CN117111944A - Design method and system for UI interaction bottom layer mechanism of airplane performance software - Google Patents
Design method and system for UI interaction bottom layer mechanism of airplane performance software Download PDFInfo
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Abstract
The invention provides a design method and a system of a UI interaction bottom layer mechanism of aircraft performance software, which are characterized in that parameters input by a user are received, the parameters are processed, a logical cross-linking relation of controls is established according to functional attributes and physical attributes of the parameters, and then the controls are initialized, and a feature set and a constraint set are established; the system also invokes feature sets and constraint sets in real-time through the parser to dynamically update the UI, providing real-time, visual logic, constraint and constraint feedback to the designer. In addition, the system also comprises a storage device for storing and managing the feature set and the constraint set, and the incremental quick construction requirement of the UI feature relation of the newly-added or derivative model performance software is met through copying or editing. The system can significantly improve the design and use efficiency of the aircraft performance software, and simultaneously provide a more optimized user experience. The invention can meet the requirement of a user for single-machine design change or multi-machine addition, and meet the requirement of design development of single-machine version, network version, C/S version and the like.
Description
Technical Field
The invention belongs to the technical field of computers, and particularly relates to a design method of a user UI interaction bottom layer mechanism of aircraft performance software.
Background
At present, the aircraft performance software is an industry special tool provided for an airline company user by an aircraft manufacturer or a consignor thereof, is matched with a specific model to generate aircraft release performance data content meeting the requirements of airworthiness regulations and operation regulations, and consists of two important parts, namely a design of interaction of users UI (User Interface) and a design of a calculation kernel. UI interaction is mainly used for graphical user input interaction, generation and delivery of calculation tasks, calling of a calculation kernel and processing and presenting of calculation results; the computing kernel mainly encapsulates basic data such as aerodynamic force, thrust force, machine type and the like closely related to the machine type, performs preprocessing such as analysis, translation, preparation and the like on the computing task through preprocessing, performs formatted output on the computing result through post-processing, and invokes an algorithm model with corresponding functions to complete corresponding simulation computation. The two parts have both independent functions and need to cooperate with each other to achieve the final goal of user-implemented performance calculations through interaction of computational tasks and computational results.
Because of the numerous set parameters of the computing task, including: atmospheric environmental parameters, airport parameters, aircraft configuration parameters, engine setting parameters, performance business parameters and the like, and the contents of the parameters have serious and safe responsibilities due to the requirements of airworthiness approval and operation supervision and must follow the airworthiness regulations, operation regulations, related logics, constraints and limitations in model manuals. Therefore, how to make the parameter information be completely and effectively transferred and identified in the software running process for a single model, and how to make the information not tampered and overlapped in the process of generating the calculation task for different models are very troublesome, so that the performance software user UI can be more robust and more efficient.
Taking a performance software user UI of a domestic civil aircraft as an example, the total number of various interface parameters reaches 700, and the logic constraint set for the interface parameters reaches 1500 and the boundary limit reaches 2600. Once the new model is added, the logic constraint and the boundary limit of the parameters need to be adjusted, so that the information of the original model is not affected, and the information of the new model is consistent with aviation regulations and aircraft manuals.
In the early stage, the method for transmitting parameters of domestic aircraft performance software is that a user-defined array is directly transmitted to a computing kernel by a UI, written in and analyzed according to agreed definition, and then logic, constraint and limitation code-by-code setting is carried out on UI controls in a one-to-one manner. Thus, the first problem is that these logics, constraints, and restrictions are set in a decentralized manner in a large number of control attributes, which is difficult to orchestrate and maintain; secondly, when the logic, constraint and limitation of the controls of different performance services are overlapped, when the logic, constraint and limitation of the same performance service are different, the investigation and positioning are difficult; finally, once the service or the model is newly added, all logic, constraint and limitation related controls need to be sequentially built, and the workload and the error rate are not inferior to those of re-developing the UI once. In practical use, the above problems frequently cause improper, improper and out-of-logic input beyond the limit, further cause problems such as simulation errors, calculation overrun, illegal results, UI blocking and the like, and once the error calculation results generated by the problems are used for flight release, the consequences are extremely serious.
At present, although international manufacturers of civil transportation aircraft basically follow the SCAP specification of IATA of International air transportation society, the user UI of the lower model matching performance software and the data transmission interface of the computing kernel are unified 40618. However, this specification only explicitly defines the basic method of invoking the performance software computing kernel and the content and format of the transfer, but does not agree on how the performance software developer can build, manage, and maintain the UI through a reasonable architecture to produce computing tasks that meet regulatory and manual constraints and limitations. For business reasons, this part of the technology is also not disclosed by the international peer.
With the orderly development of domestic civil aircraft research and development and manufacturing activities, the relevant research and development of domestic civil aircraft is continuously in depth, and the realization of an interactive underlying mechanism architecture method of a new and generalized aircraft performance software user UI is urgent in the future facing more complicated and refined input conditions, new and increased businesses and new and increased models.
Prior art related to the invention-one: a UI design method for aircraft performance software users discloses a performance software interface which is not limited to aircraft manufacturers and matched with aircraft manufacturers, and is also suitable for airline users to establish customized interfaces capable of calling performance calculation kernels according to own needs. According to the requirements of performance calculation tasks (such as airplane flight manual, take-off and landing analysis, in-and-out analysis, flight planning, high-speed performance, airport database and route analysis, etc.), calculating condition parameters required to be input under various calculation tasks are carded out, and classified according to the physical properties of the parameters (such as aerodynamic properties, engine properties, flight tasks, flight phases, policy regulations, etc.);
The method comprises the steps that a set machine type obtains multi-time flight task data in a set period; preprocessing flight task data to determine effective data; and (3) screening the effective data easily, constructing a pilot flight skill portrait index system, grading the pilot flight skill dimension model by using a gray correlation method, constructing a portrait model, and constructing a flight skill portrait radar chart by using a visual application program package.
