An adaptive aircraft training control method and system, storage medium

Abstract

The embodiment of the application relates to the technical field of aircrafts, and discloses a self-adaptive aircraft training control method and system and a storage medium. The method comprises the following steps: confirming a current flight training stage, automatically generating a corresponding flight training task according to the current flight training stage; executing the flight training task, and collecting flight state data of the aircraft and remote control operation data input by an operator in real time during the execution process; calculating a control quality evaluation parameter for representing the operation ability of the operator according to the flight state data and the remote control operation data; generating corresponding prompt information and outputting according to the current task progress and / or the control quality evaluation parameter; and / or triggering flight control auxiliary control according to the flight state data, the remote control operation data and / or the control quality evaluation parameter and a preset trigger condition. The embodiment of the application realizes self-adaptive real-time teaching guidance and safety guarantee, and effectively improves the self-adaptability and safety of real machine flight training.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to an adaptive aircraft training control method and system, and a storage medium. Background Technology

[0002] The global market size for RC models is ¥40 billion, with a CAGR of 10%, of which aviation models account for approximately ¥12 billion. Market research shows that the Chinese remote-controlled model airplane market size will be approximately ¥500 million in 2024, accounting for less than 5% of the global market, indicating a serious lag in development.

[0003] Analysis indicates that the main reason for the lagging development of China's model airplane market lies in the following barriers to entry for beginners: Third-person visual flight presents significant learning obstacles: beginners cannot recover the aircraft if they cannot take off and land, and cannot practice takeoff and landing if they cannot visually identify the aerial attitude. Beginners experience extreme frustration and are very likely to give up. The learning cost is high: a single operational error can result in a crash or even the loss of the aircraft, with economic losses ranging from hundreds to thousands of yuan per incident. In addition, the fuselage and wings are mostly made of foam material that is not resistant to impact, and repairs require tools, glue, and a lot of debugging time, demanding a high level of hands-on ability and patience.

[0004] High venue limitations and time costs: There are few suitable flight venues for model aircraft activities in China. Beginners usually need to drive to professional venues, and the round trip plus flight takes at least half a day, which further raises the barrier to entry.

[0005] The underlying reason for these obstacles for beginners lies in the inherent flaws in existing training programs. Currently, beginner training for remote-controlled aircraft (model airplanes, fixed-wing drones) mainly falls into three categories: The first type is pure simulator training. Its disadvantages are: it is different from real visual line-of-sight flight, real attitude, and real wind disturbance; and the simulator's field of view is relatively small compared to the naked eye. When the view is focused on the aircraft, ground references cannot be seen, and there is a lack of relative position reference, which can easily lead to misjudgment of flight attitude and crashes, resulting in a poor experience.

[0006] The second type: experienced pilots leading the way / coach training. Its disadvantages are: reliance on the coach's personal experience, unquantifiable feedback, unsuitability for large-scale implementation; and higher cost, typically several hundred yuan per hour.

[0007] The third category is ordinary flight control assistance. Its disadvantages are that it only solves the problems of "stability" and "rescue", but does not solve the problem of "teaching users step by step"; and the flight controller cannot autonomously determine the timing of intervention, so beginners still face a series of problems such as timing selection and loss of control during flight.

[0008] Therefore, improvements to existing technologies are necessary.

[0009] The above information is provided as background information only to aid in understanding this application and does not constitute an assertion or admission that any of the above content can be used as prior art relative to this application. Summary of the Invention

[0010] This application provides an adaptive aircraft training control method and system, and a storage medium, to solve the problem in the prior art that it is impossible to form an adaptive training closed loop.

[0011] To achieve the above objectives, this application provides the following technical solution: In a first aspect, embodiments of this application provide an adaptive aircraft training control method, including: Confirm the current flight training phase and automatically generate the corresponding flight training task based on the current flight training phase; The flight training mission is executed, and flight status data of the aircraft and remote control operation data input by the operator are collected in real time during the execution. Based on the flight status data and the remote control operation data, calculate the control quality evaluation parameters that characterize the operator's operational ability; Based on the current mission progress and / or the control quality assessment parameters, generate and output corresponding prompt information; and / or, based on the flight status data, the remote control operation data, and / or the control quality assessment parameters and preset trigger conditions, trigger flight control auxiliary control.

[0012] Optionally, the flight control assistance includes takeoff assistance, approach assistance, safety recovery assistance, electronic fence intervention assistance, and / or safe landing assistance, wherein the safe landing assistance includes spiral belly landing assistance; The step of triggering flight control-assisted control based on the flight status data, the remote control operation data, and / or the control quality evaluation parameters and preset trigger conditions includes: When the flight status data and / or the remote control operation data meet the corresponding preset risk conditions, the safety recovery auxiliary control is triggered; the safety recovery auxiliary control is used for temporary intervention by the flight control system of the aircraft to control the aircraft to restore it to a safe flight state; and / or, When the aircraft's position approaches or exceeds the preset electronic fence boundary, the electronic fence intervention assist control or the spiral belly landing assist control is triggered; the electronic fence intervention assist control is used to limit the aircraft's continued outward flight and / or guide the aircraft back to the inside of the electronic fence boundary; and / or, When the remaining battery power of the aircraft is lower than a preset battery power threshold, the safe landing assistance control is triggered; the safe landing assistance control is used to control the aircraft to execute a preset safe landing strategy.

[0013] Optionally, the adaptive aircraft training control method further includes: updating and storing the training difficulty level of the flight training task according to the control quality evaluation parameters, so as to adjust the difficulty of the flight training task in the next execution.

[0014] Optionally, generating and outputting corresponding prompt information based on the current task progress and / or the operation quality evaluation parameters includes: Based on the current task progress, generate and output guidance prompts corresponding to the current task progress; the guidance prompts are used to indicate the operation target and / or the next operation for the current task progress. The current control quality is evaluated based on the control quality evaluation parameters, and feedback prompts corresponding to the current control quality are generated and output. When the control quality evaluation parameters are better than a preset evaluation threshold, the feedback prompts include positive feedback prompts; when the control quality evaluation parameters are worse than the preset evaluation threshold, the feedback prompts include correction prompts and / or warning prompts.

[0015] Optionally, the flight status data includes: the aircraft's attitude angles, altitude, heading, speed, angular velocity, and / or geographical location; The remote control operation data includes: the stick input values ​​for the throttle channel, the stick input values ​​for the aileron channel, the stick input values ​​for the elevator channel, the stick input values ​​for the rudder channel, and / or the input information for the training interaction button; The control quality evaluation parameters include: input change rate, attitude correction delay time, correction direction correctness, correction input magnitude, stabilization recovery time and / or number of overcorrections.

[0016] Optionally, the current flight training phase includes a basic control training phase, a straight-line flight training phase, a turning training phase, a route training phase, and / or an approach and landing training phase.

