Aircraft latitude and longitude correction method and device based on ILS approach mode

Abstract

The present invention relates to the field of aviation data calculation technology, and discloses a method and device for correcting the longitude and latitude of an aircraft based on an ILS approach mode. The method comprises: selecting a flight data file of a target aircraft based on flight information, obtaining the target runway data of the landing airport of the target aircraft in the flight data file, converting the localizer deviation parameter and the glide path deviation parameter into angle units, and calculating the localizer deviation angle and the glide path deviation angle; calculating the distance of the target aircraft from the runway entrance based on the distance from the glide path signal touchdown point to the runway entrance combined with the radio altitude of the target aircraft and the glide path deviation angle, and calculating the corrected target longitude and target latitude of the target aircraft in combination with the runway entrance longitude, runway entrance latitude, localizer deviation angle, and runway true heading angle. The corrected longitude and latitude data are more accurate, better reflect the actual position of the aircraft, and effectively improve the accuracy of the longitude and latitude data recorded by the aircraft during the flight descent and approach phases.

Description

Technical Field

[0001] The invention relates to the technical field of aviation data calculation, and in particular to a method and device for correcting the longitude and latitude of an aircraft based on an ILS approach mode. Background Art

[0002] Currently, the flight data of an aircraft records the latitude and longitude information of the aircraft. The latitude and longitude data are very important for subsequent flight simulation and event investigation simulation and other related analyses. However, due to accuracy issues, the recorded longitude and latitude data often deviate from the actual aircraft position.

[0003] In the prior art, there are some methods that use aircraft data to perform longitude and latitude correction, such as using changes in the aircraft's heading and attitude to perform time-series longitude and latitude correction. This method may fail when the aircraft's flight status changes significantly, resulting in inaccurate correction results, or using a smoothing algorithm for analysis. This algorithm over-smoothes abnormal data or is sensitive to instantaneous changes, and is limited to the aircraft's landing and rolling phase. It cannot guarantee the accuracy of longitude and latitude correction during the flight descent and approach phases, resulting in reduced stability and accuracy of the correction value. Summary of the invention

[0004] In view of this, the present invention provides an aircraft latitude and longitude correction method based on the ILS approach mode to solve the problem of how to effectively improve the accuracy of the latitude and longitude data recorded during the descent and approach phases of the aircraft without being affected by the aircraft's flight attitude.

[0005] In a first aspect, the present invention provides a method for correcting the longitude and latitude of an aircraft based on an ILS approach mode, the method comprising: selecting a flight data file of a target aircraft based on flight information, the flight data file comprising: a first localizer deviation parameter, a second localizer deviation parameter, a first glide path deviation parameter, and a second glide path deviation parameter; obtaining runway information of a landing airport of the target aircraft in the flight data file, selecting a runway closest to the longitude and latitude of the aircraft at the time of landing as the target runway, and obtaining target runway data, the target runway data comprising: runway entrance longitude, runway entrance latitude, runway standard glide path angle, and runway true heading angle; performing angle unit conversion on the first localizer deviation parameter and the second localizer deviation parameter, and calculating the localizer deviation angle; converting the first glide path deviation parameter and the second glide path deviation parameter into angle units, and calculating the glide path deviation angle in combination with the runway standard glide path angle; calculating the distance from the glide path signal touchdown point to the runway entrance based on the preset height of the aircraft from the ground at the runway entrance and the runway standard glide path angle, and calculating the distance from the target aircraft to the runway entrance according to the distance from the glide path signal touchdown point to the runway entrance in combination with the radio altitude of the target aircraft and the glide path deviation angle; calculating the corrected target longitude and target latitude of the target aircraft based on the distance from the target aircraft to the runway entrance, the runway entrance longitude, the runway entrance latitude, the localizer deviation angle, and the runway true heading angle.

[0006] The embodiment of the present invention does not need to obtain aircraft attitude data or use technical means such as smoothing calculation. By correcting the localizer deviation angle, the glide path deviation angle and the runway information, combined with the preset altitude and radio altitude parameters, the corrected target longitude and latitude of the target aircraft are calculated. The corrected longitude and latitude data are more accurate, can better reflect the actual position of the aircraft, and effectively improve the accuracy of the longitude and latitude data recorded by the aircraft during the descent and approach phases of the flight.

[0007] In an optional embodiment, before the step of selecting the flight data file of the target aircraft based on the flight information, it also includes: obtaining a set of flight data files corresponding to multiple aircraft in the same flight information; traversing the set of flight data files corresponding to the multiple aircraft, and selecting an aircraft whose lateral guidance mode in the flight data file is in the LOC state and whose vertical guidance mode in the flight data file is in the G / S state as the target aircraft.

[0008] The embodiment of the present invention can ensure that a target aircraft that is in the approach phase is selected by obtaining a set of flight data files corresponding to multiple aircraft in the same flight information and traversing the set of flight data files corresponding to the multiple aircraft, thereby avoiding selecting an erroneous flight data file, reducing data errors and deviations, and improving the accuracy of the corrected longitude and latitude.

