navigation, the arrival point is the arrival point before entering; in the tactical navigation and search navigation modes, the flight plan and auto / manual rerouting mode can be manually modified, but the original flight mode is continued; after exiting the tactical navigation and search navigation, fly according to the flight plan and auto / manual status modified by the pilot last time.
[0036] This simulation system sets the information of whether the arrival has been reached in the information of each waypoint in the flight plan. When the distance is less than 100m, it is judged that the arrival has been reached, and then the current arrival point is set to the next point in the flight plan, and the information of the previous point is set to have been reached.
[0037] If the diversion point in the manual diversion mode is not a waypoint in the current plan, exit the manual diversion mode, and the new arrival point is the arrival point before entering the manual diversion mode; if the diversion point in the manual diversion mode is a waypoint in the current plan, exit the manual diversion mode when the waypoint has not been reached, and the new arrival point is the arrival point before manual diversion; if the diversion point in the manual diversion mode is a waypoint in the current plan and exits the manual diversion mode after reaching the diversion point, the new arrival point is the next waypoint in the plan after the diversion point.
[0038] For example, the flight plan is 00—01—02—03—04—07—08
[0039] (1) During the flight from 01 to 02, manually divert to 05 (point 05 does not belong to the waypoints in the current flight plan), and exit the manual diversion. Then the course should be from the current position to point 02;
[0040] (2) During the flight from 01 to 02, manually divert to 07 (07 belongs to the waypoints in the current flight plan). When 07 has not been reached and the manual diversion mode is exited, the course should be from the current position to 02; after reaching 07 and exiting the manual diversion mode, the course should be from the current position to 08;
[0041] The basis for judging whether the waypoint position has been reached is that the distance between the current position and the arrival point is less than 100m. The distance calculation method is as follows:
[0042]
[0043] (x1, y1) and (x2, y2) are the Mercator coordinates of the current position and the current arrival point;
[0044] After receiving the return flight command, the flight plan will change to return along the flown points (the flown points only include the flown points in the flight plan, excluding manually diverted points, tactical navigation points, and search navigation points). During this period, the plan can be edited and deleted. If the current number of return points is greater than 30, the flight plan after return is the return points plus 29 points flown from the takeoff point. Example: The flown points are 00, 01, 02......34, 35, and a return instruction is received during the flight to point 36. Then the flight plan is the current position, 28, 27……01, 00.
[0045] II. Search Navigation Mode
[0046] In the search navigation mode, the search route superimposed on the MFD contains 10 search points (search point 01 to search point 10). When the helicopter is flying towards search point 10, the MFD interface refreshes the search route, such as Figure 2 ;
[0047] When the longitude and latitude of the search starting point are inconsistent with the real-time position of the helicopter, the search route (taking the extended rectangle as an example) is from the current position to search point 01, as Figure 3 , in the search navigation mode, after manually modifying the navigation parameters (such as the longitude and latitude of the starting point, heading, etc.), the search point information is updated in real time according to the modified parameters.
[0048] The best search pattern navigation will enable the pilot to select a predetermined waypoint, and starting from this selected waypoint, achieve the best navigation of the search pattern. Three search pattern navigations are defined, namely sector search navigation, box search navigation, and ladder search navigation;
[0049] (1) The sector search navigation will enable the helicopter to conduct search navigation according to a sector, such as Figure 4 ;
[0050] When the sector search navigation mode is selected, the pilot can set parameters for the longitude and latitude of the starting point, search heading, search radius, search sector angle, and clockwise / counterclockwise search.
[0051] (2) The box search navigation will enable the helicopter to conduct search navigation according to a box, such as Figure 5 ;
[0052] When the box search navigation mode is selected, the pilot can set parameters for the longitude and latitude of the starting point, search heading, amplitude, and clockwise / counterclockwise search.
[0053] (3) The ladder search navigation will enable the simulator to conduct search navigation according to a ladder, such as Figure 6 ;
[0054] When the ladder search navigation mode is selected, the pilot can set parameters for the longitude and latitude of the starting point, search heading, step size, amplitude, and clockwise / counterclockwise search.
