A flight data playback position determination method, system, device, and medium

Abstract

The application discloses a flight data playback position determination method, system, device and medium, and relates to the technical field of aviation. The method comprises the following steps: determining position constraint information according to target navigation deviation information and flight space constraint information, and determining a current playback position in combination with flight position data, so that the current playback position can simultaneously reflect the spatial position constraint corresponding to the flight position data and the target navigation deviation; in the process of playback of a simulator based on the current playback position, current navigation deviation information generated by the simulator is acquired, and position adjustment information is determined to correct the current playback position. Thus, a position adjustment process based on the navigation deviation feedback of the simulator is formed, the difference between the current navigation deviation state of the simulator and the target navigation deviation state of the to-be-playback flight data is reduced, the consistency between the corrected playback position and the to-be-playback flight state is improved, and therefore, the accuracy of the flight data playback position and the restoration degree of the flight trajectory are improved.

Description

Technical Field

[0001] This invention relates to the field of aviation technology, and specifically to a method, system, device, and medium for determining the location of flight data playback. Background Technology

[0002] Flight data recording equipment can record flight data such as latitude, longitude, altitude, attitude, and track angle during flight. In existing technologies, to reproduce the flight process, the recorded flight data is typically imported into a flight simulator. The position data from the flight data is either directly written into the simulator or interpolated before being written to drive the aircraft in the simulator to replay the recorded flight trajectory. Through these methods, the aircraft's position changes during historical flights can be presented in the simulator, providing a reference for flight quality analysis, training debriefing, and event reproduction.

[0003] However, the position data in flight data can be affected by factors such as data acquisition errors, data accuracy, and differences in the simulator's operating environment. While replaying flight data based solely on position data can allow the aircraft in the simulator to roughly follow the historical flight trajectory, discrepancies may still occur between the simulator's replay position and the historical flight status during certain flight phases, thus affecting the accuracy of flight process reproduction. Therefore, existing flight data replay methods suffer from low accuracy in determining the replay position. Summary of the Invention

[0004] The main objective of this invention is to provide a method, system, device, and medium for determining the location of flight data playback. It aims to address the problem that existing flight data playback processes, which rely solely on flight position data to control the simulator, often result in inconsistencies between the aircraft's position in the simulator and the navigation deviation state represented by the flight data to be played back, thus affecting the accuracy of the playback location. By determining position constraint information based on target navigation deviation information and flight spatial constraint information, and combining this with the flight position data to determine the current playback location, the invention ensures that the current playback location simultaneously reflects the spatial position constraints corresponding to both the flight position data and the target navigation deviation. During the simulator's playback based on the current playback location, the invention acquires the current navigation deviation information generated by the simulator, and determines position adjustment information based on the target navigation deviation information and the current navigation deviation information, thereby correcting the current playback location. This forms a closed-loop position adjustment process based on simulator navigation deviation feedback, reducing the difference between the simulator's current navigation deviation state and the target navigation deviation state recorded in the flight data to be played back, improving the consistency between the corrected playback location and the flight state to be played back, and thus improving the accuracy of the flight data playback location and the degree of flight trajectory reconstruction.

[0005] To achieve the above objectives, the embodiments of this application provide the following technical solutions: According to a first aspect of the embodiments of this application, a method for determining the location of flight data playback is provided, including: Acquire flight data to be replayed and determine the flight space constraint information corresponding to the flight data to be replayed, wherein the flight data to be replayed includes flight position data and target navigation deviation information; Based on the target navigation deviation information and the flight space constraint information, determine the position constraint information corresponding to the flight data to be replayed; The current playback position is determined based on the flight position data and the position constraint information, and the simulator is controlled to play back the flight data to be played back based on the current playback position, and the current navigation deviation information generated by the simulator based on the current playback position is obtained. Based on the target navigation deviation information and the current navigation deviation information, determine the position adjustment information; Based on the current playback position and the position adjustment information, the corrected playback position corresponding to the simulator is determined.

[0006] Optionally, determining the position constraint information corresponding to the flight data to be replayed based on the target navigation deviation information and the flight space constraint information includes: Lateral navigation deviation information and glide path navigation deviation information are obtained from the target navigation deviation information. The lateral navigation deviation information represents the lateral deviation of the aircraft relative to the runway axis, and the glide path navigation deviation information represents the deviation of the aircraft relative to the target glide path. Based on the lateral navigation deviation information and the flight space constraint information, the lateral navigation deviation information is converted into lateral offset information of the aircraft relative to the runway axis; Based on the glide path deviation information and the flight space constraint information, the glide path deviation information is converted into glide path position change information corresponding to the aircraft. The position constraint information is generated based on the lateral offset information and the position change information of the descent path.

[0007] Optionally, converting the lateral navigation deviation information into lateral offset information of the aircraft relative to the runway reference direction based on the lateral navigation deviation information and the flight space constraint information includes: The aircraft position is determined based on the flight position data, and the navigation reference position, runway axial direction, and lateral deviation conversion parameters are obtained from the flight space constraint information. The lateral deviation conversion parameters characterize the angle change corresponding to a unit lateral navigation deviation. Determine the positional difference between the aircraft's position and the navigation reference position; The positional differences are mapped to the axial direction of the runway to obtain the distance parameters; Based on the lateral navigation deviation information and the lateral deviation conversion parameters, determine the lateral deviation angle corresponding to the lateral navigation deviation information; Based on the distance parameters and the lateral deviation angle, the lateral displacement of the aircraft relative to the runway axis is determined; The lateral offset information is generated based on the lateral displacement.

[0008] Optionally, converting the glide path deviation information into glide path position change information corresponding to the aircraft based on the glide path deviation information and the flight space constraint information includes: The aircraft altitude is obtained from the flight position data, and the runway reference altitude, target glide angle, and glide deviation conversion parameter are obtained from the flight space constraint information. The glide deviation conversion parameter represents the angle change corresponding to a unit glide navigation deviation. Based on the aircraft altitude and the runway reference altitude, determine the relative altitude of the aircraft with respect to the runway reference altitude; Based on the glide navigation deviation information and the glide deviation conversion parameters, the target glide angle is adjusted to obtain the target path angle corresponding to the glide navigation deviation information; Based on the relative altitude and the target path angle, determine the target position of the aircraft along the runway axis; Based on the spatial orientation relationship in the flight position data and the flight space constraint information, the current position of the aircraft along the runway direction is determined; The position change information of the glide path is determined based on the position difference between the target position and the current position along the runway.

[0009] Optionally, determining the position adjustment information based on the target navigation deviation information and the current navigation deviation information includes: Obtain target lateral navigation deviation information and target glide navigation deviation information from the target navigation deviation information, and obtain current lateral navigation deviation information and current glide navigation deviation information from the current navigation deviation information; Based on the target lateral navigation deviation information, the current playback position, and the flight space constraint information, the target lateral offset is determined, and based on the current lateral navigation deviation information, the current playback position, and the flight space constraint information, the current lateral offset is determined. The lateral position adjustment amount is determined based on the positional difference between the target lateral offset and the current lateral offset; Based on the target glide path deviation information, the current playback position, and the flight space constraint information, the target glide path position is determined, and based on the current glide path deviation information, the current playback position, and the flight space constraint information, the current glide path position is determined. The adjustment amount of the descent path direction position is determined based on the positional difference between the target descent path position and the current descent path position. The position adjustment information is generated based on the lateral position adjustment amount and the downward path direction position adjustment amount.

[0010] Optionally, determining the flight space constraint information corresponding to the flight data to be replayed includes: The system acquires the runway position parameters, runway orientation parameters, runway height parameters, target glide path parameters, navigation device position parameters, and navigation deviation conversion parameters corresponding to the target runway. The runway position parameters represent the entrance position of the target runway, the runway orientation parameters represent the runway axial direction of the target runway, the runway height parameters represent the entrance elevation of the target runway, and the target glide path parameters represent the glide path direction and inclination of the target runway. The navigation deviation conversion parameters include lateral deviation conversion parameters and glide slope deviation conversion parameters. The lateral deviation conversion parameters represent the angle change corresponding to a unit of lateral navigation deviation, and the glide slope deviation parameters represent the angle change corresponding to a unit of glide slope navigation deviation. Based on the runway position parameters and the runway direction parameters, determine the spatial direction relationship corresponding to the target runway; Based on the runway height parameters and the target glide path parameters, determine the glide path spatial relationship corresponding to the target runway; Based on the position parameters of the navigation device and the spatial orientation relationship, the positional relationship between the navigation device and the target runway is determined; The flight space constraint information is generated based on the spatial orientation relationship, the glide path spatial relationship, the positional relationship between the navigation device and the target runway, and the navigation deviation conversion parameters.

[0011] Optionally, determining the spatial orientation relationship corresponding to the target runway based on the runway position parameters and the runway orientation parameters includes: Based on the runway location parameters, the entrance location of the target runway is determined as the spatial reference location; Based on the runway orientation parameters, determine the runway axial direction, which starts from the spatial reference position and extends along the runway axis of the target runway; Based on the axial direction of the runway, determine the lateral direction of the runway that passes through the spatial reference position and is perpendicular to the axial direction of the runway. Based on the spatial reference position, the axial direction of the runway, and the lateral direction of the runway, establish the spatial orientation relationship corresponding to the target runway.

[0012] According to a second aspect of the embodiments of this application, a flight data playback location determination system is provided, comprising: The data acquisition module is used to acquire flight data to be replayed and determine the flight space constraint information corresponding to the flight data to be replayed. The flight data to be replayed includes flight position data and target navigation deviation information. The position constraint determination module is used to determine the position constraint information corresponding to the flight data to be replayed based on the target navigation deviation information and the flight space constraint information. The playback control module is used to determine the current playback position based on the flight position data and the position constraint information, and control the simulator to play back the flight data to be played back based on the current playback position, and obtain the current navigation deviation information generated by the simulator based on the current playback position; The position adjustment determination module is used to determine position adjustment information based on the target navigation deviation information and the current navigation deviation information; The correction position determination module is used to determine the corrected playback position of the simulator based on the current playback position and the position adjustment information.

[0013] According to a third aspect of the present application, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect above.

[0014] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided having computer-readable instructions stored thereon, the computer-readable instructions being executable by a processor to implement the method described in the first aspect above.

