Aircraft landing safety assessment method and device

Abstract

The invention belongs to the technical field of flight reliability design, and relates to an aircraft landing safety assessment method and device, and the method comprises the steps: S1, generating a set number of random values in a specified value range for each variable; s2, taking each random value of each variable as an initial value of an initial control point, and performing aircraft landing simulation for multiple times to obtain a simulation value of each variable; s3, comparing the simulation value with an expected value to obtain a variable deviation; s4, determining a variable deviation mean value and a variable standard deviation; s5, constructing a safety envelope line by taking the variable deviation as a vertical coordinate and the distance between the aircraft position and the termination control point as a horizontal coordinate; and step S6, for each aircraft landing working condition, based on the actual variable deviation in the landing process, carrying out statistics on the sections of the low risk area, the medium risk area and the high risk area of each variable. According to the method, the safety of aircraft landing can be accurately evaluated, and the reliability of aircraft design is improved.

Description

Technical Field

[0001] The present application belongs to the technical field of flight reliability design, and in particular relates to a method and device for evaluating aircraft landing safety. Background Art

[0002] Aircraft landing safety is affected by numerous factors, particularly when landing on a floating platform. These factors include the aircraft's parameters, the platform's structural and functional limitations, and the external environment. Therefore, to ensure safe landings, a safety assessment is required for each landing. This allows for the analysis of landing control experience, optimization of automated landing algorithms, and iterative design optimization of the aircraft and floating platform. Existing technologies lack analytical or guiding strategies for aircraft landing safety assessments. Summary of the Invention

[0003] The first aspect of the present application provides an aircraft landing safety assessment method, which mainly includes: Step S1: for each of the specified variables, generate a set number of random values within a specified value range; Step S2: Using each random value of each variable as the initial value of the starting control point, multiple aircraft landing simulations are performed based on the given pilot landing model to obtain simulated values of each variable from the starting control point to the ending control point according to the desired landing strategy; Step S3: comparing the simulation value with the expected value given by the expected landing strategy to obtain a variable deviation; Step S4: for each variable, determine the variable deviation mean and variable standard deviation based on the variable deviations of multiple aircraft landing simulations; Step S5: constructing a safety envelope with the variable deviation as the ordinate and the distance between the aircraft position and the termination control point as the abscissa, including, according to the baseline method, defining an area within one variable standard deviation unit from the mean of the variable deviation as a low-risk area, defining an area within one variable standard deviation unit to two variable standard deviation units from the mean of the variable deviation as a medium-risk area, and defining an area within two variable standard deviation units to three variable standard deviation units from the mean of the variable deviation as a high-risk area; Step S6: For each aircraft landing condition, the low-risk area, medium-risk area, and high-risk area sections of each variable are counted based on the actual variable deviation during the landing process.

[0004] Preferably, in step S1, the designated variables include lateral position, longitudinal position, approach speed, sink rate, drift rate, pitch angle and roll angle.

[0005] Preferably, before step S2, the method further includes: Construct a pilot landing model, which controls the landing of the aircraft based on the landing error. The landing error includes the descent error generated by the pilot's observation and the position deviation error of the landing aid equipment fed back from the landing point. The glide error is calculated based on the FLOLS focus and the distance from the pilot to the FLOLS focus. The distance from the pilot to the FLOLS focus is calculated based on the height of the center of gravity of the aircraft relative to the glide line and the distance from the center of gravity of the aircraft to the pilot's eyes. The distance from the center of gravity of the aircraft to the pilot's eyes is calculated based on the pitch attitude of the aircraft. The position deviation error is obtained by calculating the FLOLS focus and the aircraft glide angle. The aircraft glide angle is obtained by calculating the height of the aircraft's center of gravity relative to the glide line and the distance from the aircraft's center of gravity to the landing aid device. The distance from the aircraft's center of gravity to the landing aid device is obtained by calculating the aircraft's pitch attitude.

[0006] Preferably, step S4 further comprises: The variable deviations and variable standard deviations of different variables are aligned for flight positions, including interpolating the variable deviations at a given flight position based on the variable deviations at each simulated flight position from the starting control point to the ending control point; and interpolating the variable standard deviation at a given flight position based on the variable standard deviations at each simulated flight position from the starting control point to the ending control point.

