Coach plane take-off and landing auxiliary control system

Abstract

The invention relates to the technical field of coach plane flight auxiliary control, in particular to a coach plane take-off and landing auxiliary control system, which comprises a real-time state sensing module used for acquiring real-time flight and control data, and the real-time flight and control data comprises flight state data, pilot operation input data and external environment data; the pilot proficiency evaluation module is used for calculating a pilot proficiency index; the dynamic permission envelope generation module is used for dynamically generating a dynamic permission envelope; the hybrid control law integration module is used for generating a final control instruction according to the relative relationship between the current flight state data of the aircraft and the dynamic permission envelope; the control instruction execution module is used for receiving and executing the final control instruction to complete closed-loop control of the attitude and trajectory of the aircraft; according to the invention, harmonious co-driving of man-machine instructions is realized, abrupt intervention of a traditional envelope protection system is effectively avoided, and the control experience is improved.

Description

Technical Field

[0001] This invention relates to the field of flight assistance control technology for trainer aircraft, specifically to a takeoff and landing assistance control system for trainer aircraft. Background Technology

[0002] The takeoff and landing assistance control system of trainer aircraft aims to ensure flight safety by limiting flight parameters. Existing assistance systems typically use a fixed safety envelope to provide a uniform protection standard for all pilots. This model cannot adapt to the differences in proficiency among different pilots. When the aircraft approaches a pre-set, fixed safety boundary, the system intervenes abruptly. This intervention may be too conservative for experienced pilots, unnecessarily restricting their control space and affecting training effectiveness; while for novice pilots, the abrupt intervention disrupts the continuity of control and hinders the learning process. This rigid, impersonal auxiliary logic results in a poor human-machine interaction experience, making it difficult to achieve an ideal balance between ensuring flight safety and achieving efficient training, which constitutes a major technical challenge. Summary of the Invention

[0003] To solve the above-mentioned technical problems, the present invention provides a takeoff and landing auxiliary control system for trainer aircraft. Specifically, the technical solution of the present invention includes: The real-time status perception module is used to acquire real-time flight and control data, which includes flight status data, pilot control input data, and external environment data. The pilot proficiency assessment module is used to calculate the pilot proficiency index based on the real-time flight and control data. The dynamic permission envelope generation module is used to dynamically generate a dynamic permission envelope based on the pilot proficiency index. The hybrid control law integration module is used to generate the final control command based on the relative relationship between the aircraft's current flight status data and the dynamic permission envelope; The control command execution module is used to receive and execute the final control command to complete the closed-loop control of the aircraft's attitude and trajectory.

[0004] Preferably, the pilot proficiency assessment module is specifically used for: Based on the real-time flight and control data, the trajectory deviation is calculated; Based on the real-time flight and control data, the control smoothness is calculated; Based on the real-time flight and control data, the aircraft attitude stability margin is calculated. Based on the real-time flight and control data, the control command saturation is calculated; The calculated track deviation, control smoothness, aircraft attitude stability margin, and control command saturation are collectively defined as a set of raw control performance sub-indicators.

[0005] Preferably, the pilot proficiency assessment module is also specifically used for: Each indicator in the set of original manipulation performance sub-indicators is processed by its respective normalization function to generate a set of normalized manipulation performance sub-indicators. The set of normalized control performance sub-indices are weighted and summed to generate the pilot proficiency index, wherein the weighting coefficients used for the weighted summation are adjusted according to the current flight phase.

[0006] Preferably, the dynamic permission packet generation module is specifically used for: Determine the baseline envelope boundary parameters corresponding to the current flight phase; By combining the envelope scaling factor corresponding to the current flight phase, the baseline envelope boundary parameters are linearly adjusted using the pilot proficiency index to generate the dynamic boundary of the dynamic permission envelope.

[0007] Preferably, the reference envelope boundary parameters are basic operational restrictions set by the aircraft flight manual to ensure safety; the envelope scaling factor is a gain coefficient obtained through optimization tuning of the flight simulator, used to convert the dimensionless pilot proficiency index into an adjustment amount with corresponding physical dimensions.

[0008] Preferably, the hybrid control law synthesis module includes: The state normalization unit is used to calculate the dimensionless relative distance index between the current state of the aircraft and the center of the dynamic permission envelope. The hybrid weight calculation unit is used to compare the dimensionless relative distance index with a preset distance threshold and input the comparison result into the hyperbolic tangent function to generate a hybrid weight factor. The instruction mixing unit is used to perform a linear weighted sum of the pilot's control input data and the correction instructions generated by the system based on the mixing weighting factor, so as to generate the final control instruction.

