System and method for managing aviation revision standby landing task based on intelligent flight mode

Abstract

The invention provides an intelligent flight mode-based aviation revision standby and landing task management method and system. The aviation revision standby and landing task management method comprises the following steps of S1, starting an aviation revision standby and landing task; s2, requesting weather information, intelligence information and aviation revision standby suggestions of surrounding airports from a ground control unit and an airline operation and control department; s3, according to the weather information, the intelligence information and the navigation revision standby proposal of the surrounding airports, generating a standby landing field sorting table; s4, automatically generating a standby landing plan according to the standby landing field sorting table; and S5, reporting the flight state, the fuel quantity condition and the landing preparation plan to a ground control unit and an airline operation and control department, and updating the flight plan and executing landing preparation after approval. The method can be used for task management of civil aircrafts in a flight changing and landing preparing task scene, the ground-air coordination function is replaced by system automation, and the working steps of a flight unit are optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation flight management, and particularly relates to a reroute and alternate landing task management system and method based on an intelligent flight mode, which is used to automatically manage and execute the reroute and alternate landing tasks when an emergency or non-emergency situation occurs during the operation of an aircraft.

Background Art

[0002] According to AC-121FS-18 "Advisory Circular on Landing at an Unscheduled Alternate Airport", the reroute and alternate landing task scenario is one of the important emergency scenarios in the aircraft-level operation process. Rerouting and alternate landing means that when an aircraft encounters situations such as single-engine failure, cabin decompression, smoke, emergency medical treatment, and bad weather, it cannot or should not land at the destination airport due to reasons and needs to land at other airports, including emergency alternate landings and non-emergency alternate landings. An emergency alternate landing refers to an emergency situation such as an in-flight distress, illegal interference, dangerous goods leakage, or an emergency fuel situation of a flight and requires an immediate landing; a non-emergency alternate landing refers to the situation where the destination airport of a flight cannot provide landing for the aircraft due to reasons such as weather, and it needs to land at other airports. Alternate airports are divided into sufficient airports and suitable airports. An airport that can provide sufficient equipment support for an aircraft's alternate landing is called a sufficient airport; a sufficient airport that meets the minimum weather conditions is called a suitable airport.

[0003] The reroute and alternate landing task scenario mainly involves five types of stakeholders: flight crew, air traffic controllers, cabin crew, passengers, and airports. When a malfunction or other reasons occur to an operating aircraft and it cannot reach the target airport normally, it is necessary to reroute to an alternate airport. The flight crew needs to quickly make a reroute judgment based on the aircraft's status. After the air traffic control approves the aircraft's reroute, the flight crew starts to execute the reroute procedure corresponding to the aircraft failure type, and the cabin crew organizes the passengers to make reroute preparations according to the crew's instructions.

[0004] According to Civil Aviation Regulation

[2020] No. 7 "Flight Alternate Landing Work Rules", the interaction procedures of the reroute and alternate landing task scenario in the traditional mode are sorted out, as Figure 1 shown.

[0005] It can be seen from the interaction procedures of the reroute and alternate landing task scenario in the traditional mode that from the occurrence of the reroute and alternate landing scenario to the final execution of the reroute and alternate landing plan, the whole process requires ground-air consultation and repeated communication and confirmation among the flight crew, airline operation control, and air traffic control units. The consultation and communication efficiency is low, and it is prone to human errors in emergency situations, affecting flight and operation safety.

[0006] Existing patent documents mainly focus on methods for optimizing the selection of alternate airports and adjusting alternate routes in air traffic flow management systems. The main users are ground controllers and airline dispatchers, etc. There is no relevant optimization and innovation for the ground-air consultation mode, flight crew and airborne systems, and the complete working process of the reroute and alternate landing scenario.

[0007] Therefore, it is necessary to study a diversion and alternate mission management system and method based on intelligent flight mode to address the deficiencies of the prior art and solve or mitigate one or more of the above problems.

Summary of the Invention

[0008] In view of this, the present invention provides a diversion and alternate mission management system and method based on intelligent flight mode, which can be used for mission management in the diversion and alternate mission scenarios of civil aircraft, replacing the ground-air coordination function with system automation and optimizing the working steps of flight crews.