[0055] III. Display of Navigation on the MFD Interface
[0056] On the MFD waypoint interface, information of each waypoint will be displayed, including the waypoint name and the longitude and latitude of the waypoint, such as Figure 7 ;
[0057] When selecting Plan A / Plan B / Plan C / Plan D / Plan E on the MFD page, the waypoint information of the flight plan will be synchronized. If the simulator is in the air, the arrival time of each waypoint in the current flight plan will be displayed, such as Figure 8 ;
[0058] On the MFD flight plan route parameter interface, the current flight plan route will be displayed, and it will be changed in real time in case of changes in the flight plan or changes in the waypoints in the flight plan, such as Figure 9 ,..
[0059] IV. Calculation of Navigation Data during Flight Training
[0060] During flight, the required data is calculated in real time when the flight position changes in real time, and is simultaneously displayed on the MFD, such as Figure 10 ;
[0061] All calculations are based on converting the longitude and latitude coordinates of waypoints into Mercator coordinates.
[0062] (1) The distance between waypoints (the distance from the current position to the current destination) is calculated using the distance formula between two points in the coordinate system. The formula is as follows:
[0063]
[0064] (x1, y1) and (x2, y2) are the Mercator coordinates of the two points;
[0065] The distance from the current position to the current destination, or the distance between any other required points, is calculated according to this formula.
[0066] (2) The angle between the line connecting two points and the X-axis is calculated using the inverse trigonometric function. The process is as follows:
[0067] Q (angle) = abs(atan((x1 - x2) / (y1 - y2)) * 57.2958)
[0068] Among them, abs() is a function for calculating the absolute value of data existing in multiple programming languages (including but not limited to: C language, C++, MATLAB, Pascal, VBA). Its header file is stdlib.h and it returns an integer, and the value is the absolute value within the parentheses.
[0069] The atan() function is a function that can return the arctangent value of a number. Its header file is math.h and it returns a double-precision floating-point number, and the value is the arctangent value within the parentheses;
[0070] (x1, y1) and (x2, y2) are the Mercator coordinates of the two points;
[0071] The angles of other angles required during the calculation of the yaw angle, or the calculation of any other angle, are calculated based on this formula.
[0072] (3) Calculation of yaw angle and yaw offset:
[0073] The yaw angle is the angle between the projection of the x-axis of the body coordinate system on the horizontal plane and the x-axis of the ground coordinate system. It can be understood as the angle between the longitudinal axis of the fuselage and the ground speed direction on the earth's horizontal plane during flight. Simply put, the yaw angle is the angle between the actual heading and the planned heading. When the projection of the x-axis of the body coordinate system on the horizontal plane rotates counterclockwise to coincide with the x-axis of the ground coordinate system, the yaw angle is positive; otherwise, it is negative. Determined by the movement direction of the aircraft, the yaw angle represents the degree of left-right deviation of the aircraft, that is, the rotation angle around the gravity direction as the axis.
[0074] The calculation of the yaw angle is the difference between the course angle and the actual angle, and the positive or negative value is determined according to the direction.
[0075] For example Figure 11 , the planned flight route is from point 1 to point 2. Assuming that point 4 is the current position of the flight training and the arrow represents the current actual heading of the flight training, then the angle A between the line connecting point 1 and point 2 and the dotted line passing through point 4 represents the current navigation yaw angle, and angle A is positive. Assuming that point 3 is the current position of the flight training and the arrow represents the current actual heading of the flight training, then the angle B between the line connecting point 1 and point 2 and the dotted line passing through point 3 represents the current navigation yaw angle, and angle B is negative;
[0076] Calculate the yaw distance, that is, the vertical distance from the current position to the route. The formula for calculating the yaw distance is as follows:
[0077] First, calculate the area of the triangle formed by the current position, the current waypoint, and the previous waypoint:
[0078] S (area) = abs(((y1 - y5)*(x6 - x5)) - (x1 - x5)*(y6 - y5))) / 2.0
[0079] where (x1, y1), (x5, y5), (x6, y6) are the Mercator coordinates of the current position, the current waypoint, and the previous waypoint respectively, and S is the area formed by the three points. Then calculate the yaw distance:
[0080]
[0081] (4) Calculation of the heading to fly and the time to fly:
[0082] The heading to fly is the heading that should be maintained to make the flight track coincide with the route.
[0083] In the case of no wind or no crosswind, the flight track of the aircraft is consistent with the heading. Wherever the nose is pointed, the aircraft can fly there. The heading to fly is the direction from the current position to the current waypoint.