[0007] Preferably, step S6 further comprises: Step S61: Obtain risk value intervals for low-risk areas, medium-risk areas, and high-risk areas; Step S62: For each variable in the low-risk, medium-risk, and high-risk zones, interpolate the corresponding risk value intervals using the actual variable deviation to obtain the risk values of each variable at different distances from the end control point. Step S63: weightedly calculate the risk value of each variable to obtain the final risk value at different distances from the termination control point.

[0008] The second aspect of the present application provides an aircraft landing safety assessment device, which mainly includes: A random value generation module is used to generate a set number of random values within a specified value range for each of the specified variables; A simulation parameter acquisition module is used to use each random value of each variable as the initial value of the starting control point, perform multiple aircraft landing simulations based on a given pilot landing model, and obtain the simulated values of each variable from the starting control point to the ending control point according to the expected landing strategy; a variable deviation calculation module, configured to compare the simulation value with an expected value given by the expected landing strategy to obtain a variable deviation; A deviation mean and standard deviation calculation module is used to determine the variable deviation mean and variable standard deviation for each variable based on the variable deviation of multiple aircraft landing simulations; a risk area generation module, configured to construct a safety envelope using the variable deviation as a vertical coordinate and the distance between the aircraft position and the termination control point as a horizontal coordinate, including, based on a baseline method, defining an area within one variable standard deviation unit from the mean of the variable deviation as a low-risk area, defining an area within one variable standard deviation unit to two variable standard deviation units from the mean of the variable deviation as a medium-risk area, and defining an area within two variable standard deviation units to three variable standard deviation units from the mean of the variable deviation as a high-risk area; The safety assessment module is used to calculate the low-risk, medium-risk and high-risk sections of each variable based on the actual variable deviation during the landing process for each aircraft landing condition.

[0009] Preferably, the specified variables include lateral position, longitudinal position, approach speed, sink rate, drift rate, pitch angle and roll angle.

[0010] Preferably, the simulation parameter acquisition module includes a pilot landing model, and the pilot landing model controls the landing of the aircraft according to the landing error, wherein the landing error includes the descent error generated by the pilot's observation and the position deviation error of the landing aid equipment fed back from the landing point, wherein: The glide error is calculated based on the FLOLS focus and the distance from the pilot to the FLOLS focus. The distance from the pilot to the FLOLS focus is calculated based on the height of the center of gravity of the aircraft relative to the glide line and the distance from the center of gravity of the aircraft to the pilot's eyes. The distance from the center of gravity of the aircraft to the pilot's eyes is calculated based on the pitch attitude of the aircraft. The position deviation error is obtained by calculating the FLOLS focus and the aircraft glide angle. The aircraft glide angle is obtained by calculating the height of the aircraft's center of gravity relative to the glide line and the distance from the aircraft's center of gravity to the landing aid device. The distance from the aircraft's center of gravity to the landing aid device is obtained by calculating the aircraft's pitch attitude.

[0011] Preferably, the deviation mean and standard deviation calculation module includes: The interpolation calculation unit is used to align the variable deviations and variable standard deviations of different variables in flight position, including interpolating the variable deviations at a given flight position point based on the variable deviations at each simulated flight position point from the starting control point to the ending control point; and interpolating the variable standard deviation at a given flight position point based on the variable standard deviations at each simulated flight position point from the starting control point to the ending control point.

[0012] Preferably, the security assessment module includes: A risk value interval acquisition unit is used to obtain the risk value intervals of low-risk areas, medium-risk areas and high-risk areas; The variable risk value calculation unit is used to interpolate the low-risk area, medium-risk area and high-risk area of each variable in the corresponding risk value interval using the actual variable deviation to obtain the risk value of each variable at different distances from the end control point; The final risk value calculation unit is used to weightedly calculate the risk value of each variable to obtain the final risk value at different distances from the termination control point.

[0013] This application can accurately assess the safety of aircraft landing and improve the reliability of aircraft design. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a flow chart of a preferred embodiment of the aircraft landing safety assessment method of the present application.

[0015] Figure 2 This is the landing error calculation principle diagram of the pilot landing model.

[0016] Figure 3 It is a schematic diagram of the roll angle curve cluster.

[0017] Figure 4 It is the safety envelope of lateral deviation and a schematic diagram of each safety area.