[0009] On the one hand, the present invention provides a diversion and alternate mission management method based on intelligent flight mode, and the diversion and alternate mission management method includes the following steps:

[0010] S1: Initiate a diversion and alternate mission;

[0011] S2: Request meteorological information, intelligence information, and diversion and alternate suggestions of surrounding airports from ground control units and airline operation control departments;

[0012] S3: Generate an alternate airport ranking list based on the meteorological information, intelligence information, and diversion and alternate suggestions of surrounding airports;

[0013] S4: Automatically generate an alternate plan according to the alternate airport ranking list;

[0014] S5: Report the flight status, fuel status, and alternate plan to ground control units and airline operation control departments, and update the flight plan and execute the alternate after approval.

[0015] In the aspect and any possible implementation manner as described above, a further implementation manner is provided. The initiation of the diversion and alternate mission in S1 includes being initiated actively by the user, being initiated by an air traffic control instruction, or being initiated by an on-board safety alarm.

[0016] In the aspect and any possible implementation manner as described above, a further implementation manner is provided. The specific process of ranking alternate airports in S3 includes:

[0017] S31: Generate a list of alternate airports, including planned alternate airports and unplanned alternate airports;

[0018] S32: Screen alternate airports according to weather criteria, operation restrictions, and crew qualification requirements;

[0019] S33: Rank the list of alternate airports according to the strategies of distance priority, time priority, and energy consumption priority.

[0020] In the aspect and any possible implementation manner as described above, a further implementation manner is provided. The generation of the alternate plan in S4 specifically includes:

[0021] S41: Generate an alternate plan including waypoints, connection points, approach procedures, landing procedures, holding procedures, landing airports, and landing runway content;

[0022] S42: Calculate the adjusted cost index, which corresponds one-to-one with the alternate plan.

[0023] In the aspects and any possible implementation manners as described above, a reroute and alternate mission management system based on an intelligent flight mode is further provided for completing the reroute and alternate mission management method. The reroute and alternate mission management system includes:

[0024] An interactive display module for providing a user interface and supporting interactive operations with the flight crew;

[0025] A data management module for obtaining data from the on-board system, ground control unit, and airline operation control department, and processing and storing the data;

[0026] An alternate airport selection module for generating a list of alternate airports and sorting them according to aircraft status, weather conditions, and airport operation restriction factors;

[0027] An alternate plan generation module for generating an alternate plan in combination with alternate airport selection and route safety requirements, and updating the flight management system;

[0028] Among them, the interactive display module is connected to the data management module, and the data management module is connected to the alternate plan generation module through the alternate airport selection module.

[0029] In the aspects and any possible implementation manners as described above, a further implementation manner is provided. The data management module is provided with a system level, a task level, and a human factor level. The reroute and alternate mission is started through the system level, the task level, and the human factor level.

[0030] In the aspects and any possible implementation manners as described above, a further implementation manner is provided. The system level is applicable to the landing range within the airport runway. The system level scenarios include but are not limited to loss of power, engine overheat, main landing gear bay overheat, unreliable airspeed, E / E bay overheat, flight control degradation, fuel leakage, and hydraulic abnormality.

[0031] In the aspects and any possible implementation manners as described above, a further implementation manner is provided. The task level triggers include but are not limited to weather, airport, and control. Among them, the weather is lightning, heavy rain, or strong wind weather; the airport is that the destination airport and the planned alternate airport cannot land; the control is temporary flight ban or airspace coordination.

[0032] In the aspects and any possible implementation manners as described above, an implementation manner is further provided, where the human factor level trigger includes factors endangering flight safety or personnel medical factors.

[0033] In the aspects and any possible implementation manners as described above, an implementation manner is further provided, where the alternate landing plan generated by the alternate landing plan generation module includes an in-plan alternate landing field and an out-of-plan alternate landing field. Among them, the in-plan alternate landing field includes a takeoff / landing alternate landing field and an en-route alternate landing field, and the out-of-plan alternate landing field includes a distance not greater than the distance that the aircraft flies at the cruise speed with one engine inoperative for 1 hour under calm wind conditions.