[0009] Preferably, the state normalization unit is specifically used for: For each of the preset key flight parameters, the relative distance between the current parameter value and the center of the dynamic permission envelope is calculated. The maximum value among the calculated relative distances is determined as the dimensionless relative distance index.

[0010] Preferably, the calibration command generated by the system is generated by a multi-channel PID controller; the multi-channel PID controller is specifically used for: Calculate the instantaneous state error vector between the aircraft's current state vector and the target center point vector of the dynamic permission envelope; The instantaneous state error vector is used as input, and the correction command is output based on the instantaneous state error vector.

[0011] Compared with the prior art, the present invention has the following beneficial effects: 1. This system can comprehensively evaluate multiple control performance indicators such as flight path deviation, control smoothness, attitude stability, and command saturation, and objectively quantify the pilot's flight proficiency in real time. Based on this, it generates a personalized dynamic permission envelope. For novice pilots, the system automatically tightens the safety boundary, providing stronger protection and guidance; for experienced pilots, it relaxes the permissions, giving them more autonomous control space, realizing adaptive assistance that matches the pilot's ability and solving the problem of the rigid mode of traditional assistance systems. 2. This system calculates the relative distance between the aircraft's current state and the dynamic permission envelope boundary in real time, and uses a smoothing function to generate a hybrid weight. This weight can seamlessly and linearly weight and fuse the pilot's control commands with the correction commands generated by the system. When the aircraft is flying in the safety center, the system does not intervene. When the state gradually deviates, the system assistance will smoothly and gradually intervene, realizing harmonious co-piloting of human and machine commands, effectively avoiding the abrupt intervention of traditional envelope protection systems, and improving the control experience. 3. By setting dynamically adjustable safety boundaries for pilots of different skill levels, this system can provide solid safety guarantees for novices, preventing them from entering dangerous flight states, while also preserving sufficient autonomous control space for experienced pilots. This design maximizes training benefits and improves the overall quality and efficiency of flight training while ensuring flight safety. 4. This system has constructed a multi-dimensional and dynamic pilot proficiency assessment system. This system not only comprehensively considers multiple key dimensions such as flight path tracking accuracy, control input smoothness, and attitude maintenance stability, but also dynamically adjusts the weight of each assessment indicator according to the specific requirements of different flight stages. This makes the assessment of pilot control level more comprehensive, objective and accurate, and provides a reliable basis for subsequent adaptive assistance. Attached Figure Description

[0012] The present invention will be further explained below with reference to the accompanying drawings and embodiments: Figure 1 This is a structural diagram of the system of the present invention. Detailed Implementation

[0013] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0014] Example 1: Please see Figure 1 A takeoff and landing auxiliary control system for a trainer aircraft, comprising: The real-time status perception module is used to acquire real-time flight and control data, which includes flight status data, pilot control input data, and external environment data. The pilot proficiency assessment module is used to calculate the pilot proficiency index based on the real-time flight and control data. The dynamic permission envelope generation module is used to dynamically generate a dynamic permission envelope based on the pilot proficiency index. The hybrid control law integration module is used to generate the final control command based on the relative relationship between the aircraft's current flight status data and the dynamic permission envelope; The control command execution module is used to receive and execute the final control command to complete the closed-loop control of the aircraft's attitude and trajectory.