[0015] In summary, this application provides a method, system, device, and medium for determining the location of flight data playback. It aims to address the problem that existing flight data playback processes, which rely solely on flight position data to control the simulator, often result in inconsistencies between the aircraft position in the simulator and the navigation deviation state represented by the flight data to be played back, thus affecting the accuracy of the flight data playback location. By determining position constraint information based on target navigation deviation information and flight spatial constraint information, and combining this with the flight position data to determine the current playback location, the current playback location can simultaneously reflect the spatial position constraints corresponding to both the flight position data and the target navigation deviation. During the simulator's playback based on the current playback location, the current navigation deviation information generated by the simulator is acquired, and position adjustment information is determined based on the target navigation deviation information and the current navigation deviation information, thereby correcting the current playback location. This forms a closed-loop position adjustment process based on simulator navigation deviation feedback, reducing the difference between the simulator's current navigation deviation state and the target navigation deviation state recorded in the flight data to be played back, improving the consistency between the corrected playback location and the flight state to be played back, and thus improving the accuracy of the flight data playback location and the degree of flight trajectory reconstruction. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] The structures, proportions, sizes, etc. illustrated in this specification are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed herein, and are not intended to limit the conditions under which the present invention can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0018] Figure 1 Flowchart of the flight data playback location determination method provided in the embodiments of this application; Figure 2 A schematic diagram of the overall flow and data closed loop of the flight data playback location determination method provided in the embodiments of this application; Figure 3 This is a schematic diagram of the local coordinate system of the runway and instrument landing system provided in an embodiment of this application; Figure 4A schematic diagram illustrating the process of converting target navigation deviation information into a geometrically pre-corrected trajectory, as provided in the embodiments of this application; Figure 5 This is a schematic diagram of the simulator's current navigation deviation closed-loop correction process provided in an embodiment of this application; Figure 6 A schematic diagram illustrating the flight phase identification, navigation signal validity determination, and degradation processing flow provided in an embodiment of this application; Figure 7 A schematic diagram of the runway and instrument landing system configuration interface provided in an embodiment of this application; Figure 8 A schematic diagram of a flight data playback location determination system provided in an embodiment of this application; Figure 9 A structural diagram of the electronic device provided in the embodiments of this application; Figure 10 A diagram of a computer-readable storage medium provided for an embodiment of this application.

[0019] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0020] 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 a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0021] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0022] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0023] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0024] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0025] Figure 1 This application illustrates a method for determining the location of flight data playback according to an embodiment of the present application, including: Step 101: Obtain the flight data to be replayed and determine the flight space constraint information corresponding to the flight data to be replayed. The flight data to be replayed includes flight position data and target navigation deviation information. Step 102: Determine the position constraint information corresponding to the flight data to be replayed based on the target navigation deviation information and the flight space constraint information; Step 103: Determine the current playback position based on the flight position data and the position constraint information, and control the simulator to play back the flight data to be played back based on the current playback position, and obtain the current navigation deviation information generated by the simulator based on the current playback position; Step 104: Determine position adjustment information based on the target navigation deviation information and the current navigation deviation information; Step 105: Determine the corrected playback position of the simulator based on the current playback position and the position adjustment information.

[0026] This application provides a method for determining the playback location of flight data. When replaying flight data in a simulator, the method determines the playback location in the simulator based on the flight position and navigation deviation state recorded in the flight data to be played back. This method not only utilizes flight position data but also introduces flight space constraint information corresponding to the flight data to be played back. This allows the determination of the playback location to incorporate the spatial relationship between the runway, the target glide path, and the navigation reference position, reducing the potential inconsistency between the position state and the navigation deviation state that may occur when directly playing back based solely on the flight position data.

[0027] In step 101, the flight data to be replayed is acquired, and the flight space constraint information corresponding to the flight data to be replayed is determined. The flight data to be replayed may include multiple flight data frames arranged according to flight time. Each flight data frame may include flight position data such as the aircraft's longitude, latitude, and altitude, as well as target navigation deviation information such as lateral navigation deviation and glide path deviation. The flight space constraint information is used to describe the spatial relationship between the target runway, the target glide path, and the navigation equipment, providing a geometric reference for the conversion of target navigation deviation information into spatial position constraints.

[0028] In steps 102 and 103, position constraint information is determined based on target navigation deviation information and flight space constraint information. This position constraint information is then combined with flight position data to determine the current playback position used by the simulator when replaying the current flight data frame. The position constraint information reflects the positional meaning of the target navigation deviation information in flight space, ensuring that the current playback position corresponds to the flight position data and also reflects the lateral and glide navigation deviation states recorded in the flight data to be played back. After playback based on the current playback position, the simulator generates current navigation deviation information based on the spatial relationship between the current playback position and the simulated flight environment. This current navigation deviation information reflects the actual navigation deviation state formed by the simulator when the aircraft is at the current playback position.

[0029] In steps 104 and 105, the target navigation deviation information is compared with the current navigation deviation information. Position adjustment information is determined based on the difference between the two, and the current playback position is corrected using this position adjustment information to obtain the corrected playback position. By using the target navigation deviation recorded in the flight data to be played back as the position correction target and the current navigation deviation generated by the simulator as the position correction feedback, a playback position adjustment process based on navigation deviation feedback can be formed. This makes the navigation deviation state corresponding to the corrected playback position closer to the navigation deviation state recorded in the flight data to be played back, thereby improving the consistency between the flight data playback position and the original flight state, and improving the accuracy of position playback during flight phases such as approach, glide, and landing.

[0030] In one possible implementation, in step 101, determining the flight space constraint information corresponding to the flight data to be replayed includes: acquiring runway position parameters, runway orientation parameters, runway height parameters, target glide path parameters, navigation device position parameters, and navigation deviation conversion parameters corresponding to the target runway. The runway position parameters represent the inlet position of the target runway, the runway orientation parameters represent the runway axial direction of the target runway, the runway height parameters represent the inlet elevation of the target runway, and the target glide path parameters represent the glide path direction and inclination of the target runway. The navigation deviation conversion parameters include lateral deviation conversion parameters and glide path deviation conversion parameters. The deviation conversion parameter characterizes the angular change corresponding to a unit lateral navigation deviation, and the glide slope deviation conversion parameter characterizes the angular change corresponding to a unit glide slope navigation deviation; the spatial orientation relationship corresponding to the target runway is determined based on the runway position parameter and the runway orientation parameter; the glide path spatial relationship corresponding to the target runway is determined based on the runway height parameter and the target glide path parameter; the positional relationship between the navigation device and the target runway is determined based on the navigation device position parameter and the spatial orientation relationship; and the flight space constraint information is generated based on the spatial orientation relationship, the glide path spatial relationship, the positional relationship between the navigation device and the target runway, and the navigation deviation conversion parameter.

[0031] In one possible implementation, determining the spatial orientation relationship corresponding to the target runway based on the runway position parameters and the runway orientation parameters includes: determining the entrance position of the target runway as a spatial reference position based on the runway position parameters; determining the runway axial direction extending along the runway axis of the target runway from the spatial reference position based on the runway orientation parameters; determining the runway lateral direction passing through the spatial reference position and perpendicular to the runway axial direction based on the runway axial direction; and establishing the spatial orientation relationship corresponding to the target runway based on the spatial reference position, the runway axial direction, and the runway lateral direction.

[0032] In one possible implementation, in step 101, the following parameters are first obtained: runway position parameters, runway orientation parameters, runway height parameters, target glide path parameters, navigation equipment position parameters, and navigation deviation conversion parameters. The runway position parameters characterize the threshold position of the target runway; the runway orientation parameters characterize the runway axial direction; the runway height parameters characterize the threshold elevation; and the target glide path parameters characterize the glide path direction and inclination of the target runway. The navigation equipment position parameters characterize the location of the navigation equipment providing lateral or glide navigation guidance to the aircraft. The navigation deviation conversion parameters include lateral deviation conversion parameters and glide deviation conversion parameters. The lateral deviation conversion parameters characterize the angle change corresponding to a unit lateral navigation deviation, and the glide deviation conversion parameters characterize the angle change corresponding to a unit glide navigation deviation.

[0033] Based on runway location and orientation parameters, the spatial orientation relationship corresponding to the target runway is determined. This spatial orientation relationship describes the runway axial and lateral directions relative to the target runway threshold, enabling the aircraft's geographical location to be converted into its position along the runway axial direction and its lateral position relative to the runway axis. Based on runway altitude and glide path parameters, the glide path spatial relationship corresponding to the target runway is determined. This glide path spatial relationship describes the geometric relationship between the target runway threshold elevation, glide path direction, and inclination, establishing a correspondence between the aircraft's altitude and its position along the runway axial direction.

[0034] Based on the navigation device's position parameters and the spatial orientation relationship corresponding to the target runway, the positional relationship between the navigation device and the target runway is determined. This positional relationship may include the navigation device's position relative to the target runway threshold, its position along the runway's axial direction, and its position along the runway's lateral direction. Further, based on the spatial orientation relationship, the glide path spatial relationship, the positional relationship between the navigation device and the target runway, and navigation deviation conversion parameters, flight space constraint information is generated. Thus, the flight space constraint information provides a unified geometric reference for converting lateral navigation deviations and glide path navigation deviations into spatial position changes.

[0035] In one possible implementation, the entrance position of the target runway is determined as a spatial reference position, and the runway axial direction, extending along the runway axis from the spatial reference position, is determined based on runway orientation parameters. Based on the runway axial direction, a runway lateral direction passing through the spatial reference position and perpendicular to the runway axial direction is determined. The runway lateral direction can be determined according to pre-defined orientation rules to ensure that the same orientation reference is used for different flight positions. Based on the spatial reference position, runway axial direction, and runway lateral direction, a spatial orientation relationship corresponding to the target runway is established. By establishing this spatial orientation relationship, the aircraft's latitude and longitude position can be converted into its position along the runway direction and its lateral position relative to the target runway, providing a spatial calculation basis for subsequently determining position constraint information based on navigation deviation information.

[0036] In one possible implementation, the method further includes: obtaining the inlet location, runway orientation, inlet elevation, target glide slope angle, localizer equipment location, glide slope equipment location, runway length, and runway width corresponding to the target runway through a visual configuration interface; generating runway and instrument landing system configuration data corresponding to the target runway based on the obtained parameters; saving the runway and instrument landing system configuration data to a local structured configuration file; and reading the local structured configuration file during flight data playback and determining the flight space constraint information based on the read runway and instrument landing system configuration data.

[0037] In one possible implementation, the method further includes: establishing runway and instrument landing system configuration data for different runways of the same airport, or for instrument landing systems corresponding to different directions of the same runway; setting configuration identifiers for each of the runway and instrument landing system configuration data; determining target configuration data from the multiple runway and instrument landing system configuration data according to user selection information or simulator environment configuration information; and determining the flight space constraint information according to the target configuration data.

