Method and system for adjusting the pressure reference during flight

Abstract

The present application discloses a method for adjusting a barometric reference during flight. The method may include: obtaining one or more barometric references from one or more input sources; selecting, based on the current flight phase, the input source with the highest arming priority from the one or more input sources and determining the barometric reference obtained from the selected input source as the armed barometric reference; obtaining the current barometric altitude relative to the current barometric reference; and prompting activation of the armed barometric reference in response to determining that the current barometric altitude is within a threshold altitude range of the transition altitude. The method according to the present disclosure can pre-position a suitable barometric reference according to the current flight state during flight, so that the flight crew can conveniently and quickly set the barometric reference. The method can remind the flight crew to set the barometric reference at an appropriate time during flight. The method can also issue a warning to the flight crew when the flight crew makes a misoperation or misses or forgets to set the barometric reference, thereby ensuring flight safety.

Description

Technical Field

[0001] The present invention relates to the field of avionics systems, and more particularly to methods and systems for adjusting the barometric reference during flight. Background Art

[0002] According to the requirements of civil airspace management, an aircraft generally needs to cross the transition altitude (TA) at takeoff and the transition level (TL) at landing during a flight. Generally speaking, below the transition altitude (TA) or the transition level (TL), it is required that the aircraft use the QNH (corrected sea-level pressure) near the departure airport or the landing airport, or the QFE (field elevation pressure) of the departure airport or the landing airport itself as the barometric reference for the on-board barometric altimeter; while above the transition altitude (TA) or the transition level (TL), it is required that the aircraft use the standard atmospheric pressure (QNE) as the barometric reference for the on-board barometric altimeter, as Figure 1 shown. Requiring the aircraft to use the same barometric reference setting helps to keep a safe distance between the aircraft and other aircraft, other air vehicles, and mountains or other terrains at a specific altitude. If the flight crew fails to set the accurate barometric reference or correct the altimeter within the specified window time, the aircraft may approach other aircraft, other air vehicles, and mountains or other terrains at a specific altitude at an unsafe distance, or even collide.

[0003] The current barometric altitude indication is an important flight parameter information during the flight of an aircraft. The setting of the barometric reference will directly affect the current barometric altitude of the aircraft (for example, the barometric altitude shown on the aircraft altimeter). Automatically adjusting the barometric reference by the system may cause the flight crew to fail to detect the display change of the aircraft altimeter in time, resulting in the flight crew losing the perception of necessary scenarios, and even possibly having a catastrophic impact on flight safety due to incorrect adjustment of the barometric reference.

[0004] Currently, flight crew generally obtain the required Transition Altitude (TA) or Transition Level (TL) data and related barometric reference data from aeronautical charts, navigation databases, controller instructions, or Airport Terminal Information Service (ATIS). During ground preparation, the flight crew inputs the flight plan through the Flight Management Computer (FMC). After selecting the departure or arrival airport, the FMC retrieves the TA or TL data of the departure or arrival airport from the navigation database and compares this data with the current barometric reference. When the current barometric altitude of the aircraft is greater than the TA or less than the TL, the flight crew needs to manually set the barometric reference. During the manual setting process by the flight crew, human error may be introduced, especially in scenarios where combined alerts occur in the cockpit. In addition, the TA or TL data used by the avionics system is only stored in the FMC, which is not convenient for the flight crew to check and confirm in a timely manner. Moreover, the flight crew may forget to correct the barometric reference at the appropriate time.

[0005] Therefore, there is an urgent need for an improved method for adjusting the barometric reference during flight. Summary of the Invention

[0006] A brief overview of one or more aspects is given below to provide a basic understanding of such aspects. This overview is not an exhaustive survey of all contemplated aspects, and is neither intended to identify key or decisive elements of all aspects nor to attempt to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that follows.

[0007] To address some of the above existing problems, the present disclosure proposes a method for adjusting the barometric reference during flight. This method can pre-position a suitable barometric reference according to the flight state during flight, so that the flight crew can set the barometric reference conveniently and quickly. This method can remind the flight crew to set the barometric reference at the appropriate time during flight to ensure the flight safety of the aircraft. This method can also issue a warning to the flight crew when the flight crew makes a misoperation, misses, or forgets to set the barometric reference at the appropriate time, further ensuring the flight safety of the aircraft.

[0008] One aspect of the present disclosure provides a method for adjusting the barometric reference during flight. The method may include: obtaining one or more barometric references from one or more input sources; selecting the input source with the highest pre-position priority from the one or more input sources according to the current flight phase and determining the barometric reference obtained from the selected input source as the pre-positioned barometric reference; obtaining the current barometric altitude relative to the current barometric reference; and prompting the activation of the pre-positioned barometric reference in response to determining that the current barometric altitude is within the threshold altitude range of the transition altitude.