[0015] This invention provides a takeoff and landing assistance control system for trainer aircraft. The system aims to address the problems of fixed assistance modes and abrupt intervention experiences in existing technologies. By constructing an evaluation-adaptation-guidance closed-loop control logic, it achieves personalized and adaptive flight assistance, thereby maximizing training benefits while ensuring safety. The system includes: a real-time status perception module, a pilot proficiency assessment module, a dynamic permission envelope generation module, a hybrid control law integration module, and a control command execution module. The real-time status awareness module aims to provide real-time and accurate data input for the entire auxiliary control system, serving as the foundation for system decision-making and control. In this embodiment, the module acquires and integrates multi-source heterogeneous data from the trainer aircraft via the airborne data bus at high frequency. This data can be specifically divided into three categories: the first category is flight status data, including aircraft attitude angles (pitch angle) provided by the inertial measurement unit (IMU) and the atmospheric data computer (ADC). Roll angle Yaw angle angular velocity ,airspeed The first category is ground speed, altitude, etc.; the second category is pilot control input data, which refers to the pilot's original control intentions issued through the control stick and pedals, specifically manifested as the longitudinal displacement of the control stick. Lateral displacement and pedal displacement The third category is external environmental data, such as deviation signals of the glide slope (GS) and localizer (LOC) provided by the Instrument Landing System (ILS). All collected data is formatted and timestamped before being transmitted in real time to the subsequent pilot proficiency assessment module and hybrid control law integration module. The core purpose of the pilot proficiency assessment module is to quantify the pilot's operational performance in the current flight phase in real time and objectively, generating a dynamic index that reflects their skill level. In this embodiment, based on data obtained from the real-time status awareness module, this module performs a series of calculations to ultimately generate a standardized pilot proficiency index, which serves as the fundamental basis for subsequent adaptive adjustments by the module. The purpose of the dynamic permission envelope generation module is to transform the abstract assessment result of pilot proficiency into a specific range of control permissions with clearly defined physical boundaries. In this embodiment, the module receives the proficiency index output by the pilot proficiency assessment module and dynamically adjusts a series of key flight parameters, such as attitude angle and speed safety boundaries, based on the index to generate a personalized dynamic permission envelope. This envelope defines the safe control space currently allowed for the pilot; the higher the proficiency, the larger the space. The hybrid control law integration module aims to intelligently and smoothly integrate the pilot's control inputs with the auxiliary correction commands generated by the system based on the relative relationship between the aircraft's current flight state and the dynamic authority envelope. In this embodiment, the module determines in real time whether the aircraft's state is approaching the boundary of the dynamic authority envelope. When the aircraft is flying safely at the center of the envelope, the system does not intervene, and the pilot has complete control. When the aircraft gradually approaches or attempts to cross the boundary, the module generates a weighting factor and, based on this weight, linearly superimposes the correction commands automatically generated by the system, which aim to pull the aircraft back to the safe center of the envelope, with the pilot's original control input data to generate the final control command. The purpose of the control command execution module is to transform the logical commands generated by the hybrid control law synthesis module into actual control actions for the aircraft. In this embodiment, the module consists of a series of servo actuators and their controllers. It receives the final control command and precisely drives the various control surfaces of the aircraft, such as elevators, ailerons, rudders and engine throttles, to complete the closed-loop control of the aircraft's attitude and flight trajectory. Through the collaborative work of the aforementioned modules, this system can quantitatively assess a pilot's operational proficiency in real time and generate a dynamically changing permission envelope accordingly. Then, based on the relative relationship between the aircraft's state and this dynamic boundary, it smoothly blends pilot input with system correction commands. This not only avoids the abrupt intervention of traditional fixed-envelope protection systems and provides adaptive assistance that matches pilot proficiency, but also preserves maximum autonomous control space for the pilot while ensuring flight safety, thereby improving the safety and personalization of flight training.

