Flight skill assessment method, device and equipment of pilot and medium

Abstract

The invention discloses a flight skill assessment method, device and equipment for a pilot and a medium, and relates to the field of flight skill assessment, and the method comprises the steps: obtaining a flight parameter time sequence in a flight task process; determining pilot ability dimension estimated values according to the speed, the height, the change rate of the accelerator position, the pitch angle, the roll angle and the course angle in the sequence and the change characteristics of the sequence; determining an aircraft performance utilization dimension estimated value according to the speed, height and overload in the sequence; and respectively carrying out normalization and weighted summation on each index in the pilot capability dimension estimated value and the aircraft performance utilization dimension estimated value to obtain a flight technology evaluation index of the pilot. According to the method, the systematic mapping relation is established between the flight parameters and the manipulation behaviors and tactical decision-making ability of the pilot, the flight ability of the pilot is converted into computable and comparable structured indexes, and the effect of quantitatively evaluating the flight technology of the pilot by using the flight parameters is improved.

Description

Technical Field

[0001] This invention relates to the field of flight skills assessment, and more particularly to a method, apparatus, equipment, and medium for assessing a pilot's flight skills. Background Technology

[0002] Existing methods for evaluating pilots' flight skills typically involve: acquiring and parsing the pilot's flight parameters into flight data; analyzing the flight performance envelope data of the aircraft being flown and the characteristics of prescribed control data to determine if the flight data falls within the flight performance envelope; establishing a standard matrix based on the flight performance envelope data; performing interval interpolation on the flight data and curve-based data boundary analysis on the standard matrix; and evaluating the pilot's flight level based on the results of the data boundary analysis and the flight data, according to performance evaluation criteria. The shortcomings of existing methods lie in their reliance on statistical analysis and simple exceedance analysis of flight parameters, and the qualitative evaluation of pilots' flight skills based solely on the analysis results. This leads to poor quantitative evaluation of pilots' flight skills using flight parameters, primarily due to the following reasons: Firstly, although flight parameters are incorporated into the evaluation, the final performance evaluation still relies on manually set evaluation and deduction rules. Because different instructors have different evaluation criteria for the same flight maneuver, the evaluation results are highly subjective and inconsistent. Furthermore, for maneuvers that do not exceed the flight envelope but have operational flaws, it is difficult to make an objective judgment through boundary analysis methods, and qualitative evaluation still needs to be based on human experience. Secondly, it only performs basic numerical statistics and over-limit alarm processing on flight parameters, without conducting in-depth feature mining on continuous flight parameter sequences. It is impossible to establish a systematic mapping relationship between flight parameters and pilot's operational behavior and tactical decision-making ability. As a result, the pilot's ability contained in a large amount of flight parameter data cannot be transformed into an effective basis for evaluating pilot's flight skills, and flight parameters and pilot's ability are seriously disconnected. Third, the lack of automated and structured quantitative assessment methods makes it impossible to transform pilots' flight capabilities into calculable and comparable structured indicators. Basic compliance judgments are only achieved through human intervention, which cannot support long-term trend analysis of pilots' capabilities or horizontal comparative analysis between different pilots. It is also difficult to output automated training feedback, and cannot provide accurate data support for improving pilots' flight skills and optimizing flight training. Summary of the Invention

[0003] This invention provides a method, apparatus, equipment, and medium for evaluating a pilot's flight skills, in order to solve the problem that the existing technology of using flight parameters to quantitatively evaluate a pilot's flight skills is ineffective.

[0004] In a first aspect, the present invention provides a method for evaluating a pilot's flight skills, the method comprising: Step 100: Obtain the time series of flight parameters of the pilot during a flight mission. The time series of flight parameters includes: aircraft takeoff and landing attitude parameters, aircraft flight state parameters and pilot control parameters. Step 200: Based on the speed and altitude parameters in the aircraft's flight status parameters, the rate of change of throttle position in the pilot's control parameters, the variation characteristics of the flight parameter time series, and the pitch, roll, and heading parameters in the aircraft's takeoff and landing attitude parameters, determine the pilot's capability dimension estimate. The pilot's capability dimension estimate includes: energy management dimension estimate, operational stability dimension estimate, decision timing rationality dimension estimate, and risk control dimension estimate. Step 300: Based on the speed parameter, altitude parameter, and overload parameter in the flight status parameters of the aircraft, determine the aircraft performance utilization dimension estimate, which includes: performance utilization rate dimension estimate and performance release efficiency dimension estimate. Step 400: Normalize the pilot's ability dimension estimate and the aircraft performance utilization dimension estimate and perform a weighted summation to obtain the pilot's flight skill evaluation index.

[0005] Secondly, the present invention provides a pilot's flight skills evaluation device, the pilot's flight skills evaluation device comprising: The flight parameter acquisition module is used to acquire the time series of flight parameters of the pilot during a flight mission. The time series of flight parameters includes: aircraft takeoff and landing attitude parameters, aircraft flight state parameters and pilot control parameters. The pilot capability dimension valuation module is used to determine the pilot capability dimension valuation based on the speed and altitude parameters in the aircraft's flight status parameters, the rate of change parameter of throttle position in the pilot's control parameters, the change characteristics of the flight parameter time series, and the pitch angle, roll angle, and heading angle parameters in the aircraft's takeoff and landing attitude parameters. The pilot capability dimension valuation includes: energy management dimension valuation, operational stability dimension valuation, decision timing rationality dimension valuation, and risk control dimension valuation. The aircraft performance utilization dimension estimation determination module is used to determine the aircraft performance utilization dimension estimation based on the speed parameter, altitude parameter and overload parameter in the flight state parameters of the aircraft. The aircraft performance utilization dimension estimation includes: performance utilization rate dimension estimation and performance release efficiency dimension estimation. The flight technology evaluation index determination module is used to normalize and weight-sum the pilot's ability dimension estimate and the aircraft performance utilization dimension estimate to obtain the pilot's flight technology evaluation index.

[0006] Thirdly, the present invention provides a computer device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the pilot's flight skills evaluation method as described in the first aspect.

[0007] Fourthly, the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the pilot's flight skills evaluation method as described in the first aspect.