[0009] In one example, one or more input sources may include one or more of the following: inputs received through a control panel, intelligence service messages, chart extractions, air traffic control (ATC) messages, and inputs received through a flight management computer. The arming priorities, from highest to lowest, may be in sequence: inputs received through the control panel, intelligence service messages, chart extractions, air traffic control (ATC) messages, and inputs received through the flight management computer. The current barometric altitude may be obtained from the flight control system.

[0010] In one example, the current flight phase may include: a climb phase and a descent phase. The transition altitude may include a first transition altitude for the climb phase or a second transition altitude for the descent phase.

[0011] In one example, when the current barometric altitude is within the threshold altitude range of the transition altitude, it may further include: when the current flight phase is the climb phase, the current barometric altitude is lower than or higher than the first transition altitude by within a first threshold altitude; or when the current flight phase is the descent phase, the current barometric altitude is lower than or higher than the second transition altitude by within a second threshold altitude.

[0012] In one example, the method may further include: when the current flight phase is the climb phase, triggering an alarm in response to determining that the current barometric altitude is higher than the first transition altitude by more than a third threshold altitude and the armed barometric reference has not been activated, where the third threshold altitude is greater than or equal to the first threshold altitude; or when the current flight phase is the descent phase, triggering an alarm in response to determining that the current barometric altitude is lower than the second transition altitude by more than a fourth threshold altitude and the armed barometric reference has not been activated, where the fourth threshold altitude is greater than or equal to the second threshold altitude.

[0013] In one example, after activating the armed barometric reference, the method may further include: when the current flight phase is the climb phase, determining whether the activated armed barometric reference is consistent with the standard atmospheric pressure, and in response to determining that the activated armed barometric reference is not consistent with the standard atmospheric pressure, issuing an alarm to prompt modification of the barometric reference.

[0014] In one example, after activating the armed barometric reference, the method may further include: when the current flight phase is the descent phase, determining whether the activated armed barometric reference is consistent with the barometric reference of the destination airport, and in response to determining that the activated armed barometric reference is not consistent with the barometric reference of the destination airport, issuing an alarm to prompt modification of the barometric reference.

[0015] One aspect of the present disclosure provides a system for adjusting a barometric reference during flight. The system may include: an acquisition module configured to acquire one or more barometric references from one or more input sources and acquire a current barometric altitude relative to a current barometric reference; a selection module configured to select, according to a current flight phase, an input source with the highest pre-arm priority from the one or more input sources and determine the barometric reference acquired from the selected input source as a pre-arm barometric reference; and a prompt module configured to prompt activation of the pre-arm barometric reference in response to determining that the current barometric altitude is close to a transition altitude.

[0016] In one example, the system may further include: an inspection module and an alarm module. When the current flight phase is a climb phase, the inspection module may be configured to: determine whether the activated pre-arm barometric reference is consistent with the standard atmospheric pressure, and the alarm module may be configured to: issue an alarm to prompt modification of the barometric reference in response to determining that the activated pre-arm barometric reference is not consistent with the standard atmospheric pressure.

[0017] In one example, the system may further include: an inspection module and an alarm module. When the current flight phase is a descent phase, the inspection module may be configured to: determine whether the activated pre-arm barometric reference is consistent with the barometric reference of a destination airport; and the alarm module may be configured to: issue an alarm to prompt modification of the barometric reference in response to determining that the activated pre-arm barometric reference is not consistent with the barometric reference of the destination airport.

[0018] Another aspect of the present disclosure provides a non-transitory computer-readable storage medium storing instructions for calibrating a barometric reference during flight. The instructions may be executed by a processor to perform the above method.

[0019] The present disclosure is provided to introduce some concepts in a simplified form, which will be further described in the following detailed description. The present disclosure is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Other aspects, features, and / or advantages of the various embodiments will be partly set forth in the following description, and will partly be apparent from the description, or can be learned by practice of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] To understand the manner in which the above-recited features of the present disclosure can be obtained, a more particular description of the above briefly summarized aspects may be had by reference to the aspects, some of which are illustrated in the drawings. It should be noted, however, that the drawings illustrate only certain typical aspects of the present disclosure and are not to be considered limiting of its scope, for the description may admit to other equally effective aspects. In the drawings:

[0021] Figure 1A schematic diagram showing the transition altitude and transition altitude layer during flight is presented.

[0022] Figure 2 A flowchart showing a method for adjusting the barometric reference during flight according to an embodiment of the present disclosure is presented.

[0023] Figure 3 A block diagram showing a system for adjusting the barometric reference during flight according to an embodiment of the present disclosure is presented.

[0024] Figure 4 A logic flowchart showing the adjustment of the barometric reference during the climb phase according to an embodiment of the present disclosure is presented.