[0017] Optionally, automatically generating the corresponding flight training task based on the current flight training phase includes: When the current flight training phase is the basic control training phase, the flight training tasks include single-channel stick push tasks, multi-channel coordinated stick push tasks, and / or direction determination tasks. The single-channel push-stick task instructs the operator to control the aircraft to produce a corresponding attitude change by inputting joystick input when a single control channel is active. The multi-channel cooperative push-stick task instructs the operator to control the aircraft to produce a corresponding attitude change by inputting combined joystick input when at least two control channels are active simultaneously. The direction determination task switches the aircraft's nose direction and generates a directional control command based on the current nose direction, so as to instruct the operator to control the aircraft to produce an attitude change corresponding to the directional control command by inputting joystick input. And / or, When the current flight training phase is the straight-line flight training phase, the flight training task includes at least one straight-line flight task and an active drift task; wherein, the straight-line flight task is used to instruct the operator to control the aircraft to fly in a straight line along a specified direction, the specified direction including a direction away from the operator, a direction towards the operator, a direction from the operator's left to right, and / or a direction from the operator's right to left; the active drift task is used to actively apply drift control to the aircraft corresponding to the current difficulty level during the execution of the straight-line flight task; the drift control includes altitude drift, roll drift, and / or heading drift; And / or, When the current flight training phase is the turning training phase, the flight training tasks include standard turning demonstration tasks, aileron turning perception tasks, rudder turning perception tasks, preset radius continuous turning tasks, and / or figure-eight flight tasks. The standard turn demonstration task instructs the operator to control the aircraft to complete a turn primarily using aileron input and secondarily using elevator input. The aileron turn sensing task, when the system restricts elevator input, instructs the operator to control the aircraft to complete a turn using only aileron input. The rudder turn sensing task, when the system restricts aileron input, instructs the operator to control the aircraft to change course using only rudder input. The preset radius continuous turn task instructs the operator to control the aircraft to complete a continuous turn of a preset radius and duration, primarily using aileron input, while maintaining a preset altitude during the turn. The figure-eight flight task instructs the operator to control the aircraft to sequentially perform a left turn, straight flight, and a right turn, or sequentially perform a right turn, straight flight, and a left turn, to form a complete figure-eight flight path. And / or, When the current flight training phase is the route training phase, the flight training missions include takeoff-side flight missions, crosswind-side flight missions, leeward-side flight missions, base-side flight missions, and / or approach-side flight missions. The takeoff-side flight mission instructs the operator to control the aircraft to fly in a straight line along the takeoff side and maintain altitude stability; the crosswind-side flight mission instructs the operator to control the aircraft to perform a first angle turn from the takeoff side and resume straight flight after the turn; the leeward-side flight mission instructs the operator to control the aircraft to fly in a straight line along the leeward side opposite to the takeoff side; the base-side flight mission instructs the operator to control the aircraft to perform a second angle turn from the leeward side to transition the aircraft from the leeward side to the base side; and the approach-side flight mission instructs the operator to control the aircraft to fly in a straight line facing the operator.

[0018] And / or, When the current flight training phase is the approach and landing training phase, the flight training tasks include: stable approach task, flap recognition task, flap-assisted approach task, leveling-off descent practice task and / or full belly landing task. The stable approach mission is used to instruct the operator to control the aircraft to maintain a stable heading and stable glide angle during the approach along the glide path while the flaps are retracted. The flap recognition task is used to instruct the operator to maintain the heading during two approach missions with different configurations, in order to observe and compare the aircraft's response differences with the flaps retracted and deployed. The flap-assisted approach task is used to instruct the operator to control the aircraft to complete a stable approach with flaps when the system automatically controls the flaps to a preset position. The leveling-down landing practice task is used to instruct the operator to control the aircraft to enter a leveling-down attitude by pulling the stick when the aircraft descends to ground level. The full belly landing task is used to instruct the operator to control the aircraft to complete a real belly landing from the start of the approach.

[0019] Optionally, the adaptive aircraft training control method further includes: during the execution of the active migration task, If the preset difficulty increase conditions are identified based on the currently obtained control quality evaluation parameters, the difficulty increase operation is executed: increase the offset amplitude, offset duration and / or offset occurrence frequency of the active offset control, and / or unlock the combined offset; If the preset difficulty reduction conditions are met based on the currently obtained operation quality evaluation parameters, a difficulty reduction operation is performed: the offset amplitude and / or offset duration of the active offset control is reduced, the time interval between adjacent offsets is extended, and the difficulty of voice guidance and / or pause is increased.

[0020] Optionally, the prompt information is a voice prompt; The voice prompts are generated based on the current training phase, aircraft attitude change trend, control input change rate, error type and / or preset risk conditions, and are output according to preset prompt priority and cooldown time.

[0021] Optionally, the training interaction button includes a first button and a second button; The first button is configured to: respond to a short press to indicate that the current training phase should be re-executed; and respond to a long press to indicate that the training difficulty should be reduced. The second button is configured to: respond to a short press to indicate the end of the current active offset or the current training segment; and respond to a long press to indicate entry into the next training phase.

[0022] Secondly, embodiments of this application provide an aircraft training control system, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the adaptive aircraft training control method described above.

[0023] Thirdly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions thereon, which are executed by a computer processor to implement the adaptive flight training control method described in any of the above claims.

[0024] Compared with the prior art, this application has the following beneficial effects: This application's embodiments establish a real-time closed loop of "stage identification, task generation, data acquisition, quantitative evaluation, and decision output," enabling the system to autonomously perceive the operator's performance and provide real-time instructional guidance, feedback, and safety assurance accordingly. The system is no longer a passive tool waiting for instructor instructions or operator actions, but rather capable of proactively calculating quantitative indicators of the operator's control capabilities based on flight status data and remote control operation data, and autonomously making decisions to output instructional prompts and trigger flight control assistance.

[0025] Compared to pure simulator training, the embodiments of this application collect flight status data in real time in a real flight environment. The operator obtains a real visual distance perception, a real attitude response, and a real wind disturbance effect, eliminating the "transfer gap" between simulator training and actual flight, and significantly improving the experience and training effectiveness.

[0026] Compared to training with experienced instructors, this solution transforms the instructor's subjective experience into quantifiable evaluation parameters. The system makes training decisions based on objective data rather than personal experience, eliminating teaching differences between different instructors. At the same time, the system can autonomously complete task generation, data collection, evaluation calculation, and decision output throughout the entire training process without the need for the instructor to be present throughout. This breaks through the scalability bottleneck of "one-on-one" teaching and significantly reduces training costs.

[0027] Compared to conventional flight control-assisted training, this solution not only addresses the issues of "stability" and "rescue," but also provides real-time instruction and guidance to operators through a complete chain of "phase confirmation → task generation → capability assessment → prompt output." The triggering of flight control assistance is based on a comprehensive judgment of flight status, remote control operation, and evaluation parameters, ensuring a more reasonable timing for intervention—neither prematurely interfering with the operator's autonomous control nor too late to prevent risks.

[0028] In summary, this method, by constructing a complete closed loop of perception, evaluation, decision-making, and feedback, enables the flight training system to simultaneously possess the capabilities of real-time teaching guidance and proactive safety assurance, effectively improving the adaptability and safety of actual flight training.