[0008] The aforementioned method for evaluating pilots' flight skills involves acquiring the time series of flight parameters (including aircraft takeoff and landing attitude parameters, aircraft flight status parameters, and pilot control parameters) during a single flight mission. Based on the speed and altitude parameters in the aircraft's flight status parameters, the rate of change of throttle position in the pilot's control parameters, the variation characteristics of the flight parameter time series, and the pitch, roll, and yaw angle parameters in the aircraft's takeoff and landing attitude parameters, the method determines pilot capability dimension estimates (energy management dimension estimate, operational stability dimension estimate, decision timing rationality dimension estimate, and risk control dimension estimate). Based on the speed, altitude, and overload parameters in the aircraft's flight status parameters, the method determines aircraft performance utilization dimension estimates (performance utilization rate dimension estimate and performance release efficiency dimension estimate). The method then normalizes and weights the indicators in the pilot capability dimension estimates and aircraft performance utilization dimension estimates to obtain the pilot's flight skill evaluation indicators. Compared with existing technologies, this invention establishes a systematic mapping relationship between flight parameters and pilot's maneuvering behavior and tactical decision-making ability, transforming the pilot's flight ability into a calculable and comparable structured indicator, thereby improving the effectiveness of quantitatively evaluating the pilot's flight skills using flight parameters. Attached Figure Description

[0009] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0010] Figure 1 This is a schematic diagram of an application environment for the pilot's flight skills evaluation method in Embodiment 1 of the present invention; Figure 2 This is a flowchart of a pilot's flight skills evaluation method in Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the structure of a computer device provided in Embodiment 9 of this application. Detailed Implementation

[0011] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0012] This invention provides a method for evaluating a pilot's flight skills, which can be applied to, for example... Figure 1 The application environment is shown. Specifically, the pilot's flight skill evaluation method is applied in a flight skill evaluation system, which includes, for example, […]. Figure 1 The diagram illustrates a client and server that communicate over a network to enable real-time flight technology assessments. The client, also known as the user terminal, is the program that provides local services to the client, corresponding to the server. The client can be installed on, but is not limited to, various personal computers, laptops, smartphones, tablets, and portable wearable devices. The server can be implemented using a standalone server or a server cluster consisting of multiple servers.

[0013] In Example 1, as Figure 2 As shown, this embodiment provides a method for evaluating a pilot's flight skills, which is then applied to... Figure 1 Taking the server in the example, the method for evaluating a pilot's flight skills includes: Step 100: Obtain the time series of flight parameters of the pilot during a flight mission. The time series of flight parameters includes: aircraft takeoff and landing attitude parameters, aircraft flight state parameters and pilot control parameters. Flight parameter time series refers to the collection of flight-related parameters that dynamically change over flight time, obtained by continuously collecting data chronologically during a flight mission and preprocessing them (e.g., time synchronization, outlier removal, smoothing, and standardization). Aircraft takeoff and landing attitude parameters reflect the aircraft's spatial attitude during critical phases such as takeoff and landing, primarily including pitch, roll, and yaw angles. Aircraft flight state parameters reflect the overall operational state (kinematic and dynamic) of the aircraft throughout the entire flight mission, mainly including speed, altitude, and G-forces. Pilot control parameters are parameters generated by the pilot's active operations and reflect their control behavior, primarily the rate of change of throttle position (the rate of change of throttle position over time).

[0014] In this embodiment, the collected flight parameter data undergoes time synchronization processing, outlier removal processing, smoothing and standardization processing to obtain a uniform and continuous flight parameter time series.

[0015] Step 200: Based on the speed and altitude parameters in the aircraft's flight status parameters, the rate of change of throttle position in the pilot's control parameters, the variation characteristics of the flight parameter time series, and the pitch, roll, and heading parameters in the aircraft's takeoff and landing attitude parameters, determine the pilot's capability dimension estimate. The pilot's capability dimension estimate includes: energy management dimension estimate, operational stability dimension estimate, decision timing rationality dimension estimate, and risk control dimension estimate. Among these parameters, speed parameter refers to the vacuum speed data of the aircraft changing over time during a flight mission. Altitude parameter refers to the actual barometric altitude (geometric altitude) data of the aircraft changing over time during a flight mission. Throttle position change rate parameter refers to the rate at which the throttle position dynamically changes over flight time during pilot operation of the throttle lever; it is a parameter used to reflect the speed of throttle operation. The time series variation characteristics of flight parameters refer to the dynamic change patterns and trends of continuous flight parameters over time, including abrupt changes, gradual changes, fluctuations, frequency of changes, the occurrence of extreme values, and the coordinated changes of multiple types of flight parameters. Pitch angle parameter refers to the actual angle between the aircraft's longitudinal axis and the horizontal plane during a flight mission; it is an indicator used to characterize the aircraft's nose-up and nose-down attitudes. Roll angle parameter refers to the actual angle between the aircraft's longitudinal axis and the vertical plane during a flight mission; it is an indicator used to characterize the aircraft's roll attitude. The heading angle parameter refers to the actual angle between the aircraft's nose and true north during a flight mission; it is an indicator used to characterize the aircraft's flight direction. Pilot capability dimension valuation is a comprehensive quantitative scoring index calculated from the aforementioned multi-source data, used to characterize the pilot's technical level in different dimensions. Energy management dimension valuation is a quantitative scoring index used to measure the pilot's ability to control the energy relationship (kinetic energy determined by speed and potential energy determined by altitude) between speed and altitude throughout the flight mission, with a value ranging from 0 to 1. Operational stability dimension valuation is a quantitative scoring index used to measure whether the pilot's aircraft handling is smooth and whether there is excessive correction or jitter in the operational behavior throughout the flight mission, with a value ranging from 0 to 1. Decision timing rationality dimension valuation is a quantitative scoring index used to measure the rationality of the pilot's timing of control actions at critical flight nodes (such as maneuvers, acceleration, and climb) throughout the flight mission, with a value ranging from 0 to 1. Risk control dimension valuation is a quantitative scoring index used to measure the pilot's risk control ability when the aircraft's state approaches or reaches the boundaries of the flight envelope or the aircraft's performance limits throughout the flight mission.

[0016] Step 300: Based on the speed parameter, altitude parameter, and overload parameter in the flight status parameters of the aircraft, determine the aircraft performance utilization dimension estimate, which includes: performance utilization rate dimension estimate and performance release efficiency dimension estimate. Among them, the overload parameter refers to the ratio of the net external force on the aircraft and its pilots to gravity during a flight mission, and the unit is m / s². 2This includes real-time longitudinal overload values ​​(primarily), real-time lateral overload values, and actual overload usage values. Aircraft performance utilization dimension valuation refers to a comprehensive quantitative scoring indicator calculated from the above multi-source data, characterizing the degree to which the pilot actually utilizes aircraft performance. Performance utilization rate dimension valuation refers to a quantitative scoring indicator used to measure the pilot's actual development and use of aircraft overload performance throughout the entire flight mission. Performance release efficiency dimension valuation refers to a quantitative scoring indicator used to measure whether the pilot can release aircraft performance at the appropriate time, with low energy cost and high safety throughout the entire flight mission.

[0017] Step 400: Normalize the pilot's ability dimension estimate and the aircraft performance utilization dimension estimate and perform a weighted summation to obtain the pilot's flight skill evaluation index.