[0009] In an optional embodiment, the first localizer deviation parameter and the second localizer deviation parameter are converted into angle units, and the localizer deviation angle is calculated, including: traversing the first localizer deviation parameter and the second localizer deviation parameter, if the first localizer deviation parameter is not empty, then converting the angle unit based on the first localizer deviation parameter to obtain a standard localizer deviation parameter LOC_DEVC; if the first localizer deviation parameter is empty, then converting the angle unit based on the second localizer deviation parameter to obtain a standard localizer deviation parameter LOC_DEVC; based on the standard localizer deviation parameter LOC_DEVC, the localizer deviation angle LOC_ANGLE is calculated by the following formula:

[0010] LOC_ANGLE = LOC_DEVC × 0.8;

[0011] The first localizer deviation parameter and the second localizer deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft.

[0012] In an optional embodiment, the angle unit conversion of the first glide path deviation parameter and the second glide path deviation parameter is performed, and the glide path deviation angle is calculated in combination with the standard glide path angle of the runway, including: traversing the first glide path deviation parameter and the second glide path deviation parameter, if the first glide path deviation parameter is not empty, then performing angle unit conversion based on the second glide path deviation parameter to obtain the standard glide path deviation parameter GLIDE_DEVC; if the first glide path deviation parameter is empty, then performing angle unit conversion based on the second glide path deviation parameter to obtain the standard glide path deviation parameter GLIDE_DEVC; based on the standard glide path deviation parameter GLIDE_DEVC and the standard glide path angle of the runway The localizer deviation angle GLIDE_ANGLE is calculated using the following formula:

[0013]

[0014] The first glide slope deviation parameter and the second glide slope deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft.

[0015] The embodiment of the present invention obtains standard localizer and glide path deviation parameters by converting the first localizer and glide path deviation parameters with the second localizer and glide path deviation parameters into angle units, so that the deviation parameters of different flight data have consistent measurement units. Different glide path and localizer deviation parameters are alternately collected according to a preset period in an alternating collection manner, which can ensure the continuity and consistency of the data, ensure that the time interval of each data is uniform, and can increase the data frequency and maintain more stable data collection results, thereby providing a data basis for the subsequent calculation of the localizer and glide path deviation angles.

[0016] In an optional embodiment, the distance from the touchdown point of the glide path signal to the runway entrance is calculated based on the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, and the distance from the target aircraft to the runway entrance is calculated based on the distance from the touchdown point of the glide path signal to the runway entrance combined with the radio altitude of the target aircraft and the glide path deviation angle, including: based on the preset height h1 of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway Calculate the distance s from the glide path signal touchdown point to the runway entrance;

[0017]

[0018] Based on the distance s from the glide path signal touchdown point to the runway entrance, the target aircraft radio altitude h, and the glide path deviation angle GLIDE_ANGLE, the distance d from the target aircraft to the runway entrance is calculated by the following formula:

[0019] d=(h×0.0003048) / tan(GLIDE_ANGLE×π / 180)-s.

[0020] The embodiment of the present invention calculates the distance from the touchdown point of the glide path signal to the runway entrance by using the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, and uses the radio altitude and glide path deviation angle of the target aircraft, combined with the distance calculation from the touchdown point of the glide path signal to the runway entrance, to more accurately determine the distance of the target aircraft from the runway entrance, thereby providing an accurate data basis for the subsequent correction of the target latitude and longitude.

[0021] In an optional embodiment, the target longitude and target latitude of the target aircraft after correction are calculated based on the distance of the target aircraft from the runway entrance, the longitude of the runway entrance, the latitude of the runway entrance, the localizer deviation angle, and the true heading angle of the runway, including: based on the distance d of the target aircraft from the runway entrance, the localizer deviation angle LOC_ANGLE, the true heading angle HEAD of the runway, the longitude of the runway entrance LONG1, and the latitude of the runway entrance LATG1, the target longitude is calculated according to the following formula:

[0022] LONG2=LONG1+d×sin(HEAD+LOC_ANGLE) / [ARC×cos(LATG1)×2π / 360];

[0023] Based on the distance d between the target aircraft and the runway entrance, the localizer deviation angle LOC_ANGLE, the runway true heading angle HEAD, and the runway entrance latitude LATG1, the target latitude is calculated according to the following formula:

[0024] LATG2=LATG1+d×cos(HEAD+LOC_ANGLE) / (ARC×2π / 360);

[0025] Here, ARC represents the average radius of the Earth.

[0026] The embodiment of the present invention calculates the corrected target longitude and latitude by using the distance of the target aircraft from the runway entrance, the localizer deviation angle, the true heading angle of the runway and the longitude and latitude of the runway entrance. The corrected longitude and latitude can more accurately determine the position of the target aircraft during flight and correct the deviation of the original data.

[0027] In an optional embodiment, the flight data file also includes: the original longitude and original latitude of the aircraft; the method also includes: based on the original longitude and original latitude of the target aircraft, the corrected target longitude and target latitude, using a linear regression formula to perform fitting calculations to obtain a linear relationship formula for the longitude before and after correction, and a linear relationship formula for the latitude.

[0028] This embodiment can effectively correct the deviation of the aircraft track by fitting the linear relationship between the longitude and latitude before and after correction. The linear relationship formula can effectively obtain the longitude and latitude correction information before intercepting the localizer and glide path and the runway roll after the aircraft lands, in addition to the already calculated trajectory.