Drawbacks of the first prior art: (1) The UI has inherent defects in aspects of compliance, timeliness, usability, universality, maintainability and the like, and a great deal of manpower and workload are required to be input for continuous follow-up;
(2) The usability is poor: the technical access threshold for the UI maintainer is high, and unless professional training is carried out, the user cannot understand and master the setting intention of a specific module, a specific area and a specific control, and long-time fumbling is required;
(3) The compliance is weak: the presentation of logics, constraints and restrictions in the regulation and model manuals is not intuitive and discrete, and the configuration state can be clarified only by combining historical development records and historical regulation and manual versions;
(4) The universality is low: the logic, constraint and limitation in the model manual are coded in a manner which is not packaged or has low packaging degree, and when the demands of model alternation, model expansion, optimization and upgrading, design change and the like occur, the use demands cannot be supported rapidly;
(5) Timeliness is weak: the logic, the constraint and the limitation in the regulation are coded in a manner of an event, no encapsulation or low encapsulation degree is adopted, and the change of the clause cannot be reflected in time when the requirements of regulation update, regulation adjustment, clause change and the like occur;
(6) Poor maintainability: the initial state of UI establishment lacks deep consideration, no targeted mechanism is established, so that logics, constraints, limitations and programming codes in regulation and model manuals are mixed together, not only are software maintainers and user side managers required to be proficient in programming language and grammar rules to change, but also the UI is faced with the problem that the established framework cannot support the change adjustment of logics, constraints and limitations in high efficiency and accuracy when continuously updating and updating, the times of testing and reworking are extremely high, the maintenance difficulty is extremely high, and the release period is extremely long.
The following defects and technical problems in industrial application are summarized:
1) High cost: because the UI is poor in compliance, timeliness, usability, versatility, and maintainability, a great deal of manpower and time is required to be invested in maintenance and update. This increases costs and may negatively impact the service.
2) The production efficiency is low: due to the high design and maintenance requirements of the UI, specialized training and long learning are required to understand and master, which may lead to low production efficiency and affect normal business operation.
3) Poor user experience: because of the poor usability of the UI, the user may need to spend a great deal of time and effort to understand and use, which may result in a reduced user experience, affecting user satisfaction.
4) It is difficult to adapt to changes: due to the poor versatility and timeliness of the UI, it is difficult to quickly adapt to the demands of model changes, model expansion, optimization upgrades, design changes, and regulatory updates, regulatory adjustments, clause changes, etc., which may cause interruption of the business process, affecting business continuity.
5) The system maintenance is difficult: because the UI does not make in-depth consideration on logics, constraints and limitations in model manuals and regulations at the beginning of design and construction, the contents and programming codes are mixed together, so that the maintenance difficulty of a system is increased, the system can not efficiently and accurately support the change adjustment of logics, constraints and limitations during updating and upgrading, the test and reworking times are high, the maintenance difficulty is high, and the release period is long.
The above problems may adversely affect the operation efficiency, cost control, customer satisfaction, business continuity, etc. of the enterprise, and a better technical solution is sought.
Disclosure of Invention
The invention mainly aims to solve the defects in the prior art and provides a design method and a system for a UI interaction bottom layer mechanism of aircraft performance software. As an important component of performance software, the software user UI interaction underlying mechanism is designed primarily to solve the following four issues faced in inputting computing conditions to produce computing tasks:
(1) Completeness of data entry. On the one hand, when facing a wide variety of input conditions, ensuring that each input parameter has an explicit SCAP member or a non-SCAP member matched with the input parameter; on the other hand, through the design of the UI bottom layer framework of the user, the control can fully embody logic, constraint and limitation required by the input condition, and the omission and repetition are avoided.
(2) Normalization of data input. And establishing a feature set of each type of control (parameter), wherein the feature set comprises attributes such as Chinese and English names, enumerated items, dimension units, value ranges, default values, awakening or not, hiding or not and the like, so that the input data is ensured to have corresponding physical meaning and reasonable business meaning, and calculation errors and illegal results caused by incorrect input are avoided.
(3) Compliance of data input. For UI objects with the same regulation and clause characteristics or UI objects (controls) with the same model manual characteristics in different performance computing service UI, the aggregation degree is improved, the coupling degree is reduced, and a parameter set, a constraint set, a feature set and the like are formed.
(4) Correlation of data input. On one hand, for a single control, the management and analysis of the attributes such as units, dimensions, value ranges, default values, awakening or not, hiding or not of the controls (parameters) are uniformly realized by establishing a feature set and a parser; on the other hand, for a plurality of controls, the actuation and triggering of the association logic between the controls are uniformly realized by establishing a constraint set and a parser.
According to the invention, through receiving parameters input by a user, processing the parameters, establishing a logical cross-linking relation of the controls according to the functional attributes and the physical attributes of the parameters, initializing the controls, and establishing a feature set and a constraint set in the process of designing a UI (user interface) by a designer, the designer can solidify the feature relation related to the model performance in the form of a data set and a data table through one-time design. The system also invokes feature sets and constraint sets in real-time through the parser to dynamically update the UI, providing real-time, visual logic, constraint and constraint feedback to the designer. In addition, the system also comprises a storage device for storing and managing the feature set and the constraint set, so that centralized management and continuous maintenance of the UI feature relation of the model performance software are realized, and the incremental quick construction requirement of the UI feature relation of the newly-added or derivative model performance software can be met through copying or editing. The system can significantly improve the design and use efficiency of the aircraft performance software, and simultaneously provide a more optimized user experience.