[0029] This application has other features and advantages that will be apparent from or will be set forth in detail in the accompanying drawings and following detailed description, which together serve to explain the particular principles of this application. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0031] Figure 1 This is a flowchart of the adaptive flight vehicle training control method provided in the embodiments of this application; Figure 2 This is a mission configuration diagram of the flight training system provided in the embodiments of this application. Detailed Implementation

[0032] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0033] To reduce the learning curve for beginners of remote-controlled aircraft, please refer to... Figure 1 This application provides an adaptive aircraft training control method, including: S1. Confirm the current flight training phase and automatically generate the corresponding flight training task based on the current flight training phase.

[0034] It should be explained that in this embodiment, the complete flight capability training process is divided into several training stages in advance. Each stage corresponds to a specific training objective and task type, such as basic control perception, straight-line stable flight, turning, route flight, approach and landing, etc.

[0035] S2. Perform flight training missions and collect flight status data of the aircraft and remote control operation data input by the operator in real time during the execution.

[0036] Flight status data refers to the physical state information of an aircraft collected in real time by airborne sensors, including attitude angles, altitude, heading, speed, angular velocity, and geographical location. This data reflects what the aircraft is currently "actually doing" and is the core basis for the system to judge whether the flight is safe and whether the operator's control is appropriate.

[0037] Remote control operation data refers to the control commands input by the operator through the remote control, including the stick input values ​​of each control channel and the input signals of interactive buttons. This data reflects "what the operator wants to command the aircraft to do" and is the basic source for assessing the operator's control intentions and habits.

[0038] S3. Based on flight status data and remote control operation data, calculate the control quality assessment parameters used to characterize the operator's operational ability.

[0039] Control quality assessment parameters are quantitative indicators calculated by the system based on the temporal correspondence between flight status data and remote control operation data. These parameters characterize the operator's control ability level. They transform the abstract concept of "how well it flies" into a calculable numerical value, providing an objective basis for subsequent decision-making.

[0040] S4. Generate and output corresponding prompts based on the current mission progress and / or control quality assessment parameters; and / or trigger flight control auxiliary control based on flight status data, remote control operation data and / or control quality assessment parameters and preset trigger conditions.

[0041] Current mission progress refers to the specific milestones the flight training mission has reached. By recognizing the current mission progress, the system can output corresponding guidance prompts at appropriate times.

[0042] The prompts can specifically include instructional guidance or operational feedback output by the system to the operator through voice or screen channels based on the current mission progress or control quality assessment results. These prompts are the primary vehicle for "teaching" in this method, enabling the operator to receive real-time guidance in the air without having to look down at the screen. For example, these prompts are voice prompts; they are generated based on the current training stage, aircraft attitude change trends, control input change rates, error types, and / or preset risk conditions, and output according to preset prompt priorities and cooldown times.

[0043] Flight control-assisted control refers to safety protection actions actively executed by the flight control unit when the system detects that the flight status, remote control operation, or evaluation parameters meet preset conditions. Unlike the operator's autonomous control, flight control-assisted control is a proactive intervention at the system level to ensure flight safety.

[0044] This application's embodiments establish a real-time closed loop encompassing "phase identification, task generation, data acquisition, quantitative evaluation, and decision output," enabling the system to autonomously perceive the operator's performance and provide real-time instructional guidance, feedback, and safety assurance accordingly. The system is no longer a passive tool waiting for instructor instructions or operator actions, but rather capable of proactively calculating quantitative indicators of the operator's control capabilities based on flight status data and remote control operation data, and autonomously making decisions regarding instructional prompts and flight control assistance triggers. This closed-loop structure operates continuously in each training phase, ensuring that instructional guidance and safety protection are always linked to the operator's current actual performance.

[0045] Compared to pure simulator training, the embodiments of this application collect flight status data in real time in a real flight environment. The operator obtains a real visual distance perception, a real attitude response, and a real wind disturbance effect, eliminating the "transfer gap" between simulator training and actual flight, and significantly improving the experience and training effectiveness.

[0046] Compared to training with experienced instructors, this solution transforms the instructor's subjective experience into quantifiable evaluation parameters. The system makes training decisions based on objective data rather than personal experience, eliminating teaching discrepancies between different instructors. The system can autonomously complete task generation, data collection, evaluation calculation, and decision output throughout the entire training process, without requiring the instructor's full presence. This overcomes the scalability limitations of one-on-one teaching and significantly reduces training costs. Furthermore, training data can be saved and reviewed, further accelerating the operator's learning speed.

[0047] Compared to conventional flight control-assisted training, this solution not only addresses the issues of "stability" and "rescue," but also provides real-time instruction and guidance to operators through a complete chain of "phase confirmation → task generation → capability assessment → prompt output." The triggering of flight control assistance is based on a comprehensive judgment of flight status, remote control operation, and evaluation parameters, ensuring a more reasonable timing for intervention—neither prematurely interfering with the operator's autonomous control nor too late to prevent risks.

[0048] In summary, this method, by constructing a complete closed loop of perception, evaluation, decision-making, and feedback, enables the flight training system to simultaneously possess the capabilities of real-time teaching guidance and proactive safety assurance, effectively improving the adaptability and safety of actual flight training.

[0049] Flight status data is physical state information of an aircraft collected in real time by onboard sensors, reflecting what the aircraft is "doing" or "in what state." In one optional implementation, flight status data may include the following types of data: Attitude angles refer to the aircraft's attitude orientation in three-dimensional space, including pitch, roll, and yaw angles. Attitude angles are the most direct state variables reflecting how well the aircraft is flying—an excessively large pitch angle may lead to stall or dive, an excessively large roll angle may lead to uncontrolled turning, and the yaw angle reflects the aircraft's nose direction. In training and evaluation, attitude angles are one of the core criteria for judging whether the operator's control is appropriate.

[0050] Altitude refers to the vertical distance of an aircraft relative to its takeoff point or the ground. Altitude data is used to determine whether the operator can maintain the expected altitude and is one of the key monitoring indicators in straight-line stable flight training and approach and landing training.

[0051] Heading refers to the direction in which an aircraft is moving. Heading data is used to determine whether the operator is flying in the expected direction and is a core assessment basis in flight path training and turning training.

[0052] Speed ​​refers to the rate of motion of an aircraft relative to the air or the ground; speed data is used to determine whether the operator can control the aircraft to fly within a safe speed range.

[0053] Angular velocity refers to the rate at which an aircraft rotates around its axes. Angular velocity is the rate of change of attitude angles, reflecting the severity of attitude changes and serving as a crucial indicator of the smoothness of the operator's control.

[0054] Geographic location refers to the latitude and longitude coordinates of an aircraft on a horizontal plane or its planar position relative to a preset reference point. Geographic location data is not only used to determine whether an aircraft is within permitted airspace, serving as the basic data source for electronic fence functions; it is also used as a quality parameter to determine whether flights in various courses match the predetermined flight path. For example, during the execution of a straight-line flight mission, geographic location coordinates are used to determine whether the aircraft is flying along a straight line, assess the quality, and provide decision-making prompts.