[0038] In one possible implementation, the geometric reference position corresponding to the flight space constraint information is any one of the following: the entrance position of the target runway, the position of the localizer equipment, the position of the glide slope equipment, or the position of the ranging equipment.

[0039] In one possible implementation, the navigation deviation conversion parameter is determined by at least one of the following methods: determined based on a preset unit navigation deviation angle; determined based on airport configuration data corresponding to the target airport; determined by adaptive estimation based on the flight data to be replayed and the corresponding flight position data; or determined by fusion of navigation deviation conversion parameters corresponding to multiple navigation data sources.

[0040] In one possible implementation, step 101, acquiring the flight data to be replayed, includes: acquiring a flight log file in tabular or delimited text format; identifying flight time, longitude, latitude, altitude, ground speed, attitude, lateral navigation deviation, and glide slope navigation deviation fields from the flight log file; and arranging the identified flight data according to the flight time fields to obtain the flight data to be replayed, which consists of multiple flight data frames.

[0041] In one possible implementation, before determining the position constraint information based on the target navigation deviation information and the flight space constraint information, the method further includes: acquiring lateral navigation deviation information and glide slope navigation deviation information corresponding to multiple consecutive flight data frames in the flight data to be replayed, to obtain a lateral navigation deviation sequence and a glide slope navigation deviation sequence; sequentially performing peak removal processing, median filtering processing, exponential smoothing processing, amplitude limiting processing, and rate of change limiting processing on the lateral navigation deviation sequence and the glide slope navigation deviation sequence, respectively, to obtain a processed lateral navigation deviation sequence and a processed glide slope navigation deviation sequence; generating processed target navigation deviation information based on the processed lateral navigation deviation sequence and the processed glide slope navigation deviation sequence, and using the processed target navigation deviation information to determine the position constraint information.

[0042] In one possible implementation, in step 102, determining the position constraint information corresponding to the flight data to be replayed based on the target navigation deviation information and the flight space constraint information includes: obtaining lateral navigation deviation information and glide path navigation deviation information from the target navigation deviation information, wherein the lateral navigation deviation information represents the lateral deviation of the aircraft relative to the runway axis, and the glide path navigation deviation information represents the deviation of the aircraft relative to the target glide path; converting the lateral navigation deviation information into lateral offset information of the aircraft relative to the runway axis based on the lateral navigation deviation information and the flight space constraint information; converting the glide path navigation deviation information into glide path position change information corresponding to the aircraft based on the glide path navigation deviation information and the flight space constraint information; and generating the position constraint information based on the lateral offset information and the glide path position change information.

[0043] In one possible implementation, converting the lateral navigation deviation information into lateral offset information of the aircraft relative to the runway reference direction based on the lateral navigation deviation information and the flight space constraint information includes: determining the aircraft position based on the flight position data, and obtaining the navigation reference position, runway axial direction, and lateral deviation conversion parameters from the flight space constraint information, wherein the lateral deviation conversion parameters characterize the angular change corresponding to a unit lateral navigation deviation; determining the positional difference between the aircraft position and the navigation reference position; mapping the positional difference to the runway axial direction to obtain a distance parameter; determining the lateral deviation angle corresponding to the lateral navigation deviation information based on the lateral navigation deviation information and the lateral deviation conversion parameters; determining the lateral displacement of the aircraft relative to the runway axis based on the distance parameter and the lateral deviation angle; and generating the lateral offset information based on the lateral displacement.

[0044] In one possible implementation, converting the glide path deviation information into glide path position change information corresponding to the aircraft based on the glide navigation deviation information and the flight space constraint information includes: obtaining the aircraft altitude from the flight position data, and obtaining the runway reference altitude, target glide angle, and glide deviation conversion parameter from the flight space constraint information, wherein the glide deviation conversion parameter characterizes the angle change corresponding to a unit glide navigation deviation; determining the relative altitude of the aircraft relative to the runway reference altitude based on the aircraft altitude and the runway reference altitude; adjusting the target glide angle based on the glide navigation deviation information and the glide deviation conversion parameter to obtain the target path angle corresponding to the glide navigation deviation information; determining the target position of the aircraft along the runway axial direction based on the relative altitude and the target path angle; determining the current position of the aircraft along the runway direction based on the spatial directional relationship in the flight position data and the flight space constraint information; and determining the glide path position change information based on the position difference between the target position and the current position along the runway direction.

[0045] In one possible implementation, in step 102, lateral navigation deviation information and glide path navigation deviation information are obtained from the target navigation deviation information. Lateral navigation deviation information characterizes the lateral deviation of the aircraft relative to the runway axis, and glide path navigation deviation information characterizes the deviation of the aircraft relative to the target glide path. Since navigation deviation information reflects the aircraft's deviation from the navigation reference, it cannot be directly used as a position adjustment amount in the simulator. Therefore, it is necessary to combine flight space constraint information to convert the lateral navigation deviation information into lateral offset information of the aircraft relative to the runway axis, and to convert the glide path navigation deviation information into the corresponding glide path position change information of the aircraft. Position constraint information is generated based on the lateral offset information and the glide path position change information, so that the position constraint information can simultaneously reflect the aircraft's lateral position requirements and glide path position requirements.

[0046] In one possible implementation, when determining lateral offset information, the aircraft position is determined based on flight position data, and the navigation reference position, runway axial direction, and lateral deviation conversion parameters are obtained from flight space constraint information. The navigation reference position can be the location of the localizer navigation equipment or other reference positions that characterize the localizer navigation geometry. The lateral deviation conversion parameters are used to characterize the angular change corresponding to a unit lateral navigation deviation. The positional difference between the aircraft position and the navigation reference position is determined, and this difference is mapped to the runway axial direction to obtain the distance parameter between the aircraft and the navigation reference position in the runway axial direction.

[0047] Based on the lateral navigation deviation information and lateral deviation conversion parameters, the corresponding lateral deviation angle is determined. Then, based on the distance parameters and the lateral deviation angle, the lateral displacement of the aircraft relative to the runway axis is determined. The lateral displacement can include both magnitude and direction; the direction is determined based on the sign of the lateral navigation deviation information and the runway's lateral direction. Lateral offset information is then generated based on the lateral displacement. By combining the distance between the aircraft and the navigation reference position for conversion, the same lateral navigation deviation can correspond to different lateral displacements at different flight positions, conforming to the geometric relationship between localizer navigation deviation and spatial position.

[0048] It should be noted that the conversion object in this embodiment is the lateral offset information of the aircraft relative to the runway axis, rather than the lateral offset information of the aircraft relative to the runway reference direction.

[0049] In one possible implementation, when determining the glide path position change information, the aircraft altitude is obtained from the flight position data, and the runway reference altitude, target glide angle, and glide deviation conversion parameters are obtained from the flight space constraint information. The runway reference altitude can be the elevation corresponding to the target runway threshold position. The relative altitude of the aircraft to the runway reference altitude is determined based on the aircraft altitude and the runway reference altitude. The target glide angle is then adjusted according to the glide navigation deviation information and the glide deviation conversion parameters to obtain the target path angle corresponding to the glide navigation deviation information. The target path angle characterizes the degree of glide path inclination of the aircraft while retaining the current glide navigation deviation state.

[0050] Based on relative altitude and target path angle, the target position of the aircraft along the runway axis is determined. Simultaneously, based on the spatial directional relationships in the flight position data and flight space constraint information, the aircraft position is converted into the current position along the runway. The positional difference between the target position and the current position along the runway is used to determine the glide path position change information. This allows glide path navigation deviations to be converted into positional changes along the runway axis or glide path, avoiding direct adjustments to the aircraft's longitude, latitude, or altitude based solely on the glide path navigation deviation values. Combining the glide path position change information with lateral offset information yields position constraint information, which provides spatial constraints for subsequently determining the current playback position based on flight position data, ensuring a high degree of consistency between the current playback position and the lateral and glide path navigation deviation states recorded in the flight data to be played back.

[0051] In one possible implementation, generating the position constraint information based on the lateral offset information and the glide path position change information includes: for multiple flight data frames in the flight data to be replayed, determining the local target position corresponding to each flight data frame based on the lateral offset information and glide path position change information corresponding to each flight data frame; converting each local target position into a corresponding geographic target position based on the spatial direction relationship in the flight space constraint information; arranging each geographic target position according to the time order of each flight data frame to obtain a geometric pre-corrected trajectory; and generating the position constraint information based on the geometric pre-corrected trajectory.

[0052] In one possible implementation, determining the current playback position based on the flight position data and the position constraint information includes: determining the start and end positions of the position correction phase based on the flight data to be played back; determining a smooth transition weight based on the positional relationship of the current flight data frame relative to the start or end position, wherein the smooth transition weight gradually increases when entering the position correction phase and gradually decreases when exiting the position correction phase; and weighting the original flight position corresponding to the flight position data and the geometric pre-correction position corresponding to the geometric pre-correction trajectory based on the smooth transition weight to obtain the current playback position.

[0053] In one possible implementation, step 103, obtaining the current navigation deviation information generated by the simulator based on the current playback position, includes: obtaining the current lateral navigation deviation signal, the current descent navigation deviation signal, the lateral navigation signal validity status, and the descent navigation signal validity status from the simulator according to a preset reading period; generating the current lateral navigation deviation information based on the current lateral navigation deviation signal when the lateral navigation signal validity status indicates that the lateral navigation signal is valid; generating the current descent navigation deviation information based on the current descent navigation deviation signal when the descent navigation signal validity status indicates that the descent navigation signal is valid; and generating the current navigation deviation information based on the current lateral navigation deviation information and the current descent navigation deviation information.

[0054] In one possible implementation, the current lateral navigation deviation signal and the current glide navigation deviation signal are obtained from at least one of the following data sources: navigation variables provided by the simulator communication interface, navigation variables provided by the aircraft model plugin, custom navigation variables, navigation variables provided by the external navigation plugin, or navigation deviation signals obtained by image recognition of simulator instrument images.

[0055] In one possible implementation, the method further includes: when the lateral navigation signal is valid and indicates that the lateral navigation signal is invalid, pausing the determination of the lateral position adjustment amount based on the current lateral navigation deviation information, and retaining the lateral offset information determined based on the lateral navigation deviation information; when the descent navigation signal is valid and indicates that the descent navigation signal is invalid, pausing the determination of the descent path direction position adjustment amount based on the current descent navigation deviation information, and retaining the descent path position change information determined based on the descent navigation deviation information.