[0025] Figure 5 A flowchart showing the adjustment of the barometric reference during the landing phase according to an embodiment of the present disclosure is presented.

[0026] Figure 6 A block diagram showing a device including a system for vibration feedback according to an embodiment of the present disclosure is presented. Detailed Description

[0027] The following detailed description, presented in conjunction with the accompanying drawings, is intended as a description of various configurations and is not intended to represent the only configurations in which the concepts described herein may be practiced. The detailed description includes specific details to provide a thorough understanding of the various concepts. However, it will be apparent to those skilled in the art that these concepts may be practiced without these specific details.

[0028] Based on this teaching, those skilled in the art should appreciate that the scope of the present disclosure is intended to cover any aspect of the present disclosure, whether implemented independently of or in combination with any other aspect of the present disclosure. For example, any number of the aspects described may be used to implement a device or practice a method. Additionally, the scope of the present disclosure is intended to cover such devices or methods practiced using other structures, functionality, or structures and functionality that supplement or are different from the various aspects of the present disclosure as described.

[0029] Although specific aspects are described herein, numerous variations and permutations of these aspects fall within the scope of the present disclosure. While some benefits and advantages of the preferred aspects are mentioned, the scope of the present disclosure is not intended to be limited to specific benefits, uses, or objectives. The detailed description and the drawings merely illustrate the present disclosure and do not limit the present disclosure, and the scope of the present disclosure is defined by the appended claims and their equivalent technical solutions.

[0030] Generally speaking, when the aircraft is above the transition altitude during climb or above the transition level during descent, the standard atmospheric pressure (QNE) can be used as the pressure reference for the on-board barometric altimeter. When the aircraft is below the transition altitude during climb or below the transition level during descent, the corrected sea-level pressure (QNH) of a nearby airport (e.g., near the departure or arrival airport) or the airfield pressure (QFE) of the airport itself can be used as the pressure reference for the on-board barometric altimeter.

[0031] Currently, flight crew generally obtain the required transition altitude (TA) or transition level (TL) data and related pressure reference data from aeronautical charts, navigation databases, controller instructions, or the Automatic Terminal Information Service (ATIS). During ground preparation, the flight crew inputs the flight plan through the Flight Management Computer (FMC). After selecting the departure airport or arrival airport, the Flight Management Computer obtains the transition altitude (TA) or transition level (TL) data of the departure airport or arrival airport from the navigation database and compares this data with the current barometric altitude. When the current barometric altitude of the aircraft is greater than the transition altitude (TA) or less than the transition level (TL), the flight crew needs to manually set the pressure reference. During the manual setting process by the flight crew, human errors may be introduced, especially in scenarios where combined alerts occur in the cockpit. In addition, the transition altitude (TA) or transition level (TL) data used by the avionics system is only stored in the Flight Management Computer (FMC), which is not convenient for the flight crew to check and confirm in a timely manner. In addition, the flight crew may forget to adjust the pressure reference at the appropriate time.

[0032] To address some of the above existing problems, the present disclosure proposes a method for adjusting the pressure reference during flight. This method can pre-position a suitable pressure reference according to the current flight state during flight, so that the flight crew can set the pressure reference conveniently and quickly. This method can remind the flight crew to set the pressure reference at the appropriate time during flight, thus ensuring flight safety. This method can also issue a warning to the flight crew when they make a misoperation, miss, or forget to set the pressure reference at the appropriate time, further

[0033] ensuring the flight safety of the aircraft. The following further illustrates the present disclosure with specific embodiments and drawings, but the protection scope of the present disclosure should not be limited thereby.

[0034] Figure 2 FIG. 200 shows a flowchart of a method for adjusting the pressure reference during flight according to an embodiment of the present disclosure. In some cases, the method for adjusting the pressure reference during flight can be executed by a system 300 as shown in Figure 3

[0035] . The flowchart 200 may include:

[0036] At 202, one or more barometric references may be obtained from one or more input sources. In one example, the one or more input sources may include, but are not limited to, one or more of the following: air traffic control (ATC) - type messages, inputs received through a control panel (e.g., manual inputs), intelligence service - type messages, chart extractions, and inputs received through a flight management computer (e.g., manual inputs or database extractions). In some cases, intelligence service - type messages may include, but are not limited to, data - link aeronautical information service (D - ATIS, short message transmission between an aircraft and a ground station via radio or satellite), aircraft communication addressing and reporting system (ACARS, a digital data - link system for short message (message) transmission between an aircraft and a ground station via radio or satellite), or

[0037] automatic terminal information service (ATIS, an automatic continuous playback information service at busy airports). In some cases, air traffic control (ATC) - type messages may include data - link messages or voice message identifications. For example, air traffic control (ATC) - type messages may include, but are not limited to, air traffic control (ATC) notices, or controller

[0038] controller - pilot data - link communication (CPDLC) messages. In one example, data - link messages may refer to messages obtained from the ground (including airports, air traffic control, ground stations, etc.), where the messages may include barometric references.