[0034] Compared with the prior art, the present invention can achieve the following technical effects:

[0035] In addition to the two actions of the flight crew actively triggering the reroute and alternate landing scenario and confirming the alternate landing airport, the complete working process of other reroute and alternate landing scenarios is automatically executed by the system, and it replaces the manual negotiation and communication confirmation process with the airline operation control and air traffic control units, reducing the workload of the flight crew and the control unit, improving the efficiency of the reroute and alternate landing scenario, and enhancing flight and operation safety.

[0036] Of course, it is not necessary for any product implementing the present invention to achieve all the above-mentioned technical effects simultaneously.

BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention, and those of ordinary skill in the art can obtain other drawings based on these drawings without creative efforts.

[0038] Figure 1 It is a schematic diagram of the interaction procedure of the reroute and alternate landing task scenario in the traditional mode;

[0039] Figure 2 It is a schematic diagram of the interaction procedure of the reroute and alternate landing task scenario provided by an embodiment of the present invention;

[0040] Figure 3 It is a specific function flowchart of the reroute and alternate landing task management system provided by an embodiment of the present invention.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0041] In order to better understand the technical solutions of the present invention, the embodiments of the present invention will be described in detail below with reference to the drawings.

[0042] It should be clear that the described embodiments are only a part of the embodiments of the present invention, rather than all of them. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts belong to the scope of protection of the present invention.

[0043] The terms used in the embodiments of the present invention are only for the purpose of describing specific embodiments, and are not intended to limit the present invention. The singular forms of "a", "the", and "said" used in the embodiments of the present invention and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0044] The present invention provides a method for managing diversion and alternate landing tasks based on an intelligent flight mode. The method for managing diversion and alternate landing tasks includes the following steps:

[0045] S1: Start the diversion and alternate landing task;

[0046] S2: Request meteorological information, intelligence information, and diversion and alternate landing suggestions of surrounding airports from the ground control unit and the airline operation control department;

[0047] S3: Generate an alternate landing field ranking table according to the meteorological information, intelligence information, and diversion and alternate landing suggestions of surrounding airports;

[0048] S4: Automatically generate an alternate landing plan according to the alternate landing field ranking table;

[0049] S5: Report the flight status, fuel status, and alternate landing plan to the ground control unit and the airline operation control department. After approval, update the flight plan and execute the alternate landing.

[0050] The start of the diversion and alternate landing task in S1 includes starting by the user actively, starting by an air traffic control instruction, or starting by an on-board safety alarm.

[0051] The specific process of ranking alternate landing fields in S3 specifically includes:

[0052] S31: Generate a list of alternate landing fields, including planned alternate landing fields and unplanned alternate landing fields;

[0053] S32: Screen alternate landing fields according to weather criteria, operation restrictions, and crew qualification requirements;

[0054] S33: Sort the list of alternate landing fields according to the strategies of distance priority, time priority, and energy consumption priority.

[0055] The specific generation of the alternate landing plan in S4 specifically includes:

[0056] S41: Generate an alternate landing plan including waypoints, connection points, approach procedures, landing procedures, holding procedures, landing airports, and landing runways;

[0057] S42: Calculate the adjusted cost index, corresponding one by one to the alternate plan.

[0058] The present invention provides a diversion and alternate landing mission management system based on an intelligent flight mode for implementing the above-mentioned diversion and alternate landing mission management method. The diversion and alternate landing mission management system includes:

[0059] An interactive display module for providing a user interface and supporting interactive operations with the flight crew;

[0060] A data management module for obtaining data from the on-board system, ground control unit, and airline operation control department, and performing processing and storage;

[0061] An alternate landing field selection module for generating and sorting a list of alternate landing fields according to aircraft status, weather conditions, and airport operation restriction factors;

[0062] An alternate landing plan generation module for generating an alternate landing plan in combination with the selection of the alternate landing field and the requirements of route safety, and updating the flight management system;

[0063] Among them, the interactive display module is connected to the data management module, and the data management module is connected to the alternate landing plan generation module through the alternate landing field selection module.

[0064] The data management module is provided with a system level, a task level, and a human factor level. The start of the diversion and alternate landing mission is initiated through the system level, the task level, and the human factor level.

[0065] The system level is applicable to the landing range within the airport runway. The system level scenarios include but are not limited to loss of power, engine overheat, main landing gear bay overheat, unreliable airspeed, E / E bay overheat, flight control degradation, fuel leakage, and hydraulic abnormality.

