A method for correcting the position error of static pressure source during the landing phase of an aircraft simulator

Abstract

This invention belongs to the field of aircraft control simulation technology and relates to a method for correcting the position error of a static pressure source during the landing phase of an aircraft simulator. It aims to address the problem that existing static pressure source position error correction technologies lack targeted calibration for ground effects during the landing phase. The invention includes: acquiring real flight data and simulated flight data during the landing phase; calculating the difference in flight parameters to obtain the expected residual value; fitting error parameters to obtain the pressure coefficient caused by the static pressure source position error to determine the position error; superimposing the position error onto the flight parameters of the simulated flight data; recalculating the difference until the expected residual value is less than a threshold, thus completing the correction; the error parameters include the pressure coefficient difference at zero angle of attack, the slope of the pressure coefficient difference as a function of the angle of attack, and the influence factor of ground effects on the position error. This invention performs real-time correction of static pressure sensor measurements, effectively eliminating the static pressure source position error caused by ground effects during the landing phase.

Description

Technical Field

[0001] This invention belongs to the field of aircraft control simulation technology, and specifically relates to a method, system, electronic equipment, and computer-readable storage medium for correcting the static pressure source position error during the landing phase of an aircraft simulator. Background Technology

[0002] In the field of aviation, static pressure sensors are the core components for obtaining atmospheric static pressure. Their measurement accuracy directly affects the accuracy of key flight parameters such as airspeed, altitude, and Mach number, thus impacting flight safety and handling performance. However, due to the influence of fuselage shape, aerodynamic layout, and flight conditions, airflow disturbances around the fuselage can cause deviations between the pressure values ​​measured by the static pressure sensor and the actual atmospheric static pressure, i.e., static pressure source location error. This error is particularly significant during complex maneuvers such as takeoff and landing, flap and slat opening and closing, and spoiler operation, potentially leading to deviations in flight parameter calculations and even serious safety hazards.

[0003] In existing technologies, research on the correction of static pressure source position errors focuses on the impact of aircraft configurations (such as flaps, spoilers, and landing gear configurations) on static pressure source errors. These efforts attempt to develop universal correction methods applicable to all phases of flight by establishing theoretical models or combining limited flight test data. While these methods aim to cover all phases of flight, they rely on theoretical modeling or limited flight test data, lack a systematic process for comparing simulator and real flight data, and often overlook the significant differences in airflow characteristics at different stages. This makes it difficult to fully reflect the error characteristics under complex flight conditions, especially the unique aerodynamic environment during landing, which limits the optimization of correction algorithms.

[0004] Alternatively, aerodynamic compensation and Atmospheric Data Inertial Reference Unit (ADRIU) calibration can be used to calibrate free flight and takeoff maneuvers to reduce errors. However, this method generally lacks specific calibration for ground effects during the landing phase. Because the aircraft flies close to the ground during landing, the aerodynamic interaction between the ground and the fuselage generates unique airflow interference. Since ADR1U is not optimized for this phase, the airspeed-position error may still be within 4 knots at touchdown, posing a safety risk and failing to fully meet actual flight safety requirements.

[0005] Therefore, it is urgent to conduct special research on the position error of static pressure source during the landing phase in order to improve the accuracy of flight parameter calculation in complex scenarios and fill the gaps in existing technologies. Summary of the Invention

[0006] To address the aforementioned problems in existing technologies, namely the lack of targeted calibration for ground effects during the landing phase and the inability to accurately reflect the error characteristics under the unique aerodynamic environment during landing, the first aspect of this invention proposes a method for correcting the static pressure source position error during the aircraft landing phase in a simulator. The method includes:

[0007] S1. Collect real flight data and recreate it through simulation to obtain simulated data;

[0008] S2. Based on the simulated data, the anti-drive simulator completes aircraft trim and initialization, collects complete simulated data, and then obtains simulated flight data during the landing phase;

[0009] S3. Calculate the difference between the flight parameters of the actual flight data and the simulated flight data during the landing phase, and then obtain the expected value of the residual.

[0010] S4. Fit the error parameters based on the expected value of the residuals;

[0011] The error parameters include the pressure coefficient difference at zero angle of attack, the slope of the pressure coefficient difference as the angle of attack changes, and the influence factor of ground effect on position error;

[0012] S5. Calculate the pressure coefficient caused by the static pressure source position error based on the error parameters, and then calculate the position error of the flight parameters caused by the static pressure source position error.

