Flight Plan Generation Method, Device, Computer Equipment and Storage Medium

Abstract

The present application relates to a flight plan generation method, apparatus, computer device, storage medium, and computer program product. The method includes: obtaining landing data and route data; based on the landing data, selecting the altitude of the descent vertex from the alternative altitudes of the route data; determining the position of the descent vertex according to the altitude of the descent vertex and the route data; screening the altitudes of each waypoint from the alternative altitudes according to the landing data and the altitude of the descent vertex; determining the position of the waypoint according to the altitude of the waypoint and the route data; and determining the position of the climb vertex according to the position of the waypoint and the departure airport data. By using this method, the complete flight plan can be screened according to the resources consumed in each of the three parts, namely the landing phase, the navigation phase, and the climb phase, so as to control the resource consumption in each phase, thereby reducing the resource consumption and saving fuel resources.

Description

Technical Field

[0001] This application relates to the field of aviation technology, and particularly to a method, device, computer device, storage medium, and computer program product for generating a flight plan. Background Art

[0002] Currently, the operation of aircraft mainly adopts the operation method of selecting a cost index, which requires the airline to select a cost index suitable for its own aircraft. The aircraft operating under this cost index can minimize the sum of these two costs to achieve the purpose of cost savings. However, the cost index does not indicate what altitude the aircraft should adopt under the actual meteorological conditions.

[0003] Currently, there is no domestic computer flight plan system with the function of optimizing the cruise altitude layer in China. Domestic airlines mainly rely on foreign advanced flight plan systems to make flight plans. The traditional method of optimizing the cruise altitude layer uses the method of checking aircraft performance charts, which is time-consuming and laborious, and the performance charts only have a few specific altitudes and weights, making it difficult to accurately formulate a flight plan with less resource consumption. Summary of the Invention

[0004] Based on this, in view of the above technical problems, it is necessary to provide a method, device, computer device, computer-readable storage medium, and computer program product for generating a flight plan that can reduce resource consumption.

[0005] In a first aspect, this application provides a method for generating a flight plan. The method includes:

[0006] Obtain landing data and route data;

[0007] Based on the landing data, select the altitude of the descent vertex from the alternative altitudes of the route data; determine the position of the descent vertex according to the altitude of the descent vertex and the route data;

[0008] According to the landing data and the altitude of the descent vertex, screen the altitudes of each waypoint from the alternative altitudes;

[0009] Determine the position of the waypoint according to the altitude of the waypoint and the route data;

[0010] Determine the position of the climb vertex according to the position of the waypoint and the departure airport data.

[0011] In one embodiment, the landing data includes the landing weight, the location of the landing airport, and the meteorological data of the landing airport; the step of selecting the altitude of the descent vertex from the alternative altitudes of the route data based on the landing data includes:

[0012] Determine that each of the alternative heights is the height of each alternative descent vertex;

[0013] Based on the landing weight and the meteorological data of the landing airport, determine the fuel flow rate at each of the alternative heights;

[0014] Based on the meteorological data of the landing airport, determine the aircraft landing speed at the wind speed corresponding to each of the alternative heights;

[0015] According to the fuel flow rate at each of the alternative heights and the aircraft speed at the wind speed corresponding to each of the alternative heights, calculate the fuel consumption per unit at each of the alternative heights corresponding to the landing airport;

[0016] According to the fuel consumption per unit at each of the alternative heights, select the height of the descent vertex from the heights of the alternative descent vertices.

[0017] In one embodiment, the screening of the heights of each waypoint from the alternative heights according to the landing data and the height of the descent vertex includes:

[0018] According to the landing data and the height of the descent vertex, determine the aircraft weight at different alternative heights for each of the waypoints;

[0019] According to the geographical locations of each of the waypoints, determine the flight segments divided by each of the waypoints;

[0020] According to the aircraft weight at different alternative heights for each of the waypoints, determine the fuel consumption per unit at different alternative heights corresponding to each of the flight segments;

[0021] According to the fuel consumption per unit at different alternative heights corresponding to each of the flight segments, screen the heights of each waypoint from the alternative heights.

[0022] In one embodiment, the determination of the aircraft weight at different alternative heights for each of the waypoints according to the landing data and the height of the descent vertex includes:

[0023] Based on the height of the descent vertex, determine the descent distance between the descent vertex and the location of the landing airport;

[0024] Map the landing weight based on the descent distance to obtain the aircraft weight at the descent vertex;

[0025] Determine the corresponding waypoint of the descent vertex according to the order of each of the waypoints; map the aircraft weight at the descent vertex according to the distance between the descent vertex and the corresponding waypoint to obtain the aircraft weight at the corresponding waypoint;

[0026] Map the aircraft weight of the corresponding waypoints according to the distances between adjacent waypoints at different alternative altitudes in sequence, and determine the aircraft weight of each waypoint at different alternative altitudes.

[0027] In one embodiment, determining the fuel consumption per unit at different alternative altitudes corresponding to each flight segment according to the aircraft weight of each waypoint at different alternative altitudes includes:

[0028] Determine the true airspeed of each flight segment at different alternative altitudes according to the aircraft weight of each waypoint at different alternative altitudes;

[0029] Determine the fuel flow rate of each flight segment at different alternative altitudes according to the aircraft weight of each waypoint at different alternative altitudes and the meteorological data of each flight segment at different alternative altitudes;

[0030] Obtain the wind speed of each flight segment at different alternative altitudes from the meteorological data of each flight segment at different alternative altitudes; determine the speed of each flight segment at each alternative altitude according to the wind speed of each flight segment at different alternative altitudes and the true airspeed of each flight segment at different alternative altitudes;

[0031] Obtain the fuel consumption per unit at different alternative altitudes corresponding to each flight segment according to the fuel flow rate of each flight segment at different alternative altitudes and the speed of each flight segment at each alternative altitude.

[0032] In one embodiment, the determining the position of the waypoint according to the altitude of the waypoint and the route data includes:

[0033] Perform availability adjustment on the altitude of the waypoint to obtain the adjusted altitude of the waypoint;

[0034] Extract the geographical coordinates of the waypoint from the route data;

[0035] Combine the adjusted altitude of the waypoint and the geographical coordinates of the waypoint to obtain the position of the waypoint.

[0036] In one embodiment, the determining the position of the climb vertex according to the position of the waypoint and the departure airport data includes:

[0037] Determine the position and takeoff weight of the initial waypoint according to the position of the waypoint and the departure airport data;

[0038] Determine the reference aircraft weight of the initial waypoint; the reference aircraft weight of the initial waypoint is obtained by calculating each waypoint one by one according to the landing data;

[0039] Map the takeoff weight based on the departure airport data and the position of the initial waypoint to obtain the aircraft weight for correcting the initial waypoint;

[0040] If the weight difference between the aircraft weight for correcting the initial waypoint and the reference aircraft weight is greater than a preset weight threshold, after adjusting the takeoff weight according to the weight difference, perform the step of mapping the takeoff weight based on the position of the departure airport and the positions of each waypoint;

[0041] If the weight difference between the aircraft weight for correcting the initial waypoint and the reference aircraft weight is less than the preset weight threshold, screen out the target waypoint of the departure airport from each of the waypoints according to the takeoff weight; determine the position of the climb vertex corresponding to the target waypoint according to the target waypoint.

[0042] In one embodiment, the departure airport data includes the departure airport position and the departure airport meteorological data; the mapping the takeoff weight based on the departure airport data and the position of the initial waypoint to obtain the aircraft weight for correcting the initial waypoint includes:

[0043] Determine the aircraft climb performance data under the departure airport meteorological data according to the takeoff weight, and determine the aircraft weight of each candidate climb vertex;

[0044] Determine the aircraft weight for correcting the initial waypoint according to the aircraft cruise performance data of each candidate climb vertex under the departure airport meteorological data.

[0045] [[ID=】]

[0046]

[0046] When there is no initial candidate waypoint, select the waypoint at a preset distance from the departure airport position from the positions of each of the waypoints to obtain the initial candidate waypoint;

[0047] Determine the initial takeoff weight based on the initial candidate waypoint and the departure airport position;

[0048] Determine the initial candidate waypoint and the adjacent waypoints of the initial candidate waypoint in the order of the positions of the waypoints from the initial airport to the landing airport;

[0049] Judge whether the initial candidate waypoint meets the initial waypoint condition according to the adjacent waypoints;

[0050] If not, after updating the initial candidate waypoint according to the adjacent waypoints, perform the step of determining the initial takeoff weight based on the initial candidate waypoint and the position of the departure airport;

[0051] If so, determine the position of the initial candidate waypoint as the position of the initial waypoint, and use the initial takeoff weight as the takeoff weight.