[0016] Example 2: The pilot proficiency assessment module is specifically used for: Based on the real-time flight and control data, the trajectory deviation is calculated; Based on the real-time flight and control data, the control smoothness is calculated; Based on the real-time flight and control data, the aircraft attitude stability margin is calculated. Based on the real-time flight and control data, the control command saturation is calculated; The calculated track deviation, control smoothness, aircraft attitude stability margin, and control command saturation are collectively defined as a set of raw control performance sub-indicators. The pilot proficiency assessment module is also specifically used for: Each indicator in the set of original manipulation performance sub-indicators is processed by its respective normalization function to generate a set of normalized manipulation performance sub-indicators. The set of normalized control performance sub-indices are weighted and summed to generate the pilot proficiency index, wherein the weighting coefficients used for weighting and summing are adjusted according to the current flight phase. Based on Example 1, this embodiment specifies the specific implementation method of the pilot proficiency assessment module. In order to generate a comprehensive and accurate pilot proficiency index, the module adopts a multi-standard decision model to comprehensively evaluate the pilot's control performance from multiple dimensions. To achieve this assessment, the module synchronously calculates a set of raw control performance sub-indicators based on real-time flight and control data provided by the real-time state awareness module. This set of indicators collectively characterizes the pilot's control level from different physical dimensions. In this embodiment, this set of indicators includes the following four: Track deviation This sub-index measures the deviation between the aircraft's actual flight path and the preset ideal takeoff and landing path. Its calculation method is as follows: ; in, The glide slope original deviation signal, usually a voltage or a specific digital quantity, is obtained by the real-time status awareness module from the airborne ILS receiver; The original deviation signal from the course, usually a voltage or a specific digital quantity, is acquired by the real-time status awareness module from the airborne ILS receiver. , : Dimensionless scale factor, floating-point number, which is derived from the signal specifications of specific airborne equipment and aims to unify the deviation signals of different physical units into the same comparable scale space. This formula integrates the vertical and horizontal deviations of the two-dimensional track into a single comprehensive index with the dimension of equivalent deviation. The larger the value, the more severe the deviation and the lower the control precision. Manipulation smoothness This sub-index measures the smoothness of pilot operation. Its technical basis lies in the fact that smooth motion corresponds to a smaller higher-order kinematic derivative. This index reflects the pilot's predictive ability and control stability, and is calculated by taking the modulus of the pilot's third-order time derivative with respect to the pilot's control input vector. ; in, The three-dimensional vector input by the pilot's manipulation has the following components: It consists of the displacement data of the control stick and pedals collected by the real-time status perception module; The physical dimension of this index is the third time derivative of the displacement, for example... A smooth manipulation input has a small higher-order derivative, while overly drastic and frequent manipulations will produce a large derivative. The value indicates the pilot's ability to predict and control the aircraft's condition. Aircraft attitude stability margin This sub-index assesses a pilot's ability to maintain attitude stability by calculating the variance of the aircraft's attitude angular rate. The calculation method is as follows: ; in, The three-axis angular rate vector of the aircraft, in units of The data is obtained from the inertial measurement unit by the real-time state perception module; : Variance calculation function, which is applied to data samples within a preset time window; The physical dimension of this index is the square of the angular velocity. The technical motivation is that a stable flight attitude corresponds to a smooth angular rate signal with energy concentrated in the low-frequency region; while excessive corrections or unstable control by the pilot will cause attitude oscillations, which will manifest as too many high-frequency components in the angular rate signal, thereby increasing its variance. Control command saturation This sub-index is a statistic used to measure the cumulative time during which a pilot's control inputs reach their physical travel limits within a unit time window. It reflects whether the pilot frequently performs extreme operations. The physical dimension of this index is time seconds. The technical motivation is that frequent full stick operations usually mean that the pilot is in a passive correction state, has insufficient ability to deal with emergencies, or has an unclear perception of the aircraft's control margin. After obtaining the aforementioned raw control performance sub-indicators with varying dimensions and numerical ranges, the pilot proficiency assessment module uses their respective normalization functions. This data is processed to generate a set of normalized manipulative performance sub-indices. These normalization functions map all sub-indices to a unified... The interval is defined as follows: higher values ​​indicate better performance. Since all four sub-indicators are inverse indicators where a smaller expected value is better, the normalization function can be adopted in the following form: ; in, These are the original sub-index values. This is an unacceptable upper performance threshold for the indicator. The upper performance threshold is derived from the operational restrictions in the flight safety manual or by statistical analysis of a large amount of historical data from flight trainees, for example, by taking the 95th percentile, to ensure that the normalization process has clear engineering and safety significance. Based on this set of normalized indicators, the module performs a weighted sum to generate the final pilot proficiency index. The calculation formula is as follows: ; in, Weighting coefficients, dimensionless floating-point numbers, and satisfying the following conditions: Its origin is based on the expert experience of senior flight instructors for initial settings, and can be dynamically adjusted according to the current flight phase; The formula's logic is to linearly combine multiple dimensions of operational performance into a single, comprehensive proficiency score. One of its core features is that the weighting coefficients are adjusted according to the current flight phase. For example, during the approach phase, the requirement for trajectory accuracy is highest, therefore... correspond The weight will be set to the highest; and during the flattening phase, the requirement for smooth operation is even higher. correspond The weight of may be increased, and this adjustment mechanism allows the proficiency assessment model to focus on key operational qualities at specific stages. By introducing four key, independent sub-indicators of operational performance and normalizing and dynamically weighting them, this embodiment makes the assessment of pilot proficiency more comprehensive, objective, and accurate. Compared with single-indicator assessment, this method can provide a deeper understanding of the pilot's comprehensive capabilities in terms of accuracy, smoothness, and stability. In addition, the weighting coefficients can be dynamically adjusted according to the flight phase, so that the core focus of the assessment model is matched with the requirements of the flight mission in real time, thereby greatly improving the effectiveness and scenario adaptability of the final pilot proficiency index.