[0018] Figure 5 This is a schematic diagram of the final risk curve. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and should not be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in conjunction with the drawings.

[0020] The first aspect of the present application provides a method for evaluating the safety of an aircraft landing. Figure 1 As shown, it mainly includes: Step S1: for each of the specified variables, generate a set number of random values within a specified value range; Step S2: Using each random value of each variable as the initial value of the starting control point, multiple aircraft landing simulations are performed based on the given pilot landing model to obtain simulated values of each variable from the starting control point to the ending control point according to the desired landing strategy; Step S3: comparing the simulation value with the expected value given by the expected landing strategy to obtain a variable deviation; Step S4: for each variable, determine the variable deviation mean and variable standard deviation based on the variable deviations of multiple aircraft landing simulations; Step S5: constructing a safety envelope with the variable deviation as the ordinate and the distance between the aircraft position and the termination control point as the abscissa, including, according to the baseline method, defining an area within one variable standard deviation unit from the mean of the variable deviation as a low-risk area, defining an area within one variable standard deviation unit to two variable standard deviation units from the mean of the variable deviation as a medium-risk area, and defining an area within two variable standard deviation units to three variable standard deviation units from the mean of the variable deviation as a high-risk area; Step S6: For each aircraft landing condition, the low-risk area, medium-risk area, and high-risk area sections of each variable are counted based on the actual variable deviation during the landing process.

[0021] This application constructs a safety envelope through steps S1 to S5, and then in step S6, uses the safety envelope as a criterion to perform a safety assessment on the aircraft landing condition, as described in detail below.

[0022] Taking the desired landing state of an aircraft as an example, the entire landing process on a mobile water platform can be divided into two phases: the approach phase and the landing phase. This application primarily focuses on the approach phase, which refers to the period from the aircraft's initial position in the air at a set distance from the mobile water platform until it reaches the surface. In this application, this process is represented by a process from a starting control point to an ending control point. For example, the desired landing state for the aircraft is: a landing speed of 70 m / s, a pitch angle of 4.9°, a sink rate of 4 m / s, and an angle of attack of 8.4°. During the descent, the ideal scenario is for the aircraft to maintain this state and descend along a straight line at an angle of 3.5° (angle of attack minus pitch angle) to the surface of the mobile water platform. Any deviation between the actual flight state and the desired landing state represents a risk to the aircraft. This application utilizes extensive simulation test data to statistically define the safety ranges for each state of the aircraft's approach flight process. Furthermore, the baseline method is employed to establish a mathematical model for aircraft approach flight risk, enabling a safety assessment of the aircraft's landing process.

[0023] Pilots, through extensive flight simulator training, land-based aircraft flight training, and water mobile platform landing training, have a wealth of experience in landing control procedures. Therefore, pilots can be understood as large-scale expert systems, with a clear understanding of their positional judgments and issues to be aware of at each stage. By establishing all different initial flight states at the starting control point, allowing experienced pilots to perform targeted landing control, a flight state envelope for the aircraft at different landing points can be summarized. This envelope, to a certain extent, reflects the pilot's overall flight experience. The more tests conducted and the greater the amount of data, the more representative the state envelope will be of the pilot's flight performance based on his or her experience. Experienced pilots can adopt the most appropriate control method for flight control when faced with various initial flight states. This is why, when a pilot feels the automatic landing system's strategy is unreasonable, they can interrupt the automatic landing and adopt manual landing control. To this end, in steps S1 and S2, this application sets different initial values at the starting control point, repeatedly executes the landing mission using a pilot model, records the entire flight trajectory, and uses the baseline method to divide the trajectory envelope to establish an aircraft approach flight risk model.

[0024] The aircraft's lateral and longitudinal deviations, approach speed, sink rate, drift rate, roll angle, and pitch angle have the greatest impact on the aircraft's landing effect. Therefore, in some optional implementations, in step S1, the designated variables include lateral position, longitudinal position, approach speed, sink rate, drift rate, pitch angle, and roll angle.