[0039] At 204, the input source with the highest pre - position priority may be selected from one or more input sources according to the current flight phase, and the barometric reference obtained from the selected input source may be determined as the pre - position barometric reference. In some cases, the flight phase may include, but is not limited to: climb phase, descent phase, and other phases (e.g., cruise phase, etc.). The current flight phase refers to the flight phase in which the aircraft is currently located. In some cases, the current flight phase may be determined based on a flight - phase signal, where the flight - phase signal may be calculated by a flight management system (FMS). In other cases, the flight phase may be judged by a display and crew alerting system. In additional cases, the current flight phase may be determined by a flight - phase determination module, where the flight - phase determination module may be integrated into the display and crew alerting system.

[0040]

[0041]

[0042]

[0043]

[0044] ​​​​In some cases, the priority of the input source can be preset. As an example, the pre-set priorities from high to low can be: air traffic control (ATC) messages, inputs received through the control panel, intelligence service messages, inputs received through the flight management computer, and chart extraction. In the case where the input source selects messages of the same type, the priority of the message can depend on the time when the message is received. For example, the most recent message can be selected and the pressure reference from the most recent message can be determined as the pre-set pressure reference. In the case where the input source selects messages of different types, the priority of the message can also depend on the time when the message is received. For example, the most recent message can be selected and the pressure reference from the most recent message can be determined as the pre-set pressure reference. Additionally, in some cases, when there is a conflict in the pressure reference given by the intelligence service message and the air traffic control (ATC) message, a prompt or warning can be given to the flight crew. In this case, one or more pressure references can be obtained from one or more input sources and the input source with the highest pre-set priority can be selected from one or more input sources and the pressure reference obtained from the selected input source can be determined as the pre-set pressure reference. In some cases, the flight crew can manually switch between several pre-set pressure references or change the pre-set pressure reference. In some cases, the priority of the input source can vary dynamically depending on different flight phases, different flight states, and different flight modes set by the flight crew.

[0045] At 206, the current pressure altitude relative to the current pressure reference can be obtained. In some cases, the current pressure altitude can be obtained from the flight control system (e.g., the primary flight control system). For example, the primary flight control system can calculate the current pressure altitude based on sensor data and the currently set pressure reference and send the calculated current pressure altitude to the display system. In still other cases, the current altitude can be obtained from the flight management computer.

[0046] At 208, it is possible to prompt the activation of the pre-positioned barometric reference in response to determining that the current barometric altitude is within the threshold altitude range of the transition altitude. In some cases, the transition altitude includes a first transition altitude during the climb phase (e.g., generally referred to as the transition altitude during the climb phase) and a second transition altitude during the descent phase (e.g., generally referred to as the transition altitude level during the descent phase). Accordingly, the current barometric altitude being within the threshold altitude range of the transition altitude may further include: when the current flight phase is the climb phase, the current barometric altitude is lower or higher than the first transition altitude by within the first threshold altitude; or when the current flight phase is the descent phase, the current barometric altitude is lower or higher than the second transition altitude by within the second threshold altitude. In one example, the first transition altitude and / or the second transition altitude may be obtained from the Flight Management System (FMC). For example, the transition altitude manually input by the flight crew through the Flight Management System (FMC). In another example, the first transition altitude may be determined as the transition altitude in the departure airport database, and the second transition altitude may be from the transition altitude of the destination airport (e.g., the landing airport) database. Generally, the transition altitude manually input by the flight crew takes precedence over the transition altitude obtained from the database. In other cases, the first transition altitude may be determined as the transition altitude value identified from the chart of the departure airport, and the second transition altitude may be determined as the transition altitude value identified from the chart of the destination airport (e.g., the landing airport). In still other examples, the first transition altitude and / or the second transition altitude may be preset, for example, preset in the display system or other systems. The preset transition altitude generally has universality and can be applicable to most airports and most meteorological conditions. Generally, the priority of the preset transition altitude is lower than the transition altitude obtained in the above other ways. For example, the first threshold altitude and the second threshold altitude may be 100 to 1000 feet (ft).

[0047] In a further case, when the current flight phase is the climb phase, an alarm is triggered in response to determining that the current barometric altitude is higher than the first transition altitude by more than the third threshold altitude and the pre-positioned barometric reference has not been activated, where the third threshold altitude is greater than or equal to the first threshold altitude. For example, the third threshold altitude may be 500 to 1000 ft. In other further cases, when the current flight phase is the descent phase, an alarm is triggered in response to determining that the current barometric altitude is lower than the second transition altitude by more than the fourth threshold altitude and the pre-positioned barometric reference has not been activated, where the fourth threshold altitude is greater than or equal to the second threshold altitude. For example, the fourth threshold altitude may be 500 to 1000 ft.