[0056] In one possible implementation, in step 104, determining the position adjustment information based on the target navigation deviation information and the current navigation deviation information includes: obtaining target lateral navigation deviation information and target glide path navigation deviation information from the target navigation deviation information, and obtaining current lateral navigation deviation information and current glide path navigation deviation information from the current navigation deviation information; determining the target lateral offset based on the target lateral navigation deviation information, the current playback position, and the flight space constraint information, and determining the current lateral offset based on the current lateral navigation deviation information, the current playback position, and the flight space constraint information; determining the lateral position adjustment amount based on the positional difference between the target lateral offset and the current lateral offset; determining the target glide path position based on the target glide path deviation information, the current playback position, and the flight space constraint information, and determining the current glide path position based on the current glide path deviation information, the current playback position, and the flight space constraint information; determining the glide path direction position adjustment amount based on the positional difference between the target glide path position and the current glide path position; and generating the position adjustment information based on the lateral position adjustment amount and the glide path direction position adjustment amount.

[0057] In one possible implementation, in step 104, target lateral navigation deviation information and target glide path navigation deviation information are obtained from the target navigation deviation information, and current lateral navigation deviation information and current glide path navigation deviation information are obtained from the current navigation deviation information. The target navigation deviation information characterizes the navigation deviation state recorded in the flight data to be replayed, and the current navigation deviation information characterizes the actual navigation deviation state generated by the simulator when replaying based on the current replay position. By processing the lateral navigation deviation and glide path navigation deviation separately, the current replay position can be adjusted from the runway lateral direction and the glide path direction.

[0058] When determining the lateral position adjustment, the target lateral offset is determined based on the target lateral navigation deviation information, the current playback position, and flight space constraints. The target lateral offset characterizes the lateral position corresponding to the target lateral navigation deviation information under the navigation geometry at the current playback position. The current lateral offset is determined based on the current lateral navigation deviation information, the current playback position, and flight space constraints. The current lateral offset characterizes the lateral position corresponding to the lateral navigation deviation information currently generated by the simulator. Based on the positional difference between the target lateral offset and the current lateral offset, the lateral position adjustment is determined, ensuring that the lateral position adjustment reflects the direction and magnitude of the adjustment relative to the target lateral position.

[0059] When determining the glide path directional position adjustment, the target glide path position is determined based on the target glide navigation deviation information, the current playback position, and flight space constraint information. The target glide path position characterizes the position corresponding to the target glide navigation deviation information at the current altitude and within the target glide path spatial relationship. The current glide path position is determined based on the current glide navigation deviation information, the current playback position, and flight space constraint information. The current glide path position characterizes the position corresponding to the glide navigation deviation information currently generated by the simulator. Based on the positional difference between the target glide path position and the current glide path position, the glide path directional position adjustment is determined, ensuring that the adjustment reflects the required positional change of the aircraft along the runway axis or the target glide path direction.

[0060] Position adjustment information is generated based on the lateral position adjustment and the glide path direction position adjustment. This position adjustment information can simultaneously include lateral adjustment components and glide path direction adjustment components, used to correct the current playback position in step 105. By converting the target navigation deviation information and the current navigation deviation information generated by the simulator into spatial positions and comparing them, the differences between navigation deviation states can be converted into position adjustment information that can be applied to the simulator playback position. This forms a position correction process with simulator navigation deviation as feedback, making the navigation deviation state corresponding to the corrected playback position closer to the target navigation deviation state recorded in the flight data to be played back.

[0061] In one possible implementation, generating the position adjustment information based on the lateral position adjustment and the glide path direction position adjustment includes: determining the current target position adjustment based on the lateral position adjustment and the glide path direction position adjustment; performing low-pass smoothing on the current target position adjustment based on the position adjustment corresponding to the previous flight data frame and the current target position adjustment to obtain a smoothed position adjustment; performing maximum amplitude limiting processing on the smoothed position adjustment to obtain an amplitude-limited position adjustment; and performing maximum rate of change limiting processing on the amplitude-limited position adjustment to obtain the position adjustment information.

[0062] In one possible implementation, determining the position adjustment information based on the target navigation deviation information and the current navigation deviation information includes: processing the position difference between the target lateral position and the current lateral position, and the position difference between the target glide path position and the current glide path position, using a closed-loop control method to obtain the position adjustment information; wherein the closed-loop control method includes at least one of first-order low-pass control, complementary filter control, proportional-integral-derivative control, amplitude-limiting integral control, or model predictive control.

[0063] In one possible implementation, before determining the position adjustment information, the method further includes: determining the navigation deviation difference between the target navigation deviation information corresponding to the current flight data frame and the current navigation deviation information; determining the amount of change of the navigation deviation difference relative to the navigation deviation difference corresponding to the previous flight data frame; and when the amount of change is greater than a preset jump threshold, performing despiking processing on the navigation deviation difference corresponding to the current flight data frame, and stopping the use of the navigation deviation difference before despiking processing to determine the position adjustment information.

[0064] In one possible implementation, the method further includes: determining the current altitude of the aircraft and whether the aircraft has passed the entrance position of the target runway based on the current playback position and the flight space constraint information; determining a correction weight that gradually decreases during the playback process when the current altitude is lower than the grounding altitude threshold or the aircraft has passed the entrance position of the target runway; weighting the position adjustment information according to the correction weight to obtain attenuated position adjustment information; and determining the corrected playback position based on the current playback position and the attenuated position adjustment information.

[0065] In one possible implementation, the method further includes: determining the flight phase corresponding to the current flight data frame based on the flight data to be replayed; when the flight phase is at least one of the takeoff roll phase, the initial takeoff phase, or the precision approach phase, performing the determination of the position constraint information and the determination of the position adjustment information; and when the flight phase is the cruise phase or no valid navigation deviation signal is obtained, stopping the determination of the position adjustment information based on the current navigation deviation information.

[0066] In one possible implementation, determining the flight phase corresponding to the current flight data frame based on the flight data to be replayed includes: obtaining the altitude and time information corresponding to each flight data frame from the flight data to be replayed; determining the last flight data frame in the flight data frames arranged in chronological order whose altitude is lower than the grounding altitude threshold as the approach phase end frame; sequentially checking each flight data frame backward from the approach phase end frame until the altitude of the flight data frame is greater than the approach altitude threshold or the backward time reaches a preset time limit; and determining the range of flight data frames obtained from the check as the approach phase.

[0067] In one possible implementation, determining the flight phase corresponding to the current flight data frame based on the flight data to be replayed includes: obtaining target runway configuration information and flight data frame range specified by the user; and determining the flight data frame range as the approach phase corresponding to the target runway configuration information.

[0068] In one possible implementation, the method further includes: detecting whether there is continuous missing target navigation deviation information corresponding to consecutive flight data frames in the flight data to be replayed, or whether the absolute value of the target navigation deviation information exceeds a preset confidence range; when the continuous missing target navigation deviation information or exceeding the preset confidence range is detected, reducing the weight of the target navigation deviation information in determining the current replay position; and according to the reduced weight, switching the current replay position to the original flight position corresponding to the flight position data or a smoothed flight position calculated based on the flight path.

[0069] In one possible implementation, the method further includes: detecting whether runway configuration information or instrument landing system configuration information corresponding to the flight data to be replayed is missing; when the runway configuration information or the instrument landing system configuration information is missing, estimating the approach axis corresponding to the flight data to be replayed based on the flight positions corresponding to multiple flight data frames in the flight position data; establishing alternative flight space constraint information based on the approach axis; and determining the position constraint information based on the target navigation deviation information and the alternative flight space constraint information.

[0070] In one possible implementation, the method further includes: obtaining the corrected longitude, corrected latitude, and corrected altitude from the corrected playback location; writing the corrected longitude, corrected latitude, and corrected altitude into the simulator via the simulator communication interface; and controlling the simulator to play back the data according to the position state, altitude state, and attitude state corresponding to the flight data to be played back during the process of writing the corrected longitude, corrected latitude, and corrected altitude.

[0071] In one possible implementation, the method further includes: generating playback status data based on the position constraint information, the current navigation deviation information, the position adjustment information, and the corrected playback position; and visualizing the playback status data.

[0072] The method for determining the location of flight data playback provided in the embodiments of this application will be further described below with reference to the accompanying drawings.

[0073] This application belongs to the field of flight data playback and training simulation, and is applicable to application scenarios where flight data recorded by a fast access recorder is played back to a simulator. Hereinafter, the fast access recorder will be abbreviated as QAR, and the instrument landing system will be abbreviated as ILS.

[0074] This application's embodiments incorporate spatial geometric information of the target runway and ILS during flight data playback, and use the heading and glide path deviations recorded by the QAR as the target navigation deviation states to be reproduced during simulator playback. The determination of the playback location considers not only the longitude, latitude, and altitude recorded by the QAR, but also the spatial relationship between the aircraft and the runway axis, the target glide path, and the navigation equipment, ensuring that the heading and glide path deviations generated by the simulator based on the playback location are as close as possible to the heading and glide path deviations recorded by the QAR.

[0075] In this embodiment, the lateral navigation deviation information can be the course deviation information, which can be represented by LOC deviation; the glide slope navigation deviation information can be the glide slope deviation information, which can be represented by G / S deviation. The following description of the position determination process primarily uses lateral navigation deviation information and glide slope navigation deviation information. When describing the simulator interface, configuration fields, and reference numerals, names such as LOC deviation, G / S deviation, NAV_CDI, and NAV_GSI are used.

[0076] The embodiments of this application can be applied to various flight phases, including takeoff, initial liftoff, precision approach, glide path, and landing. During these phases, the aircraft's position relative to the runway axis and the target glide path significantly impacts incident investigation, training debriefing, and flight quality analysis. Therefore, this application's embodiments target the lateral navigation deviation and glide path deviation recorded by QAR (Quick Axis Reflection), determining and correcting the replay position in the simulator while preserving the actual flight deviation state.

[0077] Figure 2 The diagram below illustrates the overall flow and data closed-loop of the flight data playback position determination method provided in this application embodiment. It is used to represent the data transmission relationship and closed-loop adjustment relationship between QAR flight data, runway and instrument landing system configuration data, geometric pre-correction trajectory, simulator current navigation deviation information, and the corrected playback position.

[0078] like Figure 2 As shown, the flight data playback location determination method provided in this application includes QAR data parsing, flight space constraint information determination, position constraint information determination, current playback location determination, simulator playback control, current navigation deviation information acquisition, position adjustment information determination, and corrected playback location determination. This application embodiment can also visualize the status of target navigation deviation information, current navigation deviation information, position adjustment information, and corrected playback location.

[0079] The QAR data parsing section imports Excel or CSV files and identifies fields such as flight time, longitude, latitude, altitude, ground speed, attitude, heading deviation, and glide slope deviation from the imported files. For example, it can identify navigation deviation fields whose names contain _LOC, _GLIDE, or other pre-configured identifiers. The system arranges the parsed data according to flight time, forming multiple consecutive flight data frames. The longitude, latitude, and altitude in each flight data frame can be used as flight position data, while the heading deviation and glide slope deviation can be used as target navigation deviation information.