[0052] In one embodiment, the adjacent waypoints include the previous waypoint and the next waypoint of the initial candidate waypoint; the judging whether the initial candidate waypoint meets the initial waypoint condition according to the adjacent waypoints includes:

[0053] Based on the position of the initial candidate waypoint and the position of the departure airport, calculate the climb distance between the departure airport and the position of the initial candidate waypoint;

[0054] Based on the position of the initial candidate waypoint and the position of the departure airport, determine the first climb threshold between the departure airport and the initial candidate waypoint;

[0055] Based on the position of the next waypoint and the position of the departure airport, calculate the second climb threshold between the departure airport and the initial candidate waypoint;

[0056] If the climb distance is between the first climb threshold and the second climb threshold, the initial candidate waypoint meets the initial waypoint condition.

[0057] In one embodiment, the updating the initial candidate waypoint according to the adjacent waypoints includes:

[0058] If the climb distance is less than the first climb threshold, use the next waypoint as the initial candidate waypoint;

[0059] If the climb distance is greater than the second climb threshold, use the previous waypoint as the initial candidate waypoint.

[0060] In one embodiment, the method further includes:

[0061] Determine the landing distance according to the position of the landing airport and the position of the descent vertex; calculate the landing fuel consumption based on the landing distance and the target fuel consumption per unit corresponding to the landing airport; the target fuel consumption per unit corresponding to the landing airport is determined according to the aircraft speed and fuel flow under the influence of the meteorological data of the landing airport;

[0062] Determine the cruise distance based on the positions of the waypoints; calculate the cruise fuel consumption based on the cruise distance and the fuel consumption per unit of each flight segment during cruise; the fuel consumption per unit of cruise is determined according to the aircraft speed and fuel flow rate under the influence of the meteorological data of each flight segment during cruise;

[0063] Determine the climb distance based on the position of the departure airport and the position of the climb apex; calculate the climb fuel consumption based on the climb distance and the target fuel consumption per unit corresponding to the departure airport; the target fuel consumption per unit corresponding to the departure airport is determined according to the aircraft speed and fuel flow rate under the influence of the meteorological data of the departure airport position.

[0064] In a second aspect, the present application also provides a flight plan generation device. The device includes:

[0065] A data acquisition module, configured to acquire landing data and route data;

[0066] A descent apex positioning module, configured to select the height of the descent apex from the alternative heights of the route data based on the landing data; determine the position of the descent apex according to the height of the descent apex and the route data;

[0067] A waypoint height determination module, configured to screen the heights of each waypoint from the alternative heights according to the landing data and the height of the descent apex;

[0068] A waypoint height adjustment module, configured to determine the position of the waypoint according to the height of the waypoint and the route data;

[0069] A climb apex determination module, configured to determine the position of the climb apex according to the position of the waypoint and the departure airport data.

[0070] In a third aspect, the present application also provides a computer device. The computer device includes a memory and a processor, the memory stores a computer program, and when the processor executes the computer program, the steps of flight plan generation in any of the above embodiments are implemented.

[0071] In a fourth aspect, the present application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, and when the computer program is executed by a processor, the steps of flight plan generation in any of the above embodiments are implemented.

[0072] In a fifth aspect, the present application also provides a computer program product. The computer program product includes a computer program, and when the computer program is executed by a processor, the steps of flight plan generation in any of the above embodiments are implemented.

[0073] In the above flight plan generation method, device, computer device, storage medium, and computer program product, the route data can reflect the geographical location and alternative altitudes of the descent vertices. Then, the alternative altitudes are screened based on the landing data to obtain the altitudes of the descent vertices, and further, the positions where the aircraft enters the landing phase in the aircraft plan are determined. Next, starting from the positions of the descent vertices, the altitudes of the waypoints are selected in the route data, and then, in combination with the route data, the positions of the waypoints are determined, and further, the positions of the aircraft in the cruise phase in the aircraft plan are determined. Subsequently, based on the positions of the waypoints and the departure airport data, the positions of the climb vertices are determined, and further, the positions where the aircraft ends the climb phase in the flight plan are determined. In this process, the complete flight plan can be screened according to the three parts of the landing phase, navigation phase, and climb phase, and the resource consumption in each phase can be controlled, thereby reducing resource consumption and saving fuel resources. Description of the Drawings

[0074] Figure 1 It is an application environment diagram of the flight plan generation method in an embodiment;

[0075] Figure 2 It is a flowchart of the flight plan generation method in an embodiment;

[0076] Figure 3 It is a flowchart of the unit fuel consumption generation in an embodiment;

[0077] Figure 4 It is a flowchart of determining the descent vertices and corresponding waypoints in an embodiment;

[0078] Figure 5 It is a flowchart of determining the climb vertices in an embodiment;

[0079] Figure 6 It is a flowchart of determining the climb vertices in an embodiment;

[0080] Figure 7 It is a flowchart of the flight plan generation method in an embodiment;

[0081] Figure 8 It is a structural block diagram of the flight plan generation device in an embodiment;

[0082] Figure 9 It is an internal structure diagram of a computer device in an embodiment. Detailed Embodiments

[0083] To make the objectives, technical solutions and advantages of this application more clear and understandable, the following further elaborates on this application in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not used to limit this application.

[0084] The flight plan generation method provided by the embodiments of this application can be applied to an application environment as Figure 1 shown. Among them, the terminal 102 communicates with the server 104 through the network. The data storage system can store the data that the server 104 needs to process. The data storage system can be integrated on the server 104, or can be placed in the cloud or on other network servers.

[0085] Among them, the terminal 102 can be, but is not limited to, various personal computers, Internet of Things devices, and portable wearable devices. The Internet of Things devices can be intelligent airborne devices, intelligent vehicle-mounted devices, etc. The portable wearable devices can be smart watches, smart bracelets, head-mounted devices, etc. The server 104 can be implemented by an independent server or a server cluster composed of multiple servers.

[0086] In the operating costs of airlines, fuel costs and time costs account for a large part. With the increase in international fuel prices and the increase in the labor price of service personnel, airlines have a huge demand for controlling operating costs. In the field of airline operation and control, an optimized computer flight plan can save a large amount of costs for airlines.

[0087] Currently, the operation of aircraft mainly adopts the operation method of selecting a cost index. Airlines select a cost index suitable for their own aircraft according to the salary standards of their service personnel and the current international oil price. The aircraft operating under this cost index can minimize the sum of these two costs to achieve the purpose of cost savings. However, the cost index does not indicate the altitude profile of the aircraft under real meteorological conditions.

[0088] For airlines, a flight route from takeoff to the destination airport is generally fixed because it needs to be applied to the control unit, that is, the lateral path of the route is relatively fixed. However, due to the different meteorological conditions and airspace conditions on the day and the change in the weight of the aircraft caused by fuel consumption, a single cruise altitude layer is not always fuel-efficient. For intercontinental flights, the most important flight time is in the cruise stage, and a small percentage of cost savings in the cruise stage can bring considerable economic benefits to airlines. Therefore, airlines urgently need a means to master when to adjust the flight altitude of the aircraft to make it in a dynamically optimal state.

[0089] Traditional cruise altitude layer optimization methods use the method of referring to aircraft performance charts, which is time-consuming and laborious. Moreover, the performance charts only cover a few specific altitudes and weights and cannot take into account the actual meteorological conditions. In view of this, to improve the localization level of flight plan making systems, increase the economic benefits of airlines, and fill the gap in domestic flight plan systems, a computer flight plan making method considering cruise altitude layer optimization is proposed, which can achieve the purpose of reducing the operating costs of airlines.

[0090] In one embodiment, as Figure 2 shown, a flight plan generation method is provided. Taking the method applied to the Figure 1 terminal 102 as an example for illustration, the method includes the following steps:

[0091] Step 202, obtain landing data and route data.

[0092] The landing data can, to a certain extent, plan the information of the aircraft during the landing process, and thus relatively accurately plan the relevant information of the aircraft during the flight. Exemplarily, the landing data includes but is not limited to: aircraft landing conditions, the location of the landing airport, the meteorological data of the landing airport, and the aircraft landing weight.

[0093] The route data includes alternative altitudes and lateral paths. The alternative altitudes can be determined by referring to aircraft performance charts; the alternative altitudes include the alternative altitudes of the descent vertex at the landing airport, as well as the alternative altitudes of each waypoint. The alternative altitudes of each waypoint need to be defined according to the principles of alternative altitudes. Exemplarily, the principles of alternative altitudes include the "east even, west odd" principle (that is, use even altitude layers when flying eastward and odd altitude layers when flying westward).

[0094] The lateral path includes the geographical locations of each waypoint; the geographical locations of each waypoint are arranged in sequence and can reflect at least part of the geographical locations passed from the landing airport to the departure airport. These geographical locations can be the geographical locations of the waypoints in the absolute coordinate system or the geographical locations of the waypoints in certain relative coordinate systems; one typical geographical location of a waypoint in the absolute coordinate system is the longitude and latitude of the waypoint. Both the landing data and the route data can be stored in a database or manually input into the terminal so that the terminal can execute corresponding processes based on the obtained data.

[0095] Step 204, based on the landing data, select the altitude of the descent vertex from the alternative altitudes of the route data; determine the position of the descent vertex according to the altitude of the descent vertex and the route data.