[0048] The fourth threshold altitude may be the same as or different from the third threshold altitude.

[0049] Optionally, after activating the pre-positioned barometric reference, the method may further include: when the current flight phase is the climb phase, determining whether the activated pre-positioned barometric reference is consistent with the standard atmospheric pressure; in response to determining that the activated pre-positioned barometric reference is not consistent with the standard atmospheric pressure, issuing an alert to prompt modification of the barometric reference.

[0050] Optionally, after activating the pre-positioned barometric reference, the method may further include: when the current flight phase is the descent phase, determining whether the activated pre-positioned barometric reference is consistent with the standard atmospheric pressure; in response to determining that the activated pre-positioned barometric reference is consistent with the standard atmospheric pressure, issuing an alert to prompt modification of the barometric reference. Optionally, in response to determining that the activated pre-positioned barometric reference is not consistent with the standard atmospheric pressure, the method may further include: determining whether the activated pre-positioned barometric reference is consistent with the barometric reference of the identified destination airport (e.g., the landing airport); in response to determining that the activated pre-positioned barometric reference is not consistent with the barometric reference of the identified destination airport (e.g., the landing airport), issuing an alert to prompt modification of the barometric reference. In some cases, the above alerts may include, but are not limited to: visual alerts, audible alerts, and / or tactile alerts, etc.

[0051] It should be noted that the current barometric reference mentioned in the present disclosure refers to the barometric reference currently set or displayed by an on-board system (e.g., an on-board barometric altimeter).

[0052] Compared with the existing methods, the method according to the present disclosure can pre-position a suitable barometric reference according to the flight state during flight, so that the flight crew can set the barometric reference conveniently and quickly, reducing the additional burden of the flight crew manually inputting the barometric reference. The method can remind the flight crew to set the barometric reference at an appropriate time during flight, thus ensuring flight safety. The method can also issue a warning to the flight crew when the flight crew makes a misoperation or misses or forgets to set the barometric reference at an appropriate time, further ensuring the flight safety of the aircraft.

[0053] Figure 3 The block diagram of a system 300 for adjusting a barometric reference during flight according to an embodiment of the present disclosure is shown. In some cases, the system 300 may include: an acquisition module 305, the acquisition module being configured to acquire one or more barometric references from one or more input sources and acquire the current barometric altitude relative to the current barometric reference; a selection module 310, the selection module being configured to select the input source with the highest pre-position priority from one or more input sources according to the current flight state and determine the barometric reference acquired from the selected input source as the pre-positioned barometric reference; and a prompt module 315, the prompt module being configured to prompt activation of the pre-positioned barometric reference in response to determining that the current barometric altitude is within the threshold altitude range of the transition altitude.

[0054] In an optional scenario, the system 300 may further include: an inspection module and an alarm module ( Figure 3 not shown in the figure). When the current flight phase is the climb phase, the inspection module may be configured to determine whether the activated pre-set barometric reference is the standard atmospheric pressure, and the alarm module may be configured to issue an alarm to prompt modification of the barometric reference in response to determining that the activated pre-set barometric reference is inconsistent with the standard atmospheric pressure. When the current flight phase is the descent phase, the inspection module may be configured to determine whether the activated pre-set barometric reference is the standard atmospheric pressure; and the alarm module may be configured to issue an alarm to prompt modification of the barometric reference in response to determining that the activated pre-set barometric reference is the standard atmospheric pressure.

[0055] Figure 4 FIG. shows a flowchart of a process 400 for adjusting the barometric reference during the climb phase according to an embodiment of the present disclosure. In some cases, the process 400 may be performed by a system 300 for adjusting the barometric reference as shown in Figure 3 the figure. Referring to Figure 2 , the system 300 may determine the pre-set barometric reference. In this embodiment, the pre-set barometric reference may be the standard atmospheric pressure (QNE).

[0056] As shown in Figure 4 the figure, the process 400 may start at block 402, determining whether the current barometric altitude is within the threshold altitude range of the transition altitude. In this embodiment, the transition altitude may be obtained from a database, extracted from a chart, or determined based on the aircraft position information. In this embodiment, the first threshold altitude may be 100 ft. If not, the process 400 returns to block 402. If so, the process 400 may proceed to block 404, prompting the crew to activate the pre-set barometric reference. Subsequently, the process 400 may proceed to block 406, determining whether the pre-set barometric reference is activated. If not, the process 400 may proceed to block 410, determining whether the current barometric altitude is higher than the second threshold altitude than the transition altitude. In this embodiment, the second threshold altitude may be 200 ft. If not, the process returns to block 410. If so, the process 400 may proceed to block 412, issuing an alarm. If the pre-set barometric reference is activated, it is determined whether the activated pre-set barometric reference is the standard atmospheric pressure. If so, the process 400 ends. If not, the process 400 may proceed to block 412, issuing an alarm. In this embodiment, the alarm may be a visual alarm and / or an audible alarm.