The invention adopts the following technical scheme: an aircraft performance software UI interaction underlying mechanism design system, comprising:
an input device for receiving parameters input by a user;
a processor, comprising: the parameter processing sub-module is used for processing the arrangement and the generalization of the input parameters;
the UI design sub-module is used for determining the type of the required control according to the functional attribute of the input parameter and designing a UI control of a user;
the initialization sub-module is used for describing and distributing service characteristics of the determined control according to the physical attribute of the input parameter, including Chinese and English name definition, unit setting, value range setting, default value setting and the like, and forming a control characteristic set in the form of database entries;
the constraint establishing sub-module is used for associating the controls to establish a control constraint set;
a display device for displaying a designed User Interface (UI);
the analysis actuation module is used for calling the feature set and the constraint set in real time to actuate the related control when the user interacts with the input before the UI is calculated so as to present the effects of logic, constraint and limitation to the user in real time and visually;
and the storage device is used for storing the feature set and the constraint set, and carrying out centralized management and continuous maintenance through the management and maintenance module.
The invention further aims to provide a design method of the aircraft performance software UI interaction bottom layer mechanism based on the system, which comprises the following steps:
s101, automatically sorting and summarizing input parameters;
s102, designing a UI control of a software user;
s103, initializing a control to establish a control feature set;
s104, associating the controls to establish a control constraint set;
s105, analyzing and actuating the feature set and the constraint set;
s106, centralized management and continuous maintenance of the feature set and the constraint set.
Further, S102, the design steps of the UI control of the software user comprise: and analyzing and summarizing the input parameters, determining the types of the required controls according to the functional attributes of the input parameters, and placing or arranging the interface layout.
Further, the step of initializing the control to establish the control feature set includes: based on the physical attribute of the input parameter, carrying out service feature description on the determined control, wherein the service feature description comprises Chinese and English name definition, unit setting, value range setting, default value setting and the like, and storing records in the form of database entries to form a control feature set.
Further, S105, the steps of analyzing and actuating the feature set and the constraint set comprise: and when the user interacts with the input before the UI is calculated, the feature set and the constraint set are called in real time to actuate the related control, so that the logic, constraint and limitation effects are presented to the user in real time and visually.
Further, the method comprises the following steps: analyzing and summarizing input parameters, determining the types of the required controls according to the functional attributes of the input parameters, designing UI controls of a software user, initializing the controls to establish a control feature set, associating the controls to establish a control constraint set, and calling the feature set and the constraint set in real time to actuate the related controls.
Further, the user UI design tool is included, controls can be managed and set uniformly, and placement or arrangement of control interface layout is completed through a design mode.
Further, service characteristic description and initialization are carried out on the determined controls through a preview mode of the user UI design tool, and service characteristic information of each control is automatically stored and recorded in a database entry form to form a control characteristic set.
Further, the UI controls of the user are divided into one-to-one, one-to-many, many-to-one and many-to-many according to constraint relations, basic mathematical operation, constraint conditions, dormancy awakening and display hiding according to constraint types, after the control feature set establishment work of the initialization controls is completed through a preview mode of the UI design tool, constraint information of each group of controls is established one by one according to the compliance requirements of regulation clauses and model manuals, and the constraint information is automatically stored and recorded in a database entry mode to form a control constraint set.
The invention has the beneficial effects and remarkable technical progress that:
firstly, the technical proposal of the invention has the advantages and remarkable technical progress on the whole:
(1) The method is convenient for airplane performance analysts to conveniently, effectively and accurately input corresponding calculation parameters under specific working conditions through a user UI, form calculation tasks and then transmit the calculation tasks to the kernel to implement calculation, unexpected errors and illegal input can be avoided in the process, logic, constraint and restriction relations among variables can be faithfully presented, and software users can conveniently and quickly get up.
(2) The invention carries out comprehensive carding and standardization on UI input controls of performance software users, clarifies the relation between input parameters and controls, puts forward the concepts of parameter sets, constraint sets and feature sets, establishes a UI bottom layer mechanism for analysis and actuation, can be conveniently popularized and expanded, and is beneficial to the addition of more new models in the future.
(3) The invention realizes unified management and modification of the logic, constraint, limitation and other relations of the input parameters and the controls by establishing the background database of the parameter set, the constraint set and the feature set, which is greatly helpful to self-correcting of the current user UI development and subsequent user UI updating.
(4) The invention combines the physical attribute and the functional attribute of huge quantity of input parameters related to the aircraft performance software, determines the applicable control type and establishes the complete mapping relation from the control to the parameters and then to the interface variables.
(5) The invention further groves and proposes a reasonable implementation method of the UI bottom layer framework on the basis of the interface Specification (SCAP) of the International Association of aviation (IATA) only aiming at the UI and the computing kernel.
The invention provides an effective method for UI architecture design of airplane performance software users, which can be used for developing the UI design and development of the airplane performance software users no matter developing single-machine version, network version, C/S version, B/S version and cross-platform version airplane performance software, and meets the actual requirements of intelligent civil aviation construction and domestic civil airplane popularization.