[0080] The runway and ILS geometry configuration section acquires the target runway's threshold position, runway orientation, threshold elevation, target glide slope angle, localizer equipment position, glide slope equipment position, and navigation deviation conversion parameters, and determines flight space constraint information based on these parameters. The position constraint determination section, based on the target navigation deviation information and flight space constraint information, converts the lateral navigation deviation into the aircraft's lateral offset relative to the runway axis, and the glide slope navigation deviation into the aircraft's position change along the runway axis or the target glide path direction, and combines the lateral offset and glide path position change into position constraint information.

[0081] The geometric pre-correction trajectory generation section determines the current playback position corresponding to each flight data frame based on flight position data and position constraint information, and forms the geometric pre-correction trajectory according to the time sequence of the flight data frames. The simulator playback control section sequentially writes the current playback position corresponding to each flight data frame to the simulator according to a preset playback frequency. Figure 2 An exemplary 30Hz playback frame sequence is shown. In practical applications, other playback frequencies can be set according to the QAR sampling frequency, simulator interface refresh frequency, and playback accuracy requirements.

[0082] During the simulator's playback based on the current playback position, the system periodically reads the heading deviation and glide slope deviation generated by the simulator via SimConnect or other simulator data interfaces, using them as the current lateral navigation deviation information and the current glide slope navigation deviation information, respectively. The system compares the target navigation deviation information with the current navigation deviation information and converts the difference between the two into position adjustment information. This position adjustment information is fed back into the playback position determination process to further correct the current playback position.

[0083] In one possible implementation, the system can write the longitude, latitude, and altitude corresponding to the corrected playback position into the simulator via SimConnect, and perform frame-by-frame updates, controlled hold, or freeze control of the aircraft's position, altitude, and attitude according to playback control requirements, thereby reducing interference from the simulator's own dynamics calculations on the playback position. The system can also visualize target navigation deviation information, current navigation deviation information, position adjustment information, and the corrected playback position, allowing users to view the QAR skew, simulator skew, and position correction process.

[0084] In conclusion, Figure 2 The data processing procedure shown is as follows: import the QAR flight log file and extract longitude, latitude, altitude, lateral navigation deviation, and glide slope navigation deviation; read the runway threshold, runway direction, threshold elevation, target glide slope angle, and navigation equipment position; establish a local coordinate system for the runway; generate a geometrically pre-corrected trajectory; read the simulator's current navigation deviation during playback; compare the simulator's current navigation deviation with the QAR target navigation deviation; perform spatial transformation, filtering, amplitude limiting, and rate of change limiting on the comparison results; and write the corrected playback position into the simulator.

[0085] In one possible implementation, in step 101, the system acquires the runway position parameters, runway direction parameters, runway height parameters, target glide path parameters, navigation device position parameters, and navigation deviation conversion parameters corresponding to the target runway.

[0086] Runway position parameters are used to characterize the entrance position of the target runway, runway orientation parameters are used to characterize the runway axial direction of the target runway, runway height parameters are used to characterize the entrance elevation of the target runway, target glide path parameters are used to characterize the glide path direction and inclination of the target runway, and navigation equipment position parameters are used to characterize the location of the localizer equipment, glide path equipment, or other navigation equipment.

[0087] Navigation deviation conversion parameters include lateral deviation conversion parameters and glide slope deviation conversion parameters. The lateral deviation conversion parameter characterizes the angular change corresponding to a unit lateral navigation deviation, while the glide slope deviation conversion parameter characterizes the angular change corresponding to a unit glide slope navigation deviation.

[0088] Based on runway position parameters and runway orientation parameters, determine the spatial orientation relationship corresponding to the target runway; based on runway altitude parameters and target glide path parameters, determine the glide path spatial relationship corresponding to the target runway; based on navigation equipment position parameters and spatial orientation relationship, determine the positional relationship between the navigation equipment and the target runway; based on spatial orientation relationship, glide path spatial relationship, positional relationship between the navigation equipment and the target runway, and navigation deviation conversion parameters, generate flight space constraint information.

[0089] Figure 3 The schematic diagram of the local coordinate system of the runway and instrument landing system provided in the embodiments of this application is used to show the position of the runway threshold, the axial direction of the runway, the lateral direction of the runway, the position of the local heading equipment, the position of the glide slope equipment, and the positional relationship of the QAR trajectory points in the local coordinate system of the runway.

[0090] like Figure 3 As shown, the system uses the entrance position of the target runway as the spatial reference position, the runway axial direction characterized by the runway direction parameter as the direction along the runway, and determines the runway lateral direction that passes through the spatial reference position and is perpendicular to the runway axial direction, thereby establishing the local coordinate system corresponding to the target runway. Figure 3 In this context, "along" indicates the direction extending along the runway axis, while "cross" indicates the lateral direction perpendicular to the runway axis.

[0091] In one possible implementation, the system establishes a runway and ILS configuration item for each runway. The configuration item includes at least a configuration identifier `profile_id`, runway threshold latitude `threshold_lat`, runway threshold longitude `threshold_lon`, runway heading `runway_heading_deg`, runway threshold elevation `threshold_elevation_ft`, and target glide slope angle `glide_slope_deg`. If data such as localizer coordinates, glide slope coordinates, runway length, runway width, angles corresponding to unit lateral navigation deviations, angles corresponding to unit glide slope navigation deviations, and ranging device positions can be obtained, this data can also be stored in the configuration item to improve the accuracy of the conversion between navigation deviations and spatial positions.

[0092] At the runway entrance The origin of the local coordinate system is the runway heading. This refers to the runway's axial direction. Runway heading. This can represent the heading angle measured clockwise from geographic north. The unit vector along the runway direction and the unit vector laterally along the runway are represented as follows: In this vector, the two components represent the northward and eastward components, respectively. This represents a unit direction vector extending along the runway axis. This represents a unit direction vector perpendicular to the runway axis. Figure 3 In the illustrated embodiment, the direction pointing to the right of the runway is defined as the positive lateral direction of the runway. When the runway heading is zero, the runway axial direction points north, and the positive lateral direction points east.

[0093] In other implementations, the left side of the runway can also be defined as the positive lateral direction of the runway, as long as the QAR lateral navigation deviation, simulator lateral navigation deviation, and lateral position are defined with consistent direction. When performing trigonometric function calculations, if the runway direction parameters are stored in angle form, they can be converted to radians before calculation.

[0094] For any position to be converted First, the latitude and longitude difference between the location to be converted and the runway threshold location can be converted into northward and eastward displacements: in, and These represent the latitude and longitude of the location to be converted, respectively. and These represent the latitude and longitude of the runway entrance location, respectively. This indicates the northward displacement of the position to be converted relative to the runway threshold position. This indicates the eastward displacement of the position to be converted relative to the runway threshold position, and 111000 represents the approximate distance conversion coefficient used when converting the latitude and longitude difference distance.

[0095] In calculation If latitude is stored in angles, it can be converted to radians first. The above conversion method from latitude and longitude to planar distance applies to airports and their surrounding areas. When dealing with larger geographical areas, Earth ellipsoid models, map projection models, or other geographic coordinate transformation methods can also be used for calculation.

[0096] Furthermore, the northward and eastward displacements are mapped to the runway axial and lateral directions, respectively: in, and These represent the northward and eastward components of the unit vector along the runway direction, respectively. and These represent the northward and eastward components of the runway's lateral unit vector, respectively. This represents the position parameters along the runway direction corresponding to the position to be converted. This represents the lateral position parameter of the position to be converted relative to the runway axis.

[0097] The location corresponding to the runway entrance The value is zero; the approach area located outside the runway threshold typically corresponds to a negative value. . The positive and negative signs indicate that the position to be converted is located on different sides of the runway axis. Through the above conversion, the aircraft position, the localizer equipment position, and the glide slope equipment position can be uniformly converted to the runway local coordinate system, providing a common geometric reference for the conversion between target navigation deviation and spatial position.

[0098] Figure 3 The diagram also illustrates the positional relationships of the localizer equipment, glide slope equipment, and QAR trajectory points relative to the runway. The position of the localizer equipment can serve as a navigation reference for lateral navigation deviation conversion. When the localizer equipment position is available, lateral displacement can be calculated based on the distance between the aircraft position and the localizer equipment position along the runway axis. When the localizer equipment position is unavailable, the runway threshold position or other locations where a localizer geometry can be established can be used as navigation reference positions.

[0099] In one possible implementation, in step 102, lateral navigation deviation information and glide path navigation deviation information are obtained from the target navigation deviation information. The lateral navigation deviation information is used to characterize the lateral deviation of the aircraft relative to the runway axis, and the glide path navigation deviation information is used to characterize the deviation of the aircraft relative to the target glide path.

[0100] Since lateral navigation deviation information and glide path navigation deviation information reflect the aircraft's deviation from the navigation reference, they cannot be directly used as position adjustment quantities in the simulator. Therefore, it is necessary to combine flight space constraint information to convert the lateral navigation deviation information into the aircraft's lateral offset information relative to the runway axis, and the glide path navigation deviation information into the aircraft's corresponding glide path position change information. Based on the lateral offset information and glide path position change information, position constraint information is generated.

[0101] Figure 4 The flowchart illustrating the conversion of target navigation deviation information into geometric pre-corrected trajectory provided in this application embodiment is used to represent the process of processing the lateral navigation deviation information and glide path navigation deviation information recorded by QAR, converting the lateral navigation deviation information into lateral offset information, converting the glide path navigation deviation information into glide path position change information, and then generating a geometric pre-corrected trajectory.

[0102] This application embodiment does not force the aircraft to move to the runway centerline or the standard glide path, but determines the position state that the aircraft should maintain relative to the runway axis and the target glide path based on the lateral navigation deviation and glide path recorded by QAR.

[0103] Signal processing can include despiking, median filtering, exponential smoothing, amplitude limiting, and rate-of-change limiting. Despiking removes single-point outliers that significantly deviate from adjacent flight data frames. Median filtering reduces the impact of impulse noise. Exponential smoothing reduces short-term fluctuations while preserving the trend of navigation deviation changes. Amplitude limiting prevents navigation deviations exceeding the confidence range from being directly converted into excessive position changes. Rate-of-change limiting controls the rate of change of position constraints between adjacent flight data frames. Through these processes, the amplification of single-point noise or deviation signal jumps into sudden changes in aircraft position can be reduced.