[0017] Example 3: The dynamic permission packet generation module is specifically used for: Determine the baseline envelope boundary parameters corresponding to the current flight phase; By combining the envelope scaling factor corresponding to the current flight phase, the pilot proficiency index is used to linearly adjust the baseline envelope boundary parameters to generate the dynamic boundary of the dynamic authority envelope. The baseline envelope boundary parameters are basic operational restrictions set by the aircraft flight manual to ensure safety; the envelope scaling factor is a gain coefficient obtained through optimization tuning of the flight simulator, used to convert the dimensionless pilot proficiency index into an adjustment amount with corresponding physical dimensions.

[0018] This embodiment, based on Embodiment 1, specifies the specific implementation of the dynamic permission envelope generation module. The core task of this module is to transform the dimensionless vector calculated by the previous module into a vector vector. The index is transformed into a dynamic boundary with explicit physical constraints on the aircraft's flight parameters; This module needs to determine the baseline envelope boundary parameters corresponding to the current flight phase. The baseline envelope boundary parameters refer to the basic operational limits set solely to ensure absolute safety of the aircraft during specific flight phases, such as takeoff and landing, without considering individual pilot differences. In this embodiment, these parameters, such as the upper boundary of the pitch angle... Roll angle upper boundary Minimum speed The parameters are set directly based on the statutory safety restrictions in the Aircraft Flight Manual (AFM) or Flight Operations Manual (FCOM), and these parameters constitute the hard boundary base of the authority envelope. This module uses the pilot proficiency index to linearly adjust the baseline envelope boundary parameters, thereby generating the dynamic boundary of the dynamic permission envelope. This scheme uses a first-order linear function as an approximate model for this relationship because it is simple, reliable, and easy to implement in engineering. The upper boundary of the pitch angle is used as an example. For example, in the calculation: ; in, The upper limit of the reference pitch angle for the current flight phase, in degrees, is derived from the values ​​specified in the aircraft flight manual, as described above. Pilot proficiency index, dimensionless, with a value range of [value missing]. This is calculated in real time by the pilot proficiency assessment module; : Envelope scaling factor, in degrees, is obtained through extensive optimization tuning in a flight simulator; Current flight phase indicators, such as: takeoff roll, initial climb, final approach, leveling off; This formula combines a fixed safety boundary reference envelope with real-time pilot performance. In combination, the derivation logic of the formula ensures dimensional consistency: in the second term on the right, the dimensionless... Scaling factor of envelope with dimensions of angle Multiplying them yields an adjustment amount in the dimension of angle; this adjustment amount is then compared with a reference value, which is also in the dimension of angle. Add them together, and you will get the final result. The dimension remains angle; the envelope scaling factor As a key adjustable parameter, its function is to... The proficiency index within the range is converted into a boundary adjustment quantity with practical physical meaning. The optimization objective of this quantity is to make the system's assistance level best match the subjective expectations and objective safety margin of experienced instructors. When the value is 0, the performance is the worst. Equal to the most conservative benchmark value ;when When the value is 1, the performance is optimal. Relaxed to Other boundary parameters such as , , , etc., are also dynamically calculated in a similar way; In this way, this embodiment transforms the traditional, fixed, one-size-fits-all flight envelope into a personalized, dynamic permission space that reflects the pilot's real-time proficiency. For novice pilots, this design automatically tightens the envelope, providing stronger protection and guidance; for experienced pilots, the envelope widens accordingly, granting them greater control freedom. This adaptability not only enhances safety but also significantly improves the human-machine interface experience, avoiding unnecessary restrictions and thus increasing training efficiency.