Secondly, after solving the problems in the design of the aircraft performance software User Interface (UI), the technical scheme brings the following technical effects and remarkable technical progress in industrial application:
1) Promotion of interactivity and user experience: the related control is acted by calling the feature set and the constraint set in real time, so that a user can see the effects of logic, constraint and limitation in real time and visually, and the interactivity and the user experience of the user and the software are improved.
2) The stability and reliability of the software are improved: by sorting and summarizing input parameters, initializing the controls to establish a control feature set and associating the controls to establish a control constraint set, the running logic of the software can be accurately controlled, so that the stability and reliability of the software are improved.
3) The universality and expansibility of the software are improved: through centralized management and continuous maintenance of the feature set and the constraint set, the software can be quickly modified and expanded according to the needs, and the universality and expansibility of the software are improved.
4) Design efficiency and accuracy are improved: through analysis and induction of input parameters, the required control types are determined according to the functional attributes of the input parameters, and interface layout is placed or arranged, so that the design efficiency and accuracy can be improved.
Therefore, the aircraft performance software UI interaction bottom layer mechanism design method not only can effectively improve user experience and stability and reliability of software, but also can improve universality and expansibility of the software and enhance design efficiency and accuracy, thereby realizing remarkable technical progress.
Third, the system provided by the invention provides a comprehensive framework which can process input parameters, design and initialize UI controls, establish and manage feature sets and constraint sets of the controls, and call the sets in real time for interaction. This system greatly improves the design and use efficiency of the aircraft performance software.
The method provided by the invention provides a clear step to implement the system. This approach makes it possible to design and implement an aircraft performance software UI interactive bottom layer machine.
The UI design method provided by the invention can determine the type of the required control according to the functional attribute of the input parameter, and carry out concise, clear and convenient interface layout. This is very helpful to improve the usability of the UI and the user experience.
The method provided by the invention initializes the control and establishes the control feature set. This is very helpful to ensure correctness and consistency of the controls and to improve the efficiency of data management.
The invention provides a real-time interaction mechanism, which can call the feature set and the constraint set in real time when a user interacts with the UI. This is very helpful to improve the user experience and response speed of the system.
The invention makes the design of the UI interaction bottom layer mechanism of the airplane performance software more definite and simple.
The UI provided by the invention is not only an interface for the user to interact with the system, but also a key part for realizing the system function. The effective user UI is designed, so that the user experience can be improved, the working efficiency can be improved, errors can be reduced, and a user can be helped to better understand and master the working principle of the system.
Drawings
FIG. 1 is a business logic diagram of the present invention;
FIG. 2 is a schematic diagram showing the arrangement and generalization of input parameters;
FIG. 3 is a diagram of input parameter functional attributes and physical attributes versus controls;
FIG. 4 is a schematic diagram of initializing text control feature information using a designer;
FIG. 5 is a schematic diagram of initializing drop-down control feature information using a designer;
FIG. 6 (a) is a schematic diagram of an established control feature set;
FIG. 6 (b) is a diagram II of an established control feature set;
FIG. 7 (a) is a schematic representation of flap control trigger speed ratio control constraint actuation in a user UI;
FIG. 7 (b) is a schematic illustration of the actuation of the flap controls to trigger constraints with each other in the user UI;
FIG. 8 is a mapping relationship diagram of control, input parameters, interface variables;
FIG. 9 is a schematic diagram of creating constraint entries between a plurality of controls by a designer;
FIG. 10 (a) is a partial schematic diagram of an established constraint set;
FIG. 10 (b) is a schematic diagram of a portion of an established constraint set II;
FIG. 11 is a schematic illustration of parameter entry and parameter feature cues for a user UI control;
FIG. 12 is a schematic diagram of using a designer to build a mapping relationship of input parameters and controls;
FIG. 13 is a schematic diagram of the layout placement and arrangement of interface controls accomplished using a designer;
FIG. 14 is a special control display diagram one;
FIG. 15 is a special control display diagram II;
FIG. 16 is a schematic illustration of the course wind condition 1 trigger control constraint actuation;
FIG. 17 is a schematic illustration of the course wind condition 2 trigger control constraint actuation;
FIG. 18 is a schematic illustration of the course wind condition 3 trigger control constraint actuation;
FIG. 19 is a schematic diagram of a backup field condition triggering control constraint actuation;
FIG. 20 is a flow chart of the steps of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions in the present invention will be clearly and completely described below, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The working principle of the aircraft performance software UI interaction bottom layer mechanism design system provided by the embodiment of the invention is as follows:
1. the input device receives parameters entered by a user: these parameters may include various aircraft performance related information such as aircraft speed, altitude, fuel efficiency, etc.
2. The processor begins processing the received parameters:
the parameter processing sub-module collates and generalizes the received parameters, which may include removing redundant information, unifying parameter formats and units, classifying parameters, and so forth.
And the UI design submodule determines the type of the required control according to the functional attribute of the parameters after the arrangement and the generalization, and designs the UI control of the user. For example, if a parameter is discrete, then a drop down menu may need to be designed; if the parameters are continuous, it may be necessary to design a slider or the like.
The initialization submodule carries out service feature description on the determined control according to the physical attribute of the input parameter, wherein the service feature description comprises Chinese and English name definition, unit setting, value range setting, default value setting and the like, and a control feature set is formed in the form of database entries.
Constraint creation submodule associates controls to create a set of control constraints. For example, the range of values for some controls may be affected by other controls, and these relationships need to be explicitly represented in the constraint set.
3. The display device is used to display a designed User Interface (UI) through which a user can view and modify performance parameters of the aircraft.