[0057] In some cases, after the crew receives the alarm information, the crew may manually adjust the pre-set barometric reference. For example, the crew may modify the pre-set barometric reference. As an example, the crew may manually modify the pre-set barometric reference. As another example, the crew may instruct the system to determine the barometric reference from the input source of the next priority as the pre-set reference. For another example, the crew may directly set the barometric reference of the aircraft.

[0058] Figure 5 FIG. 500 is a flowchart showing a process of adjusting a barometric reference during a descent phase according to an embodiment of the present disclosure. In some cases, process 500 may be performed by a system 300 for adjusting a barometric reference as shown in Figure 3 . Referring to Figure 2 , the system 300 may select an input source with the highest arming priority from one or more input sources according to the current flight phase (e.g., the descent phase) and determine the barometric reference obtained from the selected input source as the armed barometric reference. In some cases, the one or more input sources may include, but are not limited to, one or more of the following: an input received through a control panel (e.g., a manual input), an intelligence service message, a chart extraction, an air traffic control (ATC) message, and an input received through a flight management computer (e.g., a manual input or a database extraction). As an example, the intelligence service message may include, but is not limited to, data link flight information service (D-ATIS, a short message transmission between an aircraft and a ground station via radio or satellite), aircraft communication addressing and reporting system (ACARS, a digital data link system for transmitting short messages (messages) between an aircraft and a ground station via radio or satellite), or automatic terminal information service (ATIS, an automatic continuous playback information service at a busy airport). As an example, the air traffic control (ATC) message may include a data link message or a voice message identification. For example, the air traffic control (ATC) message may include, but is not limited to, an air traffic control (ATC) notice, or a controller-pilot data link (CPDLC, a data link transmission between a controller and a crew) message. In one example, the data link message may refer to a message obtained from the ground (including an airport, an air traffic control, a ground station, etc.), where the message may include a barometric reference. In some cases, the priority of the input source is preset. In this embodiment, the arming priorities may be, from high to low, in sequence: air traffic control (ATC) messages, an input received through a control panel, intelligence service messages, a chart extraction, and an input received through a flight management computer. In the case where the input source selects messages of the same type, the priority of the message may depend on the time when the message is received. For example, the most recent message may be selected and the barometric reference from the most recent message may be determined as the armed barometric reference. In the case where the input source selects messages of different types, the priority of the message may also depend on the time when the message is received. For example, the most recent message may be selected and the barometric reference from the most recent message may be determined as the armed barometric reference. For example, in this embodiment, the armed barometric reference may be obtained from the most recently received air traffic control (ATC) message, such as 1015 hPa.

[0059] As shown in Figure 5As shown, during the descent phase (e.g., during the landing phase), process 500 may start at block 502 by determining whether the current barometric altitude is within the threshold altitude range of the transition altitude layer. In this embodiment, the transition altitude layer may be obtained from a database, extracted from a chart, or determined based on the aircraft position information. In this embodiment, the first threshold altitude may be 150 ft. If not, then process 500 returns to block 502. If so, then process 500 may proceed to block 504 to prompt the crew to activate the pre-positioned barometric reference. Subsequently, process 500 may proceed to block 506 to determine whether the pre-positioned barometric reference has been activated. If not, then process 500 may proceed to block 510 to determine whether the current barometric altitude is lower than the third threshold altitude from the transition altitude layer. In this embodiment, the third threshold altitude may be 250 ft. If not, then the process returns to block 510. If so, then process 500 may proceed to block 512 to give an alarm. If the pre-positioned barometric reference is activated, then process 500 may determine whether the activated pre-positioned barometric reference is the barometric reference of the destination airport. If so, then process 500 ends. If not, then process 500 may proceed to block 512 to give an alarm. In this embodiment, the alarm may be a visual alarm and / or an audible alarm. In an alternative scenario ( Figure 5 not shown), process 500 may obtain the pre-positioned barometric reference (e.g., the barometric reference of the destination airport) from the input source with the second highest pre-position priority. Process 500 may determine whether the activated pre-positioned barometric reference is consistent with (or within a certain threshold range, such as but not limited to 5 - 50 hPa) the pre-positioned barometric reference obtained from one or more of the second, third, and / or fourth, etc. input sources with pre-position priority. If so, then process 500 may proceed to end. If not, then process 500 may give a prompt or an alarm. In other alternative scenarios ( Figure 5 not shown), but when the selected input source is a message, if an updated message (the latest message) is received from the selected input source, process 500 may determine whether the activated pre-positioned barometric reference is consistent with (or within a certain threshold range, such as but not limited to 5 - 50 hPa) the pre-positioned barometric reference obtained from the latest message. If so, then process 500 may proceed to end. If not, then process 500 may give a prompt or an alarm.