[0013] S6. Add the position error to the flight parameters of the simulated flight data, return to S3, until the expected value of the residual is less than a predetermined threshold, calculate the pressure coefficient caused by the static pressure source position error in the current iteration, and complete the correction.

[0014] In some preferred embodiments, the collected real flight data is preprocessed, and the preprocessed real flight data is used as input data to the simulator for flight simulation to collect simulation data; the preprocessing includes noise reduction and timestamp alignment, and the simulation data includes control data, environmental data, and system output data.

[0015] In some preferred embodiments, the flight parameters include Mach number, altitude, and speed.

[0016] In some preferred embodiments, error parameters are obtained by fitting an error model based on the expected residual value. The method is as follows:

[0017] S41. Based on the simulation process, the aircraft pressure coefficient is obtained;

[0018] S42. During the landing phase, the aircraft pressure coefficient at zero angle of attack is obtained by combining the aircraft pressure coefficient and related parameters with angle of attack control.

[0019] S43. Obtain the pressure coefficient at different angles of attack, and then obtain the slope of the pressure coefficient as a function of the angle of attack;

[0020] S44. Obtain the ground effect influence factor based on engineering approximation method.

[0021] In some preferred embodiments, the pressure coefficient caused by the static pressure source location error is calculated based on the error parameters, and the method is as follows:

[0022] The pressure coefficient caused by the static pressure source location error is calculated based on the aforementioned error parameters. :

[0023] ;

[0024] in, Indicates the angle of attack of the aircraft; This represents the pressure coefficient difference at zero angle of attack; The slope representing the change of the pressure coefficient with respect to the angle of attack; This indicates a coefficient that takes into account the effects of ground effect.

[0025] In some preferred embodiments, the position error is superimposed onto the flight parameters of the simulated flight data, and the method is as follows:

[0026] The Mach number position error, altitude position error, and velocity position error are respectively superimposed onto the flight parameters of the simulated flight data to obtain indication parameters, which are then used to determine parameter corrections.

[0027] ;

[0028] ;

[0029] ;

[0030] The indicated parameters include indicated airspeed. Indicator bar altitude Indicator Mach number ;

[0031] If the current residual expectation value is not less than the predetermined threshold, the indication parameter is used as the flight parameter of the landing phase simulation flight data in the next iteration, and the process returns to step S3 to recalculate the difference.

[0032] The beneficial effects of this invention are:

[0033] This invention introduces a ground effect correction coefficient to correct the static pressure sensor measurement values ​​in real time, effectively eliminating the static pressure source position error caused by the ground effect during the landing phase. Ultimately, it corrects the airspeed error caused by this on the simulator, which can significantly reduce the airspeed position error during the landing phase, avoid risks such as landing attitude judgment errors and abnormal touchdown speeds caused by parameter calculation deviations, and improve the reliability of flight parameters.

[0034] Establish a dedicated error analysis model and calibration mechanism based on ground effect aerodynamic characteristics, improve the static pressure source error correction technology system, and fill the gap in error correction technology during the landing phase;

[0035] By combining simulator data with real flight data in a systematic way, a standardized error acquisition and verification process is established, making the correction method more in line with actual flight conditions, providing data support for engineering applications, improving the simulation accuracy of simulator flight parameters, and enhancing the realism of flight simulators. Attached Figure Description

[0036] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0037] Figure 1 This is a flowchart of a method for correcting the static pressure source position error during the landing phase of an aircraft simulator, as described in an embodiment of the present invention.

[0038] Figure 2 This is a schematic diagram of the structure of a computer system used to implement the methods, systems, and devices of this application. Detailed Implementation

[0039] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0040] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0041] This invention provides a method for correcting the static pressure source position error during the landing phase of an aircraft simulator. Addressing the shortcomings of existing static pressure source position error correction technologies, which lack targeted calibration for ground effects during landing and fail to accurately reflect the error characteristics under the unique aerodynamic environment of landing, this method introduces a ground effect correction coefficient to perform real-time correction of the static pressure sensor measurements. This effectively eliminates the static pressure source position error caused by ground effects during landing, ultimately correcting the resulting airspeed error on the simulator.