[0066] The triggers at the task level include but are not limited to weather, airport, and control. Among them, the weather is thunderstorm, heavy rain, or strong wind; the airport is that the destination airport and the planned alternate landing field cannot be landed; the control is temporary flight prohibition or airspace coordination.

[0067] The triggers at the human factor level include factors endangering flight safety or personnel medical factors.

[0068] The present invention provides an implementation method. The alternate landing plan generated by the alternate landing plan generation module includes a planned alternate landing field and an unplanned alternate landing field. Among them, the planned alternate landing field includes a takeoff / landing alternate landing field and an en-route alternate landing field, and the unplanned alternate landing field includes a distance not greater than the distance that the aircraft flies at the cruise speed with one engine inoperative for 1 hour under calm wind conditions.

[0069] Embodiment 1:

[0070] The present invention provides a diversion and alternate landing mission management system and method based on an intelligent flight mode. On the basis of the interaction program for the diversion and alternate landing mission scenario in the traditional mode, combined with the intelligent flight operation mode, the interaction program for the diversion and alternate landing mission scenario in the intelligent flight mode is sorted out, such as Figure 2 as shown. Except for the two actions of the flight crew actively triggering the diversion and alternate landing scenario and confirming the alternate airport, the complete working process of other diversion and alternate landing scenarios is automatically executed by the system, replacing the manual negotiation and communication confirmation process with the airline operation control and air traffic control units, reducing the workload of the flight crew and the control unit, improving the efficiency of the diversion and alternate landing scenario, and enhancing flight and operation safety.

[0071] According to civil aviation regulations, advisory circulars, and the FCOM manual of the model aircraft, combined with the actual operation of the aircraft, the reasons that can trigger the aircraft to enter the diversion and alternate landing mission scenario are sorted out, which can be initially divided into three aspects: system level, task level, and human factor level.

[0072] (1) System level

[0073] According to the description of the operation procedure in the FCOM manual of the model aircraft, there are usually two types of operation expressions that can trigger the diversion and alternate landing mission scenario, namely "land as soon as possible" and "land at the nearest suitable airport". Among them, "land as soon as possible" requires the crew to consider diverting and landing immediately. In severe cases, the crew should consider overweight landing, downwind landing, off-airport landing, or water landing; "land at the nearest suitable airport" requires the crew to determine the nearest airport that meets the conditions according to factors such as the aircraft status, weather, runway type, and runway length. It should be noted that the diversion and alternate landing mission management function in the present invention is only applicable to the landing range within the airport runway and not applicable to the off-airport landing range. System-level scenarios include but are not limited to loss of power, engine overheat, main landing gear bay overheat, unreliable airspeed, E / E bay overheat, flight control degradation, fuel leakage, hydraulic abnormality, etc.

[0074] (2) Task level

[0075] Combined with the actual operation situation, the content that may trigger the diversion and alternate landing mission scenario at the task level includes but is not limited to:

[0076] a) Weather: lightning, heavy rain, strong wind, etc.;

[0077] b) Airport: unable to land at the destination airport and the planned alternate airport, etc.;

[0078] c) Control: temporary flight ban, airspace coordination, etc.;

[0079] d) Others.

[0080] (3) Human factor level

[0081] Combined with the actual operation situation, the content that may trigger the diversion and alternate landing mission scenario at the mission level includes but is not limited to:

[0082] a) Safety: There is a bomb on the aircraft, etc.;

[0083] b) Medical: A person on the aircraft suddenly gets sick;

[0084] c) Others.

[0085] When the diversion and alternate landing mission scenario occurs, the diversion and alternate landing mission management function automatically completes the communication and coordination with the ground, generates a list of alternate landing fields and a specific alternate landing plan, assists the flight crew in selecting and confirming the alternate landing field, and automatically updates the current flight plan in the flight management system. The specific function requirements are as follows:

[0086] 1. The system should be enabled in three ways: actively started by the user, enabled after the key instruction extraction function module detects a key instruction, and enabled after the system management function module detects a clear warning or potential fault.

[0087] 2. The system should provide the function of automatically applying to the control and operation and control units for meteorological, intelligence information and relevant suggestions of surrounding airports after being enabled. Among them, the control and operation and control units should include ATC and AOC, and the communication methods include but are not limited to ACARS, CPDLC, AFN, ADS-C.