[0055] In practice, attitude angles, angular velocities, and geographic location are typically provided by a combination of IMU and GPS sensors, altitude can be provided by a barometer or GPS, heading can be provided by a magnetometer or GPS heading, speed can be provided by an airspeed meter or GPS ground speed, and precise altitude near the ground is provided by a TOF or ultrasonic sensor.

[0056] Remote control operation data refers to the operator's control commands collected in real time by the remote controller, reflecting what the operator wants to command the aircraft to do. In one optional implementation, remote control operation data may include the following types of data: The throttle input value refers to the power control signal output when the operator manipulates the throttle stick; the throttle controls the aircraft's power output, directly affecting the trends in flight speed and altitude.

[0057] The stick input value of the aileron channel refers to the roll control signal output when the operator manipulates the aileron stick; the aileron controls the roll attitude of the aircraft and is the core input channel for turning operations.

[0058] The input value of the elevator channel refers to the pitch control signal output when the operator manipulates the elevator stick; the elevator controls the pitch attitude of the aircraft, is used to control the aircraft's climb and descent, and can also be combined with the aileron channel to achieve turning (such as first using the aileron to tilt the fuselage, and then using the elevator to turn).

[0059] The stick input value of the rudder channel refers to the yaw control signal output when the operator manipulates the rudder stick; the rudder controls the yaw attitude of the aircraft and is used to coordinate turns or correct heading deviations.

[0060] The input information for the training interaction buttons refers to the command signals input by the operator through the function buttons on the remote control; these buttons typically support both short press and long press operation modes, each corresponding to different training control functions. During training, button input allows the operator to complete control through tactile operation without taking their eyes off the aircraft.

[0061] For example, the training interaction button may include a first button and a second button; The first button is configured to: respond to a short press to indicate that the current training phase should be re-executed; and respond to a long press to indicate that the training difficulty should be reduced. The second button is configured to: respond to a short press to indicate the end of the current active offset or the current training segment; and respond to a long press to indicate entry into the next training phase.

[0062] Through the above data configuration, the embodiments of this application ensure that the evaluation basis is comprehensive and objective: the six types of flight status data cover the main motion state dimensions of the aircraft, and the five types of remote control operation data cover all control channels of the operator. The combination of the two can completely restore the causal relationship between "what the operator did" and "what happened to the aircraft as a result", providing a comprehensive and reliable data foundation for subsequent evaluation.

[0063] Control quality assessment parameters are quantitative indicators calculated by the system based on the temporal correspondence between flight status data and remote control operation data, reflecting how well the operator controls the aircraft. In one optional implementation, control quality assessment parameters may include the following types: The input change rate refers to the rate at which the joystick input value changes over time. It reflects the smoothness or abruptness of the operator's control – a high change rate indicates rapid control and potential overreaction; a low change rate indicates smooth control and good rhythm. In evaluation, a consistently high input change rate indicates insufficient operator precision and potential issues such as over-correction.

[0064] Attitude correction delay refers to the time difference between the aircraft deviating from the target state and the operator initiating correction. This parameter reflects the operator's sensitivity to changes in flight attitude—a short delay indicates that the operator can detect the aircraft's deviation in a timely manner and respond quickly; a long delay indicates that the operator's perception is not sharp or their attention is distracted, which may lead to further deviation.

[0065] Correction direction accuracy refers to whether the operator's correction input direction is consistent with the required correction direction. For example, when the aircraft tilts to the left, the correct correction should be to adjust the ailerons to the right; if the operator adjusts the stick to the left instead, the direction is judged to be incorrect. This parameter reflects the operator's sense of direction and emergency judgment ability.

[0066] The input amplitude is adjusted by the operator to correct the amount of joystick offset during operation. This parameter reflects the precision of the operation—a moderate amplitude indicates that the operator can accurately judge the required correction amount; an excessive amplitude indicates that the operator's operation is rough and may lead to overcorrection; an excessive amplitude may lead to insufficient correction and fail to effectively correct deviations.

[0067] The stabilization recovery time refers to the total time from when the aircraft deviates from the target state to when it returns to a stable state. This parameter reflects the operator's overall control efficiency and is a comprehensive reflection of the correction delay time and the effectiveness of the subsequent correction process—a short recovery time indicates that the operator not only detected the error in a timely manner and made the correct correction in the correct direction, but also made the correction precise and without repeated overshoot.

[0068] Overcorrection count refers to the number of times the aircraft swings back and forth between the target state during the correction process. This parameter reflects the accuracy of the correction. The more overcorrections, the less stable the operator's control over the correction amount.

[0069] Through the above data configuration, this application embodiment achieves multi-dimensional and complementary evaluation dimensions: six evaluation parameters reflect the operator's control ability from different perspectives, such as the input change rate reflecting the control rhythm, correction delay reflecting perceptual acuity, directional correctness reflecting the sense of direction, input amplitude reflecting the control precision, recovery time reflecting overall efficiency, and overcorrection count reflecting correction accuracy. Multi-dimensional evaluation avoids the one-sidedness of a single indicator, resulting in more accurate and comprehensive evaluation results. This makes adaptive adjustment no longer a rough judgment based on experience, but a precise decision based on data.

[0070] In one alternative implementation, flight control assistance includes takeoff assistance, approach assistance, safety recovery assistance, electronic fence intervention assistance, and / or safe landing assistance; safe landing assistance includes spiral belly landing assistance.

[0071] Based on this, for example, flight control-assisted control is triggered according to flight status data, remote control operation data, and / or control quality assessment parameters and preset trigger conditions, including: When flight status data and / or remote control operation data meet the corresponding preset risk conditions, safety recovery auxiliary control is triggered; safety recovery auxiliary control is used to temporarily intervene by the aircraft's flight control unit to control the aircraft to return to a safe flight state and prevent the deviation from expanding when risks such as deviations in aircraft attitude, speed, or altitude occur. When the aircraft approaches or exceeds the preset electronic fence boundary, electronic fence intervention assist control or spiral belly landing assist control is triggered. Electronic fence intervention assist control is used to limit the aircraft's outward flight and / or guide the aircraft back inside the electronic fence boundary, ensuring the aircraft remains within a controllable range. The electronic fence boundary can be created / edited via mobile device and sent to the flight controller via remote controller. The system configures different soft and hard boundary policies according to the current training phase. When approaching the soft boundary, outward control input is restricted; when exceeding the hard boundary, forced return inward or spiral belly landing assist is triggered. And / or... When the remaining battery power of the aircraft is lower than the preset battery power threshold, the safe landing assist control is triggered. The safe landing assist control is used to control the aircraft to execute the preset safe landing strategy, end the flight in the least risky way, and ensure the safety of the aircraft.

[0072] Through the above flight control assistance, this embodiment can achieve a balance between ensuring flight safety and maintaining training continuity, neither interfering with the operator's normal operation due to overprotection nor causing accidents due to insufficient protection.