[0042] The present invention provides a method for correcting the static pressure source position error during the landing phase of an aircraft simulator, the method comprising:

[0043] S1. Collect real flight data and recreate it through simulation to obtain simulated data;

[0044] S2. Based on the simulated data, the anti-drive simulator completes aircraft trim and initialization, collects complete simulated data, and then obtains simulated flight data during the landing phase;

[0045] S3. Calculate the difference between the flight parameters of the actual flight data and the simulated flight data during the landing phase, and then obtain the expected value of the residual.

[0046] S4. Fit the error parameters based on the expected value of the residuals;

[0047] The error parameters include the pressure coefficient difference at zero angle of attack, the slope of the pressure coefficient difference as the angle of attack changes, and the influence factor of ground effect on position error;

[0048] S5. Calculate the pressure coefficient caused by the static pressure source position error based on the error parameters, and then calculate the position error of the flight parameters caused by the static pressure source position error.

[0049] S6. Add the position error to the flight parameters of the simulated flight data, return to S3, until the expected value of the residual is less than a predetermined threshold, calculate the pressure coefficient caused by the static pressure source position error in the current iteration, and complete the correction.

[0050] To more clearly explain the method for correcting the static pressure source position error during the landing phase of an aircraft simulator according to the present invention, the following is in conjunction with... Figure 1 The steps in the embodiments of the present invention will be described in detail below.

[0051] The first embodiment of the present invention proposes a method for correcting the static pressure source position error during the landing phase of an aircraft simulator, including steps S1-S6, each step of which is described in detail below:

[0052] S1. Collect real flight data and recreate it through simulation to obtain simulated data;

[0053] The collected real flight data (such as QAR data) is preprocessed, and the preprocessed real flight data is used as input data to the simulator for flight simulation. Complete simulation data is collected, and time period segments are extracted to obtain flight data for the landing phase. The preprocessing includes noise reduction and timestamp alignment. The simulation data includes control data, environmental data, and system output data.

[0054] Preferably, in this embodiment, for multi-source heterogeneous noise (such as IMU high-frequency vibration noise, GPS jump noise, control surface signal quantization noise, etc.) present in real flight data, denoising is performed based on a three-stage cascaded adaptive denoising architecture, the method of which is as follows:

[0055] 1) Construct a prior model for sensor noise:

[0056] For the angular rate signal obtained by the inertial measurement unit (IMU) Its noise includes zero-mean Gaussian white noise and non-stationary vibration terms, and is modeled as follows:

[0057] ;

[0058] in, The noise standard deviation is obtained from the sensor manual or static calibration. This is a non-stationary vibration noise term based on the current flight pressure altitude h(t) and the current Mach number M(t), specifically... ; The aerothermal-structural coupling coefficient is calibrated using historical data. To normalize the random disturbance term, simulate the vibration phase uncertainty;

[0059] For GPS location signals Jump noise is eliminated through robust estimation, and the displacement change between adjacent time steps is defined as:

[0060] ;

[0061] like If the condition is met, it is marked as an outlier and removed or repaired by interpolation (such as spline interpolation). It is a dynamic threshold;

[0062] in, At the current flight speed, This is an empirical coefficient. The sampling period.

[0063] The angular velocity signal and the GPS position signal after preliminary denoising are obtained and used as inputs for subsequent wavelet decomposition and thresholding. .

[0064] 2) Adaptive wavelet threshold denoising:

[0065] Select Daubechies wavelet base and scaling functions Perform J-level decomposition on each sensor signal:

[0066] ;

[0067] Definition of the first j The energy of the layer wavelet detail coefficients is The estimated local signal-to-noise ratio is:

[0068] ;

[0069] Actual threshold of each layer Adjusted for exponential decay and combined with flight phase gain factors:

[0070] ;

[0071] in, These are low-frequency approximation coefficients. For the first j Layer high-frequency detail coefficients, E0 can be replaced by the original signal energy; basic threshold ; Derived from prior models or residual estimates, where N is the signal length; The attenuation coefficient (0.1~0.3 is used in this embodiment). For reference signal-to-noise ratio, the historical average value is used; This is the gain factor for the flight phase, and its value varies in different flight phases.