[0029] In a second aspect, the present invention provides an aircraft latitude and longitude correction device based on an ILS approach mode, the device comprising:

[0030] A flight data acquisition module, used for selecting a flight data file of a target aircraft based on flight information, wherein the flight data file includes: a first localizer deviation parameter, a second localizer deviation parameter, a first glide path deviation parameter, and a second glide path deviation parameter;

[0031] The runway data acquisition module is used to obtain the runway information of the target aircraft landing airport in the flight data file, select the runway closest to the longitude and latitude of the aircraft landing time as the target runway, and obtain the target runway data, the target runway data includes: runway entrance longitude, runway entrance latitude, runway standard glide path angle, runway true heading angle;

[0032] A localizer deviation angle calculation module, used for converting the first localizer deviation parameter and the second localizer deviation parameter into angle units, and calculating the localizer deviation angle;

[0033] A glide slope deviation angle calculation module, used for converting the first glide slope deviation parameter and the second glide slope deviation parameter into angle units, and calculating the glide slope deviation angle in combination with the runway standard glide slope angle;

[0034] A distance calculation module is used to calculate the distance from the glide path signal touchdown point to the runway entrance based on the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, and calculate the distance from the target aircraft to the runway entrance according to the distance from the glide path signal touchdown point to the runway entrance combined with the radio altitude of the target aircraft and the glide path deviation angle;

[0035] The corrected longitude and latitude calculation module is used to calculate the corrected target longitude and target latitude of the target aircraft based on the distance between the target aircraft and the runway entrance, the runway entrance longitude, the runway entrance latitude, the localizer deviation angle, and the runway true heading angle.

[0036] In a third aspect, the present invention provides a computer device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the aircraft latitude and longitude correction method based on the ILS approach mode of the above-mentioned first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0037] In a fourth aspect, the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the aircraft latitude and longitude correction method based on the ILS approach mode of the above-mentioned first aspect or any corresponding embodiment thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0039] Figure 1 It is a flowchart of a method for correcting aircraft longitude and latitude based on an ILS approach mode according to an embodiment of the present invention;

[0040] Figure 2This is a flight data schematic diagram of a method for correcting the longitude and latitude of an aircraft based on an ILS approach mode according to an embodiment of the present invention;

[0041] Figure 3 is a schematic diagram of a flight approach phase of a method for correcting aircraft latitude and longitude based on an ILS approach mode according to an embodiment of the present invention;

[0042] Figure 4 is a flow chart of another method for correcting aircraft longitude and latitude based on an ILS approach mode according to an embodiment of the present invention;

[0043] Figure 5 is a flight data schematic diagram of another aircraft latitude and longitude correction method based on an ILS approach mode according to an embodiment of the present invention;

[0044] Figure 6 2 is a schematic diagram of the module composition of an aircraft latitude and longitude correction device based on an ILS approach mode according to an embodiment of the present invention;

[0045] Figure 7 It is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0047] The embodiment of the present invention provides a method for correcting the longitude and latitude of an aircraft based on an ILS approach mode, which is applied to flight simulation, event investigation, simulation analysis and other scenarios. By correcting the localizer deviation angle, the glide path deviation angle and the runway information, combined with the preset altitude and radio altitude and other parameters, the corrected target longitude and latitude of the target aircraft are calculated. The erroneous data of the original longitude and original latitude recorded during the flight of the aircraft are corrected, and the corrected longitude and latitude data are more accurate, which can better reflect the actual position of the aircraft and help accurately restore the flight conditions of the aircraft during the approach phase.

[0048] According to an embodiment of the present invention, an embodiment of a method for correcting aircraft latitude and longitude based on an ILS approach mode is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0049] In this embodiment, a method for correcting the longitude and latitude of an aircraft based on an ILS approach mode is provided, which can be used in the above-mentioned computer device. Figure 1 : is a flow chart of a method for correcting aircraft longitude and latitude based on an ILS approach mode according to an embodiment of the present invention, such as Figure 1 As shown, the process includes the following steps:

[0050] Step S101, selecting a flight data file of a target aircraft based on flight information, the flight data file including: a first localizer deviation parameter, a second localizer deviation parameter, a first glide path deviation parameter, and a second glide path deviation parameter.

[0051] In the embodiment of the present invention, the flight information may include the aircraft number, the flight number, the departure airport, the destination airport, etc.; the target aircraft is the target aircraft selected from the flight information that meets the requirements of the subsequent calculation of the corrected longitude and latitude (i.e., the approach method is an ILS approach); a flight data file records various parameters and indicators of an aircraft during the flight. The localizer refers to the horizontal path that the aircraft should follow when flying according to the predetermined route; the glide path refers to the vertical path that the aircraft should follow when flying according to the predetermined route, that is, the descending trajectory from the aircraft's altitude to the runway entrance. This trajectory is the glide path.

[0052] It should be noted that the Instrument Landing System (ILS), also translated as the instrument landing system, blind landing system, is the most widely used aircraft precision approach and landing guidance system. Its function is to achieve the localizer and glide path guidance by two beams of radio signals emitted from the ground, and establish a virtual path from the runway to the air. The aircraft determines its relative position with the path through the airborne receiving equipment, so that the aircraft flies to the runway in the right direction and steadily descends in altitude, and finally achieves a safe landing. Therefore, the target aircraft selected by the present invention is an aircraft using an instrument landing system to ensure the validity of the acquired flight data.