4. And when the user interacts with the input before the UI is calculated, the analysis actuation module invokes the feature set and the constraint set in real time to actuate the related control so as to present the logic, constraint and limitation effects to the user in real time and visually. This means that when the user operates on the UI, the system will immediately update the state of the control according to the feature set and the constraint set, so that real-time feedback is given to the user.
5. The storage device is used for storing the feature set and the constraint set, and performs centralized management and continuous maintenance through the management maintenance module. This means that the system can continuously update and optimize the feature set and constraint set according to the operation of the user and the state change of the airplane, thereby ensuring the normal operation and performance optimization of the system.
The system enables UI design and interaction of airplane performance software to be more convenient, visual and efficient through intelligent design and operation mechanisms, and meanwhile strong self-adaption and optimization capability is provided.
According to the intelligent scheme, some steps can be optimized through machine learning and artificial intelligence technology. The following is a specific intelligentized scheme of an embodiment of the present invention:
1. sorting and induction of input parameters: at this stage, natural Language Processing (NLP) techniques may be used to understand and generalize the input parameters. This means that if the input parameters are in text form, the system can understand their meaning and generalize their classification.
2. Design of software user UI controls: by using an AI-based design tool, UI controls can be automatically generated that meet specific requirements. For example, some tools may automatically generate designs that meet the needs of a user by learning a large number of UI design cases.
3. Initializing the control to establish a set of control features: at this stage we can use deep learning techniques to predict the likely properties of the control. For example, we can train a model to predict the control's chinese-english name definitions, unit settings, value range settings, default settings, etc.
4. Associating controls to establish a control constraint set: by using a Graph Neural Network (GNN), we can identify and understand the relationships between the different controls and establish a set of constraints accordingly.
5. Analysis and actuation of feature and constraint sets: reinforcement learning algorithms may be used to optimize the parsing and actuation process so that the system can more efficiently parse and actuate in real-time.
6. Centralized management and continuous maintenance of feature sets and constraint sets: machine learning algorithms can be used here to predict possible problems and to optimize them automatically. For example, an anomaly detection algorithm may be used to discover potential errors and then repair automatically.
In terms of data and signal processing, all input and output data can be processed through the neural network. For example, the input parameters may be processed through an encoder network and then output data may be generated through a decoder network. Meanwhile, signal processing may be performed through a Convolutional Neural Network (CNN) to identify and process patterns and features in an input signal.
The invention provides a design method of a UI interaction bottom layer mechanism of aircraft performance software, which mainly aims to facilitate aircraft performance software users to conveniently, effectively and accurately input corresponding calculation parameters under specific working conditions through a UI, form calculation tasks and then transmit the calculation tasks to a kernel to participate in calculation, so that unexpected error input can be avoided in the process, logic, constraint and restriction relations among variables are also reflected, and the effective management, maintenance and modification of the relations of logic, constraint, restriction and the like of input parameters and controls are realized by establishing a background data set such as a parameter set, a constraint set, a feature set and the like.
As shown in fig. 1 and 20, the present invention is a method for designing a user UI interaction underlying mechanism of aircraft performance software, including:
S101, automatic arrangement and induction of input parameters. For a certain aircraft performance calculation task, the number of input parameters involved is numerous and complex. In view of this, the input parameters first need to be carded and generalized, as shown in fig. 2.
The input parameters can be divided into functional attributes: 1) Computing class parameters, such as: buffeting factor, resistance factor, thrust factor, temperature, wind speed, etc.; 2) Selecting class parameters, such as: anti-icing type, center of gravity position, landing gear status, etc.; 3) Judging class parameters, if so, considering actual fuel consumption, whether the landing gear is opened, whether the spoiler is opened and the like; 4) Array class parameters: such as weight array, height array, temperature array, etc.; 5) Special parameters such as airport runway conditions, ground tracks, etc.
The input parameters can be divided into physical attributes: 1) Pneumatic type; 2) An engine class; 3) Configuration class; 4) An environmental class; 5) A flight mission class; 6) A flight phase class; 7) Policy regulations.
The basic characteristic information of various parameters is needed to be analyzed and determined in advance according to the physical attribute classification, and the method comprises the following steps: chinese and English names, dimensions, units, SCAP variables, value ranges, default values, dormancy and awakening, displaying and hiding and the like.
The functional attribute classification is used for selecting the UI control of the software user; the physical attribute classification can be used for selecting the control partition summary with commonality in the sub-label pages, and can also be used for refining the business characteristics of the carding control and constraint relations.
S102, designing and arranging UI controls of a software user. As shown in fig. 3, by analyzing and summarizing the input parameters in S101, determining the types of the required controls according to the functional attributes of the input parameters includes: 1) Calculating class parameters and presenting the class parameters by using a textbox control; 2) Selecting a class parameter to be presented by using a drop-down box control; 3) Judging the class parameters to be presented by check boxes; 4) The array type parameters are presented by array controls; 5) Specific parameters are specially designed according to the characteristics of the parameters, such as: and selecting the runway of the airport, realizing the selection and the calling of a built-in runway database through a special control, and simultaneously meeting the requirement that a user adds the runway in a self-defined mode. Then, in order to realize the complete expression of a certain sub-tab page (business partition) on the same physical attribute, a designer is required to establish a user UI design tool (middleware) capable of uniformly managing and setting the control according to the development business characteristics. In the design mode of the user UI design tool (middleware), parameter controls having the same physical properties are selected, and placement or arrangement of interface layout is performed.