[0025] In step S1, for each of the seven variables mentioned above, a set number of random values are generated within a specified range of values. For example, the initial approach speed is a random value between 50m / s and 80m / s, the initial pitch angle is a random value between 3° and 7°, the initial roll angle is a random value between -3° and 3°, the initial sink rate is a random value between 2m / s and 6m / s, and the initial drift rate is a random value between -2m / s and 2m / s. The initial lateral and longitudinal positions are represented by the difference from the set starting position, for example, the initial lateral deviation is a random value between -20m and 20m, and the initial longitudinal deviation is a random value between -30m and 30m. Within the specified range of the above variables, each random value generated represents an aircraft landing simulation. Other parameters of the simulation conditions include: a pilot landing model for simulating the pilot, a speed of 24 knots for the mobile platform on the water, and a sea state of level 2.

[0026] In some optional implementations, the set number is not less than 100.

[0027] It is understandable that the more simulation times are, the more accurate the statistical results are. In this embodiment, at least 100 random values are generated for each variable, and 100 simulated landing tests are performed.

[0028] In some optional embodiments, step S2 further includes: Construct a pilot landing model, which controls the landing of the aircraft based on the landing error. The landing error includes the descent error generated by the pilot's observation and the position deviation error of the landing aid equipment fed back from the landing point. The glide error is calculated based on the FLOLS focus and the distance from the pilot to the FLOLS focus. The distance from the pilot to the FLOLS focus is calculated based on the height of the center of gravity of the aircraft relative to the glide line and the distance from the center of gravity of the aircraft to the pilot's eyes. The distance from the center of gravity of the aircraft to the pilot's eyes is calculated based on the pitch attitude of the aircraft. The position deviation error is obtained by calculating the FLOLS focus and the aircraft glide angle. The aircraft glide angle is obtained by calculating the height of the aircraft's center of gravity relative to the glide line and the distance from the aircraft's center of gravity to the landing aid device. The distance from the aircraft's center of gravity to the landing aid device is obtained by calculating the aircraft's pitch attitude.

[0029] like Figure 2 As shown in Figure 1, the Fresnel Lens Optical Landing System (FLOLS) is the core visual aid for guiding aircraft landings. Its key guidance signal is called the "Roger Sphere," consisting of a vertical array of yellow reference lights on a mobile platform above water, with an orange Fresnel lens focusing light, called the "Roger Sphere," embedded in the center. The pilot landing model emphasizes two vertical errors: the pilot-observed glide path error and the position error of the landing aid equipment on the mobile platform, which is invisible to the pilot. Figure 2 middle, is the distance from the pilot to the FLOLS focus, which is the distance from the landing point + 425 feet, is the distance from the center of gravity to the landing aid equipment, is the distance from the center of gravity to the pilot's eyes, is the glide angle.

[0030] In step S2, the simulation value of each variable in each simulation can form a curve, where the horizontal axis is the distance from the end control point and the vertical axis is the variable. 100 simulations will generate 100 curves, for example Figure 3 The cluster of roll angle curves shown.

[0031] In step S3, the expected values for the desired landing strategy are given above, for example, a landing speed of 70 m / s, a pitch angle of 4.9°, a sink rate of 4 m / s, and an angle of attack of 8.4°. These are the expected values at every moment or position from the starting control point to the ending control point. The aircraft landing simulation process controls the aircraft toward the expected values even when there are deviations from the initial values. In theory, the deviations of these variables should be minimized during the simulation.

[0032] In step S4, for at least 100 aircraft landing simulations for each variable, the mean and standard deviation of the deviation are calculated. The mean of the variable deviation is represented by M, and the standard deviation of the variable is represented by In some optional embodiments, step S4 further includes: The variable deviations and variable standard deviations of different variables are aligned for flight positions, including interpolating the variable deviations at a given flight position based on the variable deviations at each simulated flight position from the starting control point to the ending control point; and interpolating the variable standard deviation at a given flight position based on the variable standard deviations at each simulated flight position from the starting control point to the ending control point.

[0033] Since the horizontal axis data of each simulation for each variable is not uniform, such as Figure 3 The graph shown is intended only to demonstrate the technical effects of this application. The actual raw data is a table containing roll angle data for each simulation node from -2000m to the final control point. To this end, this embodiment counts the distance from -1400m to the final control point (using -10m in this application), using every 2m as a distance sampling point and performing linear interpolation on all data.