[0096] The position of the descent vertex is the position where the aircraft starts to descend from the cruising altitude so that the aircraft reaches the landing airport. The descent vertex may coincide with a waypoint, but in most cases, the aircraft cruises to it from a waypoint. The altitude of the descent vertex is calculated based on landing data, which can be defined according to data such as the aircraft's power performance under the meteorological data of the landing airport. The geographical coordinates of the descent vertex can be preset data in the route data. The position of the descent vertex is the exact position that the aircraft can reach. Exemplarily, the position of the descent vertex includes longitude, latitude, and altitude.

[0097] In one embodiment, the landing data includes the landing weight, the position of the landing airport, and the meteorological data of the landing airport; based on the landing data, selecting the altitude of the descent vertex from the alternative altitudes in the route data includes: determining each alternative altitude as the altitude of each alternative descent vertex; based on the landing weight and the meteorological data of the landing airport, determining the fuel flow rate of each alternative altitude; based on the meteorological data of the landing airport, determining the landing speed of the aircraft at the wind speed of each alternative altitude; according to the fuel flow rate of each alternative altitude and the speed of the aircraft at the wind speed of each alternative altitude, calculating the unit fuel consumption at each alternative altitude corresponding to the landing airport; and selecting the altitude of the descent vertex from the altitudes of the alternative descent vertices according to the unit fuel consumption at each alternative altitude.

[0098] The geographical position of the alternative descent vertex can be defined according to the position of the landing airport, which is equivalent to being preset; the landing weight is the weight of the aircraft when landing, and the landing weight changes according to the distance between the landing airport and the alternative descent vertex, and can reflect the weight of the aircraft at each alternative descent vertex, and then estimate the power performance of the aircraft under the influence of the meteorological data at this alternative altitude, and then calculate the fuel flow rate according to the power performance.

[0099] The landing speed of the aircraft at the wind speed of each alternative altitude is the speed of the aircraft under the influence of the wind temperature and wind speed in the meteorological data. Thus, according to the fuel flow rate of each alternative altitude and the speed of the aircraft at the wind speed of each alternative altitude, calculating the unit fuel consumption at each alternative altitude corresponding to the landing airport, breaking free from the shackles of traditional charts and accurately calculating the unit fuel consumption of different alternative descent vertices.

[0100] Exemplarily, the expression of the unit fuel consumption at each alternative altitude corresponding to the landing airport is as follows:

[0101]

[0102] Among them, Mileage is the mileage fuel of the aircraft at each alternative descent altitude layer; ff is the fuel flow rate at each alternative altitude of the landing airport, V tas is the true airspeed at each alternative altitude of the landing airport, V ws is the wind speed interpolated based on the meteorological data.

[0103] After obtaining the fuel consumption per unit at each alternative altitude corresponding to the landing airport, select the alternative altitude with the minimum fuel consumption per unit as the altitude of the descent vertex. Thus, at least during the landing phase of the aircraft, the descent vertex with the minimum fuel consumption per unit can be accurately selected, enabling the aircraft to land with less fuel consumption per unit and saving fuel for the voyage.

[0104] Step 206: Screen the altitudes of each waypoint from the alternative altitudes according to the landing data and the altitude of the descent vertex.

[0105] Since the altitude of the descent vertex is a virtual point where the aircraft changes from the cruising state to the landing state after cruising through each waypoint, and the geographical coordinates of the descent vertex are preset; the distance between the altitude of the descent vertex and the waypoints at different alternative altitudes can be directly or indirectly used to process the landing data to screen out the altitudes of each waypoint. The altitude of a waypoint is the final result of iterative cycling in the process of determining the altitude of the aircraft at the geographical location of the waypoint. A flight segment in the flight route data connects two waypoints.

[0106] In a possible embodiment, screening the altitudes of each waypoint from the alternative altitudes according to the landing data and the altitude of the descent vertex includes: determining the aircraft weight at each waypoint at different alternative altitudes according to the landing data and the altitude of the descent vertex; determining the flight segments divided by each waypoint according to the geographical location of each waypoint; determining the fuel consumption per unit at different alternative altitudes corresponding to each flight segment according to the aircraft weight at each waypoint at different alternative altitudes; and screening the altitudes of each waypoint from the alternative altitudes according to the fuel consumption per unit at different alternative altitudes corresponding to each flight segment.

[0107] The landing data can reflect the state of the aircraft at the landing airport, and the state of the aircraft at the landing airport can be mapped to the aircraft weight at each waypoint at different alternative altitudes through the altitude of the descent vertex, and the mapping process can be obtained by querying according to a preset chart.

[0108] The flight segments divided by each waypoint further refine the cruising process of the aircraft. The process is affected by the meteorological data of each flight segment, and the process can be obtained by mapping according to a certain order of each waypoint to directly determine the aircraft weight at each waypoint at different alternative altitudes, then determine the power performance of the aircraft at this alternative altitude based on the aircraft weight and meteorological data at the same alternative altitude, and further calculate the fuel consumption per unit at different alternative altitudes corresponding to each flight segment. Then, according to the fuel consumption per unit at different alternative altitudes corresponding to each flight segment, screen out the altitudes of each waypoint from the alternative altitudes. Thus, for the altitudes of each waypoint, select the alternative altitude with the minimum fuel consumption per unit as the cruising altitude of this flight segment to more precisely reduce the fuel consumption of the aircraft during the cruising process.

[0109] Step 208 : Determine the position of the waypoint based on the altitude and route data of the waypoint.

[0110] The altitude of the waypoint is determined by steps 202-206, and the geographical location of the waypoint can be obtained from the route data. The altitude and geographical location of the same waypoint are combined to obtain the position of the waypoint. The position of the waypoint can accurately determine the position of the waypoint during the aircraft's cruise.

[0111] In one possible embodiment, determining the position of a waypoint based on the altitude of the waypoint and route data includes: adjusting the altitude of the waypoint for availability to obtain an adjusted altitude of the waypoint; extracting the geographic coordinates of the waypoint from the route data; and obtaining the position of the waypoint based on combining the adjusted altitude of the waypoint with the geographic coordinates of the waypoint.

[0112] Optionally, the altitude of the waypoint is adjusted for availability, including adjusting according to at least one of the cruise conditions such as step descent requirements, restrictions on the number of climbs, single climb altitude, and continuous climb intervals, to obtain an adjusted altitude of the waypoint.

[0113] By combining the waypoint's adjusted altitude with its geographic coordinates, the waypoint's location is more adaptable to the needs of different airlines, avoiding excessive turbulence or other events that affect the user experience.

[0114] Step 210: Determine the position of the top of climb according to the position of the waypoint and the take-off airport data.

[0115] The top of climb is the point where the aircraft transitions from climb to cruise, allowing it to proceed to a waypoint at cruising altitude. The top of climb may coincide with a waypoint, or more often, between two waypoints. The top of climb is defined based on the departure airport data and is adjusted based on the waypoint location calculated using landing and flight data to ensure that the forward and reverse fuel calculations are similar, minimizing fuel consumption while ensuring safety.

[0116] In an exemplary embodiment, steps 202-210 include obtaining meteorological data and preset landing data for the aircraft in the route data; determining a descent vertex of the aircraft under the meteorological data based on the preset landing data, and determining various alternative altitudes according to a reference altitude corresponding to the descent vertex; obtaining geographic coordinates of a waypoint from the route data; screening an altitude of the waypoint from various alternative altitudes based on the preset landing data and the geographic coordinates of the waypoint; and generating a flight plan for the aircraft based on the geographic coordinates of the waypoint and the altitude of the waypoint.

[0117] In one embodiment, the method further comprises:

[0118] Determine the landing distance according to the position of the landing airport and the position of the descent vertex; calculate the landing fuel consumption based on the landing distance and the target fuel consumption per unit corresponding to the landing airport; the target fuel consumption per unit corresponding to the landing airport is determined according to the aircraft speed and fuel flow affected by the meteorological data at the position of the landing airport;

[0119] Determine the cruise distance according to the position of the waypoint; calculate the cruise fuel consumption based on the cruise distance and the fuel consumption per unit during cruise for each flight segment; the fuel consumption per unit during cruise is determined according to the aircraft speed and fuel flow affected by the meteorological data for each flight segment during cruise;

[0120] Determine the climb distance according to the position of the departure airport and the position of the climb vertex; calculate the climb fuel consumption based on the climb distance and the target fuel consumption per unit corresponding to the departure airport; the target fuel consumption per unit corresponding to the departure airport is determined according to the aircraft speed and fuel flow affected by the meteorological data at the position of the departure airport.