[0053] It is understandable that, during the actual flight of the aircraft, the first localizer deviation parameter, the second localizer deviation parameter, the first glide path deviation parameter, and the second glide path deviation parameter are obtained by real-time monitoring and measuring the corresponding parameters of the aircraft using the localizer and glide path deviation acquisition device installed on the aircraft fuselage, and are directly recorded in the flight data file. The flight data file obtained in this embodiment is obtained after the aircraft flight ends.

[0054] Step S102, obtaining the runway information of the target aircraft landing airport in the flight data file, selecting the runway closest to the longitude and latitude at the time of aircraft landing as the target runway, and obtaining the target runway data, the target runway data including: runway entrance longitude, runway entrance latitude, runway standard glide path angle, and runway true heading angle.

[0055] It should be noted that the runway information of the landing airport refers to the runway information of the airport where the target aircraft is going to land, including the latitude and longitude of the runway entrance, the standard glide path angle of the runway, and the true heading angle of the runway.

[0056] In a specific embodiment, the flight data file also includes the latitude and longitude of the aircraft landing time. First, the runway information of the landing airport is traversed to obtain all runway information of the selected landing airport, including the latitude and longitude of each runway. The latitude and longitude of the target aircraft landing time and the latitude and longitude of each runway are calculated, and the distance is determined using spherical trigonometry or great circle route calculation method. The distances of all runways are compared, and the runway closest to the target aircraft is selected as the landing runway.

[0057] Step S103: convert the first localizer deviation parameter and the second localizer deviation parameter into angle units, and calculate the localizer deviation angle.

[0058] It is understandable that in flight data records, deviation parameters are usually measured and recorded in specific units. The data recorded in such units cannot meet the requirements for subsequent calculation of deviation angles. Therefore, it is necessary to first convert the parameters through angle units into standard deviation parameters that can be calculated (from recorded DDM units to DOT units) to ensure the uniformity of data standards.

[0059] In a specific embodiment, the first localizer deviation parameter and the second localizer deviation parameter are converted into angle units, and the localizer deviation angle is calculated, including: traversing the first localizer deviation parameter and the second localizer deviation parameter, if the first localizer deviation parameter is not empty, then converting the angle unit based on the first localizer deviation parameter to obtain a standard localizer deviation parameter LOC_DEVC; if the first localizer deviation parameter is empty, then converting the angle unit based on the second localizer deviation parameter to obtain a standard localizer deviation parameter LOC_DEVC; based on the standard localizer deviation parameter LOC_DEVC, the localizer deviation angle LOC_ANGLE is calculated by the following formula:

[0060] LOC_ANGLE = LOC_DEVC × 0.8;

[0061] The first localizer deviation parameter and the second localizer deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft.

[0062] In the embodiment of the present invention, the first localizer deviation parameter and the second localizer deviation parameter are alternately collected at a preset period during the flight of the target aircraft. More comprehensive data can be obtained through alternate collection, thereby improving the accuracy of the data.

[0063] Step S104: convert the first glide path deviation parameter and the second glide path deviation parameter into angle units, and calculate the glide path deviation angle in combination with the runway standard glide path angle.

[0064] In a specific embodiment, the first glide path deviation parameter and the second glide path deviation parameter are converted into angle units, and the glide path deviation angle is calculated by combining the runway standard glide path angle, including:

[0065] Traverse the first glide slope deviation parameter and the second glide slope deviation parameter. If the first glide slope deviation parameter is not empty, the angle unit conversion is performed based on the second glide slope deviation parameter to obtain the standard glide slope deviation parameter GLIDE_DEVC; if the first glide slope deviation parameter is empty, the angle unit conversion is performed based on the second glide slope deviation parameter to obtain the standard glide slope deviation parameter GLIDE_DEVC; based on the standard glide slope deviation parameter GLIDE_DEVC and the runway standard glide slope angle The localizer deviation angle GLIDE_ANGLE is calculated using the following formula:

[0066]

[0067] The first glide slope deviation parameter and the second glide slope deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft.

[0068] For example, refer to Figure 2 , Figure 2It includes some data in the flight data file of this embodiment, namely the first localizer deviation parameter (LOC_DEV1), the second localizer deviation parameter (LOC_DEV2), the first glide path deviation parameter (GLIDE_DEV1) and the second glide path deviation parameter (GLIDE_DEV2). In the figure, the acquisition frequency of each deviation parameter is once every 2 seconds, and the acquisition is performed alternately at the same time. The specific logic of converting the deviation parameter unit from DDM to DOT is as follows: if GLIDE_DEV1 has data, the standard glide path deviation parameter (GLIDE_DEVC) = GLIDE_DEV1 / 0.0875; otherwise, the standard glide path deviation parameter (GLIDE_DEVC) = GLIDE_DEV2 / 0.0875; if LOC_DEV1 has data, the standard localizer deviation parameter (LOC_DEVC) = LOC_DEV1 / 0.0775; otherwise, the standard localizer deviation parameter (LOC_DEVC) = LOC_DEV2 / 0.0775. After obtaining the standard localizer deviation parameter, the localizer deviation angle (LOC_ANGLE) is calculated using the localizer deviation formula. After obtaining the standard glide slope deviation parameter, the glide slope deviation angle (GLIDE_ANGLE) is calculated using the glide slope deviation formula.