[0018] Normalization refers to mapping indicators with different dimensions, value ranges, and physical meanings to the same standard numerical range (0 to 1) using a unified mathematical transformation method. Weighted summation involves assigning a corresponding weight coefficient to each normalized indicator based on the importance proportion of the pilot's different capabilities in different flight phases and scenarios during the flight mission. The values ​​of each indicator are then multiplied by their corresponding weight coefficients and summed to obtain a comprehensive quantitative evaluation indicator. The pilot's flight skill evaluation indicator is a comprehensive quantitative score obtained after normalizing and weighting the six indicators. It is a holistic assessment of the pilot's energy management, operational ability, decision-making level, risk control, aircraft performance utilization, and aircraft performance release capabilities. It can be directly used for long-term trend analysis of pilot skill levels and horizontal comparative analysis between different pilots, and can also provide data support for flight training optimization and flight skill improvement.

[0019] In this embodiment, the four indicators in the pilot capability dimension evaluation and the two indicators in the aircraft performance utilization dimension evaluation are normalized respectively, and a corresponding weight coefficient is assigned to each of the six normalized indicators. Then, the values ​​of each indicator are multiplied by their corresponding weight coefficients and then summed to obtain the pilot's flight technology evaluation indicators.

[0020] In this embodiment, the output form of the pilot's flight skill evaluation indicators can be a numerical score, a rating, a capability radar chart, or a performance utilization profile.

[0021] The pilot flight skill evaluation method in this embodiment acquires the time series of flight parameters (including aircraft takeoff and landing attitude parameters, aircraft flight status parameters, and pilot control parameters) during a flight mission. Based on the speed and altitude parameters in the aircraft flight status parameters, the rate of change of throttle position parameters in the pilot control parameters, the variation characteristics of the flight parameter time series, and the pitch, roll, and yaw angle parameters in the aircraft takeoff and landing attitude parameters, it determines the pilot's capability dimension estimates (energy management dimension estimate, operational stability dimension estimate, decision timing rationality dimension estimate, and risk control dimension estimate). Based on the speed, altitude, and overload parameters in the aircraft flight status parameters, it determines the aircraft performance utilization dimension estimates (performance utilization rate dimension estimate and performance release efficiency dimension estimate). The various indicators in the pilot capability dimension estimates and aircraft performance utilization dimension estimates are normalized and weighted summed to obtain the pilot's flight skill evaluation indicators. By establishing a systematic mapping relationship between flight parameters and pilot control behavior and tactical decision-making ability, the pilot's flight ability is transformed into calculable and comparable structured indicators, improving the effectiveness of quantitatively evaluating pilot flight skills using flight parameters.

[0022] In Embodiment 2, step 200 includes: Step 201: Based on the speed parameter and altitude parameter in the flight status parameters of the aircraft, and combined with the mapping relationship between the control speed, control altitude and energy management dimension estimate of the aircraft, determine the energy management dimension estimate; Control speed refers to the speed (speed parameter) actually achieved by the pilot during flight operations. Control altitude refers to the altitude (altitude parameter) actually achieved by the pilot during flight operations.

[0023] Step 202: Based on the rate of change parameter of the throttle position in the pilot's control parameters, and combined with the mapping relationship between the rate of change of the aircraft's throttle control position and the operational stability dimension estimate, determine the operational stability dimension estimate; Among them, the rate of change of throttle position refers to the rate at which the throttle position changes over time due to the pilot's actual operation of the throttle lever during the entire flight mission (the throttle position change rate parameter).

[0024] In this embodiment, the formula for calculating the operational stability dimension estimate is as follows: , Wherein, HSI is the operational stability dimension estimate (HSI≈1 indicates extremely smooth pilot control; HSI≈0 indicates severe pilot control jitter), and δ is the adjustment coefficient preset based on a sample of excellent pilots. This represents the average acceleration at the throttle position.

[0025] In this embodiment, the throttle acceleration can be obtained by taking the second derivative of the throttle position that changes dynamically with flight time; the average throttle acceleration can be obtained by taking the arithmetic mean of the throttle acceleration.

[0026] Step 203: Based on the variation characteristics of the flight parameter time series, the flight mission process is divided into stages and scenarios are identified. Pilot behavior characteristics of different flight stages and different flight scenarios are extracted from the flight parameter time series. The pilot behavior characteristics include control amplitude characteristics, control frequency characteristics, control stability characteristics, and limit approach characteristics. Phase division refers to dividing a complete flight mission into multiple continuous phases with different tactical objectives and operational characteristics based on the changing characteristics of flight parameter time series. Typical flight phases include takeoff, climb, cruise, and return. Scenario recognition refers to identifying flight state scenarios with specific control requirements within each defined flight phase based on the changing characteristics of flight parameter time series. Typical flight scenarios include high-maneuverability scenarios, energy conversion scenarios, and continuous control scenarios. Pilot behavior characteristics refer to the set of features extracted from the flight parameter time series that characterize the pilot's control behavior patterns and intentions. These mainly include: control amplitude features, control frequency features, control smoothness features, and limit approach features. Control amplitude features are quantitative features reflecting the intensity or range of the pilot's control actions. Control frequency features are quantitative features reflecting the speed and frequency of the pilot's control actions. Control smoothness features are quantitative features reflecting the continuous stability and smoothness of the pilot's control actions. Limit approach features are quantitative features reflecting the degree to which the aircraft's state approaches or touches the boundaries of the flight envelope or the aircraft's performance limits during control operations.

[0027] Step 204: Based on the pilot's behavioral characteristics and the mapping relationship between the pilot's behavioral characteristics and the rationality dimension of decision-making timing, determine the rationality dimension of decision-making timing. In this embodiment, the pilot's behavioral characteristics determine whether the pilot can choose the appropriate time to trigger key control actions at critical flight nodes throughout the entire flight mission.

[0028] Step 205: Based on the pitch angle, roll angle, and heading angle parameters in the aircraft's takeoff and landing attitude parameters, and combining the mapping relationship between the aircraft's control pitch angle, control roll angle, control heading angle, and risk control dimension valuation, determine the risk control dimension valuation.

[0029] Among them, the control pitch angle refers to the pitch angle (pitch angle parameter) actually achieved by the pilot during the flight mission. The control roll angle refers to the roll angle (roll angle parameter) actually achieved by the pilot during the flight mission. The control yaw angle refers to the yaw angle (yaw angle parameter) actually achieved by the pilot during the flight mission.

[0030] The pilot flight skill evaluation method in this embodiment determines the energy management dimension estimate based on the speed and altitude parameters in the aircraft's flight state parameters, combined with the mapping relationship between the aircraft's control speed, control altitude, and energy management dimension estimates; it determines the operational stability dimension estimate based on the throttle position change rate parameter in the pilot's control parameters, combined with the mapping relationship between the aircraft's throttle control position change rate and operational stability dimension estimates; it divides the flight mission process into stages and identifies scenarios based on the change characteristics of the flight parameter time series, extracting pilot behavioral characteristics for different flight stages and different flight scenarios from the flight parameter time series; it determines the decision timing rationality dimension estimate based on the pilot behavioral characteristics, combined with the mapping relationship between the pilot behavioral characteristics and the decision timing rationality dimension estimate; and it determines the risk control dimension estimate based on the pitch angle, roll angle, and heading angle parameters in the aircraft's takeoff and landing attitude parameters, combined with the mapping relationship between the aircraft's control pitch angle, control roll angle, control heading angle, and risk control dimension estimates. By transforming flight parameters such as speed, altitude, rate of change of throttle position, pitch angle, roll angle, yaw angle, and the variation characteristics of flight parameters into calculable and comparable pilot capability dimension estimates, this lays the foundation for obtaining pilot flight technology evaluation indicators based on pilot capability dimension estimates, and improves the effectiveness of quantitatively evaluating pilot flight technology using flight parameters.