[0060] Specifically, in the case where the crew manually inputs the barometric reference through the control panel instead of using the pre-positioned barometric reference, it may be determined whether the manually input barometric reference is consistent with (or within a certain threshold range, such as but not limited to 5 - 50 hPa) the barometric reference from one or more of the various input sources (e.g., inputs received through the flight management computer, air traffic control (ATC) type messages, flight control systems (FMS), etc.). If not, then process 500 may give a prompt or an alarm to prompt the crew to verify whether there is an incorrect input for the manually input barometric reference.

[0061] In some cases, after the crew receives a prompt or warning message, the crew can manually adjust the preset barometric reference. For example, the crew can modify the preset barometric reference. As an example, the crew can manually modify the preset barometric reference. As another example, the crew can instruct the system to determine the barometric reference from the input source of the next priority as the preset reference. For another example, the crew can directly set the barometric reference of the aircraft. In some cases, the crew can switch between several armed barometric references or change the armed barometric reference that can be received.

[0062] Figure 6 FIG. shows a block diagram of a device 600 including a system for vibration feedback according to an embodiment of the present disclosure. The device shows a general hardware environment in which the present disclosure can be applied according to an exemplary embodiment of the present disclosure.

[0063] Now will refer to Figure 6 Describe the device 600, which is an exemplary embodiment of a hardware device to which aspects of the present disclosure can be applied. The device 600 can be any machine configured to perform processing and / or computing, and can be, but is not limited to, a workstation, a server, a desktop computer, a laptop computer, a tablet computer, or any combination thereof. The above system can be implemented in whole or at least in part by the device 600 or a similar device or system.

[0064] The device 600 may include elements that may be connected to or communicate with a bus 602 via one or more interfaces. For example, the device 600 may include a bus 602, one or more input devices 605, one or more output devices 610, one or more processors 615, and one or more memories 620, etc.

[0065] The processor 615 can be any type of processor and can include, but is not limited to, a general-purpose processor and / or a dedicated processor (such as a special processing chip), a smart hardware device (such as a general-purpose processor, a DSP, a CPU, a microcontroller, an ASIC, an FPGA, a programmable logic device, discrete gate or transistor logic components, discrete hardware components, or any combination thereof). In some cases, the processor 615 can be configured to operate a memory array using a memory controller. In other cases, a memory controller (not shown) can be integrated into the processor 615. The processor 615 can be configured to execute computer-readable instructions stored in the memory to perform various functions described herein.

[0066] Memory 620 can be any storage device capable of implementing data storage. Memory 620 may include, but is not limited to, disk drives, optical storage devices, solid-state memories, floppy disks, hard disks, magnetic tapes, or any other magnetic medium, optical disks, or any other optical medium, ROM (Read-Only Memory), RAM (Random Access Memory), cache memory, and / or any other memory chips or cartridges, and / or any other medium from which a computer can read data, instructions, and / or code. Memory 620 may store computer-executable software 625 including computer-readable instructions that, when executed, cause the processor to perform the various functions described herein. Memory 620 may have various data / instructions / codes for implementing the various functions described herein.

[0067] Software 625 may be stored in memory 620, including but not limited to an operating system, one or more applications, drivers, and / or other data and code. Instructions for performing the various functions described herein may be included in one or more applications, and the units of the device 600 may be implemented by the processor 615 reading and executing the instructions of one or more applications. In some cases, software 625 may not be directly executable by the processor, but may (e.g., when compiled and executed) cause the computer to perform the various functions described herein.

[0068] Input device 605 can be any type of device that can input information into the computing device.

[0069] Output device 610 can be any type of output device that can output information. In one case, output device 610 can be any type of image output device that can display information.

[0070] Those skilled in the art can clearly understand from the above embodiments that the present disclosure can be implemented by software with necessary hardware or by hardware, firmware, etc. Based on such an understanding, the embodiments of the present disclosure can be partially implemented in software form. Computer software can be stored in a readable storage medium, such as a floppy disk, hard disk, optical disk, or flash memory of a computer. The computer software includes a series of instructions to cause a computer (e.g., a personal computer, a service station, or a network terminal) to execute the method according to the various embodiments of the present disclosure or a part thereof.

[0071] The term "exemplary" is used herein to mean "serving as an example, embodiment, or illustration". Any aspect described herein as "exemplary" need not be construed as superior or better than other aspects.

[0072] The previous description is provided to enable any person skilled in the art to practice the various aspects described herein. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other aspects. Thus, the claims are not intended to be limited to the aspects shown herein, but rather should be accorded the full scope consistent with the language of the claims, where the recitation of a singular element is not intended to mean "one and only one" unless specifically stated otherwise, but rather "one or more." Unless specifically stated otherwise, the term "some" refers to one or more. Elements of the various aspects described throughout this disclosure are expressly incorporated herein by reference and are intended to be covered by the claims, all structural and functional equivalents thereof known to those of ordinary skill in the art now or later.