[0073] Furthermore, the aforementioned adaptive aircraft training control method also includes: updating and storing the training difficulty level of the flight training mission based on the control quality assessment parameters, so as to adjust the difficulty of the flight training mission in the next execution.

[0074] Specifically, after the current flight training mission is completed, the system obtains the control quality evaluation parameters calculated in the aforementioned steps, compares them with preset evaluation thresholds, and determines the operator's performance level in the current mission. If the evaluation parameters are better than the threshold (e.g., short correction delay, correct direction, fast recovery time, no overcorrection), the training difficulty level is increased; if the evaluation parameters are worse than the threshold (e.g., long correction delay, incorrect direction, recovery timeout, frequent overcorrection), the training difficulty level is decreased; if the evaluation parameters are within the threshold range, the current difficulty level remains unchanged. After completing the level determination, the system stores the updated difficulty level; when the next round of flight training mission is triggered, the system generates specific parameters for the new round of mission based on the new difficulty level, thus ensuring that the difficulty of the new round of mission is adapted to the operator's current actual control ability.

[0075] Based on this, the embodiments of this application achieve adaptive matching of difficulty. The system automatically adjusts the difficulty of subsequent tasks according to the operator's real-time performance—increasing the difficulty when the performance is good and decreasing the difficulty when the performance is poor, so that the training intensity always matches the operator's actual ability and avoids low learning efficiency or frustration caused by tasks being too easy or too difficult. At the same time, the difficulty adjustment is completed autonomously by the system based on objective evaluation parameters, without the need for manual judgment by the coach, making the adjustment basis more objective and the adjustment process more timely.

[0076] In one alternative implementation, please refer to Figure 2 As shown, the preset flight training phases may include a basic control training phase, a straight flight training phase, a turning training phase, a route training phase, and / or an approach and landing training phase.

[0077] In this embodiment, the five training phases are arranged sequentially, with completion of the previous phase serving as a prerequisite for entering the next, thus creating a progressive skill development process. Overall: The basic control training phase is configured as Phase 1 (L1), and its completion condition is that the operator can make smooth stick inputs and correctly judge the relationship between nose direction and directional sense. The straight-line flight training phase is configured as Phase 2 (L2), and its initiation condition includes passing the basic control training phase; its completion condition is that the operator can maintain stable straight-line flight in four flight directions and effectively correct active drift. The turning training phase is configured as Phase 3 (L3), and its initiation condition includes passing the straight-line flight training phase; its completion condition is that the operator can complete standard turns and figure-eight maneuvers primarily using ailerons. The flight path training phase is configured as Phase 4 (L4), and its initiation condition includes passing the turning training phase; its completion condition is that the operator can sequentially complete each side of the five-sided flight path. The approach and landing training phase is configured as Phase 5 (L5), the final phase, and its initiation condition includes passing the flight path training phase; its completion condition is that the operator can complete a full belly landing.

[0078] By configuring the above five training stages sequentially, flight capability development is broken down into five progressive stages. This not only ensures that beginners' ability development is orderly and progressive, but also, because each stage has clear completion conditions, the system can determine whether the operator has the ability to enter the next stage based on quantitative assessment results. This avoids the problem of inconsistent standards caused by relying on the instructor's subjective judgment, making the decision-making basis for stage advancement more objective. In addition, operators can clearly understand the current learning goals and completion standards at each stage, which helps maintain learning motivation and a sense of training direction, avoiding confusion and inefficiency caused by unclear goals.

[0079] During the current flight training phase, specifically the basic control training phase, flight training tasks include single-channel stick push tasks, multi-channel coordinated stick push tasks, and / or direction determination tasks.

[0080] Among them, the single-channel stick input task is used to instruct the operator to control the aircraft to produce corresponding attitude changes by inputting the joystick while the single control channel is active. This task is used to enable the operator to perceive the correspondence between the joystick and the aircraft's attitude changes, establish the intuition that "the more rapid the input, the more abrupt the attitude change", and learn to use small, continuous stick inputs to make the aircraft's attitude change smoothly.

[0081] The multi-channel collaborative push stick task is used to instruct the operator to control the aircraft to produce corresponding attitude changes by combining joystick inputs when at least two control channels are activated simultaneously. This task is used to allow the operator to perceive the superposition effect of combined inputs on the aircraft's attitude and to maintain controllability and smoothness of attitude changes when inputting from two channels simultaneously.

[0082] It should be noted that the aircraft's control channels may include four proportional (0-100%) channels: Throttle, Aileron, Elevator, and Rudder, as well as one switch (0 or 1) channel for the flaps, which may be used during takeoff and landing. In actual mission settings, each lesson can be designed to progress from simple to complex, starting with requiring the operator to control only one proportional channel and eventually controlling all proportional channels to complete the lesson.

[0083] The orientation determination task is used to switch the aircraft's nose direction and generate directional control commands based on the current nose direction. These commands instruct the operator to input control signals via the joystick to produce attitude changes corresponding to the directional control commands. This task helps the operator establish the operating sequence of "first look at the nose direction, then determine left or right."

[0084] When the current flight training phase is the straight-line flight training phase, the flight training mission includes at least one straight-line flight mission and an active drift mission.

[0085] The straight-line flight mission is used to instruct the operator to control the aircraft to fly in a straight line in a specified direction. The specified direction includes the direction away from the operator, the direction towards the operator, the direction of flight from the left to the right of the operator, and / or the direction of flight from the right to the left of the operator. The straight-line flight mission is used to enable the operator to establish the ability to maintain stable straight flight under different nose orientations under continuous real displacement conditions, as well as the ability to maintain a stable control rhythm under different visual direction pressures.

[0086] Active drift control is used to proactively apply drift control to the aircraft during straight-line flight missions, corresponding to the current difficulty level. Drift control includes altitude drift, roll drift, and / or heading drift. This active drift control mission trains the operator's perception and correction capabilities regarding flight attitude deviations, enabling the operator to develop a habit of continuously monitoring the flight status and making timely minor corrections. In practical applications, active drift control can lock some drift dimensions and release drift dimensions depending on the difficulty level.

[0087] Furthermore, during the execution of the active offset task, if the preset difficulty increase conditions are identified based on the currently obtained control quality evaluation parameters, the difficulty increase operation is executed: increase the offset amplitude, offset duration and / or offset occurrence frequency of the active offset control, and / or unlock the combined offset. If the preset difficulty reduction conditions are met based on the currently obtained control quality assessment parameters, perform the difficulty reduction operation: reduce the offset amplitude and / or offset duration of active offset control, extend the time interval between adjacent offsets, increase voice guidance, reduce the number of offset combinations and / or pause the difficulty increase.

[0088] This implementation method monitors control quality assessment parameters in real time during the execution of active offset tasks and dynamically adjusts the amplitude, duration, and frequency of offset control based on the assessment results. This allows the training intensity to be adapted to the operator's control ability in real time—automatically increasing the difficulty to maintain challenge when performance is good, and automatically reducing the difficulty and increasing guidance to prevent frustration and loss of control when performance is poor. This achieves a balance between training efficiency and learning motivation while ensuring flight safety, forming a smooth ability improvement path.