[0104] When determining lateral offset information, the aircraft position is determined based on flight position data, and the navigation reference position, runway axial direction, and lateral offset conversion parameters are obtained from flight space constraint information. The positional difference between the aircraft position and the navigation reference position is determined, and the positional difference is mapped to the runway axial direction to obtain the distance parameter.

[0105] In one possible implementation, the target lateral displacement can be determined according to the following formula: Where target_cross represents the target lateral displacement corresponding to the lateral navigation deviation information, loc_dot represents the lateral navigation deviation recorded by QAR, D_loc represents the mapping distance of the position difference between the aircraft position and the navigation reference position in the runway axial direction, and θ loc dot This indicates the angle change corresponding to a unit of lateral navigation deviation; The absolute value of the projected distance along the runway axis of the positional difference between the aircraft's current position and the localizer's position can be used preferentially. When the localizer's position is unavailable, the absolute value of the distance along the runway axis between the aircraft's current position and the runway threshold position can be used. Using a non-negative distance parameter ensures that the direction of the target's lateral displacement is primarily determined by... The sign of the value is determined to avoid changing the direction of the target's lateral displacement when the position along the runway is negative.

[0106] The lateral navigation deviation conversion parameters can be parameters stored in the target airport configuration, or preset parameters, adaptive estimation parameters, or parameters obtained by fusing multiple data sources. In practice, the positive and negative directions of the QAR lateral navigation deviation, simulator lateral navigation deviation, and runway lateral position can be pre-unified. When the deviation sign definition used by the data source is opposite to the runway lateral direction definition, the sign of the lateral navigation deviation can be converted during the data preprocessing stage.

[0107] When determining the glide path position change information, the aircraft altitude is obtained from the flight position data, and the runway reference altitude, target glide angle, and glide deviation conversion parameters are obtained from the flight space constraint information.

[0108] The relative altitude of an aircraft to a runway reference altitude can be determined using the following formula: in, Indicates the aircraft's altitude. This indicates the runway threshold elevation. This indicates the relative altitude of the aircraft to the runway threshold elevation. The aircraft altitude and runway threshold elevation use the same altitude reference and unit of measurement.

[0109] Based on the glide path deviation information and the glide path deviation conversion parameters, the target glide angle is adjusted to obtain the target path angle corresponding to the glide path deviation information. The target path angle can be determined according to the following formula: in, This indicates the target path angle corresponding to the glide navigation deviation information. Indicates the target glide angle. This indicates the descent navigation deviation recorded by QAR. This indicates the angle change corresponding to a unit of descent navigation deviation.

[0110] Based on the relative altitude and the target path angle, the target position of the aircraft along the runway axis can be determined using the following formula: Substituting the target path angle, the target's position along the runway can also be represented as: in, This represents the target position along the runway direction corresponding to the glide slope navigation deviation information. The negative sign indicates that the aircraft is in the approach direction outside the runway threshold. h represents the relative altitude between the aircraft altitude and the runway threshold elevation, γ represents the target glide slope angle, gs_dot represents the glide slope navigation deviation recorded by QAR, and θgs_dot represents the angle change corresponding to a unit of glide slope navigation deviation. γ + gs_dot × θgs_dot represents the target path angle adjusted according to the glide slope navigation deviation information. The target glide slope angle, the angle change corresponding to a unit of glide slope navigation deviation, and the angle used for tangent calculation all use the same angle unit. When trigonometric functions accept radian values, the target path angle can be converted to radians before calculation.

[0111] Based on the spatial orientation relationships in the flight position data and flight space constraint information, the aircraft's current position along the runway is determined. Based on the positional difference between the target's position along the runway and the current position along the runway, the glide path position change information can be determined. in, This indicates information about changes in the descent path position. This indicates the current position of the aircraft along the runway, corresponding to the aircraft's position data.

[0112] The above formula converts glide path navigation deviation into position changes along the runway axis. Depending on the simulator's position control method, these position changes can be further converted into position adjustments along the target glide path direction or in the altitude direction.

[0113] In practice, the positive and negative relationships between QAR glide path deviation, simulator glide path deviation, and glide path position can be standardized in advance. When different data sources use different definitions of positive and negative for aircraft altitude deviation, the sign of the glide path deviation can be converted during the data preprocessing stage.

[0114] Lateral navigation deviation generation after signal processing Glide navigation deviation generation after signal processing Or its position may change along the direction of the target's descent path. The system will and The positions are combined into local planar target locations, and then converted into target longitude and target latitude according to the runway local coordinate system.

[0115] The altitude of the geometrically pre-corrected trajectory can be the aircraft altitude in the corresponding flight data frame, or the corrected altitude can be determined based on the glide path position change information. The system combines the target longitude, target latitude, and corresponding altitude to form the geometrically pre-corrected position, and generates the geometrically pre-corrected trajectory according to the time sequence of the flight data frames.

[0116] The geometric pre-correction trajectory does not completely replace the original trajectory with the ideal runway centerline. Instead, it preserves the leftward, rightward, highward, or lowward deviations of the QAR record while making the trajectory more consistent with the spatial geometry of the runway and ILS. At the beginning and end of the geometric pre-correction phase, gradually changing smoothing transition weights can be set. When entering the position correction phase, the smoothing transition weights gradually increase from a small value, causing the current playback position to gradually transition from the original QAR position to the geometric pre-corrected position. When exiting the position correction phase, the smoothing transition weights gradually decrease, causing the current playback position to smoothly return to the original QAR trajectory or a subsequent playback trajectory.

[0117] The smooth transition weights can be changed using a smooth step method, or they can be changed linearly, exponentially, or other continuously to reduce the possibility of trajectory deflection when enabling or disabling geometric pre-correction.

[0118] In step 103, the current playback position is determined based on the flight position data and position constraint information, and the simulator is controlled to play back the flight data to be played back based on the current playback position, and the current navigation deviation information generated by the simulator based on the current playback position is obtained.

[0119] In step 104, target lateral navigation deviation information and target glide navigation deviation information are obtained from target navigation deviation information, and current lateral navigation deviation information and current glide navigation deviation information are obtained from current navigation deviation information.

[0120] Figure 5 The schematic diagram of the simulator current navigation deviation closed-loop correction process provided in the embodiments of this application is used to illustrate the process of comparing the target navigation deviation information recorded by QAR with the current navigation deviation information generated by the simulator, determining the position adjustment information based on the comparison result, and determining the corrected playback position after filtering, amplitude limiting and change rate limiting of the position adjustment information.

[0121] like Figure 5 As shown, for the current flight data frame, target lateral navigation deviation information is obtained from QAR. and target glide navigation deviation information And obtain the current lateral navigation deviation information from the simulator. Current descent navigation deviation information .

[0122] The differences in lateral navigation deviation and glide navigation deviation can be determined using the following formulas:

[0123] in, This indicates the difference between the current lateral navigation deviation and the target lateral navigation deviation. This indicates the difference between the current glide navigation deviation and the target glide navigation deviation. This indicates the current lateral navigation deviation generated by the simulator based on the current playback position. This indicates the target lateral navigation deviation recorded by QAR. This indicates the current downward navigation deviation generated by the simulator. This indicates the target glide navigation deviation recorded by QAR.

[0124] During lateral position adjustment, the target lateral offset is determined based on the target lateral navigation deviation information, the current playback position, and the flight space constraint information. The current lateral offset is then determined based on the current lateral navigation deviation information, the current playback position, and the flight space constraint information. The target lateral offset and the current lateral offset can be determined using the aforementioned conversion method from lateral navigation deviation to lateral displacement.

[0125] Determine the lateral position adjustment amount based on the positional difference between the target lateral offset and the current lateral offset:

[0126] in, This indicates the amount of lateral position adjustment. This indicates the target's lateral offset corresponding to the target's lateral navigation deviation information. This indicates the current lateral offset corresponding to the current lateral navigation deviation information.

[0127] For example, when When positive, it indicates that the simulator's current lateral navigation deviation is greater than the target lateral navigation deviation recorded by QAR. The system can determine the lateral position adjustment amount based on the directional relationship between the lateral navigation deviation and the runway's lateral position, so that the lateral navigation deviation generated by the simulator during subsequent playback gradually approaches the target lateral navigation deviation. The direction of the lateral position adjustment amount is not solely based on... The sign is not determined by the lateral navigation deviation, but by a pre-defined correspondence between the lateral navigation deviation and the lateral position of the runway.

[0128] During the glide path position adjustment process, the target glide path position is determined based on the target glide navigation deviation information, the current playback position, and the flight space constraint information. The current glide path position is then determined based on the current glide navigation deviation information, the current playback position, and the flight space constraint information. The target glide path position and the current glide path position can be determined using the aforementioned conversion method from glide navigation deviation to the target position along the runway direction.

[0129] Determine the adjustment amount for the descent path direction based on the positional difference between the target descent path position and the current descent path position:

[0130] in, This indicates the amount of positional adjustment along the descent path. This indicates the target descent path position corresponding to the target descent navigation deviation information. This indicates the current position of the descent path corresponding to the current descent navigation deviation information.

[0131] The glide path direction position adjustment can be used to adjust the aircraft's position along the runway axis, or, depending on the current flight phase and simulator control method, to adjust its position in the altitude direction or along the target glide path direction. The lateral position adjustment and the glide path direction position adjustment are combined to form the position adjustment information.

[0132] The closed-loop position adjustment is not directly written to the simulator in its entirety, but rather filtered through a low-pass filter, a maximum amplitude limit, and a maximum rate of change limit. In one possible implementation, the current closed-loop adjustment can be determined using the following formula:

[0133] in, This represents the closed-loop adjustment amount corresponding to the current flight data frame. This represents the closed-loop adjustment amount corresponding to the previous flight data frame. This represents the target position adjustment amount determined after spatial position transformation, based on the difference between the target navigation deviation information corresponding to the current flight data frame and the simulator's current navigation deviation information.

[0134] The coefficients 0.85 and 0.15 are exemplary smoothing weights. In practical applications, other smoothing weights can be set based on playback frequency, aircraft speed, current flight phase, and navigation deviation signal quality. The above formulas can be applied to the lateral position adjustment component and the glide path direction position adjustment component, respectively, or to a position adjustment vector composed of multiple position adjustment components.

[0135] After low-pass filtering, the system further limits the position adjustment range of a single flight data frame and the rate of position adjustment change between adjacent flight data frames to prevent the simulator position from changing significantly due to abrupt changes in the deviation signal.