[0121] The climb distance is the distance during the aircraft's climb, the cruise distance is the distance obtained by the aircraft during cruise for each flight segment, and the landing distance is the distance during the aircraft's landing. The target fuel consumption per unit corresponding to the landing airport is the minimum fuel consumption per unit during the landing phase of the aircraft at the landing airport; the fuel consumption per unit during cruise is the minimum fuel consumption per unit during the cruise phase at the altitude of each flight segment of the aircraft; the target fuel consumption per unit corresponding to the departure airport is the minimum fuel consumption per unit during the climb phase of the aircraft at the departure airport. Among them, the target fuel consumption per unit corresponding to the landing airport, the fuel consumption per unit during cruise, and the target fuel consumption per unit corresponding to the departure airport are all determined according to the fuel consumption per unit at their respective alternative altitudes. Thus, the final fuel consumption of the flight plan can be accurately measured through the fuel consumption during the climb, cruise, and descent phases.

[0122] Optionally, the method further includes combining the climb fuel consumption, the cruise fuel consumption, and the descent fuel consumption to obtain the fuel for the flight range, and determining the fuel consumption of the flight plan based on the fuel for the flight range.

[0123] In the above flight plan generation method, the route data can reflect the geographical location and alternative altitude of the descent vertex. Then, the alternative altitude is screened according to the landing data to obtain the altitude of the descent vertex, and further determine the position where the aircraft enters the landing phase in the aircraft plan. Next, starting from the position of the descent vertex, the altitude of waypoints is selected in the route data, and then the position of waypoints is determined in combination with the route data, and further determine the positions of the aircraft in the cruise phase in the aircraft plan. Subsequently, the position of the climb vertex is determined based on the position of the waypoint and the departure airport data, and further determine the position where the aircraft ends the climb phase in the flight plan. In this process, the complete flight plan can be screened according to the resources consumed in each of the three parts: the landing phase, the navigation phase, and the climb phase, so as to control the resource consumption in each phase, thereby reducing resource consumption and saving fuel resources.

[0124] In one embodiment, as Figure 3 shown, screening the altitude of each waypoint from the alternative altitude according to the landing data and the altitude of the descent vertex includes:

[0125] Step 302, determining the aircraft weight of each waypoint at different alternative altitudes according to the landing data and the altitude of the descent vertex.

[0126] In one embodiment, determining the aircraft weight of each waypoint at different alternative altitudes according to the landing data and the altitude of the descent vertex includes: based on the altitude of the descent vertex, determining the descent distance between the descent vertex and the landing airport location; mapping the landing weight based on the descent distance to obtain the aircraft weight at the descent vertex; determining the corresponding waypoint of the descent vertex according to the order of each waypoint; mapping the aircraft weight at the descent vertex according to the distance between the descent vertex and the corresponding waypoint to obtain the aircraft weight of the corresponding waypoint; and successively mapping the aircraft weight of the corresponding waypoint according to the spacing between adjacent waypoints at different alternative altitudes to determine the aircraft weight of each waypoint at different alternative altitudes.

[0127] The descent distance refers to the distance from the start of descent in the cruise state until the aircraft reaches the landing airport location after the aircraft changes from the cruise state to the landing state. Optionally, in order to further ensure the accurate calculation of the descent distance and the aircraft weight of each waypoint at different alternative altitudes, the descent distance can be calculated according to the meteorological data at different alternative altitudes.

[0128] The order of each waypoint is obtained by arranging the geographical locations of each waypoint according to the route from the departure airport to the landing airport. Optionally, determining the corresponding waypoint of the descent vertex according to the order of each waypoint includes: determining the waypoint at the preset order position as the corresponding waypoint of the descent vertex according to the order of each waypoint. Among them, the waypoint at the preset order position can be the last waypoint among the waypoints.

[0129] In an exemplary embodiment, the aircraft weight at a descent vertex is mapped according to the distance between the descent vertex and the corresponding waypoint to obtain the aircraft weight at the corresponding waypoint, including: determining the conversion relationship between the distance between the descent vertex and the corresponding waypoint and the weight change value; determining the weight conversion coefficient of the distance between the descent vertex and the corresponding waypoint according to the conversion relationship between the distance and the weight change value; and adjusting the aircraft weight at the descent vertex according to the weight conversion coefficient to obtain the aircraft weight at the corresponding waypoint.

[0130] In an alternative embodiment, the aircraft weight at the corresponding waypoint is mapped in sequence according to the spacing between adjacent waypoints at different alternative altitudes to determine the aircraft weight at each waypoint at different alternative altitudes, including: from the corresponding waypoint to the first waypoint, mapping the aircraft weight at the corresponding waypoint in sequence according to the spacing between adjacent waypoints at different alternative altitudes to determine the aircraft weight at each waypoint at different alternative altitudes.

[0131] Thus, the landing distance is mapped to the landing weight according to the corresponding chart to obtain the aircraft weight at the descent vertex; and then the aircraft weight at each waypoint at different alternative altitudes is gradually determined according to the aircraft weight at the descent vertex, so as to accurately determine the weight at each waypoint at the corresponding altitude.

[0132] Step 304: Determine the flight segments divided by each waypoint according to the geographical locations of the waypoints.

[0133] Step 306: Determine the fuel consumption per unit at different alternative altitudes corresponding to each flight segment according to the aircraft weights at different alternative altitudes of each waypoint.

[0134] In an embodiment, determining the fuel consumption per unit at different alternative altitudes corresponding to each flight segment according to the aircraft weights at different alternative altitudes of each waypoint includes: determining the true airspeed of each flight segment at different alternative altitudes according to the aircraft weights at different alternative altitudes of each waypoint; determining the fuel flow rate of each flight segment at different alternative altitudes according to the aircraft weights at different alternative altitudes of each waypoint and the meteorological data of each flight segment at different alternative altitudes; obtaining the wind speed of each flight segment at different alternative altitudes from the meteorological data of each flight segment at different alternative altitudes; determining the speed of each flight segment at each alternative altitude according to the wind speed of each flight segment at different alternative altitudes and the true airspeed of each flight segment at different alternative altitudes; and obtaining the fuel consumption per unit at different alternative altitudes corresponding to each flight segment according to the fuel flow rate of each flight segment at different alternative altitudes and the speed of each flight segment at each alternative altitude.

[0135] The true airspeed of each flight segment at different alternative altitudes is the speed at which the aircraft sails in each flight segment by virtue of the power of the aircraft under the influence of the change in the aircraft weight at different alternative altitudes. Without considering the influence of air temperature and wind speed, the accuracy of the true airspeed is relatively high.

[0136] In one embodiment, according to the wind speed of each flight segment at different alternative altitudes and the true airspeed of each flight segment at different alternative altitudes, determining the speed of each flight segment at each alternative altitude includes: determining the wind speed of each flight segment at a certain alternative altitude and determining the true airspeed of each flight segment at this alternative altitude; at the same alternative altitude, combining the respective wind speeds of each flight segment with the respective true airspeeds of each flight segment to obtain the speed of each flight segment at this alternative altitude.

[0137] Exemplarily, for the fuel consumption per unit at different alternative altitudes corresponding to each flight segment, its expression is as follows:

[0138]

[0139] where Mileage is the mileage fuel of the aircraft at each alternative descent altitude level; ff is the fuel flow rate of each flight segment at each alternative altitude, V tas is the true airspeed of each flight segment at each alternative altitude, V ws is the wind speed interpolated based on meteorological data.

[0140] Thus, the cruise phase is refined into multiple flight segments, and based on the fuel consumption per unit at different alternative altitudes selected for each flight segment, the minimum fuel consumption in each flight segment is further determined.

[0141] Step 308, according to the fuel consumption per unit at different alternative altitudes corresponding to each flight segment, screen the altitude of each waypoint from the alternative altitudes.

[0142] In an exemplary embodiment, as Figure 4 shown, starting from human-machine interaction, the calculation process is displayed. First, input the landing weight, and based on the meteorological and performance data of the day, calculate the distance from each alternative altitude level to the landing airport to determine the altitude of each alternative descent vertex, and obtain the alternative TOD positions of each altitude level; secondly, calculate the fuel per unit of the current aircraft weight and meteorological data at each alternative TOD point, that is, the mileage fuel; finally, take the alternative TOD position of the altitude level with the minimum mileage fuel as the final TOD position, and according to the relationship between the landing distance and the positions of each waypoint, determine the first waypoint before TOD as the corresponding waypoint to obtain the last waypoint of the cruise.

[0143] Optionally, according to the landing data and the altitude of the descent vertex, determining the aircraft weight of each waypoint at different alternative altitudes includes: generating a reference profile based on the TOD point altitude and the aircraft weight; based on a database including meteorological data, performance data, and the corresponding principles of alternative altitude levels and this reference profile, inversely calculate the weight of the aircraft when passing through each waypoint from the last waypoint to the first waypoint.

[0144] Correspondingly, according to the aircraft weight at different alternative altitudes of each waypoint, the fuel consumption per unit at different alternative altitudes corresponding to each flight segment is determined, including: calculating the mileage fuel between each pair of waypoints at each alternative altitude layer based on the average wind temperature between flight segments and the average weight of the flight segment.