[0089] When the current flight training phase is the turning training phase, the flight training tasks include standard turn demonstration tasks, aileron turn perception tasks, rudder turn perception tasks, continuous turn tasks with preset radius, and / or figure-eight flight tasks.

[0090] The standard turn demonstration task is used to instruct the operator to control the aircraft to complete a turn by primarily using aileron input and secondarily using elevator input. This standard turn demonstration task is used to demonstrate the standard turn method to the operator, so that the operator can establish the correct turn habit of "primarily using aileron input and secondarily using elevator input".

[0091] The aileron turn perception task is used to instruct the operator to control the aircraft to complete a turn using only aileron input when the system restricts elevator input. This aileron turn perception task is used to allow the operator to experience the consequences of altitude loss when turning using only ailerons, thereby perceiving that aileron turns require elevator cooperation to compensate for altitude loss.

[0092] The rudder turn perception task is used to instruct the operator to control the aircraft to change course using only rudder input when the system restricts aileron input. This rudder turn perception task is used to enable the operator to perceive the consequences of sideslip and unstable flight when turning by relying solely on rudder, thereby understanding that the rudder is not the primary tool for turning.

[0093] The preset radius continuous turn task is used to instruct the operator to control the aircraft primarily with aileron input to complete a series of turns with a preset radius and duration, while maintaining a preset altitude during the turn. This preset radius continuous turn task is used to help the operator establish a complete sense of turn rhythm of "entering the turn, maintaining the turn, and exiting the turn", and understand that turning is a continuous flight process rather than an instantaneous action.

[0094] The figure-eight flight mission instructs the operator to control the aircraft to perform a left turn, straight flight, and right turn in sequence, or a right turn, straight flight, and left turn in sequence, to form a complete figure-eight flight path. This figure-eight flight mission is designed to enable the operator to extend their single-turn capability to continuous flight path capability, establish awareness of left and right turn symmetry and smoothness of flight path connection, and lay the foundation for subsequent flight path training phases.

[0095] When the current flight training phase is the route training phase, the flight training missions include takeoff-side flight missions, crosswind-side flight missions, leeward-side flight missions, base-side flight missions, and / or approach-side flight missions.

[0096] The takeoff-side flight task is used to instruct the operator to control the aircraft to fly in a straight line along the takeoff side and maintain altitude stability. This takeoff-side flight task is used to enable the operator to establish the habit of stabilizing the aircraft's attitude and altitude first after takeoff and not rushing to the next step, as well as to establish a reference sense for stable straight flight.

[0097] Crosswind flight missions are designed to instruct operators to control the aircraft to make a first angle (e.g., 90 degrees) turn from the takeoff side and resume straight flight after the turn. These missions are intended to instill in operators the awareness that completing a turn does not equate to mission completion, that a stable straight flight state must be re-established after a turn, and the ability to quickly regain stability after a turn.

[0098] The leeward flight mission is used to instruct the operator to control the aircraft to fly in a straight line along the leeward side opposite to the takeoff side; this leeward flight mission is used to train the operator's ability to maintain stable straight flight over a long distance, including anti-drift and anti-interference capabilities, as well as the ability to maintain distance and position over a long distance.

[0099] The base-side flight mission is used to instruct the operator to control the aircraft to make a second angle (such as 90 degrees) turn from the leeward side to transition the aircraft from the leeward side to the base side. This base-side flight mission is used to train the operator's ability to judge the timing of the turn in advance, adjust the aircraft's position in advance for the subsequent approach phase, and have the ability to turn without being too abrupt and to maintain a controllable attitude after the turn.

[0100] Approach-side flight missions are used to instruct operators to control the aircraft to fly in a straight line in the direction of the operator; these missions are also used to train operators' ability to maintain precise control of heading and altitude under conditions of maximum directional reversal pressure, as well as their psychological stability.

[0101] When the current flight training phase is the approach and landing training phase, the flight training tasks include: stable approach tasks, flap awareness tasks, flap-assisted approach tasks, leveling-off landing practice tasks and / or full belly landing tasks. Among them, the stable approach mission is used to instruct the operator to control the aircraft to maintain a stable heading and stable glide angle along the glide path with the flaps retracted. This stable approach mission is used to enable the operator to establish the understanding that "the approach is a controlled flight", master the approach rhythm of not rushing, pulling, or crashing, and form a stable glide path holding capability.

[0102] The flap awareness task is used to instruct the operator to maintain the heading during two approach missions with different configurations, in order to observe and compare the differences in aircraft response with flaps retracted and flaps extended. This flap awareness task is used to enable the operator to develop an intuitive understanding of the function of flaps by observing differences in approach speed, changes in sink rate, and the aircraft's ground feel—flaps make the aircraft slower and closer to the ground, but do not replace the operator's landing operations.

[0103] The flap-assisted approach mission is used to instruct the operator to control the aircraft to complete a stable approach with flaps when the system automatically controls the flaps to the preset position. This flap-assisted approach mission is used to enable the operator to maintain a stable approach in slow flight conditions, build adaptability and confidence in low-speed flight conditions, and not feel nervous due to slow flight.

[0104] The flare-and-descent practice task is used to instruct the operator to control the aircraft to enter a flare-and-descent attitude by pulling the stick when the aircraft descends to a ground-hugging height. This flare-and-descent practice task is used to help the operator establish a sense of rhythm that flare is a continuous action rather than a one-time pull, and to master the coordination of the timing and magnitude of the stick pull (pulling too early will cause the aircraft to float, pulling too late will cause it to crash), thus forming the ability to control the aircraft to maintain a smooth, ground-hugging attitude.

[0105] A full belly landing mission is used to instruct the operator to control the aircraft to complete a true belly landing from the start of the approach. This full belly landing mission enables the operator to converge a stable approach, energy management and FLARE rhythm into a complete landing operation, giving the operator the complete ability to safely complete a flight.

[0106] In summary, the flight training phases described above follow a sequence of basic controls, straight-line flight, turns, flight paths, and approach / landing. This ensures that the operator receives a clear and singular training objective at each stage, avoiding cognitive overload. Clear transitions between phases guarantee a progressive and uninterrupted development of skills. Furthermore, through proactive system guidance (applying offsets, changing orientations, restricting channel inputs, etc.) and sensory comparisons (aileron turning experience, rudder turning experience, flap comparison observation, etc.), operators are guided to experience the consequences of incorrect operations in a safe and controllable environment, thereby establishing correct control habits and judgment intuition. Ultimately, this allows novice operators to complete the entire process of live-fire training, from their first stick grip to a safe landing, without instructor intervention, effectively lowering the training threshold and significantly improving training efficiency.

[0107] It should be further noted that the specific flight parameters (such as flight altitude, flight speed, turning angle, deviation magnitude, etc.), completion conditions (such as smoothness threshold, stabilization time threshold, correction number threshold, etc.), and prompts (such as the specific wording of voice prompts, prompt triggering timing, etc.) of the flight training tasks included in the above-mentioned flight training phases can be flexibly designed according to the actual training objectives, aircraft characteristics, current difficulty level, and teaching strategies. This application does not impose specific limitations on these aspects.