[0069] It should be noted that the runway standard glide path angle is a benchmark provided for the aircraft during the descent phase and can be used to calibrate the degree of glide path deviation. Therefore, the calculation process of the glide path deviation angle needs to be combined with the runway standard glide path angle to improve the accuracy of the glide path calculation data.

[0070] In this embodiment, the first localizer and glide path deviation parameters are converted into angle units with the second localizer and glide path deviation parameters to obtain standard localizer and glide path deviation parameters, so that the deviation parameters of different flight data have consistent measurement units. Different glide path and localizer deviation parameters are alternately collected according to a preset period in an alternating collection manner, which can ensure the continuity and consistency of the data, ensure that the time interval of each data is uniform, and can increase the data frequency and maintain more stable data collection results, thereby providing a data basis for the subsequent calculation of the localizer and glide path deviation angles.

[0071] Step S105, based on the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, the distance from the glide path signal touchdown point to the runway entrance is calculated, and the distance from the target aircraft to the runway entrance is calculated based on the distance from the glide path signal touchdown point to the runway entrance combined with the radio altitude of the target aircraft and the glide path deviation angle.

[0072] It should be noted that the preset height of the aircraft above the ground at the runway entrance refers to the height of the aircraft from the ground, which is a preset value. According to the flight procedure requirements, the ideal height of the aircraft above the ground at the runway entrance should be h1 (15.24 meters). The distance from the glide path signal touchdown point to the runway entrance refers to the horizontal distance from the glide path signal touchdown point to the runway entrance. The radio altitude of the target aircraft refers to the value measured by the radio altimeter of the aircraft's height above the ground. The aircraft will be equipped with radio detection equipment, such as a radio altimeter. The distance of the target aircraft from the runway entrance refers to the distance of the projection of the aircraft's current position perpendicular to the ground relative to the runway entrance position.

[0073] Specifically, the above step S105 includes:

[0074] a1: Based on the preset height h1 of the aircraft above the ground at the runway threshold and the standard glide path angle of the runway Calculate the distance s from the glide path signal touchdown point to the runway entrance;

[0075]

[0076] a2: Based on the distance s from the glide path signal touchdown point to the runway threshold, the target aircraft radio altitude h, and the glide path deviation angle GLIDE_ANGLE, the distance d from the target aircraft to the runway threshold is calculated using the following formula:

[0077] d=(h×0.0003048) / tan(GLIDE_ANGLE×π / 180)-s.

[0078] It should be noted that the preset height h1 and the target aircraft radio altitude h in the embodiment of the present invention are in feet, and the ultimately calculated distance s from the glide path signal touchdown point to the runway entrance and the distance d from the target aircraft to the runway entrance are in kilometers.

[0079] For example, h1 refers to Figure 3 , assuming that the preset height h1 is 5 feet, the runway standard glide angle φ1 is 3.0 degrees, the radio altitude h of the target aircraft is 10 feet, and the glide path deviation angle GLIDE_ANGLE is 0.5 degrees. Calculate the distance s from the glide path signal touchdown point to the runway entrance. According to the formula, s = 5 × 0.0003048 / tan(3) = 0.029 kilometers. Therefore, the distance s from the glide path signal touchdown point to the runway entrance is approximately 0.029 kilometers. Calculate the distance d from the target aircraft to the runway entrance. According to the formula, d = (10 × 0.0003048) / tan (0.5 × π / 180) - 0.029 = 0.317 kilometers. Therefore, the distance d from the target aircraft to the runway entrance is 0.317 kilometers.

[0080] This embodiment calculates the distance from the glide path signal touchdown point to the runway entrance by using the preset height of the aircraft at the runway entrance and the standard glide path angle of the runway, and uses the radio altitude and glide path deviation angle of the target aircraft, combined with the distance calculation from the glide path signal touchdown point to the runway entrance, to more accurately determine the distance of the target aircraft from the runway entrance, thereby providing an accurate data basis for subsequent target latitude and longitude correction.

[0081] Step S106, based on the distance between the target aircraft and the runway entrance, the longitude of the runway entrance, the latitude of the runway entrance, the localizer deviation angle, and the true heading angle of the runway, the target longitude and the target latitude of the target aircraft are calculated to obtain the corrected target aircraft.

[0082] It should be noted that, since the original longitude and latitude recorded in the flight data file deviate from the actual data, it is necessary to correct the target longitude and latitude of the target aircraft, that is, the actual position of the aircraft during the flight.

[0083] Specifically, the above step S106 includes:

[0084] b1: Based on the distance d between the target aircraft and the runway threshold, the localizer deviation angle LOC_ANGLE, the runway true heading angle HEAD, the runway threshold longitude LONG1, and the runway threshold latitude LATG1, the target longitude is calculated according to the following formula:

[0085] LONG2=LONG1+d×sin(HEAD+LOC_ANGLE) / [ARC×cos(LATG1)×2π / 360];

[0086] b2: Based on the distance d between the target aircraft and the runway threshold, the localizer deviation angle LOC_ANGLE, the runway true heading angle HEAD, and the runway threshold latitude LATG1, the target latitude is calculated using the following formula:

[0087] LATG2=LATG1+d×cos(HEAD+LOC_ANGLE) / (ARC×2π / 360);

[0088] Here, ARC represents the average radius of the Earth.