[0145] Among them, the reference profile includes an initial profile equal to the TOD altitude generated according to the flight route, which connects the TOD point and the waypoint before TOD, and the waypoint to the starting waypoint of cruise. The aircraft weight of the previous waypoint is interpolated and calculated based on the average wind temperature between each pair of flight segments and the aircraft weight of the next waypoint, and iteratively calculated to the first waypoint. Among them, the aircraft weight of the previous waypoint is interpolated and calculated based on the average wind temperature between each pair of flight segments and the aircraft weight of the next waypoint, and the fuel consumption between each waypoint is determined based on the weight difference between adjacent waypoints.

[0146] According to the fuel consumption per unit at different alternative altitudes corresponding to each flight segment, the altitude of each waypoint is selected from the alternative altitudes, including: generating an altitude profile based on the minimum mileage fuel at each altitude layer between each pair of waypoints.

[0147] Optionally, the altitude of the waypoint is adjusted for availability to obtain the adjusted altitude of the waypoint, including: performing availability adjustment on the generated altitude profile. Among them, the availability adjustment includes: according to the requirements of the airline for step descent, the limit on the number of climbs, the single climb altitude, the continuous climb interval, etc.

[0148] In one embodiment, as Figure 5 shown, determining the position of the climb vertex according to the position of the waypoint and the departure airport data includes:

[0149] Step 502, determining the position and takeoff weight of the initial waypoint according to the position of the waypoint and the departure airport data.

[0150] The initial waypoint is the first waypoint that the aircraft will reach according to the flight plan after changing from the climb state to the cruise state; starting from this first waypoint, cruising is carried out, and at each waypoint passed during the cruise until the aircraft reaches the last waypoint, the cruise is basically completed.

[0151] The position of the initial waypoint is obtained by first calculating the positions of each waypoint through reverse calculation from the climb vertex and then performing forward calculation based on the position of the departure airport. Correspondingly, the reference aircraft weight of the initial waypoint is determined by first calculating the positions of each waypoint through reverse calculation from the climb vertex, then directly or indirectly determining the distances between each waypoint and the landing airport based on the positions, and then successively determining the reference aircraft weights of each waypoint according to these distances until the reference aircraft weight of the initial waypoint is confirmed. The reference aircraft weight of the initial waypoint is the aircraft weight with the lowest fuel consumption per unit determined from the aircraft weights at different alternative altitudes of the initial waypoint.

[0152] In one embodiment, determining the position and takeoff weight of the initial waypoint according to the position of the waypoint and the departure airport data includes: when there is no initial candidate waypoint, selecting a waypoint with a preset distance from the departure airport position from the positions of each waypoint to obtain the initial candidate waypoint; determining the initial takeoff weight based on the initial candidate waypoint and the departure airport position; determining the initial candidate waypoint and the adjacent waypoints of the initial candidate waypoint according to the position sequence of the waypoints from the initial airport to the landing airport; judging whether the initial candidate waypoint meets the initial waypoint condition according to the adjacent waypoints; if not, then after updating the initial candidate waypoint according to the adjacent waypoints, performing the step of determining the initial takeoff weight based on the initial candidate waypoint and the departure airport position; if so, determining the position of the initial candidate waypoint as the position of the initial waypoint.

[0153] The initial candidate waypoint is the candidate initial waypoint, and the initial candidate waypoint includes the initial candidate waypoint before iteration and the initial candidate waypoint during the iteration process; the initial candidate waypoint before iteration is the waypoint with a preset distance from the departure airport, and the waypoint with a preset distance from the departure airport can improve the accuracy to a certain extent and reduce the number of iterations. The initial candidate waypoint during the iteration process judges whether the initial candidate waypoint is the initial waypoint based on the adjacent waypoints of the initial candidate waypoint to save fuel.

[0154] Among them, when it is judged according to the adjacent waypoints that the initial candidate waypoint meets the initial waypoint condition, the current position of the initial candidate waypoint is used as the position of the initial waypoint.

[0155] When it is judged according to the adjacent waypoints that the initial candidate waypoint does not meet the initial waypoint condition, after updating the initial candidate waypoint according to the adjacent waypoints, perform the step of determining the initial takeoff weight based on the initial candidate waypoint and the departure airport position.

[0156] Optionally, after updating the initial candidate waypoints according to adjacent waypoints, it specifically includes: determining the updated initial takeoff weight based on the updated initial candidate waypoints and the position of the departure airport; determining the updated initial candidate waypoints and the adjacent waypoints of the updated initial candidate waypoints in the position order of the waypoints from the updated initial airport to the landing airport; judging whether the updated initial candidate waypoints meet the conditions of the updated initial waypoints according to the updated adjacent waypoints; if not, updating the initial candidate waypoints again according to the updated adjacent waypoints, and so on; if so, determining the position of the updated initial candidate waypoints as the position of the initial waypoints, and taking the updated initial takeoff weight as the takeoff weight. Thus, through the iterative calculation method, the initial candidate waypoints within a reasonable range are gradually determined, and then the initial waypoints under the current takeoff weight are selected to ensure lower fuel consumption.

[0157] Optionally, the adjacent waypoint can be one of the previous waypoint and the next waypoint, but it does not exclude including both the adjacent previous waypoint and the next waypoint at the same time. When the adjacent waypoint is the previous waypoint, the preset distance used to determine the initial candidate waypoints before iteration is larger; when the adjacent waypoint is the next waypoint, the preset distance used to determine the initial candidate waypoints before iteration is smaller; when the adjacent waypoint includes the previous waypoint and the next waypoint, the preset distance used to determine the initial candidate waypoints before iteration is moderate, with strong adaptability.

[0158] In an optional embodiment, the process of determining the initial waypoints more accurately is described. The adjacent waypoints include the previous waypoint and the next waypoint of the initial candidate waypoints; judging whether the initial takeoff weight meets the conditions of the initial waypoints according to the adjacent waypoints, including: calculating the climbing distance between the departure airport and the position of the initial candidate waypoints based on the position of the initial candidate waypoints and the position of the departure airport; determining the first climbing threshold between the departure airport and the initial candidate waypoints based on the position of the initial candidate waypoints and the position of the departure airport; calculating the second climbing threshold between the departure airport and the initial candidate waypoints based on the position of the next waypoint and the position of the departure airport; if the climbing distance is between the first climbing threshold and the second climbing threshold, the initial candidate waypoints meet the conditions of the initial waypoints.

[0159] The climbing distance is the distance that the aircraft climbs from the position of the departure airport to the initial candidate waypoints. The first climbing threshold and the second climbing threshold are straight-line distances. Controlling the second climbing distance between the first climbing threshold and the second climbing threshold can make the climbing vertex located between the initial candidate waypoints and the previous waypoint of the initial candidate waypoints, which is convenient for selecting the shortest climbing distance, so that the unit fuel in the climbing stage is lower, thereby saving resources.

[0160] In an optional embodiment, updating the initial candidate waypoints according to adjacent waypoints includes: if the climbing distance is less than the first climbing threshold, using the subsequent waypoint as the initial candidate waypoint; if the climbing distance is greater than the second climbing threshold, using the previous waypoint as the initial candidate waypoint. Thus, iteration is performed based on the dynamically changing initial candidate waypoints, and each waypoint is screened one by one during the iteration process to more accurately determine the initial candidate waypoint with the lowest fuel consumption as the initial waypoint in the flight plan.

[0161] Step 504, determining the reference aircraft weight of the initial waypoint; the reference aircraft weight of the initial waypoint is calculated for each waypoint one by one according to the landing data.

[0162] The reference aircraft weight of the initial waypoint is obtained when determining the aircraft weight of the initial waypoint at this alternative altitude according to the landing data and the altitude of the descent vertex. It is selected from the aircraft weights of each waypoint at different alternative altitudes and is the aircraft weight of the initial waypoint with the lowest fuel consumption. It should be noted that the reference aircraft weight of the initial waypoint cannot be used to directly calculate the takeoff weight, but can be used to correct the takeoff weight of the initial waypoint. When the difference between the reference aircraft weight obtained by reverse calculation and the corrected aircraft weight obtained by forward calculation is less than the preset value, the iteration process of the initial candidate waypoint is ended, and then the takeoff weight in the flight plan is obtained to reduce the fuel consumption caused by the takeoff weight.

[0163] Step 506, mapping the takeoff weight based on the departure airport data and the position of the initial waypoint to obtain the corrected aircraft weight of the initial waypoint.

[0164] The corrected aircraft weight of the initial waypoint is the aircraft weight obtained by forward calculation of the current takeoff weight according to the mapping relationship between position and distance; the corrected aircraft weight of the initial waypoint and the reference aircraft weight are data corrected through the initial waypoint to select the takeoff weight with a smaller difference from the initial candidate takeoff weights.

[0165] Among them, by mapping the initial takeoff weight according to the flight distance during the process of flying from the departure airport position to the position of the initial waypoint, the corrected aircraft weight corresponding to the initial takeoff weight at the initial waypoint can be determined. Since the waypoints are heights determined based on the landing data, the correlation between these heights and the departure airport is weak, and the corrected aircraft weight needs to be adjusted through iterative calculation to meet the corresponding requirements of the flight plan.