[0136] In step 105, the corrected playback position for the simulator is determined based on the current playback position and position adjustment information. The final output position can be determined using the following formula:

[0137] in, Indicates the playback position after correction. This indicates the current playback position determined based on flight position data and position constraint information. The current playback position can also be referred to as the geometric pre-correction position. This represents the closed-loop position adjustment amount determined based on the current navigation deviation information of the simulator and after low-pass filtering, amplitude limiting, and rate of change limiting.

[0138] In one possible implementation, and All measurements are taken using the runway local coordinate system. The runway local coordinate system can include the position along the runway direction, the lateral position, and the altitude. The geometric pre-correction position and the closed-loop position adjustment are added together to obtain the corrected playback position in the runway local coordinate system. Then, the corrected playback position is converted into longitude, latitude, and altitude and written into the simulator.

[0139] In another possible implementation, the closed-loop position adjustment can be first converted into longitude, latitude, and altitude increments, and then combined with the longitude, latitude, and altitude corresponding to the geometric pre-correction position. Regardless of the representation method used, each corresponding component of the geometric pre-correction position and the closed-loop position adjustment uses a matching coordinate representation and unit to enable the geometric pre-correction position and the closed-loop position adjustment to be combined.

[0140] Therefore, geometric pre-correction is used to handle the main differences between the original QAR flight position and the spatial relationship between the runway and ILS, while real-time closed-loop adjustment is used to handle the residual errors caused by differences between the simulator airport database, navigation equipment position, and navigation calculation model. The two-layer position determination process works together to both preserve the true navigation deviation recorded by QAR and make the navigation deviation generated by the simulator gradually approach the target navigation deviation recorded by QAR.

[0141] Figure 6 The schematic diagram of the flight phase identification, navigation signal validity judgment and degradation processing provided in the embodiments of this application is used to illustrate the process of selecting to enable geometric pre-correction and closed-loop position adjustment, enable only geometric pre-correction, or fall back to the backup playback trajectory based on the current flight phase, the validity of QAR target navigation deviation information and the validity of simulator current navigation deviation information.

[0142] The system first determines whether the current flight data frame has entered a critical flight phase requiring position correction. If the current flight data frame is in the takeoff roll, initial liftoff phase, precision approach, glide path, landing, go-around, or other phases closely related to runway geometry, geometric position corrections adapted to the current flight phase can be activated.

[0143] Real-time closed-loop position adjustment based on lateral navigation deviation information and glide slope navigation deviation information can be activated when the simulator can obtain the corresponding navigation signals and the navigation signals are valid. During the cruise phase or when there are no valid runway space constraints and navigation path constraints, position correction can be stopped, and playback can be performed according to the original QAR trajectory or a preset playback trajectory to avoid introducing meaningless position offsets.

[0144] In approach scenarios, the approach phase can be automatically identified based on the altitude and time recorded by QAR. For example, it can start by tracing back from the last flight data frame whose altitude was below the touchdown altitude threshold, until the corresponding altitude of the flight data frame is above the approach altitude threshold, or the tracing time reaches a preset time limit. The approach altitude threshold can be set to 3,000 feet as an example, or it can be adjusted according to airport terrain, training program, and playback range. In addition to automatic identification, users can also manually select the target airport, target runway, and the range of flight data frames requiring position correction.

[0145] In one possible implementation, the system periodically reads the simulator's NAV_CDI or equivalent variable through SimConnect to obtain the current lateral navigation deviation information; obtains the current glide slope navigation deviation information through NAV_GSI or equivalent variable; and determines whether the heading and glide slope signals are valid through state variables such as NAV_HAS_LOCALIZER and NAV_HAS_GLIDE_SLOPE.

[0146] The system can determine the validity of QAR target navigation deviation information and simulator current navigation deviation information. When the lateral or glide deviation recorded by QAR is continuously missing, exceeds the confidence range, or experiences abnormal jumps, the system can perform de-spiking processing on the abnormal data, reduce the weight of the corresponding navigation deviation, or stop using abnormal data to determine position constraint information.

[0147] The system can revert to the original QAR trajectory, the smoothed QAR trajectory, or the smoothed trajectory calculated based on existing flight conditions. The smoothed trajectory calculated based on existing flight conditions can be simply referred to as the DR smoothed trajectory.

[0148] When the QAR target navigation deviation information is valid, but the simulator does not capture the heading or glide path signal, the real-time closed-loop position adjustment in the corresponding direction can be paused, while the geometric pre-correction in the corresponding direction is retained.

[0149] When the simulator fails to capture the localizer signal, it can continue to determine the lateral offset information based on the lateral navigation deviation information and flight space constraint information recorded by QAR, but pause the determination of the lateral position adjustment amount based on the simulator's current lateral navigation deviation information.

[0150] When the simulator fails to capture the glide path signal, it can continue to determine the glide path position change information based on the glide navigation deviation information and flight space constraint information recorded by QAR, but pause the determination of the glide path direction position adjustment amount based on the current glide navigation deviation information of the simulator.

[0151] For the direction in which the simulator can still effectively acquire navigation signals, real-time closed-loop position adjustments in that direction can continue. When both types of simulator navigation signals are invalid, playback can be performed using only the geometrically pre-corrected trajectory.

[0152] when or When the change between adjacent flight data frames exceeds the preset jump threshold, the navigation deviation difference corresponding to the current flight data frame can be identified as an abnormal jump. De-spiking or de-weighting processing is performed on the navigation deviation difference, and the direct use of the unprocessed navigation deviation difference for position writing is stopped.

[0153] When the aircraft is below the touchdown altitude threshold or has already passed the runway threshold, the closed-loop adjustment weight can be gradually reduced so that the closed-loop position adjustment gradually decreases during the playback process, thus avoiding continuous position pulling during the touchdown phase or after the aircraft enters the runway.

[0154] When the target runway configuration or ILS configuration is missing, the system can estimate the approach axis based on multiple location points in the QAR trajectory and establish alternative flight space constraint information based on the estimated approach axis. This alternative flight space constraint information can be used to generate a geometrically pre-corrected trajectory. For closed-loop adjustments that rely on the actual navigation equipment position, the weight of the closed-loop adjustment can be reduced or stopped to avoid erroneous corrections caused by incomplete runway configuration.

[0155] Figure 7 This is a schematic diagram of the runway and instrument landing system configuration interface provided in the embodiments of this application, which is used to show the input and saving methods of configuration parameters such as runway threshold location, runway direction, runway threshold elevation, target glide slope angle, localizer equipment location, glide slope equipment location, runway length, and runway width.

[0156] Users can enter configuration identifiers, runway threshold latitude, runway threshold longitude, runway direction, threshold elevation, target glide slope angle, localizer equipment location, glide slope equipment location, runway length, and runway width through the configuration interface.

[0157] The system can also save the angle changes corresponding to a unit lateral navigation deviation, the angle changes corresponding to a unit glide slope navigation deviation, the position of the ranging device, and other parameters that can improve the accuracy of geometric conversion. Configuration data can be saved as a local structured configuration file, such as `runway_ils_profiles.json`. When launching the software or performing flight data playback later, the system can automatically read the corresponding target runway configuration based on the configuration identifier, eliminating the need for users to repeatedly enter it.

[0158] For multiple runways at the same airport or ILS in two directions of the same runway, different configuration identifiers can be set for each. For example, configuration identifiers such as ZSHC_07, ZSHC_25, ZJHK_09, or ZJHK_27 can be set according to the airport identifier and runway direction. During playback, the system can determine the target configuration data based on user selection information, heading information in QAR flight data, or simulator environment configuration, and generate flight space constraint information based on the target configuration data.

[0159] In other implementations, the spatial reference location for flight space constraint information is not limited to the runway threshold location; it can also be the location of localizer equipment, glide slope equipment, or ranging equipment. As long as the spatial relationship between the runway axis and the target glide path can be established based on the selected spatial reference location, it can be used for the conversion between navigation deviation and spatial location.

[0160] The navigation deviation conversion parameters are not limited to fixed unit deviation angles. They can be determined based on the target airport configuration, or adaptively estimated based on the correspondence between QAR navigation deviation information and flight position data. They can also be fused from conversion parameters corresponding to multiple navigation data sources.

[0161] Real-time closed-loop adjustment is not limited to using a first-order low-pass filter. Depending on the simulator interface characteristics and playback control requirements, complementary filtering, proportional-integral-derivative control, amplitude-limiting integral control, or model predictive control can also be used. As long as it can generate position adjustment information based on the difference between the target navigation deviation information and the current navigation deviation information, and make the simulator's current navigation deviation gradually approach the target navigation deviation recorded by QAR, it can be used in the embodiments of this application.

[0162] The current navigation deviation information of the simulator can come from the NAV_CDI and NAV_GSI variables provided by SimConnect, or from local variables provided by the aircraft model plugin, custom navigation variables, external navigation plugins, or navigation deviation information obtained by recognizing the simulator instrument images.

[0163] The embodiments of this application can be used not only for precision approach and landing phases, but also extended to takeoff roll, initial liftoff phase, go-around, non-precision approach, or training scenarios with virtual runway axis constraints, depending on actual application needs. For application scenarios without effective ILS signals, position correction can be mainly achieved using runway geometric constraints or virtual navigation path constraints.

[0164] Through the above processing, this application embodiment forms a position determination mechanism that combines geometric pre-correction and real-time closed-loop adjustment. Geometric pre-correction converts the QAR target navigation deviation into spatial position constraints based on the spatial relationship between the target runway and the ILS. Real-time closed-loop adjustment compensates for any remaining positional differences after geometric pre-correction based on the current navigation deviation generated by the simulator.

[0165] Using the above method, the corrected playback position can simultaneously reflect the flight position recorded by QAR and the target navigation deviation status without eliminating the actual flight deviation, thus improving the consistency between the playback position, the runway relative position, the target glide path position, and the simulator navigation deflection status. When the navigation signal is abnormal or the configuration data is missing, the system can also perform degradation processing by pausing the closed-loop adjustment in the corresponding direction, reducing the navigation deviation weight, or switching to a backup trajectory to maintain the continuity and stability of the flight data playback process.

[0166] In summary, this application provides a method for determining the location of flight data playback. It aims to address the problem that existing flight data playback methods, which rely solely on flight position data to control the simulator, often result in inconsistencies between the aircraft position in the simulator and the navigation deviation state represented by the flight data to be played back, thus affecting the accuracy of the playback location. By determining position constraint information based on target navigation deviation information and flight spatial constraint information, and combining this with the flight position data to determine the current playback location, the current playback location can simultaneously reflect the spatial position constraints corresponding to both the flight position data and the target navigation deviation. During the simulator's playback based on the current playback location, the current navigation deviation information generated by the simulator is acquired, and position adjustment information is determined based on the target navigation deviation information and the current navigation deviation information, thereby correcting the current playback location. This forms a closed-loop position adjustment process based on simulator navigation deviation feedback, reducing the difference between the simulator's current navigation deviation state and the target navigation deviation state recorded in the flight data to be played back, improving the consistency between the corrected playback location and the flight state to be played back, and thus improving the accuracy of the flight data playback location and the degree of flight trajectory reconstruction.