[0031] In Embodiment 3, step 300 includes: Step 301: Based on the overload parameters in the aircraft's flight status parameters and the preset theoretical maximum available overload of the aircraft, and combined with the mapping relationship between the aircraft's usage overload and performance utilization dimension estimate, determine the performance utilization dimension estimate. Among them, the theoretical maximum usable overload of an aircraft refers to the theoretically achievable or permissible upper limit of overload (maximum overload threshold) based on aircraft design specifications, aircraft structural strength, aircraft flight envelope, flight safety regulations, and a sample of excellent pilots. Usable overload refers to the overload value actually achieved by the pilot during a flight mission, based on the flight phase and tactical requirements (the actual usable overload value in the overload parameters).

[0032] In this embodiment, the ratio of the actual usage value of the overload parameter to the preset theoretical maximum available overload of the aircraft is the performance utilization dimension estimate.

[0033] Step 302: Based on the speed parameter, altitude parameter, and overload parameter in the aircraft's flight status parameters, and combining the mapping relationship between the aircraft's control speed, control altitude, overload, and performance release efficiency dimension estimate, determine the performance release efficiency dimension estimate.

[0034] In this embodiment, the aircraft's control speed, control altitude, and overload together determine whether the pilot can release the aircraft's performance at the appropriate time, with low energy cost and high safety throughout the entire flight mission.

[0035] The pilot flight skill evaluation method in this embodiment determines the performance utilization dimension estimate based on the overload parameters in the aircraft's flight state parameters and the preset theoretical maximum available overload of the aircraft, combined with the mapping relationship between the aircraft's operational overload and performance utilization dimension estimates. Similarly, it determines the performance release efficiency dimension estimate based on the speed, altitude, and overload parameters in the aircraft's flight state parameters, combined with the mapping relationship between the aircraft's control speed, control altitude, operational overload, and performance release efficiency dimension estimates. By transforming the overload, speed, and altitude parameters in the flight parameters into calculable and comparable aircraft performance utilization dimension estimates, this lays the foundation for subsequently obtaining pilot flight skill evaluation indicators based on these estimates, improving the effectiveness of quantitatively evaluating pilot flight skills using flight parameters.

[0036] In Embodiment 4, step 201 includes: Step 2011: Based on the speed parameter and altitude parameter in the flight state parameters of the aircraft, calculate the actual energy change trajectory of the aircraft. The actual energy change trajectory of the aircraft is used to measure the real-time change of the energy relationship between the speed and altitude of the aircraft. The actual energy change trajectory of an aircraft refers to the curve of the total mechanical energy (the sum of kinetic and potential energy) that changes continuously with flight time, calculated and plotted by the pilot at the speed (speed parameter) and altitude (altitude parameter) reached by the pilot during the flight mission. It is used to measure the real-time change of the energy relationship between the aircraft's speed and altitude (the real-time dynamic conversion between kinetic and potential energy).

[0037] In this embodiment, the formula for calculating the actual energy change trajectory of the aircraft is: , Among them, E actual(t) represents the actual energy change trajectory of the aircraft, t represents the flight time, m represents the mass of the aircraft, V(t) represents the vacuum speed (velocity parameter) of the aircraft at time t, g represents the local gravitational acceleration constant, and H(t) represents the altitude (altitude parameter) of the aircraft at time t.

[0038] Step 2012: Based on the actual energy change trajectory of the aircraft, the preset theoretical optimal energy change trajectory of the aircraft, and the preset maximum energy deviation of the aircraft, calculate the estimated value of the energy management dimension. The theoretical optimal energy change trajectory of the aircraft is used to measure the theoretical change state of the energy relationship between the aircraft's speed and altitude.

[0039] The theoretical optimal energy change trajectory of an aircraft refers to a pre-defined curve, based on flight mission requirements, aircraft performance parameters, standard operating procedures, and a sample of excellent pilots, showing the continuous change of total mechanical energy (the sum of kinetic and potential energy) over flight time. This curve measures the theoretical state of change in the energy relationship between the aircraft's speed and altitude (the theoretical optimal dynamic conversion between kinetic and potential energy). The maximum energy deviation of an aircraft refers to a pre-defined maximum allowable energy deviation (the deviation of the aircraft's actual energy from its theoretical optimal energy) constant, based on mission requirements, aircraft performance, safety standards, and a sample of excellent pilots. In this implementation, it is the maximum integral value of the absolute difference between the aircraft's actual energy change trajectory and its theoretical optimal energy change trajectory.

[0040] In this embodiment, the formula for calculating the energy management dimension valuation is as follows: , EMC is an energy management dimension estimate, ranging from 0 to 1 (EMC=1 indicates excellent energy management ability of the pilot; EMC=0 indicates extremely poor energy management ability of the pilot). actual (t) represents the actual energy change trajectory of the aircraft, E ideal (t) represents the theoretically optimal energy change trajectory of the aircraft, t is the flight time, and t0 is the time when the flight mission begins. end D is the time when the flight mission ends. max This is the preset maximum energy deviation of the aircraft.

[0041] The pilot flight skill evaluation method in this embodiment calculates the aircraft's actual energy change trajectory based on the speed and altitude parameters in the aircraft's flight status parameters. Then, based on the actual energy change trajectory, the preset theoretical optimal energy change trajectory, and the preset maximum energy deviation, an energy management dimension estimate is calculated. By converting the speed and altitude parameters in the flight parameters into a calculable and comparable energy management dimension estimate, a foundation is laid for subsequently obtaining pilot flight skill evaluation indicators based on the energy management dimension estimate, thus improving the effectiveness of quantitatively evaluating pilot flight skills using flight parameters.

[0042] In Example 5, step 204 includes: Step 2041: Based on the pilot's behavioral characteristics, determine the time point at which the pilot actually triggered the key actions during the flight mission; Among them, key maneuvers refer to specific control actions (such as maneuvers, acceleration, and climb) or specific tactical behaviors of the pilot that play a decisive role in flight safety, mission success or failure, and tactical effectiveness during a flight mission. The actual trigger point of a key maneuver refers to the precise moment during the flight mission when the pilot actually begins to execute a key maneuver.