[0088] 3. The system should automatically receive meteorological, intelligence information and relevant suggestions of surrounding airports sent by the control and operation and control units. Among them, the control and operation and control units should include ATC and AOC, and the communication methods include but are not limited to ACARS, CPDLC, AFN, ADS-C.

[0089] 4. The system should provide a function of selecting the reason for startup when actively started by the user, and the reasons for startup should include on-board safety, emergency medical treatment, abnormal weather, and control requirements.

[0090] 5. The system should provide a function of selecting the sorting strategy for alternate landing fields, and the sorting strategies should include distance priority, time priority, energy consumption priority, and comprehensive strategy.

[0091] 6. The alternate landing field selection function of the system should provide a function of generating a list of alternate landing fields, and the list range should consider planned alternate landing fields and unplanned alternate landing fields. Among them, the planned alternate landing fields include takeoff / landing alternate landing fields and en-route alternate landing fields, and the unplanned alternate landing fields include those within a distance not greater than the distance that the aircraft can fly at the cruise speed with one engine inoperative for 1 hour under calm wind conditions.

[0092] 7. The alternate landing field selection function of the system should provide a function of screening alternate landing fields based on the approvals and restrictions of available airports for the aircraft (aircraft type).

[0093] 8. The system's alternate airport selection function shall provide an alternate airport screening function based on the weather standards of alternate airports.

[0094] 9. The system's alternate airport selection function shall understand the operating restrictions of the airport through the departure checklist or risk reminder list and provide an alternate airport screening function.

[0095] 10. The system's alternate airport selection function shall provide an alternate airport screening function based on the crew qualification requirements in the special airport qualification list.

[0096] 11. The system's alternate airport selection function shall provide an alternate airport screening function based on the flight crew qualification requirements for RNP operations.

[0097] 12. The system's alternate airport selection function shall provide an alternate airport screening function based on the landing performance analysis requirements.

[0098] 13. The system's alternate airport selection function shall provide an alternate airport screening function based on the fuel analysis requirements for extended range operations.

[0099] 14. The system's alternate airport selection function shall provide a function to screen alternate airports according to the en-route drift down safety requirements.

[0100] 15. The system's alternate airport selection function shall provide a function to screen alternate airports according to the support capacity requirements.

[0101] 16. The system's alternate airport selection function shall combine the requirements for the minimum flight safety altitude in the scenarios of single engine failure, cabin decompression, and flap jamming to provide a function to screen alternate airports.

[0102] 17. The system's alternate airport selection function shall provide a function to sort the alternate airport list according to the user-selected alternate airport sorting strategy and alternate route.

[0103] 18. The system's alternate airport plan generation function shall combine the user-selected alternate airport sorting strategy, en-route safety requirements, and route operation requirements to provide an alternate airport plan corresponding to the alternate airport list.

[0104] 19. The system's alternate airport plan generation function shall provide including waypoints, connection points, approach procedures, landing procedures, holding procedures, landing airport, landing runway, and adjusted cost index.

[0105] 20. According to the weather conditions of the alternate airport and the route, the system shall refresh the alternate airport list every 10 seconds.

[0106] 21. The system shall provide an alternate airport selection and confirmation function.

[0107] 22. After the alternate airport is selected and confirmed, the system shall provide a function to automatically report the flight status, current fuel status, aircraft endurance, flight intention, and alternate airport plan to the air traffic control and operation control units.

[0108] 23. The system shall automatically update the flight plan of the flight management system after the control and operation control units approve the alternate landing plan.

[0109] 24. The alternate landing plan generated by the system shall meet the flight plan format requirements of the flight management system.

[0110] According to the technical requirements, sort out the specific functional processes of the diversion and alternate landing mission management system, such as Figure 3 shown. The diversion and alternate landing mission management system mainly includes an interactive display module, a data management module, an alternate landing field selection module, and an alternate landing plan generation module. According to the functional process of the diversion and alternate landing mission management, sort out the functional module architecture, such as Figure 3 shown. The diversion and alternate landing mission management function has data cross-links externally with the system management function and air traffic control instruction extraction function of the flight crew decision-making assistance system, the flight plan function and performance management function of the flight management system, the communication system, etc. The internal composition of the diversion and alternate landing mission management function includes: The interactive display module includes two sub-modules: interface display and interactive control. The data management module includes three data processing sub-modules: local, airborne, and software. The alternate landing field selection module includes two sub-modules: alternate landing field list generation and screening. The alternate landing plan generation module includes two sub-modules: alternate landing plan generation and cost index calculation.