[0089] This embodiment calculates the corrected target longitude and latitude by using the distance of the target aircraft from the runway entrance, the localizer deviation angle, the runway true heading angle, and the longitude and latitude of the runway entrance. The corrected longitude and latitude can more accurately determine the position of the target aircraft during flight and correct the deviation of the original data.

[0090] The embodiment of the present invention does not need to obtain aircraft attitude data or use technical means such as smoothing calculation. By correcting the localizer deviation angle, the glide path deviation angle and the runway information, combined with the preset altitude and radio altitude parameters, the corrected target longitude and latitude of the target aircraft are calculated. The corrected longitude and latitude data are more accurate, can better reflect the actual position of the aircraft, and effectively improve the accuracy of the longitude and latitude data recorded by the aircraft during the descent and approach phases of the flight.

[0091] In this embodiment, a method for correcting the longitude and latitude of an aircraft based on an ILS approach mode is provided, which can be used in the above-mentioned computer, etc. Figure 4 : is a flow chart of a method for correcting aircraft longitude and latitude based on an ILS approach mode according to an embodiment of the present invention, such as Figure 4 As shown, the process includes the following steps:

[0092] Step S401, obtaining a set of flight data files corresponding to multiple aircraft in the same flight information.

[0093] It is understandable that the purpose of obtaining a collection of flight data files of multiple aircraft in the same flight is to analyze and compare the aircraft in the same flight. By analyzing the flight data of the entire flight, it is more convenient to determine whether the aircraft is in the ILS approach mode. An ILS approach system mainly consists of two subsystems, one providing horizontal guidance (localizer guidance) and the other providing vertical guidance (glide path guidance).

[0094] Step S402, traverse the flight data file sets corresponding to multiple aircraft, and select the aircraft whose lateral guidance mode in the flight data file is in the LOC state or the LOC* state, and whose vertical guidance mode in the flight data file is in the G / S state or the G / S* state as the target aircraft.

[0095] It should be noted that the specific data of the lateral guidance mode and the vertical guidance mode in the aircraft classification data file can be obtained by setting in the flight data monitoring system. In order to obtain accurate localizer deviation and glide path deviation parameters in this embodiment, an aircraft whose approach mode is ILS approach must be selected.

[0096] For example, according to the ILS approach system manual, it can be determined that in the aircraft ILS approach AP mode, the lateral guidance course interception display is LOC*, the localizer course holding display is LOC, the vertical guidance glide slope interception display is GS*, and the glide slope holding display is GS. Figure 5 The data in the flight data file used in the present invention are data showing the LOC state in the lateral guidance mode and the G / S state in the vertical guidance mode. Only this part of the data is valid data, while the data error in the vertical guidance glide slope interception stage or the lateral guidance glide slope interception stage is large and the data is unstable.

[0097] The embodiment of the present invention can ensure that a target aircraft that is in the approach phase is selected by obtaining a set of flight data files corresponding to multiple aircraft in the same flight information and traversing the set of flight data files corresponding to the multiple aircraft, thereby avoiding selecting an erroneous flight data file, reducing data errors and deviations, and improving the accuracy of the corrected longitude and latitude.

[0098] Step S403, based on the flight information, the flight data file of the target aircraft is selected, and the flight data file includes: the first localizer deviation parameter, the second localizer deviation parameter, the first glide path deviation parameter, and the second glide path deviation parameter. Figure 1 Step S101 of the illustrated embodiment will not be described in detail here.

[0099] Step S404, obtain the runway information of the target aircraft landing airport in the flight data file, select the runway closest to the latitude and longitude of the aircraft landing time as the target runway, and obtain the target runway data, which includes: runway entrance longitude, runway entrance latitude, runway standard glide path angle, runway true heading angle. For details, please see Figure 1 Step S102 of the illustrated embodiment will not be described in detail here.

[0100] Step S405: Convert the first localizer deviation parameter and the second localizer deviation parameter into angle units, and calculate the localizer deviation angle. Figure 1 Step S103 of the illustrated embodiment will not be described in detail here.

[0101] Step S406: Convert the first glide path deviation parameter and the second glide path deviation parameter into angle units, and calculate the glide path deviation angle in combination with the runway standard glide path angle. Figure 1 Step S104 of the illustrated embodiment will not be described in detail here.

[0102] Step S407, based on the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, calculate the distance from the glide path signal touchdown point to the runway entrance, and calculate the distance from the target aircraft to the runway entrance based on the distance from the glide path signal touchdown point to the runway entrance combined with the radio altitude of the target aircraft and the glide path deviation angle. For details, please refer to Figure 1 Step S105 of the illustrated embodiment will not be described in detail here.

[0103] Step S408, based on the distance of the target aircraft from the runway entrance, the longitude of the runway entrance, the latitude of the runway entrance, the localizer deviation angle, and the true heading angle of the runway, the target longitude and latitude of the target aircraft after correction are calculated. Figure 1 Step S106 of the illustrated embodiment will not be described in detail here.

[0104] Step S409, the flight data file also includes: the original longitude and the original latitude of the aircraft; based on the original longitude and the original latitude of the target aircraft, the corrected target longitude and the target latitude, a linear regression formula is used to perform fitting calculation to obtain a linear relationship formula of the longitude before and after correction and a linear relationship formula of the latitude.