[0072] Use the standard soft thresholding function to handle detail coefficients:

[0073] ;

[0074] Processed coefficients With approximation coefficient Inverse transform yields the intermediate denoised signal:

[0075] ;

[0076] 3) Residual noise suppression via wavelet-Kalman cascade filtering:

[0077] The signal after wavelet denoising A state-space model is constructed and Kalman filtering is performed, using angular velocity... For example, define a state vector. Equation of state:

[0078] ;

[0079] Observation equation:

[0080] ;

[0081] in, It is the observation value at time t. For angular acceleration, the covariance matrix Q and variance R are dynamically adjusted according to the flight phase (e.g., climb, cruise, maneuver), and R is estimated by the residual variance after wavelet denoising; F is the state transition matrix. The process noise is assumed to be zero-mean Gaussian white noise, and H is the observation matrix. It is observation noise, assumed to be zero-mean Gaussian white noise;

[0082] Perform the standard Kalman filter prediction-update steps to obtain the optimal state estimate. The final denoised signal is the first element of the state vector:

[0083] .

[0084] Preferably, the first element of the state vector in the above-mentioned final denoised signal is a single variable. Alternatively, the corresponding state component can be selected as the output according to specific requirements.

[0085] By using dynamic thresholds to avoid misjudging normal motion as noise during high-speed flight, and by introducing a signal-to-noise ratio feedback mechanism to avoid signal distortion or insufficient denoising caused by traditional hard / soft thresholds, a wavelet-Kalman cascade structure is adopted to balance high-frequency noise suppression and dynamic response fidelity. By combining flight state parameters (altitude, speed) to model non-stationary noise, the physical interpretability of denoising is improved, spurious system responses caused by noise are reduced, and the simulation consistency of control data, environmental data, and system output data is improved, supporting high-confidence flight simulation.

[0086] In this embodiment, the above-mentioned standard Kalman filter prediction-update step is a conventional update recursive process based on existing technology, and will not be further explained.

[0087] S2. Based on the simulated data, the anti-drive simulator completes aircraft trim and initialization, collects complete simulated data, and then obtains simulated flight data for the landing phase.

[0088] Preferably, the control data obtained from the simulator during the landing phase, the environmental data, and the output data and flight parameters of the aircraft system during this process are obtained by combining the data monitoring software; then the environmental parameters of the simulator (such as air pressure, temperature, and wind speed) are set, and the simulator is driven by the control data to complete the aircraft trim and initialization, obtain complete simulated flight data, and extract flight parameters such as Mach number, altitude, and speed during the simulated flight process during the landing phase.

[0089] S3. Calculate the difference between the flight parameters of the real flight data and the simulated flight data during the landing phase, and then obtain the expected value of the residual; the flight parameters include Mach number, altitude and speed.

[0090] Preferably, the flight parameters such as Mach number, altitude, and speed during the simulated flight process in the landing phase are compared with the corresponding data in the real flight data to obtain the difference between the two; then, by continuously taking the continuous difference, the expected residual value between the simulator data and the real data is obtained.

[0091] S4. Fit the residual expectation value to obtain error parameters; the error parameters include the pressure coefficient difference at zero angle of attack, the slope of the pressure coefficient difference as the angle of attack changes, and the influence factor of ground effect on position error.

[0092] Preferably, the error parameters are obtained by fitting an error model based on the expected value of the residuals. The method is as follows:

[0093] S41. Based on the simulation process, obtain the aircraft pressure coefficient:

[0094] ;

[0095] in, The static pressure on the wing surface; The static pressure of the incoming flow from a distance; air density; The speed of the incoming airflow from a distance (airspeed);

[0096] S42. During the landing phase, the aircraft pressure coefficient at zero angle of attack is obtained by combining the aircraft pressure coefficient and related parameters with angle of attack control.

[0097] S43. Obtain the pressure coefficient at different angles of attack, and then obtain the slope of the pressure coefficient as a function of the angle of attack;

[0098] The change of aircraft pressure coefficient with angle of attack is a nearly linear process. When flying at low speed (Mach number M < 0.3) and at a small angle of attack (not close to stall), an approximation can be made. By obtaining the pressure coefficient at different angles of attack, the slope of the pressure coefficient change with the angle of attack can be obtained.

[0099] S44. The ground effect influence factor is obtained based on the engineering approximation method. The ground effect influence factor is the ratio of the location error to the intensity of the ground effect. Using the engineering approximation method, it can be expressed as:

[0100] ;

[0101] in, This is the position error; This refers to the aircraft's altitude. It is the aerodynamic chord length.