[0166] In one embodiment, the departure airport data includes the departure airport position and the departure airport meteorological data.

[0167] Correspondingly, based on the departure airport data and the position of the initial waypoint, the takeoff weight is mapped to obtain the aircraft weight for correcting the initial waypoint, including: determining the aircraft climb performance data under the meteorological data of the departure airport according to the takeoff weight, and determining the aircraft weight at each candidate climb vertex; determining the aircraft weight for correcting the initial waypoint according to the aircraft cruise performance data under the meteorological data of the departure airport at each candidate climb vertex.

[0168] By looking up a table or other strategic methods based on the position of the initial waypoint and the departure airport position, the initial takeoff weight and candidate climb vertices can be determined. The candidate climb vertices and the initial takeoff weight are a set of parameters used to generate a flight plan during the process of searching for climb vertices. This set of parameters is obtained by reverse calculation based on landing data and has certain reference value, which can reduce the number of loops to a certain extent to more quickly determine the initial waypoint with the least fuel consumption.

[0169] Thus, through methods such as charts, based on the climb weight difference value, the aircraft weight at the candidate climb vertices is determined, and then these two processes are refined to quickly determine the required data.

[0170] Step 508, if the weight difference between the aircraft weight for correcting the initial waypoint and the reference aircraft weight is greater than the preset weight threshold, then after adjusting the takeoff weight according to the weight difference, execute the step of mapping the takeoff weight based on the position of the departure airport and the positions of each waypoint.

[0171] Optionally, if the weight difference between the aircraft weight for correcting the initial waypoint and the reference aircraft weight is greater than the preset weight threshold, then adjust the takeoff weight according to the weight difference, execute steps 502 - 506 according to the adjusted takeoff weight, and judge whether to execute 508 or step 510 according to the execution results of steps 502 - 506.

[0172] Step 510, if the weight difference between the aircraft weight for correcting the initial waypoint and the reference aircraft weight is less than the preset weight threshold, then screen out the target waypoint of the departure airport from each waypoint according to the takeoff weight; according to the target waypoint, determine the position of the corresponding candidate climb vertex as the position of the climb vertex.

[0173] The target waypoint of the departure airport is the first waypoint finally selected. Its corresponding candidate climb vertex position can be obtained through methods such as looking up a table and mapping to determine the position of the climb vertex in the flight plan.

[0174] In this embodiment, after calculating the positions of each waypoint by reverse calculation from the climbing vertex, forward calculation is performed based on the position of the departure airport to determine the corrected aircraft weight for the initial cruise point and the initial waypoint reached from the departure airport. Then, the corrected aircraft weight is gradually corrected with the reference aircraft weight of the initial waypoint to more accurately determine the climbing phase with the lowest fuel consumption.

[0175] In an exemplary embodiment, as Figure 6 shown, steps 502 - 510 are specifically as follows:

[0176] First, select a waypoint P closer to the departure airport as the initial candidate waypoint before iteration. "Closer" includes a preferred position 100 nautical miles from the departure airport; obtain the altitude H P and the aircraft weight W [[ID=eleven]] P , respectively, as the position of the initial candidate waypoint before iteration and the corresponding initial takeoff weight; then calculate the climbing distance D climb and the aircraft weight for climbing to the position of the initial candidate waypoint with this initial takeoff weight and the meteorological data of the departure airport, and judge this climbing distance D climb with respect to the first climbing threshold D AP between this waypoint P and the departure airport A. If the climbing distance D climb is greater than the first climbing threshold D AP , then iterate backward to the next waypoint, that is, P = P + 1, and re - judge until the climbing distance is less than the distance from this waypoint to the departure airport. Then judge the relationship between this climbing distance D climb and the second climbing threshold D AP-1 from the previous waypoint P - 1 of this waypoint to the departure airport A. If it is less than the second climbing threshold, then select the previous waypoint of the initial candidate waypoint, that is, P = P - 1, and re - judge until the climbing distance of the initial candidate waypoint is greater than the second climbing threshold, and then determine the current initial candidate waypoint as the initial waypoint P1; then use the altitude and aircraft weight of the initial waypoint P1 as the initial altitude and the initial takeoff weight BRW to calculate the position and weight of the TOC point;

[0177] Calculate the climbing from the departure airport to the position of the TOC, and then cruise from the position of the TOC to the initial waypoint P1 to obtain the weight at point P1 Furthermore, determine a preset weight threshold ε, including a preferred threshold of 50 kg. If the weight obtained by forward calculation from the departure airport If the absolute value of the error exceeds the reception threshold, update the takeoff weight BRW = BRW + (Wp1 - Wp1') for iterative calculation until the reception threshold is met, and then output the takeoff weight and fuel information of the last iteration as the final takeoff weight and fuel information. Output the cruise fuel, which is the sum of the fuel consumptions in the descent, cruise, and climb phases.

[0178] In one embodiment, as Figure 7 shown, the computer flight plan making method considering the optimization of cruise altitude layers according to the embodiments of the present disclosure is described from an operational perspective, discussing specific details and related parameters, including: inputting the landing weight, obtaining the aircraft performance data, meteorological data, and airway route data; determining the alternative altitude layer with the lowest cruise mileage fuel based on the landing weight, aircraft performance data, meteorological data, and airway route data, and then calculating the position of the TOD point and the weight of the aircraft when it reaches the TOD point; generating a reference profile based on the TOD point altitude and the aircraft weight; based on the database and the reference profile, calculating the weight of the aircraft when passing through each airway point from the last airway point to the first airway point in reverse; calculating the mileage fuel on each alternative altitude layer between each airway point based on the average wind temperature between flight segments and the average weight of the flight segments; generating an altitude profile based on the lowest mileage fuel on each altitude layer between each airway point; performing availability adjustment based on the generated altitude profile; based on the database and the adjusted profile, calculating the aircraft weight and the consumed fuel when passing through each airway point from the last airway point to the first airway point in reverse; for details, see steps 202 - 210 of the above embodiment. Further, the method further includes: iteratively calculating the takeoff weight and the TOC position based on the aircraft weight and altitude of the initial airway point, for details, see steps 502 - 510 of the above embodiment;

[0179] Among them, the aircraft performance data is the data provided by the aircraft manufacturer of the flight being performed, including climb, cruise, descent, and holding data. The meteorological data is the global grid wind temperature data provided by the World Area Forecast System. The airway route data is the json - format data containing the coordinates and altitudes of airway points. The mileage fuel is the fuel consumed per unit mileage, with the unit of kilograms per kilometer. The smaller this value is, the less fuel is required for each unit mileage of the flight. The alternative altitude layers are all altitude layers considering the principle of "east - even west - odd" (that is, using even - numbered altitude layers for eastward flight and odd - numbered altitude layers for westward flight). The TOD point is the descent vertex of the aircraft.

[0180] It should be understood that although the steps in the flowcharts involved in the above-described embodiments are sequentially shown according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise clearly stated in this article, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-described embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be executed alternately or in turn with at least a part of other steps or steps or stages in other steps.

[0181] Based on the same inventive concept, an embodiment of the present application further provides a flight plan generation device for implementing the above-mentioned flight plan generation method. The solution provided by this device to solve the problem is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the flight plan generation device provided below can refer to the limitations on the flight plan generation method in the above text, and will not be repeated here.

[0182] In one embodiment, as Figure 8 shown, a flight plan generation device is provided, including:

[0183] A data acquisition module 802, configured to acquire landing data and route data;

[0184] A descent vertex positioning module 804, configured to select the height of the descent vertex from the alternative heights of the route data based on the landing data; determine the position of the descent vertex according to the height of the descent vertex and the route data;

[0185] A waypoint height determination module 806, configured to screen the heights of each waypoint from the alternative heights according to the landing data and the height of the descent vertex;

[0186] A waypoint height adjustment module 808, configured to adjust the position of the waypoint according to the height of the waypoint;

[0187] A climb vertex determination module 810, configured to determine the position of the climb vertex according to the adjusted position of the waypoint and the departure airport data.

[0188] In one of the embodiments, the landing data includes the landing weight, the landing airport location, and the meteorological data of the landing airport; the descent vertex positioning module 804 is configured to:

[0189] Determine each of the alternative heights as the height of each alternative descent vertex;

[0190] Based on the landing weight and the meteorological data of the landing airport, determine the fuel flow rate at each of the alternative altitudes;

[0191] Based on the meteorological data of the landing airport, determine the aircraft landing speed at the wind speed corresponding to each of the alternative altitudes;

[0192] According to the fuel flow rate at each of the alternative altitudes and the aircraft speed at the wind speed corresponding to each of the alternative altitudes, calculate the fuel consumption per unit at each of the alternative altitudes corresponding to the landing airport;

[0193] According to the fuel consumption per unit at each of the alternative altitudes, select the altitude of the descent vertex from the altitudes of the alternative descent vertices.