[0108] For example, in a single-channel push rod task, the amplitude limit of attitude change, the threshold of change rate, and the judgment criteria of smoothness can all be preset or dynamically adjusted according to the training stage and the characteristics of the machine model; in an active offset task, the magnitude of the offset amplitude, the length of the duration, the frequency of occurrence, and the specific triggering conditions for increasing or decreasing the difficulty can all be dynamically determined based on the current difficulty level and the operator's performance.

[0109] In summary, the specific content, completion conditions, and prompts of each of the above-mentioned flight training tasks can be preset or dynamically adjusted by the system based on the training objectives of the flight training phase, the aircraft's characteristics, the current difficulty level, and / or control quality assessment parameters. Any method that adopts the core functions and training objectives of the above-mentioned flight training tasks, regardless of how its specific parameters, judgment thresholds, or prompts change, is within the scope of protection of this application.

[0110] In addition, the aforementioned adaptive aircraft training control method may also include: outputting training results after all flight training phases have been completed.

[0111] Specifically, after the operator completes all flight training phases (including basic control training, straight-line flight training, turning training, route training, and approach and landing training), all training data is compiled, training results are generated and output. The training results can be presented to the trainee through the remote control's display unit and / or voice output unit.

[0112] For example, the training results may include: The overall training score for all flight training phases reflects the trainee's overall operational level during this training session. This overall score is calculated by the system based on a weighted average of the phase scores for each flight training phase and can serve as a reference for trainees to assess their own training progress and effectiveness.

[0113] The stage scores for each flight training phase are used to reflect the trainee's operational performance in each phase. Through stage-by-stage scoring, trainees can clearly understand in which phase they performed well and in which phase they had shortcomings, thus enabling them to conduct targeted practice in the future.

[0114] Training data review and improvement suggestions are used to output specific deficiencies and corresponding improvement suggestions to the operator after the training is completed, based on the control quality assessment parameters recorded in each flight training phase and their corresponding flight status data and remote control operation data. This allows the operator to not only know the scoring results, but also to clarify the direction for future improvement.

[0115] The historical record of control quality assessment parameters is used to record the changing trends of assessment parameters in each round of training tasks. This historical record can include the trajectory of changes in parameters such as input change rate, posture correction delay time, correction direction correctness, correction input magnitude, stabilization recovery time, and number of overcorrections during the training process, reflecting the evolution of the trainee's control ability.

[0116] The flight control assist trigger information recorder records the number of times flight control assist is triggered, the trigger type, and the flight status at the time of triggering during training. This record can be used to assess the risks encountered by trainees during training and the degree of intervention of safety assistance, helping trainees understand the safety boundaries of their own operation.

[0117] This embodiment outputs multi-dimensional training results, enabling trainees to intuitively understand their performance and progress in various control abilities. This provides data reference for targeted adjustments to subsequent training, helps trainees clarify the direction of their practice, and further improves training efficiency.

[0118] Secondly, embodiments of this application provide an aircraft training control system, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the adaptive aircraft training control method described in any embodiment.

[0119] It should be noted that the above system can execute the methods provided in any embodiment of this application, and has the corresponding functional modules and beneficial effects of executing the methods, which will not be described in detail here.

[0120] For example, the system specifically includes: Fixed-wing aircraft, such as drones and model aircraft, include flight control units, inertial measurement units, positioning units, and wireless receiving units, etc. The remote controller, which is wirelessly connected to the aircraft, may include: a control input unit, a training interaction button, a wireless communication unit, a display unit, and a voice output unit, etc. In practical applications, the aircraft and the remote controller form a closed loop through a wireless communication link: the aircraft collects flight status data and transmits it back to the remote controller, which combines the flight status data and remote control operation data to complete course decisions and task generation, and then sends task instructions to the aircraft for execution.

[0121] Furthermore, the functional units of the training control logic can be divided into two ends according to their essential functions—functional units related to data acquisition and auxiliary execution (such as safety auxiliary control) are configured on the aircraft end, while functional units related to training control decisions and human-machine interaction (such as task generation, control quality assessment, difficulty adjustment, and voice interaction control) are configured on the remote controller end, together forming a complete training closed loop.

[0122] Thirdly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, implement the adaptive flight training control method provided in all embodiments of this application.

[0123] Any combination of one or more computer-readable media may be used. A computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium can be, for example—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device.

[0124] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of sending, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device.

[0125] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including—but not limited to—wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0126] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code can be executed entirely on the operator's computer, partially on the operator's computer, as a standalone software package, partially on the operator's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the operator's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0127] Finally, it should be noted that although the above embodiments have been described in the text and drawings of this application, this should not limit the scope of patent protection of this application. Any technical solutions that are based on the essential concept of this application and utilize the content described in the text and drawings of this application, resulting in equivalent structural or procedural substitutions or modifications, as well as the direct or indirect application of the technical solutions of the above embodiments to other related technical fields, are all included within the scope of patent protection of this application.

Claims

1. An adaptive aircraft training control method, characterized in that, include: Confirm the current flight training phase and automatically generate the corresponding flight training task based on the current flight training phase; The flight training mission is executed, and flight status data of the aircraft and remote control operation data input by the operator are collected in real time during the execution. Based on the flight status data and the remote control operation data, calculate the control quality evaluation parameters that characterize the operator's operational ability; Based on the current task progress and / or the control quality assessment parameters, generate and output corresponding prompt information; And / or, based on the flight status data, the remote control operation data, and / or the control quality evaluation parameters and preset trigger conditions, trigger flight control auxiliary control.

2. The adaptive flight vehicle training control method according to claim 1, characterized in that, The flight control assistance includes takeoff assistance, approach assistance, safety recovery assistance, electronic fence intervention assistance, and / or safe landing assistance, wherein the safe landing assistance includes spiral belly landing assistance; The step of triggering flight control-assisted control based on the flight status data, the remote control operation data, and / or the control quality evaluation parameters and preset trigger conditions includes: When the flight status data and / or the remote control operation data meet the corresponding preset risk conditions, the safety recovery auxiliary control is triggered; The safety recovery auxiliary control is used for temporary intervention by the flight control system of the aircraft to control the aircraft to return to a safe flight state; and / or, When the aircraft's position approaches or exceeds the preset electronic fence boundary, the electronic fence intervention assist control or the spiral belly landing assist control is triggered; the electronic fence intervention assist control is used to limit the aircraft's continued outward flight and / or guide the aircraft back to the inside of the electronic fence boundary; and / or, When the remaining battery power of the aircraft is lower than a preset battery power threshold, the safe landing assistance control is triggered; the safe landing assistance control is used to control the aircraft to execute a preset safe landing strategy.

3. The adaptive flight vehicle training control method according to claim 1, characterized in that, The adaptive aircraft training control method further includes: updating and storing the training difficulty level of the flight training task according to the control quality evaluation parameters, so as to adjust the difficulty of the flight training task in the next execution.