[0167] Based on the same technical concept, embodiments of this application also provide a flight data playback location determination system, such as... Figure 8 As shown, it includes: The data acquisition module 801 is used to acquire flight data to be replayed and determine the flight space constraint information corresponding to the flight data to be replayed. The flight data to be replayed includes flight position data and target navigation deviation information. The position constraint determination module 802 is used to determine the position constraint information corresponding to the flight data to be replayed based on the target navigation deviation information and the flight space constraint information. The playback control module 803 is used to determine the current playback position based on the flight position data and the position constraint information, and control the simulator to play back the flight data to be played back based on the current playback position, and obtain the current navigation deviation information generated by the simulator based on the current playback position; The position adjustment determination module 804 is used to determine position adjustment information based on the target navigation deviation information and the current navigation deviation information; The correction position determination module 805 is used to determine the corrected playback position of the simulator based on the current playback position and the position adjustment information.

[0168] This application also provides an electronic device corresponding to the method provided in the foregoing embodiments. Please refer to... Figure 9 The diagram illustrates an electronic device provided by some embodiments of this application. The electronic device 20 may include: a processor 200, a memory 201, a bus 202, and a communication interface 203, wherein the processor 200, the communication interface 203, and the memory 201 are connected via the bus 202; the memory 201 stores a computer program that can run on the processor 200, and when the processor 200 runs the computer program, it executes the method provided by any of the foregoing embodiments of this application.

[0169] The memory 201 may include high-speed random access memory (RAM) or non-volatile memory, such as at least one disk storage device. Communication between this system network element and at least one other network element is achieved through at least one physical port (which can be wired or wireless), such as the Internet, wide area network, local area network, or metropolitan area network.

[0170] Bus 202 can be an ISA bus, PCI bus, or EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. The memory 201 is used to store programs. After receiving an execution instruction, the processor 200 executes the program. The method disclosed in any of the foregoing embodiments of this application can be applied to the processor 200, or implemented by the processor 200.

[0171] The processor 200 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 200 or by instructions in software form. The processor 200 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor may be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules may reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. The storage medium is located in memory 201. The processor 200 reads the information in memory 201 and, in conjunction with its hardware, completes the steps of the above method.

[0172] The electronic devices and methods provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods they employ, operate, or implement.

[0173] This application also provides a computer-readable storage medium corresponding to the method provided in the foregoing embodiments. Please refer to... Figure 10 The computer-readable storage medium shown is an optical disc 30, on which a computer program (i.e., a program product) is stored, which, when run by a processor, executes the methods provided in any of the foregoing embodiments.

[0174] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical and magnetic storage media, which will not be elaborated here.

[0175] The computer-readable storage medium provided in the above embodiments of this application and the method provided in the embodiments of this application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the applications stored therein.

[0176] It should be noted that the above embodiments are illustrative of this application and not restrictive, and that those skilled in the art can devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses should not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. This application can be implemented by means of hardware comprising several different elements and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by the same item of hardware. The use of the words first, second, and third, etc., does not indicate any order. These words can be interpreted as names.

[0177] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0178] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made under the concept of the present invention using the contents of the present invention specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A method for determining the location during flight data playback, characterized in that, include: Acquire flight data to be replayed and determine the flight space constraint information corresponding to the flight data to be replayed, wherein the flight data to be replayed includes flight position data and target navigation deviation information; Based on the target navigation deviation information and the flight space constraint information, determine the position constraint information corresponding to the flight data to be replayed; The current playback position is determined based on the flight position data and the position constraint information, and the simulator is controlled to play back the flight data to be played back based on the current playback position, and the current navigation deviation information generated by the simulator based on the current playback position is obtained. Based on the target navigation deviation information and the current navigation deviation information, determine the position adjustment information; Based on the current playback position and the position adjustment information, the corrected playback position corresponding to the simulator is determined.

2. The method as described in claim 1, characterized in that, The step of determining the position constraint information corresponding to the flight data to be replayed based on the target navigation deviation information and the flight space constraint information includes: Lateral navigation deviation information and glide path navigation deviation information are obtained from the target navigation deviation information. The lateral navigation deviation information represents the lateral deviation of the aircraft relative to the runway axis, and the glide path navigation deviation information represents the deviation of the aircraft relative to the target glide path. Based on the lateral navigation deviation information and the flight space constraint information, the lateral navigation deviation information is converted into lateral offset information of the aircraft relative to the runway axis; Based on the glide path deviation information and the flight space constraint information, the glide path deviation information is converted into glide path position change information corresponding to the aircraft. The position constraint information is generated based on the lateral offset information and the position change information of the descent path.

3. The method as described in claim 2, characterized in that, The step of converting the lateral navigation deviation information into lateral offset information of the aircraft relative to the runway reference direction based on the lateral navigation deviation information and the flight space constraint information includes: The aircraft position is determined based on the flight position data, and the navigation reference position, runway axial direction, and lateral deviation conversion parameters are obtained from the flight space constraint information. The lateral deviation conversion parameters characterize the angle change corresponding to a unit lateral navigation deviation. Determine the positional difference between the aircraft's position and the navigation reference position; The positional differences are mapped to the axial direction of the runway to obtain the distance parameters; Based on the lateral navigation deviation information and the lateral deviation conversion parameters, determine the lateral deviation angle corresponding to the lateral navigation deviation information; Based on the distance parameters and the lateral deviation angle, the lateral displacement of the aircraft relative to the runway axis is determined; The lateral offset information is generated based on the lateral displacement.

4. The method as described in claim 2, characterized in that, The step of converting the glide path deviation information into glide path position change information corresponding to the aircraft based on the glide path deviation information and the flight space constraint information includes: The aircraft altitude is obtained from the flight position data, and the runway reference altitude, target glide angle, and glide deviation conversion parameter are obtained from the flight space constraint information. The glide deviation conversion parameter represents the angle change corresponding to a unit glide navigation deviation. Based on the aircraft altitude and the runway reference altitude, determine the relative altitude of the aircraft with respect to the runway reference altitude; Based on the glide navigation deviation information and the glide deviation conversion parameters, the target glide angle is adjusted to obtain the target path angle corresponding to the glide navigation deviation information; Based on the relative altitude and the target path angle, determine the target position of the aircraft along the runway axis; Based on the spatial orientation relationship in the flight position data and the flight space constraint information, the current position of the aircraft along the runway direction is determined; The position change information of the glide path is determined based on the position difference between the target position and the current position along the runway.

5. The method as described in claim 1, characterized in that, The step of determining position adjustment information based on the target navigation deviation information and the current navigation deviation information includes: Obtain target lateral navigation deviation information and target glide navigation deviation information from the target navigation deviation information, and obtain current lateral navigation deviation information and current glide navigation deviation information from the current navigation deviation information; Based on the target lateral navigation deviation information, the current playback position, and the flight space constraint information, the target lateral offset is determined, and based on the current lateral navigation deviation information, the current playback position, and the flight space constraint information, the current lateral offset is determined. The lateral position adjustment amount is determined based on the positional difference between the target lateral offset and the current lateral offset; Based on the target glide path deviation information, the current playback position, and the flight space constraint information, the target glide path position is determined, and based on the current glide path deviation information, the current playback position, and the flight space constraint information, the current glide path position is determined. The adjustment amount of the descent path direction position is determined based on the positional difference between the target descent path position and the current descent path position. The position adjustment information is generated based on the lateral position adjustment amount and the downward path direction position adjustment amount.

6. The method as described in claim 1, characterized in that, The determination of the flight space constraint information corresponding to the flight data to be replayed includes: The system acquires the runway position parameters, runway orientation parameters, runway height parameters, target glide path parameters, navigation device position parameters, and navigation deviation conversion parameters corresponding to the target runway. The runway position parameters represent the entrance position of the target runway, the runway orientation parameters represent the runway axial direction of the target runway, the runway height parameters represent the entrance elevation of the target runway, and the target glide path parameters represent the glide path direction and inclination of the target runway. The navigation deviation conversion parameters include lateral deviation conversion parameters and glide slope deviation conversion parameters. The lateral deviation conversion parameters represent the angle change corresponding to a unit of lateral navigation deviation, and the glide slope deviation parameters represent the angle change corresponding to a unit of glide slope navigation deviation. Based on the runway position parameters and the runway direction parameters, determine the spatial direction relationship corresponding to the target runway; Based on the runway height parameters and the target glide path parameters, determine the glide path spatial relationship corresponding to the target runway; Based on the position parameters of the navigation device and the spatial orientation relationship, the positional relationship between the navigation device and the target runway is determined; The flight space constraint information is generated based on the spatial orientation relationship, the glide path spatial relationship, the positional relationship between the navigation device and the target runway, and the navigation deviation conversion parameters.

7. The method as described in claim 6, characterized in that, Determining the spatial orientation relationship corresponding to the target runway based on the runway position parameters and the runway orientation parameters includes: Based on the runway location parameters, the entrance location of the target runway is determined as the spatial reference location; Based on the runway orientation parameters, determine the runway axial direction, which starts from the spatial reference position and extends along the runway axis of the target runway; Based on the axial direction of the runway, determine the lateral direction of the runway that passes through the spatial reference position and is perpendicular to the axial direction of the runway. Based on the spatial reference position, the axial direction of the runway, and the lateral direction of the runway, establish the spatial orientation relationship corresponding to the target runway.

8. A flight data playback location determination system, characterized in that, include: The data acquisition module is used to acquire flight data to be replayed and determine the flight space constraint information corresponding to the flight data to be replayed. The flight data to be replayed includes flight position data and target navigation deviation information. The position constraint determination module is used to determine the position constraint information corresponding to the flight data to be replayed based on the target navigation deviation information and the flight space constraint information. The playback control module is used to determine the current playback position based on the flight position data and the position constraint information, and control the simulator to play back the flight data to be played back based on the current playback position, and obtain the current navigation deviation information generated by the simulator based on the current playback position; The position adjustment determination module is used to determine position adjustment information based on the target navigation deviation information and the current navigation deviation information; The correction position determination module is used to determine the corrected playback position of the simulator based on the current playback position and the position adjustment information.

9. An electronic device, comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor executes the computer program to implement the method as claimed in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, It stores computer-readable instructions that can be executed by a processor to implement the method as described in any one of claims 1-7.

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