S103, initializing a control to establish a control feature set. As shown in fig. 4 and 5, in the preview mode of the user UI design tool (middleware), the business feature description (initialization) of the controls determined in S101 and S102 is performed based on the physical attribute of the input parameter, including: chinese and English name definition, SCAP or non-SCAP variable pairing, unit setting, dimension setting, value range setting, default setting, dormancy and awakening setting, and display and hiding setting. In the control initializing process, the business characteristic information of each control is automatically stored and recorded in the form of a database (table) entry to form a control characteristic set, as shown in fig. 6 (a) and 6 (b).
S104, establishing a control constraint set by the association control. As shown in fig. 7 (a) and 7 (b), the most prominent feature of the performance software UI is to faithfully present the constraint relation between the input parameters (controls) due to the compliance requirements of the regulatory clauses and model manuals. Wherein, when the access flap is set at the 2-stop position, the landing flap only allows the 3-stop position to be selected; when the access flap is set to the 3-position, the landing flap only allows the 4-position to be selected. Wherein, when the flap Liu Pasheng is set to the 3-position, the anti-icing bleed switch may allow for selection of ON and OFF; when the landing climbing flap is in the 4-stop position, the anti-icing bleed switch only allows OFF to be selected. Wherein, when the anti-icing bleed switch is set to ON, the speed ratio input box default factor must be adjusted from 1.4 to 1.23. These constraints are quite complex, as shown in fig. 8, in the form of one-to-one, one-to-many, many-to-one, many-to-many, etc., but can be divided into the following categories:
1) Constraints of basic mathematical operations such as: in the "secondary clearance" sub-module of the flight planning module, the distance a from the departure airport to the destination airport is divided into two distances B and C by the secondary clearance point, namely, the following is satisfied: a=b+c. When the values of the A input control and the B input control are changed, the corresponding value of the C input control is automatically calculated and modified.
2) Constraints of boundary constraints, such as: in a secondary release sub-module of the flight planning module, checking whether the value of the C input control exceeds the limit of the furthest distance allowed by an airplane manual; in the "standard flight plan" sub-module of the flight plan module, when different weight calculation types are selected in the "mission" sub-tab page, the upper and lower limits of the weight array control are adjusted according to the aircraft manual content.
3) Response and actuation constraints, such as: in the "standard flight plan" sub-module of the flight plan module, when no backup drop is selected, all controls belonging to the "backup drop" tab page are set to hidden and dormant; or, in the "distance/wind/temperature" tab page of the flight planning module, when the "wind" drop-down box selects "no wind", the wind speed controls of all airports and ways are default to 0 and sleep (user cannot change); when the 'wind' drop-down box selects 'stable wind', only the wind speed control of the take-off airport wakes up and can be modified, and the wind speed control of other routes and airports are dormant (the user cannot change); when the "wind" drop down box selects "change wind", all airport and way wind speed controls wake up and can be modified.
It should be noted that the constraint relation and the control feature set are independent from each other and are located at the downstream of the control initializing work. After the control initialization is completed, constraint information of each group of controls is established one by one according to the compliance requirements of the regulation clauses and the model manual, as shown in fig. 9, and the constraint information is automatically stored and recorded in the form of database (table) entries to form a control constraint set, as shown in fig. 10 (a) and 10 (b).
S105, analyzing and actuating the feature set and the constraint set. As shown in FIG. 11, when the user interacts with the input before the UI is calculated, the parser invokes the feature set and the constraint set in real time to actuate the related controls, so that the effects of logic, constraint and limitation are presented to the user in real time and visually, which is the core content of the UI infrastructure design of the performance software user.
Firstly, calculating a service (module) and a label page according to the performance selected by a user, determining the range of a related control, searching matched items from a feature set through a control ID, and analyzing and presenting the items; secondly, polling and detecting the operation of the user on the control, on one hand, analyzing and actuating the items which can be searched from the constraint set through the control ID, and on the other hand, continuously searching in the feature set and analyzing and prompting the items which cannot be searched from the constraint set through the control ID. The prompt is divided into an overrun prompt and a null prompt, and the overrun prompt and the null prompt are used for reminding a user of current illegal input. And when the control input numerical value exceeds the range set by the feature set, performing overrun prompt, and when the control input numerical value is absent, performing null prompt. When the user completes control interaction on the UI according to the self calculation intention and does not suffer from overrun prompt or null prompt, the UI side can allow the user to click a calculation button, establish a calculation task and call a kernel to start calculation, wherein the input parameters meet the calculation pre-set requirement.
S106, centralized management and continuous maintenance of the feature set and the constraint set. As also shown in FIG. 1, according to the S101-S105 of the invention, the achieved logical effect of the arrangement business can realize the centralized management of the aircraft performance software, thereby being beneficial to the early design and the continuous maintenance. Of course, no matter what type and what function of the aircraft performance software is developed, if the special characteristics of the aircraft performance software can be fully considered at the beginning of design, a corresponding feature set and constraint set are established, so that the software can have stronger persistence and expansibility.
And (3) presentation of the control. As can be seen from fig. 12 and 13, after the analysis and carding of the functional attribute and the physical attribute of S101 of the present invention have been completed, the designer completes the layout arrangement of the interface in S102. In the figure, under the current tag page, three major classes of Aerodynamic (aerodynamics), bleed Selection (bleed Selection) and Engine characteristics (Engine) are designed according to the physical properties of parameters, each major class forms an area, and controls of corresponding parameters are placed in the respective area class. Wherein controls for representing three aerodynamic parameters, center of gravity (represented by a drop-down box), buffeting factor (represented by a text box), and drag factor (represented by a text box), are placed within the aerodynamic region.