[0043] Step 2042: Calculate the time offset of the time point relative to the preset optimal timing interval for triggering the key action based on the time point and the preset optimal timing interval for triggering the key action. Here, "time point" refers to the actual point in time when the pilot triggers the critical maneuver during the flight mission. "Optimal timing range for triggering the critical maneuver" refers to the ideal, optimal time range pre-set for executing the critical maneuver, based on aircraft performance, tactical requirements, and a sample of experienced pilots. "Time offset" refers to the degree of deviation between the actual point in time when the pilot triggers the critical maneuver and the pre-set optimal timing range for triggering the critical maneuver.

[0044] In this embodiment, the formula for calculating the time offset is: , Where, Δt i The time offset, t i t represents the actual time point at which the pilot triggers critical actions during a flight mission. i opt,start t is the optimal start time of the key action within the preset optimal timing interval for triggering the key action. i opt ,end The optimal end time of the key action within the preset optimal timing interval for triggering the key action, [t] i opt,start,t i opt,end [This refers to the optimal timing range for triggering key actions.]

[0045] Taking the pilot's actual triggering of a pull-up maneuver during a flight mission as an example: the preset optimal timing range for triggering the pull-up maneuver is [10.0s, 11.0s]. If the pilot actually triggers the pull-up maneuver at 11.5s, then the time offset is: Δt i =(11.5-11.0) / 1.0=0.5.

[0046] Step 2043: Calculate the valuation of the rationality dimension of the decision-making timing based on the time offset.

[0047] In this embodiment, the formula for calculating the valuation of the rationality dimension of decision-making timing is as follows: S=1-Δt i , Where S is the valuation of the rationality of the decision-making timing, Δt i This is the time offset.

[0048] The pilot flight skill evaluation method in this embodiment determines the actual time point when the pilot triggers key actions during a flight mission based on the pilot's behavioral characteristics. Based on the time point and the preset optimal timing interval for triggering the key actions, the time offset of the time point relative to the preset optimal timing interval for triggering the key actions is calculated. Based on the time offset, an estimate of the rationality dimension of decision-making timing is calculated. By establishing a systematic mapping relationship between flight parameters and the pilot's operational behavior and tactical decision-making ability, the pilot's behavioral characteristics are transformed into a calculable and comparable estimate of the rationality dimension of decision-making timing. This lays the foundation for subsequently obtaining flight skill evaluation indicators based on the rationality dimension of decision-making timing, improving the effectiveness of quantitatively evaluating pilot flight skills using flight parameters.

[0049] In Example 6, step 205 includes: Step 2051: Based on the pitch angle, roll angle and heading angle parameters in the aircraft's takeoff and landing attitude parameters, calculate the severity of the deviation of the takeoff and landing attitude parameters of each aircraft from the attitude parameter safety threshold during the flight mission. Among them, the attitude parameter safety threshold refers to the pre-set safety boundary value of attitude parameters based on aircraft performance, flight safety regulations, and takeoff and landing operation standards. Severity refers to the degree of danger quantified when the actual takeoff and landing attitude parameters of the aircraft deviate from the attitude parameter safety threshold during a flight mission.

[0050] In this embodiment, the formula for calculating severity is: , Among them, S i Let X be the severity of the deviation of the takeoff and landing attitude parameters of the i-th aircraft from the attitude parameter safety threshold. current Let X be the real-time value of the takeoff and landing attitude parameters of the i-th aircraft. safe X is the preset safety threshold for the takeoff and landing attitude parameters of the i-th aircraft. limit Let be the limit values ​​of the takeoff and landing attitude parameters of the i-th aircraft.

[0051] Taking the pitch angle parameter among the aircraft's takeoff and landing attitude parameters during a flight mission as an example: if the real-time value of a certain pitch angle parameter is 15 degrees, the safe threshold for the pitch angle parameter is 12 degrees, and the extreme value for the pitch angle parameter is 18 degrees, then the corresponding severity is: S i =(15-12) / (18-12)=0.5.

[0052] Step 2052: Calculate the risk control dimension estimate based on the severity and the duration of the aircraft's takeoff and landing attitude parameters deviating from the attitude parameter safety threshold during the flight mission.

[0053] In this embodiment, the calculation formula for the risk control dimension valuation is as follows: , Where FBRI is the risk control dimension estimate; n is the total number of aircraft takeoff and landing attitude parameters acquired during the entire flight mission; S i D represents the severity of the deviation of the takeoff and landing attitude parameters of the i-th aircraft from the attitude parameter safety threshold; i K represents the duration for which the takeoff and landing attitude parameters of the i-th aircraft deviate from the attitude parameter safety threshold; c K is a risk accumulation coefficient (a penalty coefficient for consecutive risk accumulation behaviors) preset based on the number of times a risky behavior occurs. c The preferred range is 1.0 to 1.9.

[0054] K c The calculation formula is: K c =1+λ×(N c -1), where λ is the penalty intensity coefficient, which can take a value of 0.3; N c This refers to the number of risky behaviors that occurred during the entire flight mission.

[0055] The pilot flight skill assessment method in this embodiment calculates the severity of deviations from the safe attitude parameter thresholds for each aircraft's takeoff and landing attitude parameters during a flight mission, based on the pitch, roll, and yaw angle parameters from the aircraft's takeoff and landing attitude parameters. Based on the severity and the duration of these deviations, a risk control dimension estimate is calculated. By converting the pitch, roll, and yaw angle parameters into calculable and comparable risk control dimension estimates, this method lays the foundation for subsequent pilot flight skill assessment indicators based on these estimates, improving the effectiveness of quantitatively assessing pilot flight skills using flight parameters.

[0056] In Embodiment Seven, step 302 includes: Step 3021: Based on the speed parameter and altitude parameter in the flight state parameters of the aircraft, calculate the kinetic energy of the aircraft at the end of the critical action triggering, the potential energy of the aircraft at the end of the critical action triggering, the kinetic energy of the aircraft at the beginning of the critical action triggering, and the potential energy of the aircraft at the beginning of the critical action triggering during the flight mission. In this embodiment, the formula for calculating the kinetic energy of the aircraft is: , Where m is the mass of the aircraft. When E k When E is the kinetic energy of the aircraft at the end of the critical maneuver during the flight mission, v is the velocity of the aircraft at the end of the critical maneuver during the flight mission; when E k v represents the aircraft's kinetic energy at the start of a critical maneuver during the flight mission, and v represents the aircraft's velocity at the start of a critical maneuver during the flight mission.

[0057] In this embodiment, the formula for calculating the aircraft's potential energy is: , Where m is the mass of the aircraft. When E p When E represents the aircraft's potential energy at the end of a critical maneuver during the flight mission, h represents the aircraft's altitude at the end of the critical maneuver during the flight mission; when E... p When h represents the aircraft's potential energy at the start of a critical maneuver during the flight mission, h represents the aircraft's altitude at the start of the critical maneuver during the flight mission.