[0194] In one embodiment, the waypoint altitude determination module 806 is configured to:

[0195] According to the landing data and the altitude of the descent vertex, determine the aircraft weight at each of the waypoints at different alternative altitudes;

[0196] According to the geographical locations of each of the waypoints, determine the flight segments divided by each of the waypoints;

[0197] According to the aircraft weight at each of the waypoints at different alternative altitudes, determine the fuel consumption per unit at different alternative altitudes corresponding to each of the flight segments;

[0198] According to the fuel consumption per unit at different alternative altitudes corresponding to each of the flight segments, screen the altitude of each of the waypoints from the alternative altitudes.

[0199] In one embodiment, the waypoint altitude determination module 806 is configured to:

[0200] Based on the altitude of the descent vertex, determine the descent distance between the descent vertex and the landing airport location;

[0201] Map the landing weight based on the descent distance to obtain the aircraft weight at the descent vertex;

[0202] Determine the corresponding waypoint of the descent vertex according to the order of each of the waypoints; map the aircraft weight at the descent vertex according to the distance between the descent vertex and the corresponding waypoint to obtain the aircraft weight at the corresponding waypoint;

[0203] Successively map the aircraft weight at the corresponding waypoint according to the spacing between adjacent waypoints at different alternative altitudes to determine the aircraft weight at each of the waypoints at different alternative altitudes.

[0204] In one embodiment, the waypoint altitude determination module 806 is configured to:

[0205] Determine the true airspeed of each of the said flight segments at different alternative altitudes according to the aircraft weight of each of the said waypoints at different alternative altitudes;

[0206] Determine the fuel flow rate of each of the said flight segments at different alternative altitudes according to the aircraft weight of each of the said waypoints at different alternative altitudes and the meteorological data of each of the said flight segments at different alternative altitudes;

[0207] Obtain the wind speed of each of the said flight segments at different alternative altitudes from the meteorological data of each of the said flight segments at different alternative altitudes; determine the speed of each of the said flight segments at each of the said alternative altitudes according to the wind speed of each of the said flight segments at different alternative altitudes and the true airspeed of each of the said flight segments at different alternative altitudes;

[0208] Obtain the fuel consumption per unit at different alternative altitudes corresponding to each of the said flight segments according to the fuel flow rate of each of the said flight segments at different alternative altitudes and the speed of each of the said flight segments at each of the said alternative altitudes.

[0209] In one embodiment, the waypoint altitude adjustment module 808 is configured to:

[0210] Perform an availability adjustment on the altitude of the said waypoint to obtain the adjusted altitude of the said waypoint;

[0211] Extract the geographical coordinates of the said waypoint from the route data;

[0212] Combine the adjusted altitude of the said waypoint with the geographical coordinates of the said waypoint to obtain the position of the said waypoint.

[0213] In one embodiment, the climb vertex determination module 810 is configured to:

[0214] Determine the position and takeoff weight of the initial waypoint according to the position of the said waypoint and the departure airport data;

[0215] Determine the reference aircraft weight of the said initial waypoint; the reference aircraft weight of the said initial waypoint is obtained by calculating each of the said waypoints one by one according to the landing data;

[0216] Map the takeoff weight based on the departure airport data and the position of the said initial waypoint to obtain the aircraft weight for correcting the initial waypoint;

[0217] If the weight difference between the aircraft weight for correcting the initial waypoint and the reference aircraft weight is greater than a preset weight threshold, then after adjusting the takeoff weight according to the weight difference, perform the step of mapping the takeoff weight based on the position of the departure airport and the positions of each waypoint;

[0218] If the weight difference between the corrected aircraft weight of the initial waypoint and the reference aircraft weight is less than a preset weight threshold, the target waypoint of the departure airport is selected from the waypoints according to the takeoff weight; according to the target waypoint, the position of the climb vertex corresponding to the target waypoint is determined.

[0219] In one embodiment, the departure airport data includes the departure airport location and the departure airport meteorological data; the climb vertex determination module 810 is configured to:

[0220] Determine the aircraft climb performance data under the departure airport meteorological data according to the takeoff weight, and determine the aircraft weight of each candidate climb vertex;

[0221] Determine the corrected aircraft weight of the initial waypoint according to the aircraft cruise performance data of each candidate climb vertex under the departure airport meteorological data.

[0222] In one embodiment, the climb vertex determination module 810 is configured to:

[0223] When there is no initial candidate waypoint, select a waypoint at a preset distance from the departure airport location from the positions of the waypoints to obtain an initial candidate waypoint;

[0224] Based on the initial candidate waypoint and the departure airport location, determine the initial takeoff weight;

[0225] Determine the initial candidate waypoint and the adjacent waypoint of the initial candidate waypoint in the position order of the waypoints from the initial airport to the landing airport;

[0226] According to the adjacent waypoints, determine whether the initial candidate waypoint meets the initial waypoint condition;

[0227] If not, after updating the initial candidate waypoint according to the adjacent waypoint, perform the step of determining the initial takeoff weight based on the initial candidate waypoint and the departure airport location;

[0228] If so, determine the position of the initial candidate waypoint as the position of the initial waypoint, and use the initial takeoff weight as the takeoff weight.

[0229] In one embodiment, the adjacent waypoints include the previous waypoint and the next waypoint of the initial candidate waypoint; the climb vertex determination module 810 is configured to:

[0230] Based on the position of the initial candidate waypoint and the departure airport location, calculate the climb distance between the departure airport and the position of the initial candidate waypoint;

[0231] Based on the position of the initial candidate waypoint and the position of the departure airport, determine a first climb threshold between the departure airport and the initial candidate waypoint;

[0232] Based on the position of the subsequent waypoint and the position of the departure airport, calculate a second climb threshold between the departure airport and the initial candidate waypoint;

[0233] If the climb distance is between the first climb threshold and the second climb threshold, the initial candidate waypoint meets the initial waypoint condition.

[0234] In one embodiment, the climb vertex determination module 810 is configured to: if the climb distance is less than the first climb threshold, use the subsequent waypoint as the initial candidate waypoint;

[0235] If the climb distance is greater than the second climb threshold, use the previous waypoint as the initial candidate waypoint.

[0236] In one embodiment, the device further includes a flight range fuel calculation module, and the flight range fuel calculation module is configured to:

[0237] Determine a landing distance according to the position of the landing airport and the position of the descent vertex; calculate the landing fuel consumption based on the landing distance and the target fuel consumption per unit corresponding to the landing airport; the target fuel consumption per unit corresponding to the landing airport is determined according to the aircraft speed and fuel flow rate under the influence of the meteorological data of the landing airport;

[0238] Determine a cruise distance according to the position of the waypoint; calculate the cruise fuel consumption based on the cruise distance and the fuel consumption per unit of each flight segment during cruise; the fuel consumption per unit during cruise is determined according to the aircraft speed and fuel flow rate under the influence of the meteorological data of each flight segment during cruise;

[0239] Determine a climb distance according to the position of the departure airport and the position of the climb vertex; calculate the climb fuel consumption based on the climb distance and the target fuel consumption per unit corresponding to the departure airport; the target fuel consumption per unit corresponding to the departure airport is determined according to the aircraft speed and fuel flow rate under the influence of the meteorological data of the departure airport position.

[0240] Each module in the above flight plan generation device can be implemented in whole or in part by software, hardware, and their combination. The above modules can be embedded in the processor of the computer device in hardware form or be independent of it, or can be stored in the memory of the computer device in software form, so that the processor can call and execute the operations corresponding to the above respective modules.

[0241] In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structural diagram may be as shown in Figure 9 . The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit, and an input device. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface, the display unit, and the input device are connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals in a wired or wireless manner. The wireless manner can be achieved through WIFI, a mobile cellular network, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a flight plan generation method. The display unit of the computer device is used to form a visually visible picture, which can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen. The input device of the computer device can be a touch layer covering the display screen, or a button, a trackball, or a touchpad provided on the housing of the computer device, or an external keyboard, touchpad, or mouse, etc.

[0242] Those skilled in the art can understand that Figure 9 the structure shown in is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0243] In one embodiment, a computer device is further provided, including a memory and a processor. A computer program is stored in the memory, and when the processor executes the computer program, the steps in the above method embodiments are implemented.

[0244] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0245] In one embodiment, a computer program product is provided, including a computer program. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0246] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this application are all information and data that have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions.

[0247] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memories. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The databases involved in the embodiments provided in this application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., and are not limited thereto. The processors involved in the embodiments provided in this application can be general-purpose processors, central processors, graphics processors, digital signal processors, programmable logic devices, data processing logics based on quantum computing, etc., and are not limited thereto.

[0248] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered to be within the scope described in this specification.

[0249] The above-described embodiments merely represent several implementation manners of the present application. The description thereof is relatively specific and detailed, but it should not be construed as a limitation on the patent scope of the present application. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all fall within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the appended claims.