[0034] In step S5, according to the basic principle of baseline method, the state deviation is The probability of between is 68.26%, The probability is 95.44%, in The probability of is 99.74%. Therefore, this application defines The area is a low-risk area. and The area is a medium-risk area. and The area is a high-risk area, draw a safety envelope, Figure 4 The safety envelope of lateral deviation and various safety areas are given.

[0035] Finally, in step S6, for each aircraft landing condition, the specific circumstances of the risk zones it falls into during the actual landing process can be determined. For example, when the distance from the termination control point is 1400m-1200m, it falls into the medium-risk zone, and other positions fall into the low-risk zone.

[0036] In some optional implementations, step S6 further includes: Step S61: Obtain risk value intervals for low-risk areas, medium-risk areas, and high-risk areas; Step S62: For each variable in the low-risk, medium-risk, and high-risk zones, interpolate the corresponding risk value intervals using the actual variable deviation to obtain the risk values of each variable at different distances from the end control point. Step S63: weightedly calculate the risk value of each variable to obtain the final risk value at different distances from the termination control point.

[0037] This embodiment is used to quantify the risk value. The defined low-risk area is basically the standard landing state envelope. The aircraft approaches according to this envelope to achieve a landing control effect with a small deviation. In step S61, the risk value interval is set to [0, 0.2); and The limited range belongs to the intermediate transition zone, and the risk interval included in this range has the largest span. In step S61, the risk value interval is set to [0.2, 0.9); and It is a high-risk area, which is an envelope area that the aircraft should avoid as much as possible. This area has high risk and small span. In step S61, the risk value interval is set to [0.9, 1.0); The risk value of the area outside is the highest and is set to a constant value of 1. Within each safety zone, the risk value changes linearly, so the interpolation in step S62 can be linear interpolation. The linear interpolation process can be expressed using the following formula: .

[0038] In the above formula, represents the actual variable deviation, Represents the risk value of the jth variable, such as the horizontal position risk value , vertical position risk value , Approach Speed Risk Value , sinking rate risk value , Drift Rate Risk Value , Pitch angle risk value , roll angle risk value. Finally, in step S63, the final risk value is determined for: . Figure 5 The risk change curve of the final risk value of completing an artificial landing test on a flight simulator is given.

[0039] This application fully considers the impact of the control quality of various variables on safety during the entire approach process of the aircraft, uses a comprehensive simulation platform to obtain a large amount of test data, and adopts the baseline method to obtain the safety envelope of seven variables, forming a mathematical model of approach flight risk, thereby improving the accuracy of aircraft landing safety assessment.

[0040] The second aspect of the present application provides an aircraft landing safety assessment device corresponding to the above method, mainly comprising: A random value generation module is used to generate a set number of random values within a specified value range for each of the specified variables; A simulation parameter acquisition module is used to use each random value of each variable as the initial value of the starting control point, perform multiple aircraft landing simulations based on a given pilot landing model, and obtain the simulation values of each variable from the starting control point to the ending control point according to the expected landing strategy; a variable deviation calculation module, configured to compare the simulation value with an expected value given by the expected landing strategy to obtain a variable deviation; A deviation mean and standard deviation calculation module is used to determine the variable deviation mean and variable standard deviation for each variable based on the variable deviation of multiple aircraft landing simulations; a risk area generation module, configured to construct a safety envelope using the variable deviation as a vertical coordinate and the distance between the aircraft position and the termination control point as a horizontal coordinate, including, based on a baseline method, defining an area within one variable standard deviation unit from the mean of the variable deviation as a low-risk area, defining an area within one variable standard deviation unit to two variable standard deviation units from the mean of the variable deviation as a medium-risk area, and defining an area within two variable standard deviation units to three variable standard deviation units from the mean of the variable deviation as a high-risk area; The safety assessment module is used to calculate the low-risk, medium-risk and high-risk sections of each variable based on the actual variable deviation during the landing process for each aircraft landing condition.

[0041] In some optional embodiments, the specified variables include lateral position, longitudinal position, approach speed, sink rate, drift rate, pitch angle, and roll angle.