[0105] It should be noted that the target longitude and target latitude calculated in this embodiment are data from the time when the aircraft displays the LOC state in the lateral guidance mode and the G / S state in the vertical guidance mode to the time when the aircraft radio altitude is 200 feet. This is because a large amount of aircraft test flight experimental data shows that if the aircraft radio altitude is lower than 200 feet, or when the aircraft displays the LOC* state in the lateral guidance mode or the G / S* state in the vertical guidance mode, the data obtained by the aircraft will have a large error, which is likely to affect the calculation of the corrected longitude and latitude.

[0106] It is understandable that, although it is impossible to directly calculate the data of the aircraft in the two stages before intercepting the localizer and the glide path and the runway roll after the aircraft lands, the fitting calculation based on the original longitude and latitude of the target aircraft and the corrected target longitude and latitude using the linear regression formula can determine that the longitude and latitude before and after the correction have a linear relationship. Therefore, it is only necessary to obtain the original longitude and latitude at any time before intercepting the localizer and the glide path and the runway roll after the aircraft lands, and the target longitude and latitude before intercepting the localizer and the glide path and the runway roll after the aircraft lands can be calculated by the linear formula.

[0107] For example, the relationship between longitude and latitude is trained using linear regression as follows:

[0108] LONG2=1.06572686*LONG0 -7.69231942;

[0109] LATP2=1.04323131*LATP0-1.69273598;

[0110] Among them, LONG2 is the target longitude, LONG0 is the original longitude; LATP2 is the target dimension, and LATP0 is the original dimension. In the formula obtained by linear regression training, the constants (7.69231942, 1.69273598) and coefficients (1.06572686, 1.04323131) involved will be different due to different actual data, and this embodiment does not limit this.

[0111] This embodiment can effectively correct the deviation of the aircraft track by fitting the linear relationship between the longitude and latitude before and after correction. The linear relationship formula can effectively obtain the longitude and latitude correction information before intercepting the localizer and glide path and the runway roll after the aircraft lands, in addition to the already calculated trajectory.

[0112] In this embodiment, a device for correcting the longitude and latitude of an aircraft based on an ILS approach mode is also provided, and the device is used to implement the above-mentioned embodiments and preferred implementation modes, and the descriptions that have been made will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0113] This embodiment provides an aircraft latitude and longitude correction device based on an ILS approach mode, such as Figure 6 As shown, including:

[0114] The flight data acquisition module 601 is used to select the flight data file of the target aircraft based on the flight information, wherein the flight data file includes: a first localizer deviation parameter, a second localizer deviation parameter, a first glide path deviation parameter, and a second glide path deviation parameter;

[0115] The runway data acquisition module 602 is used to acquire the runway information of the target aircraft landing airport in the flight data file, select the runway closest to the longitude and latitude of the aircraft landing time as the target runway, and acquire the target runway data, wherein the target runway data includes: runway entrance longitude, runway entrance latitude, runway standard glide path angle, and runway true heading angle;

[0116] A localizer deviation angle calculation module 603 is used to convert the first localizer deviation parameter and the second localizer deviation parameter into angle units, and calculate the localizer deviation angle;

[0117] A glide slope deviation angle calculation module 604 is used to convert the first glide slope deviation parameter and the second glide slope deviation parameter into angle units, and calculate the glide slope deviation angle in combination with the runway standard glide slope angle;

[0118] The distance calculation module 605 is used to calculate the distance from the touchdown point of the glide path signal to the runway entrance based on the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, and calculate the distance from the target aircraft to the runway entrance according to the distance from the touchdown point of the glide path signal to the runway entrance combined with the radio altitude of the target aircraft and the glide path deviation angle;

[0119] The corrected longitude and latitude calculation module 606 is used to calculate the corrected target longitude and target latitude of the target aircraft based on the distance between the target aircraft and the runway entrance, the runway entrance longitude, the runway entrance latitude, the localizer deviation angle, and the runway true heading angle.

[0120] In an optional embodiment, the device also includes an approach mode judgment module, which is used to: obtain a set of flight data files corresponding to multiple aircraft in the same flight information; traverse the set of flight data files corresponding to multiple aircraft, and select an aircraft whose lateral guidance mode in the flight data file is LOC state or LOC* state, and whose vertical guidance mode in the flight data file is G / S state or G / S* state as the target aircraft.

[0121] In an optional implementation, the localizer deviation angle calculation module 603 is used to: traverse the first localizer deviation parameter and the second localizer deviation parameter, if the first localizer deviation parameter is not empty, then convert the angle unit based on the first localizer deviation parameter to obtain the standard localizer deviation parameter LOC_DEVC; if the first localizer deviation parameter is empty, then convert the angle unit based on the second localizer deviation parameter to obtain the standard localizer deviation parameter LOC_DEVC; based on the standard localizer deviation parameter LOC_DEVC, calculate the localizer deviation angle LOC_ANGLE by the following formula:

[0122] LOC_ANGLE = LOC_DEVC × 0.8;

[0123] The first localizer deviation parameter and the second localizer deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft.