[0019] Example 4: The hybrid control law synthesis module includes: The state normalization unit is used to calculate the dimensionless relative distance index between the current state of the aircraft and the center of the dynamic permission envelope. The hybrid weight calculation unit is used to compare the dimensionless relative distance index with a preset distance threshold and input the comparison result into the hyperbolic tangent function to generate a hybrid weight factor. The instruction mixing unit is used to perform a linear weighted sum of the pilot's control input data and the correction instructions generated by the system based on the mixing weighting factor, so as to generate the final control instruction; The state normalization unit is specifically used for: For each of the preset key flight parameters, the relative distance between the current parameter value and the center of the dynamic permission envelope is calculated. The maximum value among the calculated relative distances is determined as the dimensionless relative distance index; The calibration command generated by the system is generated by a multi-channel PID controller; the multi-channel PID controller is specifically used for: Calculate the instantaneous state error vector between the aircraft's current state vector and the target center point vector of the dynamic permission envelope; The instantaneous state error vector is used as input, and the correction command is output based on the instantaneous state error vector.

[0020] Based on Example 1, this embodiment specifies the specific implementation method of the hybrid control law integration module. The core function of this module is to achieve smooth and intelligent fusion between pilot commands and system auxiliary commands. Internally, it is completed collaboratively by a state normalization unit, a hybrid weight calculation unit, and a command fusion unit. The purpose of the state normalization unit is to unify the relationship between aircraft state parameters with different physical dimensions, such as angle and velocity, and their respective dynamic permission boundaries, onto a dimensionless, comparable scale. This unit targets several preset key flight parameters, such as pitch angle. Roll angle Calculate the relative distance between the current parameter value and the center of the dynamic permission envelope, using the pitch angle. For example, its dimensionless relative distance index The calculation method is as follows: ; ; The numerator of this formula is the current pitch angle. With dynamic envelope center The absolute distance is given by the numerator, and the denominator is the distance from the center of the radius of the dynamic envelope to the boundary. Since the dimensions of both the numerator and denominator are angles, therefore... It is a dimensionless value when the aircraft attitude is at the center of the envelope. At the boundary This unit performs similar normalization calculations on all monitored key flight parameters to obtain a set of relative distance indices. To ensure that the system always responds to the most urgent and boundary-closest states, the unit then determines the maximum value among the calculated relative distances as the final dimensionless relative distance index. ,Right now ; The purpose of the hybrid weight calculation unit is to calculate the weights based on the weights calculated by ... Generate a weighting factor for instruction mixing. To achieve smooth intervention, this unit uses a sigmoid function to establish... arrive In this embodiment, the mapping relationship is such that the dimensionless relative distance index is compared with a preset distance threshold, and the comparison result is input into the hyperbolic tangent function to generate a hybrid weighting factor. The specific calculation formula is as follows: ; in: Dimensionless relative distance index, range of values , which is usually around 1, is calculated by the state normalization unit; The activation distance threshold for the hybrid system is dimensionless, for example, 0.75. It is derived from the calibration conducted through human-in-the-loop simulation experiments in a flight simulator to obtain the best handling feel and intervention timing. Gain coefficient, dimensionless, is also calibrated through simulation experiments and is used to determine the steepness of the mixing curve, i.e. the speed of auxiliary intervention. This formula utilizes the smoothing switching property of the hyperbolic tangent function tanh. When Much smaller than the threshold hour, Close to 0; when Exceed hour, It grows smoothly and non-linearly from 0 to 1, a mechanism that ensures that the intervention of the assistive system is gradual rather than abrupt; The purpose of the instruction mixing unit is based on the mixing weight factor. The pilot's input data and the system-generated correction commands are linearly weighted and summed to generate the final control command. The calculation formula is as follows: ; in, These are the pilot's original control input data. These are the final output instructions to the actuators, the calibration instructions generated by the system. This is the core of achieving closed-loop guidance. In this embodiment, it is generated by a multi-channel PID controller, which works as follows: Calculate the instantaneous state error vector between the aircraft's current state vector and the target center point vector of the dynamic permission envelope. For example, define the state vector. and the target center point vector generally If the wings remain level, then the instantaneous error vector is: The instantaneous state error vector is used as input, and a correction command is output, specifically a longitudinal correction command. For example, the calculation formula is as follows: ; in, It is the error component of the pitch angle, i.e. PID gain coefficient The source is obtained through system identification and controller parameter tuning of the aircraft model to ensure that the correction response has good stability, speed, and no overshoot characteristics. To ensure the consistency of the formula dimensions, if the correction command... and error If the dimensions are the same, for example, both are angles, then the proportional gain... Dimensionless, integral gain The dimension of is the reciprocal of time, such as Differential gain The dimension of time is as follows ; Through a series of refined processes including state normalization, S-shaped function weight calculation, and PID-based command mixing, this embodiment achieves smooth and gradual intervention and withdrawal of system assistance, especially when the pilot is in good control. The final command is completely equivalent to the pilot's command; when the aircraft's status gradually deviates from the safety center... The system generates PID correction commands that are designed to precisely eliminate state errors, which are then seamlessly and proportionally integrated into the final control commands. This provides flexible guidance and correction for the pilot's actions, completely changing the traditional black-and-white hard intervention mode of envelope protection. It achieves harmonious unity between human and machine, significantly improving flight safety and control experience.