Description and definition of the control. As can be seen from fig. 4 and 5, through S103, a scenario of a corresponding feature set entry is established for the control for which the layout arrangement has been completed. For each control representing a respective parameter, the parameter name, if any, is on the left side of the input field and the parameter content is on the right side, except that the respective parameter may be selected or entered on the control content.
Description of the specific controls. As shown in fig. 14, for certain special parameters, such as runway information, a special form control is designed for selecting the desired runway. The parameters relate to the specific format described for a specific airport runway, and the parameters need to be called from the existing database and can be defined by the user according to the needs.
As shown in fig. 15, for some special parameters, such as navigation table information, a special combination control is designed, and a text box or a drop-down box can be embedded in a cell according to actual needs so as to meet the input requirements of a user.
Description of feature sets. As shown in fig. 6 (a) and 6 (b), after S103 is completed for all the controls, the designer establishes a feature set for each control in the background.
Actuation of feature sets. As can be seen from fig. 11, when the user drops the mouse on the input field, the parser obtains the item information of the control through the feature set and pops up the window prompt content through S105, including: interface variables, parameter descriptions, value ranges and default values. Of course, the interface also supports the user to implement Chinese-English switching. Here, scap general FPL (6) represents a flight plan general array number 6 member for transmitting a numeric buffeting coefficient, scap general FPL (1) represents a flight plan general array number 1 member for transmitting an enumerated center of gravity position.
Description of the constraint set. As shown in fig. 9, corresponding to S104 of the present invention, the constraint refers to that a change of a condition of a control will modify the feature information of one or more controls, for example, change the default value of other controls, and change whether other controls can be input or displayed. Such modification is to ensure that the constraint relationship between the plurality of controls is properly embodied when the user interacts with the UI.
As shown in fig. 10 (a) and 10 (b), when the UI designer completes the setting of all constraint entries using constraint grammar according to the requirements of the regulation clause and model manual, the designer automatically stores constraint information of each group of controls in the background, corresponding to S104 of the present invention.
Actuation of the restriction set. In accordance with the present invention S105, a selection of the type of wind in the flight planning module will be described as an example. When a user interacts with the interface, the parser polls the controls operated by the user, and after the input condition of one control is changed, the parser controls a plurality of text controls at the same time according to the item setting of the constraint set, so that the user can input, cannot input, can see and cannot see, and the method is as follows:
1) In this case, when the user chooses no wind, then the wind speed of the airport (take-off, landing and standby) and the way is displayed as 0 and is not modifiable. As shown in fig. 16.
2) In this case, when the user selects a constant wind, the wind speed at the departure airport can be input according to the user's needs, while the wind speeds at other airports (landing and standby) and the way are all defaults to be equal to the wind speed at the departure airport and cannot be modified. As shown in fig. 17.
3) In this case, when the user selects a varying wind, the wind speeds of the airports (take-off, landing, and standby) and the airlines may be inputted according to the user's needs and may be different in value. As shown in fig. 18.
4) In this case, when the user selects to override the spare drop leg, then the multiple controls associated with the spare drop field must all be dormant and hidden. As shown in fig. 19.
The type selection of the configuration in the approach and landing module is further described as an example corresponding to the present invention S105.
1) In this case, when the user selects the configuration to be 3-click, the allowable speed coefficient is 1.3; when the user selects the configuration to be 2-card, the allowable speed coefficient is 1.28. As shown in fig. 7 (a).
2) In this case, when the user selects the landing configuration to be 4-detent, the approach configuration automatically corresponds to 3-detent; when the user selects the landing configuration to be 3-clamping, the approach configuration automatically corresponds to 2-clamping. As shown in fig. 7 (b).
Data set (library) management and use. In accordance with the present invention S106, as shown in fig. 6 (a) and 6 (b), management of the mapping relationship between the interface input parameters and the controls by the background database is mainly shown here. When the setting of the input parameters and controls and interface variables is completed at the interface, the relevant information can be displayed and adjusted in a list mode in the feature set. For example, it can be seen in the figure that the row of the control with ID 224 has a parametric description of: control type (TextEdit 1, text box), calculation module is FPL, variable Chinese name (Buffet Factor), variable English name (Buffet Factor), control corresponding variable interface name (general FPL (6)), dimensionless, no unit, maximum value 1.5, minimum value 1.2, default value 1.3, available (1=yes), displayed (1=display), input (1=yes), etc. It can be seen that for a huge number of controls and feature sets thereof, unified management in the database will facilitate later maintenance.
In the present invention S106, as shown in fig. 10 (a) and 10 (b), management of interface control constraint relations by the background database is mainly shown. After the control and the control constraint behavior are set on the interface, the related information can be displayed and adjusted in a list mode in the constraint set. For example, it can be seen in the figure that the parameter descriptions of the line where the constraint with ID 4022 is located are: when the drop-down control POPT (7) is selected as the enumeration item 1, the default value of the text control inp_arrv2 needs to be changed to 1.23, the minimum value needs to be changed to 1.13, and the maximum value needs to be changed to 1.5, in addition, the drop-down control POPT (7) being 1 means that the text control inp_arrv2 can only display a speed ratio (coefficient), so that the speed dimension of the text control needs to be changed to be dimensionless, unit display of the text control inp_arrv2 is cancelled, and unit conversion of the text control inp_arrv2 is cancelled.
The following are three specific industrial application examples, and specific implementations:
embodiment one:
at an airline operations control center, the flight dispatcher will use the system to make aircraft performance calculations. In this context, the input device of the system may be a dispatcher's keyboard, the processor may be a server running a control center, the display device may be a dispatcher's display, and the storage device may be a server's hard disk.