[0042] In some optional embodiments, the simulation parameter acquisition module includes a pilot landing model, and the pilot landing model controls the landing of the aircraft according to a landing error, wherein the landing error includes a descent error generated by the pilot's observation and a position deviation error of the landing aid device fed back from the landing point, wherein: The glide error is calculated based on the FLOLS focus and the distance from the pilot to the FLOLS focus. The distance from the pilot to the FLOLS focus is calculated based on the height of the center of gravity of the aircraft relative to the glide line and the distance from the center of gravity of the aircraft to the pilot's eyes. The distance from the center of gravity of the aircraft to the pilot's eyes is calculated based on the pitch attitude of the aircraft. The position deviation error is obtained by calculating the FLOLS focus and the aircraft glide angle. The aircraft glide angle is obtained by calculating the height of the aircraft's center of gravity relative to the glide line and the distance from the aircraft's center of gravity to the landing aid device. The distance from the aircraft's center of gravity to the landing aid device is obtained by calculating the aircraft's pitch attitude.

[0043] In some optional implementations, the deviation mean and standard deviation calculation module includes: The interpolation calculation unit is used to align the variable deviations and variable standard deviations of different variables in flight position, including interpolating the variable deviations at a given flight position point based on the variable deviations at each simulated flight position point from the starting control point to the ending control point; and interpolating the variable standard deviation at a given flight position point based on the variable standard deviations at each simulated flight position point from the starting control point to the ending control point.

[0044] In some optional implementations, the security assessment module includes: A risk value interval acquisition unit is used to obtain the risk value intervals of low-risk areas, medium-risk areas and high-risk areas; The variable risk value calculation unit is used to interpolate the low-risk area, medium-risk area and high-risk area of each variable in the corresponding risk value interval using the actual variable deviation to obtain the risk value of each variable at different distances from the end control point; The final risk value calculation unit is used to weightedly calculate the risk value of each variable to obtain the final risk value at different distances from the termination control point.

[0045] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for evaluating aircraft landing safety, characterized in that: include: Step S1: for each of the specified variables, generate a set number of random values within a specified value range; Step S2: Using each random value of each variable as the initial value of the starting control point, multiple aircraft landing simulations are performed based on the given pilot landing model to obtain simulated values of each variable from the starting control point to the ending control point according to the desired landing strategy; Step S3: comparing the simulation value with the expected value given by the expected landing strategy to obtain a variable deviation; Step S4: for each variable, determine the variable deviation mean and variable standard deviation based on the variable deviations of multiple aircraft landing simulations; Step S5: constructing a safety envelope with the variable deviation as the ordinate and the distance between the aircraft position and the termination control point as the abscissa, including, according to the baseline method, defining an area within one variable standard deviation unit from the mean of the variable deviation as a low-risk area, defining an area within one variable standard deviation unit to two variable standard deviation units from the mean of the variable deviation as a medium-risk area, and defining an area within two variable standard deviation units to three variable standard deviation units from the mean of the variable deviation as a high-risk area; Step S6: For each aircraft landing condition, the low-risk area, medium-risk area, and high-risk area sections of each variable are counted based on the actual variable deviation during the landing process.

2. The aircraft landing safety assessment method according to claim 1, wherein: In step S1 , the specified variables include lateral position, longitudinal position, approach speed, sink rate, drift rate, pitch angle, and roll angle.

3. The aircraft landing safety assessment method according to claim 1, wherein: Before step S2, the method further includes: Construct a pilot landing model, which controls the landing of the aircraft based on the landing error. The landing error includes the descent error generated by the pilot's observation and the position deviation error of the landing aid equipment fed back from the landing point. The glide error is calculated based on the FLOLS focus and the distance from the pilot to the FLOLS focus. The distance from the pilot to the FLOLS focus is calculated based on the height of the center of gravity of the aircraft relative to the glide line and the distance from the center of gravity of the aircraft to the pilot's eyes. The distance from the center of gravity of the aircraft to the pilot's eyes is calculated based on the pitch attitude of the aircraft. The position deviation error is obtained by calculating the FLOLS focus and the aircraft glide angle. The aircraft glide angle is obtained by calculating the height of the aircraft's center of gravity relative to the glide line and the distance from the aircraft's center of gravity to the landing aid device. The distance from the aircraft's center of gravity to the landing aid device is obtained by calculating the aircraft's pitch attitude.