[0021] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A takeoff and landing auxiliary control system for a trainer aircraft, characterized in that, include: The real-time status perception module is used to acquire real-time flight and control data, which includes flight status data, pilot control input data, and external environment data. The pilot proficiency assessment module is used to calculate the pilot proficiency index based on the real-time flight and control data. The dynamic permission envelope generation module is used to dynamically generate a dynamic permission envelope based on the pilot proficiency index. The hybrid control law integration module is used to generate the final control command based on the relative relationship between the aircraft's current flight status data and the dynamic permission envelope; The control command execution module is used to receive and execute the final control command to complete the closed-loop control of the aircraft's attitude and trajectory.

2. The trainer aircraft takeoff and landing auxiliary control system according to claim 1, characterized in that, The pilot proficiency assessment module is specifically used for: Calculate the trajectory deviation based on the real-time flight and control data; Based on the real-time flight and control data, the control smoothness is calculated; Based on the real-time flight and control data, the aircraft attitude stability margin is calculated. Based on the real-time flight and control data, the control command saturation is calculated; The calculated track deviation, control smoothness, aircraft attitude stability margin, and control command saturation are collectively defined as a set of raw control performance sub-indicators.

3. The trainer aircraft takeoff and landing auxiliary control system according to claim 2, characterized in that, The pilot proficiency assessment module is also specifically used for: Each indicator in the set of original manipulation performance sub-indicators is processed by its respective normalization function to generate a set of normalized manipulation performance sub-indicators. The set of normalized control performance sub-indices are weighted and summed to generate the pilot proficiency index, wherein the weighting coefficients used for the weighted summation are adjusted according to the current flight phase.

4. The trainer aircraft takeoff and landing auxiliary control system according to claim 1, characterized in that, The dynamic permission packet generation module is specifically used for: Determine the baseline envelope boundary parameters corresponding to the current flight phase; By combining the envelope scaling factor corresponding to the current flight phase, the baseline envelope boundary parameters are linearly adjusted using the pilot proficiency index to generate the dynamic boundary of the dynamic permission envelope.

5. The trainer aircraft takeoff and landing auxiliary control system according to claim 4, characterized in that, The reference envelope boundary parameters are basic operational restrictions set by the aircraft flight manual to ensure safety; the envelope scaling factor is a gain coefficient obtained through flight simulator optimization tuning, used to convert the dimensionless pilot proficiency index into an adjustment amount with corresponding physical dimensions.

6. The trainer aircraft takeoff and landing auxiliary control system according to claim 1, characterized in that, The hybrid control law synthesis module includes: The state normalization unit is used to calculate the dimensionless relative distance index between the current state of the aircraft and the center of the dynamic permission envelope. The hybrid weight calculation unit is used to compare the dimensionless relative distance index with a preset distance threshold and input the comparison result into the hyperbolic tangent function to generate a hybrid weight factor. The instruction mixing unit is used to perform a linear weighted sum of the pilot's control input data and the correction instructions generated by the system based on the mixing weighting factor, so as to generate the final control instruction.

7. The trainer aircraft takeoff and landing auxiliary control system according to claim 6, characterized in that, The state normalization unit is specifically used for: For each of the preset key flight parameters, the relative distance between the current parameter value and the center of the dynamic permission envelope is calculated. The maximum value among the calculated relative distances is determined as the dimensionless relative distance index.

8. The trainer aircraft takeoff and landing auxiliary control system according to claim 6, characterized in that, The correction command generated by the system is generated by a multi-channel PID controller; the multi-channel PID controller is specifically used for: Calculate the instantaneous state error vector between the aircraft's current state vector and the target center point vector of the dynamic permission envelope; The instantaneous state error vector is used as input, and the correction command is output based on the instantaneous state error vector.

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