[0102] In this embodiment, the error model is a preset engineering threshold. When a certain parameter meets the threshold of 10 to the power of -3, the parameter is used as the error parameter. The newly calculated pressure coefficient parameter is continuously calculated and iterated to obtain the pressure coefficient difference when the threshold range is reached, and it is returned for the initial simulator balancing.

[0103] In this embodiment, the pressure coefficient at zero angle of attack is shown in Table 1 below, the slope of the pressure coefficient as a function of angle of attack is shown in Table 2 below, and the ground effect influencing factor is shown in Table 3 below.

[0104] Table 1. Pressure coefficient difference at zero angle of attack ( )

[0105]

[0106] Note: For use only during the landing phase.

[0107] Table 2. Slope of pressure coefficient difference as a function of angle of attack ( )

[0108]

[0109] Table 3. Factors influencing position error due to ground effect

[0110]

[0111] S5. Calculate the pressure coefficient (the difference between the free atmospheric static pressure at the static pressure sensor and the ground effect static pressure) caused by the static pressure source position error based on the error parameters, and then calculate the position error of the flight parameters caused by the static pressure source position error.

[0112] Preferably, in this embodiment, the pressure coefficient caused by the static pressure source position error is calculated based on the error parameter. The method is as follows:

[0113] ;

[0114] in, Indicates the angle of attack of the aircraft; This represents the pressure coefficient difference at zero angle of attack; The slope representing the change of the pressure coefficient with respect to the angle of attack; This indicates a coefficient that takes into account the effects of ground effect.

[0115] Preferably, the method for calculating the position error of flight parameters caused by the static pressure source position error is as follows:

[0116] The pressure coefficient caused by the static pressure source position error is converted into Mach number to obtain the Mach number position error:

[0117] ;

[0118] Based on the Mach number position error, the height position error is determined as follows:

[0119] ;

[0120] Based on the altitude position error, the velocity position error (airspeed error) is determined as follows:

[0121] ;

[0122] The position error includes Mach number position error. Height position error Velocity and position error ;

[0123] in, The pressure coefficient is caused by the position error of the static pressure source. Indicates barometric altitude; Indicates the pressure ratio. Indicates density ratio, The Mach number represents the simulated flight data. Indicates calibrated airspeed. This indicates the pressure altitude from the simulated flight data.

[0124] S6. Add the position error to the flight parameters of the simulated flight data, return to S3, until the expected value of the residual is less than a predetermined threshold, calculate the pressure coefficient caused by the static pressure source position error in the current iteration, and complete the correction.

[0125] Preferably, the position error is superimposed onto the flight parameters of the simulated flight data, and the method is as follows:

[0126] The Mach number position error, altitude position error, and velocity position error are respectively superimposed onto the flight parameters of the simulated flight data to obtain indication parameters, which are then used to determine parameter corrections.

[0127] ;

[0128] ;

[0129] ;

[0130] The indicated parameters include indicated airspeed. Indicator bar altitude Indicator Mach number ;

[0131] If the current residual expectation value is not less than the predetermined threshold, the indication parameter is used as the flight parameter of the landing phase simulation flight data in the next iteration, and the process returns to step S3 to recalculate the difference.

[0132] The pressure coefficient difference is calculated iteratively, and the pressure coefficient difference is superimposed to the final value to obtain the flight parameters of the simulated flight data. Parameter correction is then performed. The pressure coefficient difference between the simulator and the real aircraft at zero angle of attack during the landing phase can be calculated using the above method. The slope of the pressure coefficient difference as the angle of attack changes and the influence of ground effect on position error are also calculated. The airspeed difference can be finally obtained through the above formula, which can improve the realism of the pilot's landing phase flight training using the simulator.

[0133] More preferably, in this embodiment, the predetermined threshold is That is, the difference is finally expressed in terms of the dimensions of their respective variables. Within.

[0134] More preferably, in this embodiment, the evaluation parameters are established by using core evaluation factors related to ground effect during the aircraft landing phase. The aerodynamic coupling degree (lift coefficient increment) will be increased. Pitch moment (nose-down moment gradient) ), drag characteristics (rate of induced drag reduction) Energy decay (sinking rate suppression parameter) ), handling sensitivity (rudder effectiveness attenuation ratio) The ratio between the difference between core parameters such as [specific parameters] and actual data and the reasonable tolerance is incorporated into the evaluation system, and the evaluation parameters are obtained after weighted averaging. The closer the evaluation parameter is to 0, the more consistent the simulated data is with the real data. A value greater than 1 indicates that the training effect has deviated from the desired outcome.