Claims

1. A method for adjusting the barometric reference during flight, comprising: Obtaining one or more barometric references from one or more input sources; Selecting, according to the current flight phase, the input source with the highest pre - arm priority from the one or more input sources and determining the barometric reference obtained from the selected input source as the pre - armed barometric reference, wherein the current flight phase includes: a climb phase and a descent phase; Obtaining the current barometric altitude relative to the current barometric reference; and Prompting to activate the pre - armed barometric reference in response to determining that the current barometric altitude is within the threshold altitude range of the transition altitude, wherein the transition altitude includes a first transition altitude in the climb phase or a second transition altitude in the descent phase, and wherein the current barometric altitude being within the threshold altitude range of the transition altitude includes: When the current flight phase is the climb phase, the current barometric altitude is lower than or higher than the first transition altitude by within a first threshold altitude; or When the current flight phase is the descent phase, the current barometric altitude is lower than or higher than the second transition altitude by within a second threshold altitude.

2. The method according to claim 1, characterized in that, The one or more input sources include one or more of the following: input received through a control panel, intelligence service messages, chart extraction, air traffic control (ATC) messages, and input received through a flight management computer, wherein the pre - arm priority from high to low is: input received through a control panel, air traffic control (ATC) messages, intelligence service messages, input received through a flight management computer, and chart extraction; and wherein the current barometric altitude is obtained from a flight control system.

3. The method according to claim 1, wherein Further comprising: When the current flight phase is the climb phase, triggering an alarm in response to determining that the current barometric altitude is higher than the first transition altitude by more than a third threshold altitude and the pre - armed barometric reference has not been activated, wherein the third threshold altitude is greater than or equal to the first threshold altitude; or When the current flight phase is the descent phase, triggering an alarm in response to determining that the current barometric altitude is lower than the second transition altitude by more than a fourth threshold altitude and the pre - armed barometric reference has not been activated, wherein the fourth threshold altitude is greater than or equal to the second threshold altitude.

4. The method according to claim 1, wherein After activating the pre - armed barometric reference, further comprising: When the current flight phase is the climb phase, determining whether the activated pre - armed barometric reference is consistent with the standard atmospheric pressure, and in response to determining that the activated pre - armed barometric reference is not consistent with the standard atmospheric pressure, issuing an alarm to prompt modification of the barometric reference.

5. The method according to claim 1, characterized in that, After activating the pre - armed barometric reference, further comprising: When the current flight phase is the descent phase, determining whether the activated pre - armed barometric reference is consistent with the barometric reference of the destination airport, and in response to determining that the activated pre - armed barometric reference is not consistent with the barometric reference of the destination airport, issuing an alarm to prompt modification of the barometric reference.

6. A system for adjusting the barometric reference during flight, comprising: An acquisition module, the acquisition module being configured to obtain one or more barometric references from one or more input sources and obtain the current barometric altitude relative to the current barometric reference; A selection module configured to select, according to a current flight phase, an input source with the highest arming priority from the one or more input sources and determine the barometric reference obtained from the selected input source as the armed barometric reference; And A prompting module configured to prompt activation of the armed barometric reference in response to determining that the current barometric altitude is close to a transition altitude.

7. The system according to claim 6, wherein Further comprising: An inspection module and an alarm module, wherein: When the current flight phase is a climb phase, the inspection module is configured to determine whether the activated armed barometric reference is consistent with the standard atmospheric pressure, and the alarm module is configured to issue an alarm to prompt modification of the barometric reference in response to determining that the activated armed barometric reference is inconsistent with the standard atmospheric pressure, wherein the current flight phase includes: a climb phase and a descent phase; or When the current flight phase is a descent phase, the inspection module is configured to determine whether the activated armed barometric reference is consistent with the barometric reference of the destination airport, and the alarm module is configured to issue an alarm to prompt modification of the barometric reference in response to determining that the activated armed barometric reference is inconsistent with the barometric reference of the destination airport, wherein the transition altitude includes a first transition altitude in the climb phase or a second transition altitude in the descent phase, and wherein the current barometric altitude within a threshold altitude range of the transition altitude includes: When the current flight phase is a climb phase, the current barometric altitude is lower than or higher than the first transition altitude by within a first threshold altitude; or When the current flight phase is a descent phase, the current barometric altitude is lower than or higher than the second transition altitude by within a second threshold altitude.

8. A non-transitory computer-readable storage medium storing instructions for calibrating a barometric reference during flight, the instructions being executable by a processor to perform the method according to any one of claims 1-5.

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