[0058] Step 3022: Based on the kinetic energy of the aircraft at the end of the critical maneuver during the flight mission, the potential energy of the aircraft at the end of the critical maneuver during the flight mission, the kinetic energy of the aircraft at the beginning of the critical maneuver during the flight mission, and the potential energy of the aircraft at the beginning of the critical maneuver during the flight mission, calculate the energy retention rate of the aircraft after the critical maneuver during the flight mission. The energy retention rate is used to measure the proportion of remaining energy of the aircraft after the critical maneuver during the flight mission. Among them, the energy retention rate refers to the ratio of the aircraft's total remaining mechanical energy at the end of the critical maneuver during the flight mission to the aircraft's initial total mechanical energy at the start of the critical maneuver. It is used to measure the proportion of the aircraft's remaining energy after the critical maneuver ends during the flight mission.

[0059] In this embodiment, the formula for calculating the aircraft's energy retention rate is: , Among them, E retention For the energy retention rate of an aircraft, E end E represents the total mechanical energy remaining in the aircraft at the end of the critical maneuver during the flight mission. start E represents the initial total mechanical energy of the aircraft at the start of a critical maneuver during a flight mission. k,end E represents the kinetic energy of the aircraft at the end of a critical maneuver during a flight mission. p,end E represents the potential energy of the aircraft at the end of a critical maneuver during a flight mission. k,start E is the kinetic energy of the aircraft at the start of key maneuvers during a flight mission. p,start The potential energy of the aircraft at the start of key maneuvers during a flight mission.

[0060] Step 3023: Calculate the available overload margin of the aircraft based on the overload parameters in the aircraft's flight status parameters and the preset theoretical maximum available overload of the aircraft. Available overload margin refers to the amount of overload that the aircraft can safely utilize in its current flight state.

[0061] In this embodiment, the difference between the preset theoretical maximum available overload of the aircraft and the actual usage value of the overload in the overload parameters is the available overload margin of the aircraft.

[0062] Step 3024: Based on the available overload margin and the preset theoretical maximum available overload of the aircraft, calculate the pilot's control redundancy during the triggering of key actions in the flight mission. The control redundancy is used to measure the degree to which the aircraft overload approaches the limit of the aircraft performance envelope during the triggering of key actions in the flight mission. Among them, control redundancy refers to the degree to which the aircraft overload approaches the limit of the aircraft performance envelope (the preset theoretical maximum available overload of the aircraft) during the triggering of key actions in a flight mission.

[0063] In this embodiment, the ratio of the available overload margin to the preset theoretical maximum available overload of the aircraft is the pilot's control redundancy.

[0064] Step 3025: Calculate the performance release efficiency dimension estimate based on the energy retention rate, the control redundancy, and the determination coefficients of key actions during the flight mission.

[0065] The judgment coefficient of a key maneuver refers to whether the actual flight parameters of the aircraft meet all the preset conditions corresponding to the tactical intent at the end of the key maneuver: when the actual flight parameters of the aircraft meet all the preset conditions corresponding to the tactical intent, the judgment coefficient of the key maneuver is set to 1; when the actual flight parameters of the aircraft do not meet all the preset conditions corresponding to the tactical intent, the judgment coefficient of the key maneuver is set to 0.

[0066] In this embodiment, the formula for calculating the performance release efficiency dimension is as follows: , Among them, PREI is the performance release efficiency dimension estimate; S is the judgment coefficient of key actions during the flight mission (S=1, key actions successfully completed the tactical intention; S=0, key actions failed to successfully complete the tactical intention); α is the weight coefficient corresponding to energy retention rate, β is the weight coefficient corresponding to control redundancy, and α+β=1, usually α=0.6 (emphasizing energy retention), β=0.4 (emphasizing flight safety or timing selection); E end E represents the total mechanical energy remaining in the aircraft at the end of the critical maneuver during the flight mission. start This refers to the initial total mechanical energy of the aircraft at the start of key maneuvers during a flight mission. ΔG represents the energy retention rate; ΔG represents the available overload margin. max The theoretical maximum available overload of the aircraft is preset. To manipulate redundancy.

[0067] The pilot's flight skill evaluation method in this embodiment calculates the aircraft's kinetic energy at the end of a critical maneuver, its potential energy at the beginning of a critical maneuver, and its potential energy based on the aircraft's speed and altitude parameters in the flight state parameters. It then calculates the aircraft's energy retention rate after the critical maneuver ends based on these parameters. Finally, it calculates the aircraft's available overload margin based on the overload parameters in the flight state parameters and the preset theoretical maximum available overload. Based on the available overload margin and the preset theoretical maximum available overload, it calculates the pilot's control redundancy during the critical maneuver triggering process. Finally, it calculates the performance release efficiency dimension estimate based on the energy retention rate, control redundancy, and the judgment coefficient of the critical maneuver during the flight mission. By transforming speed, altitude, and G-force parameters from flight parameters into calculable and comparable performance release efficiency estimates, this lays the foundation for obtaining flight skill evaluation indicators for pilots based on performance release efficiency estimates, thereby improving the effectiveness of quantitatively evaluating pilots' flight skills using flight parameters.

[0068] In embodiment eight, a flight skills evaluation device for pilots is provided, comprising: The flight parameter acquisition module is used to acquire the time series of flight parameters of the pilot during a flight mission. The time series of flight parameters includes: aircraft takeoff and landing attitude parameters, aircraft flight state parameters and pilot control parameters. The pilot capability dimension valuation module is used to determine the pilot capability dimension valuation based on the speed and altitude parameters in the aircraft's flight status parameters, the rate of change parameter of throttle position in the pilot's control parameters, the change characteristics of the flight parameter time series, and the pitch angle, roll angle, and heading angle parameters in the aircraft's takeoff and landing attitude parameters. The pilot capability dimension valuation includes: energy management dimension valuation, operational stability dimension valuation, decision timing rationality dimension valuation, and risk control dimension valuation. The aircraft performance utilization dimension estimation determination module is used to determine the aircraft performance utilization dimension estimation based on the speed parameter, altitude parameter and overload parameter in the flight state parameters of the aircraft. The aircraft performance utilization dimension estimation includes: performance utilization rate dimension estimation and performance release efficiency dimension estimation. The flight technology evaluation index determination module is used to normalize and weight-sum the pilot's ability dimension estimate and the aircraft performance utilization dimension estimate to obtain the pilot's flight technology evaluation index.