[0135] Table 4. Factors influencing position error due to ground effect

[0136]

[0137] Preferably, as shown in Table 4, each core parameter is given a weight of 20%. By calculating the evaluation parameters related to ground effect, it can be seen that the static pressure source position error correction system effectively improves the training effect during the flight landing phase, with an improvement rate of 19.67%.

[0138] Although the steps in the above embodiments are described in the above order, those skilled in the art will understand that in order to achieve the effect of this embodiment, different steps do not need to be executed in such an order. They can be executed simultaneously (in parallel) or in a reverse order. These simple variations are all within the protection scope of this invention.

[0139] A second embodiment of the present invention provides a static pressure source position error correction system for an aircraft landing phase simulator, the system comprising a simulator and a central processing unit;

[0140] The simulator is configured to reproduce real flight data through simulation to obtain simulated data; based on the simulated data, the simulator is driven to complete aircraft trim and initialization.

[0141] The central processing unit includes a data acquisition module, a residual calculation module, a parameter calculation module, and an error correction module;

[0142] The data acquisition module is configured to acquire real flight data; acquire complete simulated data after aircraft trim, and then obtain simulated flight data during the landing phase;

[0143] The residual calculation module is configured to calculate the difference in flight parameters between the real flight data and the simulated flight data during the landing phase, thereby obtaining the expected value of the residual.

[0144] The parameter calculation module is configured to fit based on the residual expectation value to obtain error parameters, calculate the pressure coefficient caused by the static pressure source position error based on the error parameters, and then calculate the position error of the flight parameters caused by the static pressure source position error.

[0145] The error correction module is configured to superimpose the position error onto the flight parameters of the simulated flight data, return to the residual calculation module, and calculate the pressure coefficient caused by the static pressure source position error in the current iteration until the expected value of the residual is less than a predetermined threshold, thereby completing the correction.

[0146] It should be noted that the static pressure source position error correction system for aircraft landing phase in a simulator provided in the above embodiments is only an example of the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the modules or steps in the embodiments of the present invention can be further decomposed or combined. For example, the modules in the above embodiments can be merged into one module, or further divided into multiple sub-modules to complete all or part of the functions described above. The names of the modules and steps involved in the embodiments of the present invention are only for distinguishing the various modules or steps and are not considered as an improper limitation of the present invention.

[0147] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process and related descriptions of the system described above can be found in the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0148] An electronic device according to a third embodiment of the present invention includes:

[0149] At least one processor; and

[0150] A memory communicatively connected to at least one of the processors; wherein,

[0151] The memory stores instructions that can be executed by the processor to implement the above-described method for correcting the static pressure source position error during the landing phase of an aircraft simulator.

[0152] A computer-readable storage medium according to a fourth embodiment of the present invention stores computer instructions, which are executed by a computer to implement the above-described method for correcting the static pressure source position error during the landing phase of an aircraft simulator.

[0153] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process and related descriptions of the electronic device and computer-readable storage medium described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0154] Those skilled in the art will recognize that the modules and method steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. The programs corresponding to the software modules and method steps can be placed in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disks, removable disks, CD-ROMs, or any other form of storage medium known in the art. To clearly illustrate the interchangeability of electronic hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in electronic hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the invention.

[0155] The following is for reference. Figure 2 It shows a schematic diagram of the structure of a computer system for implementing the methods, systems, and devices of this application. Figure 2 The server shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0156] like Figure 2 As shown, the computer system includes a Central Processing Unit (CPU) 201, which can perform various appropriate actions and processes based on programs stored in Read Only Memory (ROM) 202 or programs loaded from storage section 208 into Random Access Memory (RAM) 203. The RAM 203 also stores various programs and data required for system operation. The CPU 201, ROM 202, and RAM 203 are interconnected via a bus 204. An Input / Output (I / O) interface 205 is also connected to the bus 204.

[0157] The following components are connected to I / O interface 205: an input section 206 including a keyboard, mouse, etc.; an output section 207 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 208 including a hard disk, etc.; and a communication section 209 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 209 performs communication processing via a network such as the Internet. A drive 210 is also connected to I / O interface 205 as needed. Removable media 211, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., are installed on drive 210 as needed so that computer programs read from them can be installed into storage section 208 as needed.