In practice, the flight dispatcher may input basic parameters of the aircraft (e.g., takeoff weight, fuel quantity, destination, etc.) and mission parameters of the aircraft (e.g., altitude, speed of flight, atmospheric temperature, etc.). When the dispatcher interacts with the UI, the system can call the feature set and the constraint set in real time to actuate the related controls, and can automatically check and judge the input parameters according to the initialized control feature set and the initialized control constraint set, so that the dispatcher is visually presented with the effect of correctness of logic, constraint and limitation in real time.
Embodiment two:
at an aircraft design center of an aircraft manufacturer, an aircraft designer will use the system to conduct performance analysis of new models or derivative models. In this context, the input device of the system may be a keyboard of the designer, the processor may be a workstation of the design center, the display device may be a display of the designer, and the storage device may be a hard disk of the workstation.
In practical application, an aircraft designer can directly modify, add and delete, and adjust the limit logic and the constraint boundary (such as a take-off speed ratio range, a take-off weight range, flap and landing gear and bleed air switch logic, climbing gradient limitation, and the like) on the basis of the copy of the old model performance software feature set and the constraint set. When an aircraft designer interacts with the new model or derivative model performance software UI, the system can call the new feature set and the constraint set in real time to act on related controls, and the logic, constraint and limitation effects are presented to the designer in real time and visually, so that the aircraft designer can successfully develop the performance analysis of the new model or derivative model.
Embodiment III:
at a customer service center of an aircraft manufacturer, an operation support engineer will use the system to issue new versions of the performance software UI. In this context, the input device of the system may be an engineer's keyboard, the processor may be a workstation of the design center, the display device may be a display of the designer, and the storage device may be a hard disk of the workstation.
In practical applications, the operation support engineer may modify, add or delete, or adjust the constraint logic and constraint boundaries (e.g., activate and make selectable the thrust back control, add an anti-icing control to the association of the fly-away speed ratio control) for the feature set and constraint set of the old version of the performance software. When the feature set and the constraint set are changed, the system can call the changed feature set and constraint set to act on related controls in real time, and the effects of logic, constraint and limitation are displayed to the operation support engineer in real time and visually.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (9)
1. An aircraft performance software UI interaction underlying mechanism design system, comprising:
an input device for receiving parameters input by a user;
a processor, comprising:
the parameter processing sub-module is used for processing the arrangement and the generalization of the input parameters;
the UI design sub-module is used for determining the type of the required control according to the functional attribute of the input parameter and designing a UI control of a user;
the initialization sub-module is used for describing and distributing service characteristics of the determined control according to the physical attribute of the input parameter, wherein the service characteristics comprise Chinese and English name definition, unit setting, value range setting and default value setting, and a control characteristic set is formed in a database entry form;
The constraint establishing sub-module is used for associating the controls to establish a control constraint set;
a display device for displaying a designed user interface;
the analysis actuation module is used for calling the feature set and the constraint set in real time to actuate the related control when the user interacts with the input before the UI is calculated so as to present the effects of logic, constraint and limitation to the user in real time and visually;
and the storage device is used for storing the feature set and the constraint set, and carrying out centralized management and continuous maintenance through the management and maintenance module.
2. An aircraft performance software UI interaction underlying mechanism design method based on the system of claim 1, the method comprising:
s101, automatically sorting and summarizing input parameters;
s102, designing a UI control of a software user;
s103, initializing a control to establish a control feature set;
s104, associating the controls to establish a control constraint set;
s105, analyzing and actuating the feature set and the constraint set;
s106, centralized management and continuous maintenance of the feature set and the constraint set.
3. The method of claim 2, wherein the step of designing the software user UI control comprises: and analyzing and summarizing the input parameters, determining the types of the required controls according to the functional attributes of the input parameters, and placing or arranging the interface layout.
4. The method of claim 2, wherein s103 initializing the control to establish the set of control features comprises: based on the physical attribute of the input parameter, carrying out service feature description on the determined control, wherein the service feature description comprises Chinese and English name definition, unit setting, value range setting and default value setting, and storing records in the form of database entries to form a control feature set.
5. The method of claim 2, wherein the step of s105, the parsing and actuation of the feature set and the constraint set comprises: and when the user interacts with the input before the UI is calculated, the feature set and the constraint set are called in real time to actuate the related control, so that the logic, constraint and limitation effects are presented to the user in real time and visually.
6. The method according to claim 2, characterized in that the method further comprises the steps of: analyzing and summarizing input parameters, determining the types of the required controls according to the functional attributes of the input parameters, designing UI controls of a software user, initializing the controls to establish a control feature set, associating the controls to establish a control constraint set, and calling the feature set and the constraint set in real time to actuate the related controls.
7. The method of claim 6, comprising a user UI design tool that centrally manages and sets controls and completes placement or arrangement of control interface layouts through design patterns.
8. The method of claim 6, wherein the business feature description and initialization of the determined controls is performed by a preview mode of the user UI design tool, and the business feature information of each control is automatically stored and recorded in the form of database entries to form a control feature set.
9. The method of claim 6, wherein the user UI controls are divided into one-to-one, one-to-many, many-to-one, many-to-many, basic mathematical operations, constraint conditions, dormancy wakeup and display hiding according to constraint types, and after the task of establishing the control feature set by the initializing control is completed through a preview mode of the user UI design tool, constraint information of each group of controls is established one by one according to regulatory clauses and compliance requirements of model manuals, and is automatically stored and recorded in a database entry form to form a control constraint set.
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