[0069] Optionally, the above-mentioned pilot capability dimension valuation module includes: The energy management dimension valuation determination module is used to determine the energy management dimension valuation based on the speed parameter and altitude parameter in the flight state parameters of the aircraft, combined with the mapping relationship between the aircraft's control speed, control altitude and energy management dimension valuation. The operational stability dimension valuation determination module is used to determine the operational stability dimension valuation based on the rate of change parameter of the throttle position in the pilot's control parameters, combined with the mapping relationship between the rate of change of the aircraft's throttle control position and the operational stability dimension valuation. The behavior feature extraction module is used to divide the flight mission process into stages and identify scenarios based on the changing characteristics of the flight parameter time series, and extract pilot behavior features of different flight stages and different flight scenarios from the flight parameter time series. The pilot behavior features include control amplitude features, control frequency features, control smoothness features, and limit approach features. The module for determining the valuation of the rationality dimension of decision-making timing is used to determine the valuation of the rationality dimension of decision-making timing based on the pilot's behavioral characteristics and the mapping relationship between the pilot's behavioral characteristics and the valuation of the rationality dimension of decision-making timing. The risk control dimension valuation determination module is used to determine the risk control dimension valuation based on the pitch angle parameter, roll angle parameter, and heading angle parameter in the aircraft's takeoff and landing attitude parameters, combined with the mapping relationship between the aircraft's control pitch angle, control roll angle, control heading angle, and risk control dimension valuation.

[0070] Optionally, the above-mentioned aircraft performance utilization dimension estimation and determination module includes: The performance utilization dimension valuation determination module is used to determine the performance utilization dimension valuation based on the overload parameters in the flight status parameters of the aircraft and the preset theoretical maximum available overload of the aircraft, combined with the mapping relationship between the aircraft's usage overload and the performance utilization dimension valuation. The performance release efficiency dimension valuation determination module is used to determine the performance release efficiency dimension valuation based on the speed parameter, altitude parameter, and overload parameter in the flight state parameters of the aircraft, combined with the mapping relationship between the aircraft's control speed, control altitude, operating overload, and performance release efficiency dimension valuation.

[0071] Optionally, the valuation module for the above-mentioned energy management dimensions includes: The actual energy change trajectory determination module is used to calculate the actual energy change trajectory of the aircraft based on the speed parameter and the altitude parameter in the flight state parameters of the aircraft. The actual energy change trajectory of the aircraft is used to measure the real-time change status of the energy relationship between the aircraft's speed and altitude. The energy management dimension valuation calculation module is used to calculate the energy management dimension valuation based on the actual energy change trajectory of the aircraft, the preset theoretical optimal energy change trajectory of the aircraft, and the preset maximum energy deviation of the aircraft. The theoretical optimal energy change trajectory of the aircraft is used to measure the theoretical change state of the energy relationship between the aircraft's speed and altitude.

[0072] Optionally, the module for determining the valuation of the rationality of the above-mentioned decision-making timing includes: The timing determination module is used to determine the actual time point at which the pilot triggers the key actions during the flight mission based on the pilot's behavioral characteristics. The time offset determination module is used to calculate the time offset of the time point relative to the preset optimal timing interval for triggering the key action based on the time point and the preset optimal timing interval for triggering the key action. The decision-making timing rationality dimension valuation calculation module is used to calculate the decision-making timing rationality dimension valuation based on the time offset.

[0073] Optionally, the valuation determination module for the aforementioned risk control dimensions includes: The severity calculation module is used to calculate the severity of the deviation of the takeoff and landing attitude parameters of each aircraft from the attitude parameter safety threshold during the flight mission based on the pitch angle parameter, roll angle parameter and heading angle parameter in the takeoff and landing attitude parameters of the aircraft. The risk control dimension valuation calculation module is used to calculate the risk control dimension valuation based on the severity and the duration of the aircraft's takeoff and landing attitude parameters deviating from the attitude parameter safety threshold during the flight mission.

[0074] Optionally, the module for determining the above-mentioned performance release efficiency dimension includes: The kinetic and potential energy calculation module is used to calculate the kinetic energy of the aircraft at the end of the critical action triggering process, the potential energy of the aircraft at the end of the critical action triggering process, the kinetic energy of the aircraft at the beginning of the critical action triggering process, and the potential energy of the aircraft at the beginning of the critical action triggering process, respectively, based on the speed parameter and the altitude parameter in the flight state parameters of the aircraft. The energy retention rate calculation module is used to calculate the energy retention rate of the aircraft after the key maneuver during the flight mission based on the kinetic energy of the aircraft at the end of the key maneuver, the potential energy of the aircraft at the end of the key maneuver, the kinetic energy of the aircraft at the beginning of the key maneuver, and the potential energy of the aircraft at the beginning of the key maneuver. The energy retention rate is used to measure the proportion of the remaining energy of the aircraft after the key maneuver during the flight mission. The available overload margin calculation module is used to calculate the available overload margin of the aircraft based on the overload parameters in the flight status parameters of the aircraft and the preset theoretical maximum available overload of the aircraft. The control redundancy calculation module is used to calculate the pilot's control redundancy during the triggering of key actions in the flight mission based on the available overload margin and the preset theoretical maximum available overload of the aircraft. The control redundancy is used to measure the degree to which the aircraft overload approaches the limit of the aircraft performance envelope during the triggering of key actions in the flight mission. The performance release efficiency dimension valuation calculation module is used to calculate the performance release efficiency dimension valuation based on the energy retention rate, the control redundancy, and the judgment coefficients of key actions during the flight mission.

[0075] It should be noted that the information interaction and execution process between the above modules are based on the same concept as the method embodiments of the present invention. For details on their specific functions and technical effects, please refer to the method embodiments section, which will not be repeated here.

[0076] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0077] In embodiment nine, a computer device is provided, such as Figure 3 As shown, it includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the pilot's flight skill evaluation method described in any of the embodiments one to seven above, for example... Figure 2 Steps 100 to 400 shown are not repeated here to avoid repetition.

[0078] In Embodiment 10, a computer-readable storage medium is provided, on which a computer program is stored. When executed by a processor, the computer program implements the pilot's flight skill evaluation method described in any of Embodiments 1 to 7 above, for example... Figure 2 Steps 100 to 400 shown are not repeated here to avoid repetition.

[0079] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0080] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0081] While specific embodiments of the invention have been described in detail by way of example, those skilled in the art should understand that the examples are for illustrative purposes only and not intended to limit the scope of the invention. Those skilled in the art should also understand that various modifications can be made to the embodiments without departing from the scope and spirit of the invention. The scope of this invention is defined by the appended claims.

Claims

1. A method for evaluating a pilot's flight skills, characterized in that, The methods for evaluating a pilot's flight skills include: Step 100: Obtain the time series of flight parameters of the pilot during a flight mission. The time series of flight parameters includes: aircraft takeoff and landing attitude parameters, aircraft flight state parameters and pilot control parameters. Step 200: Based on the speed and altitude parameters in the aircraft's flight status parameters, the rate of change of throttle position in the pilot's control parameters, the variation characteristics of the flight parameter time series, and the pitch, roll, and heading parameters in the aircraft's takeoff and landing attitude parameters, determine the pilot's capability dimension estimate. The pilot's capability dimension estimate includes: energy management dimension estimate, operational stability dimension estimate, decision timing rationality dimension estimate, and risk control dimension estimate. Step 300: Based on the speed parameter, altitude parameter, and overload parameter in the flight status parameters of the aircraft, determine the aircraft performance utilization dimension estimate, which includes: performance utilization rate dimension estimate and performance release efficiency dimension estimate. Step 400: Normalize the pilot's ability dimension estimate and the aircraft performance utilization dimension estimate and perform a weighted summation to obtain the pilot's flight skill evaluation index.