[0111] The interactive display module is mainly responsible for the display of the terminal software interface and the interactive control function. The crew interacts by operating the software display interface elements to complete the specified functions. At the same time, this module is mainly responsible for the display output of the content of each functional module, providing effective information to the crew. It is mainly divided into an interface display module and an interactive control module. The interface display module is mainly responsible for the display function of the software functions, and can display the background logic calculation results, graphical display expressions, and module function layouts to the users. The interactive control module is mainly responsible for the gesture operations and click interaction actions of the functions of each module of the software. It is mainly responsible for the event responses of button clicks, interface sliding, and gesture operations in the interface display, and realizes data interaction and control functions with the background by triggering the functional modules on the software interface.

[0112] The data management module is mainly responsible for functions such as local data acquisition, system management, and extraction of air traffic control instructions for airborne systems such as flight management and communication, including three data processing sub-modules: local, airborne, and software. The local data processing module is mainly responsible for managing the data and resources of the flight crew decision-making assistance system software, including the functions of reading and saving internal software data; the airborne data processing module is mainly responsible for receiving and parsing airborne data such as flight management and communication, and sending data requests to airborne systems; the software data processing module is mainly responsible for functions such as data transmission multiplexing and function triggering between various modules, and is the core of data communication between various modules. It can inherit and distribute software data to meet the requirements of data unity and integrity between different modules. At the same time, it can save the configuration changes and usage logs generated during the software usage process to implement the function of software usage records.

[0113] The alternate airport selection module is mainly responsible for providing an effective list of alternate airports for the flight crew to choose from according to the current scenario and the reroute alternate strategy selected by the crew, including two sub-modules: alternate airport list generation and screening. The alternate airport list generation module mainly calls the flight plan function and navigation database function of the flight management system based on the requirements of available airports for the aircraft type and reachable distance requirements, sorts out the planned alternate airports and unplanned alternate airports, and forms an alternate airport list. The alternate airport list screening module mainly calls the performance calculation function of the flight management system to calculate the landing weight and fuel analysis based on restrictive factors such as weather standards, operating restrictions, crew qualification requirements, landing performance requirements, fuel requirements, en-route drift-down safety requirements, and support capacity requirements, screens the alternate airport list, retains valid airports, and sorts the list according to the reroute alternate strategy selected by the crew.

[0114] The alternate plan generation module is mainly responsible for generating corresponding alternate plans for the airports in the alternate airport list according to the reroute alternate strategy selected by the crew, including two sub-modules: alternate plan generation and cost index calculation. The alternate plan generation module is mainly responsible for using the airports in the alternate airport list as the landing airports and calling the flight plan function of the flight management system to generate an alternate plan including waypoints, connection points, approach procedures, landing procedures, holding procedures, etc. for the crew to view and select. The cost index calculation module is mainly responsible for calculating the adjusted cost index according to the reroute alternate strategy selected by the crew and outputting it to the trajectory prediction module of the flight management system to obtain an alternate trajectory that meets the requirements of the reroute alternate strategy.

[0115] The above has introduced in detail a diversion and alternate landing mission management system and method provided by an embodiment of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present application.

[0116] As used in the specification and claims, certain terms are used to refer to specific components. Those skilled in the art should understand that hardware manufacturers may use different terms to refer to the same component. The specification and claims do not use the difference in names as a way to distinguish components, but use the difference in functions of components as the criterion for distinction. As mentioned throughout the specification and claims, "comprising" and "including" are open-ended terms and should be interpreted as "comprising / including but not limited to". "Substantially" means within an acceptable error range. Those skilled in the art can solve the technical problem within a certain error range and basically achieve the technical effect. The subsequent description in the specification is a preferred implementation manner for implementing the present application, but the description is for the purpose of explaining the general principle of the present application and is not used to limit the scope of the present application. The protection scope of the present application shall be subject to what is defined by the appended claims.

[0117] It should also be noted that the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a commodity or system including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such a commodity or system. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the commodity or system including the said element.