4. The adaptive flight vehicle training control method according to claim 1, characterized in that, The step of generating and outputting corresponding prompt information based on the current task progress and / or the operation quality evaluation parameters includes: Based on the current task progress, generate and output guidance prompts corresponding to the current task progress; the guidance prompts are used to indicate the operation target and / or the next operation for the current task progress. The current control quality is evaluated based on the control quality evaluation parameters, and feedback prompts corresponding to the current control quality are generated and output. When the control quality evaluation parameters are better than a preset evaluation threshold, the feedback prompts include positive feedback prompts; when the control quality evaluation parameters are worse than the preset evaluation threshold, the feedback prompts include correction prompts and / or warning prompts.

5. The adaptive flight vehicle training control method according to claim 1, characterized in that, The flight status data includes: the aircraft's attitude angles, altitude, heading, speed, angular velocity, and / or geographical location; The remote control operation data includes: the stick input values ​​for the throttle channel, the stick input values ​​for the aileron channel, the stick input values ​​for the elevator channel, the stick input values ​​for the rudder channel, and / or the input information for the training interaction button; The control quality evaluation parameters include: input change rate, attitude correction delay time, correction direction correctness, correction input magnitude, stabilization recovery time and / or number of overcorrections.

6. The adaptive flight vehicle training control method according to claim 1, characterized in that, The current flight training phase includes the basic control training phase, the straight flight training phase, the turning training phase, the route training phase, and / or the approach and landing training phase.

7. The adaptive flight vehicle training control method according to claim 6, characterized in that, The automatic generation of corresponding flight training tasks based on the current flight training phase includes: When the current flight training phase is the basic control training phase, the flight training tasks include single-channel stick push tasks, multi-channel coordinated stick push tasks, and / or direction determination tasks. The single-channel push-stick task instructs the operator to control the aircraft to produce a corresponding attitude change by inputting joystick input when a single control channel is active. The multi-channel cooperative push-stick task instructs the operator to control the aircraft to produce a corresponding attitude change by inputting combined joystick input when at least two control channels are active simultaneously. The direction determination task switches the aircraft's nose direction and generates a directional control command based on the current nose direction, so as to instruct the operator to control the aircraft to produce an attitude change corresponding to the directional control command by inputting joystick input. And / or, When the current flight training phase is the straight-line flight training phase, the flight training task includes at least one straight-line flight task and an active drift task; wherein, the straight-line flight task is used to instruct the operator to control the aircraft to fly in a straight line along a specified direction, the specified direction including a direction away from the operator, a direction towards the operator, a direction from the operator's left to right, and / or a direction from the operator's right to left; the active drift task is used to actively apply drift control to the aircraft corresponding to the current difficulty level during the execution of the straight-line flight task; the drift control includes altitude drift, roll drift, and / or heading drift; And / or, When the current flight training phase is the turning training phase, the flight training tasks include standard turning demonstration tasks, aileron turning perception tasks, rudder turning perception tasks, preset radius continuous turning tasks, and / or figure-eight flight tasks. The standard turn demonstration task instructs the operator to control the aircraft to complete a turn primarily using aileron input and secondarily using elevator input. The aileron turn sensing task, when the system restricts elevator input, instructs the operator to control the aircraft to complete a turn using only aileron input. The rudder turn sensing task, when the system restricts aileron input, instructs the operator to control the aircraft to change course using only rudder input. The preset radius continuous turn task instructs the operator to control the aircraft to complete a continuous turn of a preset radius and duration, primarily using aileron input, while maintaining a preset altitude during the turn. The figure-eight flight task instructs the operator to control the aircraft to sequentially perform a left turn, straight flight, and a right turn, or sequentially perform a right turn, straight flight, and a left turn, to form a complete figure-eight flight path. And / or, When the current flight training phase is the route training phase, the flight training missions include takeoff-side flight missions, crosswind-side flight missions, leeward-side flight missions, base-side flight missions, and / or approach-side flight missions. The takeoff-side flight mission instructs the operator to control the aircraft to fly in a straight line along the takeoff side and maintain altitude stability; the crosswind-side flight mission instructs the operator to control the aircraft to perform a first-angle turn from the takeoff side and resume straight flight after the turn; the leeward-side flight mission instructs the operator to control the aircraft to fly in a straight line along the leeward side opposite to the takeoff side; the base-side flight mission instructs the operator to control the aircraft to perform a second-angle turn from the leeward side to transition the aircraft from the leeward side to the base side; and the approach-side flight mission instructs the operator to control the aircraft to fly in a straight line facing the operator. And / or, When the current flight training phase is the approach and landing training phase, the flight training tasks include: stable approach task, flap recognition task, flap-assisted approach task, leveling-off descent practice task and / or full belly landing task. The stable approach mission is used to instruct the operator to control the aircraft to maintain a stable heading and stable glide angle during the approach along the glide path while the flaps are retracted. The flap recognition task is used to instruct the operator to maintain the heading during two approach missions with different configurations, in order to observe and compare the aircraft's response differences with the flaps retracted and deployed. The flap-assisted approach task is used to instruct the operator to control the aircraft to complete a stable approach with flaps when the system automatically controls the flaps to a preset position. The leveling-down landing practice task is used to instruct the operator to control the aircraft to enter a leveling-down attitude by pulling the stick when the aircraft descends to ground level. The full belly landing task is used to instruct the operator to control the aircraft to complete a real belly landing from the start of the approach.

8. The adaptive flight vehicle training control method according to claim 7, characterized in that, The adaptive aircraft training control method further includes: during the execution of the active migration task... If the preset difficulty increase conditions are identified based on the currently obtained control quality evaluation parameters, the difficulty increase operation is executed: increase the offset amplitude, offset duration and / or offset occurrence frequency of the active offset control, and / or unlock the combined offset; If the preset difficulty reduction conditions are met based on the currently obtained operation quality evaluation parameters, a difficulty reduction operation is performed: the offset amplitude and / or offset duration of the active offset control is reduced, the time interval between adjacent offsets is extended, and the difficulty of voice guidance and / or pause is increased.

9. The adaptive flight vehicle training control method according to claim 1, characterized in that, The prompt message is a voice prompt message; The voice prompts are generated based on the current training phase, aircraft attitude change trend, control input change rate, error type and / or preset risk conditions, and output according to preset prompt priority and cooldown time.

10. The adaptive flight vehicle training control method according to claim 6, characterized in that, The training interaction buttons include a first button and a second button; The first button is configured to, in response to a short press, indicate that the current training phase should be re-executed; In response to a long press, the instruction reduces the difficulty of training; The second button is configured to, in response to a short press, indicate the end of the current active offset or the current training segment; In response to a long press, the system indicates that the user will proceed to the next training phase.

11. An aircraft training control system, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the adaptive flight training control method as described in any one of claims 1-10.

12. A computer-readable storage medium having computer-executable instructions stored thereon, characterized in that, The computer-executable instructions are executed by a computer processor to implement the adaptive flight training control method as described in any one of claims 1-10.

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