[0158] Specifically, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 209, and / or installed from removable medium 211. When the computer program is executed by central processing unit (CPU) 201, it performs the functions defined in the methods of this application. It should be noted that the computer-readable medium described above in this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on a computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0159] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0160] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0161] The terms “first”, “second”, etc., are used to distinguish similar objects, not to describe or indicate a specific order or sequence.

[0162] The term "comprising" or any other similar term is intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus / device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent in such process, method, article, or apparatus / device.

[0163] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A method for correcting the position error of a static pressure source during the landing phase of an aircraft simulator, characterized in that, The method includes: S1. Collect real flight data and recreate it through simulation to obtain simulated data; S2. Based on the simulated data, the anti-drive simulator completes aircraft trim and initialization, collects complete simulated data, and then obtains simulated flight data during the landing phase; S3. Calculate the difference between the flight parameters of the actual flight data and the simulated flight data during the landing phase, and then obtain the expected value of the residual. S4. Obtain the error parameters by fitting based on the expected value of the residuals. The method is as follows: S41. Based on the simulation process, the aircraft pressure coefficient is obtained; S42. During the landing phase, the pressure coefficient of the aircraft at zero angle of attack is obtained based on the aircraft pressure coefficient and angle of attack control. S43. Obtain the pressure coefficient at different angles of attack, and then obtain the slope of the pressure coefficient as a function of the angle of attack; S44. Obtaining the ground effect influence factor based on engineering approximation methods; The error parameters include the pressure coefficient difference at zero angle of attack, the slope of the pressure coefficient difference as the angle of attack changes, and the influence factor of ground effect on position error; S5. Calculate the pressure coefficient caused by the static pressure source position error based on the error parameters, and then calculate the position error of the flight parameters caused by the static pressure source position error. S6. Add the position error to the flight parameters of the simulated flight data, return to S3, until the expected value of the residual is less than a predetermined threshold, calculate the pressure coefficient caused by the static pressure source position error in the current iteration, and complete the correction.

2. The method for correcting the static pressure source position error during the landing phase of an aircraft simulator according to claim 1, characterized in that, The collected real flight data is preprocessed and then used as input data to the simulator for flight simulation, and simulation data is collected. The preprocessing includes noise reduction and timestamp alignment, and the simulation data includes control data, environmental data, and system output data.

3. The method for correcting the static pressure source position error during the landing phase of an aircraft simulator according to claim 1, characterized in that, The flight parameters include Mach number, altitude, and speed.

4. The method for correcting the static pressure source position error during the landing phase of an aircraft simulator according to claim 3, characterized in that, The method for calculating the pressure coefficient caused by the static pressure source location error based on the aforementioned error parameters is as follows: The pressure coefficient caused by the static pressure source location error is calculated based on the aforementioned error parameters. : ； in, Indicates the angle of attack of the aircraft; This represents the pressure coefficient difference at zero angle of attack; The slope representing the change of the pressure coefficient with respect to the angle of attack; This indicates a coefficient that takes into account the effects of ground effect.

5. The method for correcting the static pressure source position error during the landing phase of an aircraft simulator according to claim 4, characterized in that, The method for calculating the positional error of flight parameters caused by the static pressure source position error is as follows: The pressure coefficient caused by the static pressure source position error is converted into Mach number to obtain the Mach number position error: ； Based on the Mach number position error, the height position error is determined as follows: ； Based on the height position error, the velocity position error is determined as follows: ； The position error includes Mach number position error. Height position error Velocity and position error ; in, The pressure coefficient is caused by the position error of the static pressure source. Indicates barometric altitude; Indicates the pressure ratio. Indicates density ratio, The Mach number represents the simulated flight data. This indicates the calibrated airspeed.

6. The method for correcting the static pressure source position error during the landing phase of an aircraft simulator according to claim 5, characterized in that, The method for superimposing the position error onto the flight parameters of the simulated flight data is as follows: The Mach number position error, altitude position error, and velocity position error are respectively superimposed onto the flight parameters of the simulated flight data to obtain indication parameters, which are then used to determine parameter corrections. ； ； ； The indicated parameters include indicated airspeed. Indicator bar altitude Indicator Mach number , This indicates the pressure altitude from the simulated flight data; If the current residual expectation value is not less than the predetermined threshold, the indication parameter is used as the flight parameter of the landing phase simulation flight data in the next iteration, and the process returns to step S3 to recalculate the difference.

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