[0118] It should be understood that the term "and / or" used herein is only a relationship describing associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " herein generally represents an "or" relationship between the associated objects before and after.

[0119] The above description shows and describes several preferred embodiments of the present application. However, as mentioned above, it should be understood that the present application is not limited to the form disclosed herein, should not be regarded as excluding other embodiments, but can be used in various other combinations, modifications and environments, and can be modified within the scope of the application concept described herein through the above teachings or the technology or knowledge in related fields. And the changes and variations made by those skilled in the art that do not depart from the spirit and scope of the present application shall all be within the protection scope of the appended claims of the present application.

Claims

1. A method for managing diversion and alternate landing tasks based on intelligent flight mode, characterized in that: The diversion and alternate landing task management method comprises the following steps: S1: Initiate diversion and alternate landing mission; S2: Request weather information, intelligence information and diversion suggestions from ground control units and airline operations control departments of surrounding airports; S3: Generate an alternate airport ranking table based on the weather information, intelligence information and diversion suggestions of surrounding airports; S4: Automatically generate an alternate landing plan based on the alternate landing airport ranking table; S5: Report the flight status, fuel status and alternate landing plan to the ground control unit and the airline's operations control department. After approval, update the flight plan and execute the alternate landing.

2. The method for managing diversion missions according to claim 1, characterized in that: Initiating the diversion mission in S1 includes initiating it actively through the user, initiating it through an air traffic control instruction, or initiating it through an onboard safety alarm.

3. The method for managing diversion missions according to claim 1, characterized in that: The alternate airport sorting process in S3 specifically includes: S31: Generate an alternate airport list, including planned alternate airports and unplanned alternate airports; S32: Alternate airports are selected based on weather criteria, operating restrictions and crew qualification requirements; S33: Sort the alternate airport list according to the distance priority, time priority and energy consumption priority strategies.

4. The method for managing diversion missions according to claim 3, characterized in that: The generation of the alternate landing plan in S4 specifically includes: S41: Generate an alternate landing plan including waypoints, connection points, approach procedures, approach procedures, holding procedures, landing airports, and landing runways; S42: Calculate the adjusted cost index and make it correspond to the alternate landing plan one by one.

5. A diversion mission management system based on intelligent flight mode, used to complete the diversion mission management method according to any one of claims 1 to 4, characterized in that: The diversion mission management system includes: An interactive display module is used to provide a user interface to support interactive operations with the flight crew; Data management module, used to obtain data from airborne systems, ground control units and airline operation control departments, and process and store data; The alternate airport selection module is used to generate and sort the alternate airport list based on aircraft status, weather conditions, and airport operation constraints; The alternate plan generation module is used to generate an alternate plan and update the flight management system based on alternate airport selection and route safety requirements; Among them, the interactive display module is connected to the data management module, and the data management module is connected to the alternate landing plan generation module through the alternate landing field selection module.

6. The diversion mission management system according to claim 5, characterized in that: The data management module is provided with a system level, a task level and a human factor level, and the diversion and alternate landing task is initiated through the system level, the task level and the human factor level.

7. The diversion mission management system according to claim 6, characterized in that: The system level is applicable to the landing range within the airport runway, and the system level scenarios include but are not limited to loss of power, engine overheating, main landing gear bay overheating, unreliable airspeed, E / E bay overheating, flight control degradation, fuel leakage and hydraulic abnormality.

8. The diversion mission management system according to claim 6, characterized in that: The mission level triggers include but are not limited to weather, airports and control, where the weather is thunderstorms, heavy rain or strong winds; the airport is the destination airport and the planned alternate airport cannot land; the control is a temporary ban on flights or airspace coordination.

9. The diversion mission management system according to claim 6, characterized in that: The human factor level triggers include factors endangering flight safety or personnel medical factors.

10. The diversion mission management system according to claim 5, characterized in that: The alternate landing plan generated by the alternate landing plan generation module includes planned alternate landing fields and unplanned alternate landing fields, wherein the planned alternate landing fields include take-off and landing alternate fields and en route alternate landing fields, and the unplanned alternate landing fields include a distance not greater than a distance that the aircraft can fly for 1 hour at a cruising speed with one engine ineffective under calm wind conditions.

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