Claims

1. A method for generating a flight plan, characterized in that, The method includes: Obtaining landing data and route data; Determining each alternative height as the height of each alternative descent vertex; based on the landing weight and the meteorological data of the landing airport, determining the fuel flow rate at each of the alternative heights; based on the meteorological data of the landing airport, determining the aircraft landing speed at the wind speed of each of the alternative heights; calculating the unit fuel consumption at each of the alternative heights corresponding to the landing airport according to the fuel flow rate at each of the alternative heights and the aircraft speed at the wind speed of each of the alternative heights; selecting the height of the descent vertex from the heights of the alternative descent vertices according to the unit fuel consumption at each of the alternative heights; Determining the position of the descent vertex according to the height of the descent vertex and the route data; Screening the heights of each waypoint from the alternative heights according to the landing data and the height of the descent vertex; Determining the position of the waypoint according to the height of the waypoint and the route data; Determining the position of the climb vertex according to the position of the waypoint and the departure airport data.

2. The method according to claim 1, characterized in that The screening the heights of each waypoint from the alternative heights according to the landing data and the height of the descent vertex includes: Determining the aircraft weight at different alternative heights for each of the waypoints according to the landing data and the height of the descent vertex; Determining the flight segments divided by each of the waypoints according to the geographical positions of each of the waypoints; Determining the unit fuel consumption at different alternative heights corresponding to each of the flight segments according to the aircraft weight at different alternative heights for each of the waypoints; Screening the heights of each waypoint from the alternative heights according to the unit fuel consumption at different alternative heights corresponding to each of the flight segments.

3. The method according to claim 2, wherein The determining the aircraft weight at different alternative heights for each of the waypoints according to the landing data and the height of the descent vertex includes: Based on the height of the descent vertex, determining the landing distance between the descent vertex and the landing airport position; the landing data includes the landing airport position; Mapping the landing weight based on the landing distance to obtain the aircraft weight at the descent vertex; Determining the corresponding waypoint of the descent vertex according to the order of each of the waypoints; mapping the aircraft weight at the descent vertex according to the distance between the descent vertex and the corresponding waypoint to obtain the aircraft weight at the corresponding waypoint; Sequentially mapping the aircraft weight at the corresponding waypoint according to the spacing between adjacent waypoints at different alternative heights to determine the aircraft weight at different alternative heights for each of the waypoints.

4. The method according to claim 2, wherein The determining the unit fuel consumption at different alternative heights corresponding to each of the flight segments according to the aircraft weight at different alternative heights for each of the waypoints includes: Determining the true airspeed of each of the flight segments at different alternative heights according to the aircraft weight at different alternative heights for each of the waypoints; Determining the fuel flow rate of each of the flight segments at different alternative heights according to the aircraft weight at different alternative heights for each of the waypoints and the meteorological data of each of the flight segments at different alternative heights; Obtain the wind speed of each flight segment at different alternative altitudes from the meteorological data of each flight segment at different alternative altitudes; determine the speed of each flight segment at each alternative altitude according to the wind speed of each flight segment at different alternative altitudes and the true airspeed of each flight segment at different alternative altitudes. Obtain the fuel consumption per unit at different alternative altitudes corresponding to each flight segment based on the fuel flow of each flight segment at different alternative altitudes and the speed of each flight segment at each alternative altitude.

5. The method according to claim 1, wherein The determining the position of the waypoint according to the altitude of the waypoint and the route data includes: Perform an availability adjustment on the altitude of the waypoint to obtain the adjusted altitude of the waypoint. Extract the geographical coordinates of the waypoint from the route data. Combine the adjusted altitude of the waypoint and the geographical coordinates of the waypoint to obtain the position of the waypoint.

6. The method according to claim 1, characterized in that The determining the position of the climb vertex according to the position of the waypoint and the departure airport data includes: Determine the position and takeoff weight of the initial waypoint according to the position of the waypoint and the departure airport data. Determine the reference aircraft weight of the initial waypoint; the reference aircraft weight of the initial waypoint is obtained by calculating each waypoint one by one according to the landing data. Map the takeoff weight based on the departure airport data and the position of the initial waypoint to obtain the corrected aircraft weight for the initial waypoint. If the weight difference between the corrected aircraft weight for the initial waypoint and the reference aircraft weight is greater than a preset weight threshold, then after adjusting the takeoff weight according to the weight difference, perform the step of mapping the takeoff weight based on the position of the departure airport and the positions of each waypoint. If the weight difference between the corrected aircraft weight for the initial waypoint and the reference aircraft weight is less than the preset weight threshold, then screen out the target waypoint of the departure airport from each waypoint according to the takeoff weight; determine the position of the climb vertex corresponding to the target waypoint according to the target waypoint.

7. The method according to claim 6, characterized in that, The departure airport data includes the departure airport position and the departure airport meteorological data; the mapping the takeoff weight based on the departure airport data and the position of the initial waypoint to obtain the corrected aircraft weight for the initial waypoint includes: Determine the aircraft climb performance data under the departure airport meteorological data according to the takeoff weight, and determine the aircraft weight of each candidate climb vertex. Determine the corrected aircraft weight for the initial waypoint according to the aircraft cruise performance data of each candidate climb vertex under the departure airport meteorological data.

8. The method according to claim 6, wherein The determining the position and takeoff weight of the initial waypoint according to the position of the waypoint and the departure airport data includes: When there is no initial candidate waypoint, select a waypoint at a preset distance from the departure airport position from the positions of each waypoint to obtain the initial candidate waypoint. Determine the initial takeoff weight based on the initial candidate waypoint and the departure airport position. Determine the initial candidate waypoints and the adjacent waypoints of the initial candidate waypoints according to the position sequence of the waypoints from the initial airport to the landing airport; Judge whether the initial candidate waypoint meets the initial waypoint condition according to the adjacent waypoints; If not, after updating the initial candidate waypoint according to the adjacent waypoints, execute the step of determining the initial takeoff weight based on the position of the initial candidate waypoint and the departure airport position; If so, determine the position of the initial candidate waypoint as the position of the initial waypoint, and use the initial takeoff weight as the takeoff weight.

9. The method according to claim 8, wherein The adjacent waypoints include the previous waypoint and the next waypoint of the initial candidate waypoint; judging whether the initial candidate waypoint meets the initial waypoint condition according to the adjacent waypoints includes: Calculate the climb distance between the departure airport and the position of the initial candidate waypoint based on the position of the initial candidate waypoint and the departure airport position; Determine the first climb threshold between the departure airport and the initial candidate waypoint based on the position of the initial candidate waypoint and the departure airport position; Calculate the second climb threshold between the departure airport and the initial candidate waypoint based on the position of the next waypoint and the departure airport position; If the climb distance is between the first climb threshold and the second climb threshold, the initial candidate waypoint meets the initial waypoint condition.

10. The method according to claim 9, wherein Updating the initial candidate waypoint according to the adjacent waypoints includes: If the climb distance is less than the first climb threshold, use the next waypoint as the initial candidate waypoint; If the climb distance is greater than the second climb threshold, use the previous waypoint as the initial candidate waypoint.

11. The method according to claim 1, characterized in that, The method further includes: Determine the landing distance according to the position of the landing airport and the position of the descent vertex; calculate the landing fuel consumption based on the landing distance and the target unit fuel consumption corresponding to the landing airport; the target unit fuel consumption corresponding to the landing airport is determined according to the aircraft speed and fuel flow under the influence of the meteorological data of the landing airport; Determine the cruise distance according to the position of the waypoint; calculate the cruise fuel consumption based on the cruise distance and the unit fuel consumption of each flight segment during cruise; the unit fuel consumption during cruise is determined according to the aircraft speed and fuel flow under the influence of the meteorological data of each flight segment during cruise; Determine the climb distance according to the departure airport position and the position of the climb vertex; calculate the climb fuel consumption based on the climb distance and the target unit fuel consumption corresponding to the departure airport; the target unit fuel consumption corresponding to the departure airport is determined according to the aircraft speed and fuel flow under the influence of the meteorological data of the departure airport position.

12. A flight plan generation device, characterized in that, The device includes: A data acquisition module for acquiring landing data and route data; The descending vertex positioning module is used to determine that each alternative height is the height of each alternative descending vertex; based on the landing weight and the meteorological data of the landing airport, determine the fuel flow rate at each of the alternative heights; based on the meteorological data of the landing airport, determine the aircraft landing speed at the wind speed at each of the alternative heights; calculate the fuel consumption per unit at each of the alternative heights corresponding to the landing airport according to the fuel flow rate at each of the alternative heights and the aircraft speed at the wind speed at each of the alternative heights; select the height of the descending vertex from the heights of the alternative descending vertices according to the fuel consumption per unit at each of the alternative heights; The waypoint height determination module is used to screen the heights of each waypoint from the alternative heights according to the landing data and the height of the descending vertex; The waypoint height adjustment module is used to determine the position of the waypoint according to the height of the waypoint and the route data; The climbing vertex determination module is used to determine the position of the climbing vertex according to the position of the waypoint and the departure airport data.

13. A computer device, comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 11.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 11.

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