4. The aircraft landing safety assessment method according to claim 1, wherein: Step S4 further comprises: The variable deviations and variable standard deviations of different variables are aligned for flight positions, including interpolating the variable deviations at a given flight position based on the variable deviations at each simulated flight position from the starting control point to the ending control point; and interpolating the variable standard deviation at a given flight position based on the variable standard deviations at each simulated flight position from the starting control point to the ending control point.

5. The aircraft landing safety assessment method according to claim 1, wherein: Step S6 further comprises: Step S61: Obtain risk value intervals for low-risk areas, medium-risk areas, and high-risk areas; Step S62: For each variable in the low-risk, medium-risk, and high-risk zones, interpolate the corresponding risk value intervals using the actual variable deviation to obtain the risk values of each variable at different distances from the end control point. Step S63: weightedly calculate the risk value of each variable to obtain the final risk value at different distances from the termination control point.

6. An aircraft landing safety assessment device, characterized in that: include: A random value generation module is used to generate a set number of random values within a specified value range for each of the specified variables; A simulation parameter acquisition module is used to use each random value of each variable as the initial value of the starting control point, perform multiple aircraft landing simulations based on a given pilot landing model, and obtain the simulation values of each variable from the starting control point to the ending control point according to the expected landing strategy; a variable deviation calculation module, configured to compare the simulation value with an expected value given by the expected landing strategy to obtain a variable deviation; A deviation mean and standard deviation calculation module is used to determine the variable deviation mean and variable standard deviation for each variable based on the variable deviation of multiple aircraft landing simulations; a risk area generation module, configured to construct a safety envelope using the variable deviation as a vertical coordinate and the distance between the aircraft position and the termination control point as a horizontal coordinate, including, based on a baseline method, defining an area within one variable standard deviation unit from the mean of the variable deviation as a low-risk area, defining an area within one variable standard deviation unit to two variable standard deviation units from the mean of the variable deviation as a medium-risk area, and defining an area within two variable standard deviation units to three variable standard deviation units from the mean of the variable deviation as a high-risk area; The safety assessment module is used to calculate the low-risk, medium-risk and high-risk sections of each variable based on the actual variable deviation during the landing process for each aircraft landing condition.

7. The aircraft landing safety assessment device according to claim 6, characterized in that: The specified variables include lateral position, longitudinal position, approach speed, sink rate, drift rate, pitch angle, and roll angle.

8. The aircraft landing safety assessment device according to claim 6, wherein: The simulation parameter acquisition module includes a pilot landing model, which controls the landing of the aircraft according to the landing error. The landing error includes the descent error generated by the pilot's observation and the position deviation error of the landing aid equipment fed back from the landing point, wherein: The glide error is calculated based on the FLOLS focus and the distance from the pilot to the FLOLS focus. The distance from the pilot to the FLOLS focus is calculated based on the height of the center of gravity of the aircraft relative to the glide line and the distance from the center of gravity of the aircraft to the pilot's eyes. The distance from the center of gravity of the aircraft to the pilot's eyes is calculated based on the pitch attitude of the aircraft. The position deviation error is obtained by calculating the FLOLS focus and the aircraft glide angle. The aircraft glide angle is obtained by calculating the height of the aircraft's center of gravity relative to the glide line and the distance from the aircraft's center of gravity to the landing aid device. The distance from the aircraft's center of gravity to the landing aid device is obtained by calculating the aircraft's pitch attitude.

9. The aircraft landing safety assessment device according to claim 6, wherein: The deviation mean and standard deviation calculation module includes: The interpolation calculation unit is used to align the variable deviations and variable standard deviations of different variables in flight position, including interpolating the variable deviations at a given flight position point based on the variable deviations at each simulated flight position point from the starting control point to the ending control point; and interpolating the variable standard deviation at a given flight position point based on the variable standard deviations at each simulated flight position point from the starting control point to the ending control point.

10. The aircraft landing safety assessment device according to claim 6, wherein: The safety assessment module includes: A risk value interval acquisition unit is used to obtain the risk value intervals of low-risk areas, medium-risk areas and high-risk areas; The variable risk value calculation unit is used to interpolate the low-risk area, medium-risk area and high-risk area of each variable in the corresponding risk value interval using the actual variable deviation to obtain the risk value of each variable at different distances from the end control point; The final risk value calculation unit is used to weightedly calculate the risk value of each variable to obtain the final risk value at different distances from the termination control point.

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