2. The method for evaluating a pilot's flight skills according to claim 1, characterized in that, Step 200 includes: Step 201: Based on the speed parameter and altitude parameter in the flight status parameters of the aircraft, and combined with the mapping relationship between the control speed, control altitude and energy management dimension estimate of the aircraft, determine the energy management dimension estimate; Step 202: Based on the rate of change parameter of the throttle position in the pilot's control parameters, and combined with the mapping relationship between the rate of change of the aircraft's throttle control position and the operational stability dimension estimate, determine the operational stability dimension estimate; Step 203: Based on the variation characteristics of the flight parameter time series, the flight mission process is divided into stages and scenarios are identified. Pilot behavior characteristics of different flight stages and different flight scenarios are extracted from the flight parameter time series. The pilot behavior characteristics include control amplitude characteristics, control frequency characteristics, control stability characteristics, and limit approach characteristics. Step 204: Based on the pilot's behavioral characteristics and the mapping relationship between the pilot's behavioral characteristics and the rationality dimension of decision-making timing, determine the rationality dimension of decision-making timing. Step 205: Based on the pitch angle, roll angle, and heading angle parameters in the aircraft's takeoff and landing attitude parameters, and combining the mapping relationship between the aircraft's control pitch angle, control roll angle, control heading angle, and risk control dimension valuation, determine the risk control dimension valuation.

3. The method for evaluating a pilot's flight skills according to claim 1, characterized in that, Step 300 includes: Step 301: Based on the overload parameters in the aircraft's flight status parameters and the preset theoretical maximum available overload of the aircraft, and combined with the mapping relationship between the aircraft's usage overload and performance utilization dimension estimate, determine the performance utilization dimension estimate. Step 302: Based on the speed parameter, altitude parameter, and overload parameter in the aircraft's flight status parameters, and combining the mapping relationship between the aircraft's control speed, control altitude, overload, and performance release efficiency dimension estimate, determine the performance release efficiency dimension estimate.

4. The method for evaluating a pilot's flight skills according to claim 2, characterized in that, Step 201 includes: Step 2011: Based on the speed parameter and altitude parameter in the flight state parameters of the aircraft, calculate the actual energy change trajectory of the aircraft. The actual energy change trajectory of the aircraft is used to measure the real-time change of the energy relationship between the speed and altitude of the aircraft. Step 2012: Based on the actual energy change trajectory of the aircraft, the preset theoretical optimal energy change trajectory of the aircraft, and the preset maximum energy deviation of the aircraft, calculate the estimated value of the energy management dimension. The theoretical optimal energy change trajectory of the aircraft is used to measure the theoretical change state of the energy relationship between the aircraft's speed and altitude.

5. The method for evaluating a pilot's flight skills according to claim 2, characterized in that, Step 204 includes: Step 2041: Based on the pilot's behavioral characteristics, determine the time point at which the pilot actually triggered the key actions during the flight mission; Step 2042: Calculate the time offset of the time point relative to the preset optimal timing interval for triggering the key action based on the time point and the preset optimal timing interval for triggering the key action. Step 2043: Calculate the valuation of the rationality dimension of the decision-making timing based on the time offset.

6. The method for evaluating a pilot's flight skills according to claim 2, characterized in that, Step 205 includes: Step 2051: Based on the pitch angle, roll angle and heading angle parameters in the aircraft's takeoff and landing attitude parameters, calculate the severity of the deviation of the takeoff and landing attitude parameters of each aircraft from the attitude parameter safety threshold during the flight mission. Step 2052: Calculate the risk control dimension estimate based on the severity and the duration of the aircraft's takeoff and landing attitude parameters deviating from the attitude parameter safety threshold during the flight mission.

7. The method for evaluating a pilot's flight skills according to claim 3, characterized in that, Step 302 includes: Step 3021: Based on the speed parameter and altitude parameter in the flight state parameters of the aircraft, calculate the kinetic energy of the aircraft at the end of the critical action triggering, the potential energy of the aircraft at the end of the critical action triggering, the kinetic energy of the aircraft at the beginning of the critical action triggering, and the potential energy of the aircraft at the beginning of the critical action triggering during the flight mission. Step 3022: Based on the kinetic energy of the aircraft at the end of the critical maneuver during the flight mission, the potential energy of the aircraft at the end of the critical maneuver during the flight mission, the kinetic energy of the aircraft at the beginning of the critical maneuver during the flight mission, and the potential energy of the aircraft at the beginning of the critical maneuver during the flight mission, calculate the energy retention rate of the aircraft after the critical maneuver during the flight mission. The energy retention rate is used to measure the proportion of remaining energy of the aircraft after the critical maneuver during the flight mission. Step 3023: Calculate the available overload margin of the aircraft based on the overload parameters in the aircraft's flight status parameters and the preset theoretical maximum available overload of the aircraft. Step 3024: Based on the available overload margin and the preset theoretical maximum available overload of the aircraft, calculate the pilot's control redundancy during the triggering of key actions in the flight mission. The control redundancy is used to measure the degree to which the aircraft overload approaches the limit of the aircraft performance envelope during the triggering of key actions in the flight mission. Step 3025: Calculate the performance release efficiency dimension estimate based on the energy retention rate, the control redundancy, and the determination coefficients of key actions during the flight mission.

8. A flight skills evaluation device for pilots, characterized in that, The pilot's flight skills assessment device includes: The flight parameter acquisition module is used to acquire the time series of flight parameters of the pilot during a flight mission. The time series of flight parameters includes: aircraft takeoff and landing attitude parameters, aircraft flight state parameters and pilot control parameters. The pilot capability dimension valuation module is used to determine the pilot capability dimension valuation based on the speed and altitude parameters in the aircraft's flight status parameters, the rate of change parameter of throttle position in the pilot's control parameters, the change characteristics of the flight parameter time series, and the pitch angle, roll angle, and heading angle parameters in the aircraft's takeoff and landing attitude parameters. The pilot capability dimension valuation includes: energy management dimension valuation, operational stability dimension valuation, decision timing rationality dimension valuation, and risk control dimension valuation. The aircraft performance utilization dimension estimation determination module is used to determine the aircraft performance utilization dimension estimation based on the speed parameter, altitude parameter and overload parameter in the flight state parameters of the aircraft. The aircraft performance utilization dimension estimation includes: performance utilization rate dimension estimation and performance release efficiency dimension estimation. The flight technology evaluation index determination module is used to normalize and weight-sum the pilot's ability dimension estimate and the aircraft performance utilization dimension estimate to obtain the pilot's flight technology evaluation index.

9. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the pilot's flight skills evaluation method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the pilot's flight skills evaluation method as described in any one of claims 1 to 7.

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