[0084] In the case of a crosswind, if the above formula is still used when the aircraft passes the starting point of the flight segment, due to the influence of the crosswind, the aircraft will produce drift, and the flight path will deviate to the downwind side of the route and cannot fly over the current destination point. In order to make the flight path coincide with the route, it is necessary to correct the aircraft's heading line by a drift angle in the upwind direction to obtain the heading to be flown. For example, Figure 12 。
[0085] The time to fly should be the Beijing time to reach the current destination point and each subsequent waypoint in the flight plan when proceeding along the route from the current position.
[0086] The time to fly should be based on the sum of the distances obtained by adding up the distances between the current position and the destination point and between the current destination point and each subsequent waypoint in the flight plan, and then dividing by the current flight speed to obtain the time required to reach each waypoint. Adding the current time to the required time gives the time to fly.
Claims
1. A simulation system for simulator navigation planning and calculation based on actual installation, characterized in that It is used to interact with the installed integrated mission processor, load the data of the installed integrated mission processor, obtain the data changes made by the pilot on the installed integrated mission processor during the flight training mission, then perform a plan switch to change the current flight plan or the current destination point, and then transmit it to the head-up display, helmet-mounted display, multi-function display, and the installed integrated mission processor for display. Using the Mercator coordinates of the current position point and each point in the flight plan, calculate the distance, yaw angle, yaw offset, heading to fly, and flight time to fly between the current position and the current destination point, and display these data on the multi-function display and the installed integrated mission processor.
2. The simulation system for simulator navigation planning and calculation based on actual installation according to claim 1, wherein The process of plan switching includes: If the current flight state is on the ground, the second waypoint in the new plan is default selected as the new current destination point; if the current flight state is in the air, the first waypoint in the new plan is default selected as the new current destination point, or a certain waypoint in the new plan is manually selected as the new current destination point. If this waypoint appears multiple times in the new plan, the one that appears first in the plan is selected as the new current destination point.
3. The simulation system for simulator navigation planning and calculation based on actual installation according to claim 2, wherein In the tactical navigation and search navigation modes, without modifying the flight plan and the auto / manual reroute mode, after exiting the tactical navigation and search navigation, the destination point is the destination point before entering; in the tactical navigation and search navigation modes, the flight plan and the auto / manual status can be manually modified, but the original flight mode is continued; after exiting the tactical navigation and search navigation, fly according to the flight plan and the auto / manual status modified manually by the pilot last time.
4. The simulation system for simulator navigation planning and calculation based on actual installation according to claim 3, characterized in that, If the reroute point in the manual reroute mode is not a waypoint in the current plan, exit the manual reroute mode, and the new destination point is the destination point before entering the manual reroute mode; If the reroute point in the manual reroute mode is a waypoint in the current plan and exits the manual reroute mode before reaching the waypoint, the new destination point is the destination point before the manual reroute; If the reroute point in the manual reroute mode is a waypoint in the current plan and exits the manual reroute mode after reaching the reroute point, the new destination point is the next waypoint after the reroute point in the plan.
5. The simulation system for simulator navigation planning and calculation based on actual installation according to claim 2, wherein After receiving the return command, the flight plan will change to return along the route of the flown points, where the flown points only include the flown points in the flight plan and do not include manual reroute points, tactical navigation points, and search navigation points.
6. The simulation system for simulator navigation planning and calculation based on actual installation according to claim 3, characterized in that, In the search navigation mode, the multi-function display interface refreshes the search route; When the longitude and latitude of the starting point of the search are inconsistent with the real-time position of the helicopter, the search route is from the current position to the first search point. In the search navigation mode, after manually modifying the navigation parameters, the search point information is updated in real time according to the modified parameters.
7. The simulation system for simulator navigation planning and calculation based on actual installation according to claim 1, characterized in that, The formula for calculating the yaw offset is: where S is the area of the triangle formed by the current position, the current destination point, and the previous destination point; (x1, y1), (x5, y5), and (x6, y6) are the Mercator coordinates of the current position, the current destination point, and the previous destination point respectively.
8. The simulation system for simulator navigation planning and calculation based on actual installation according to claim 1, characterized in that, The expected flight time is calculated based on the distance from the current position to the arrival point and the distances between the current arrival point and each subsequent waypoint in the flight plan. The sum of these distances is divided by the current flight speed to obtain the time required to reach each waypoint. Adding the current time to the required time gives the expected flight time.