[0124] In an optional embodiment, the glide slope deviation angle calculation module 604 is used to: traverse the first glide slope deviation parameter and the second glide slope deviation parameter, if the first glide slope deviation parameter is not empty, then convert the angle unit based on the second glide slope deviation parameter to obtain the standard glide slope deviation parameter GLIDE_DEVC; if the first glide slope deviation parameter is empty, then convert the angle unit based on the second glide slope deviation parameter to obtain the standard glide slope deviation parameter GLIDE_DEVC; based on the standard glide slope deviation parameter GLIDE_DEVC and the runway standard glide slope angle The localizer deviation angle GLIDE_ANGLE is calculated using the following formula:

[0125]

[0126] The first glide slope deviation parameter and the second glide slope deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft.

[0127] In an optional implementation, the distance calculation module 605 is used to: calculate the distance based on the preset height h1 of the aircraft from the ground at the runway threshold and the standard glide path angle of the runway. Calculate the distance s from the glide path signal touchdown point to the runway entrance;

[0128]

[0129] Based on the distance s from the glide path signal touchdown point to the runway entrance, the target aircraft radio altitude h, and the glide path deviation angle GLIDE_ANGLE, the distance d from the target aircraft to the runway entrance is calculated by the following formula:

[0130] d=(h×0.0003048) / tan(GLIDE_ANGLE×π / 180)-s.

[0131] In an optional implementation, the corrected longitude and latitude calculation module 606 is used to calculate the target longitude based on the distance d between the target aircraft and the runway entrance, the localizer deviation angle LOC_ANGLE, the runway true heading angle HEAD, the runway entrance longitude LONG1, and the runway entrance latitude LATG1 according to the following formula:

[0132] LONG2=LONG1+d×sin(HEAD+LOC_ANGLE) / [ARC×cos(LATG1)×2π / 360];

[0133] Based on the distance d between the target aircraft and the runway entrance, the localizer deviation angle LOC_ANGLE, the runway true heading angle HEAD, and the runway entrance latitude LATG1, the target latitude is calculated according to the following formula:

[0134] LATG2=LATG1+d×cos(HEAD+LOC_ANGLE) / (ARC×2π / 360);

[0135] Here, ARC represents the average radius of the Earth.

[0136] In an optional embodiment, the flight data file also includes: the original longitude and original latitude of the aircraft; the device also includes a linear fitting module, which is used to: based on the original longitude and original latitude of the target aircraft, the corrected target longitude and target latitude, use a linear regression formula to perform fitting calculations to obtain a linear relationship formula for the longitude before and after correction, and a linear relationship formula for the latitude.

[0137] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

[0138] The embodiment of the present invention does not need to obtain aircraft attitude data or use technical means such as smoothing calculation. By correcting the localizer deviation angle, the glide path deviation angle and the runway information, combined with the preset altitude and radio altitude parameters, the corrected target longitude and latitude of the target aircraft are calculated. The corrected longitude and latitude data are more accurate, can better reflect the actual position of the aircraft, and effectively improve the accuracy of the longitude and latitude data recorded by the aircraft during the descent and approach phases of the flight.

[0139] The aircraft latitude and longitude correction device based on the ILS approach method in this embodiment is presented in the form of a functional unit, where the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that executes one or more software or fixed programs, and / or other devices that can provide the above functions.

[0140] The embodiment of the present invention also provides a computer device having the above Figure 6 The aircraft latitude and longitude correction device based on the ILS approach mode is shown.

[0141] See also Figure 7 , Figure 7 is a schematic diagram of the structure of a computer device provided by an optional embodiment of the present invention, such as Figure 7 As shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Various components are connected to each other using different buses for communication, and can be installed on a common mainboard or installed in other ways as needed. The processor can process the instructions executed in the computer device, including instructions stored in or on the memory to display the graphical information of the GUI on an external input / output device (such as, a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 7 A processor 10 is taken as an example.

[0142] The processor 10 may be a central processing unit, a network processor or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be a dedicated integrated circuit, a programmable logic device or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic or any combination thereof.

[0143] The memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

[0144] The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function; the data storage area may store data created according to the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely arranged relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0145] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid state drive; the memory 20 may also include a combination of the above types of memory.

[0146] The computer device further comprises a communication interface 30 for the computer device to communicate with other devices or a communication network.

[0147] The embodiment of the present invention also provides a computer-readable storage medium. The method according to the embodiment of the present invention can be implemented in hardware, firmware, or can be implemented as a computer code that can be recorded in a storage medium, or can be implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and will be stored in a local storage medium through a network download, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state hard disk, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor, or hardware, the method shown in the above embodiment is implemented.

[0148] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the accompanying drawings.

Claims

1. A method for correcting aircraft latitude and longitude based on an ILS approach, characterized in that: The method comprises: Selecting a flight data file of a target aircraft based on the flight information, wherein the flight data file includes: a first localizer deviation parameter, a second localizer deviation parameter, a first glide path deviation parameter, and a second glide path deviation parameter; Obtain the runway information of the target aircraft landing airport in the flight data file, select the runway closest to the longitude and latitude of the aircraft landing time as the target runway, and obtain the target runway data, the target runway data includes: runway entrance longitude, runway entrance latitude, runway standard glide path angle, runway true heading angle; The first localizer deviation parameter and the second localizer deviation parameter are converted into angle units, and the localizer deviation angle is calculated, including: traversing the first localizer deviation parameter and the second localizer deviation parameter, if the first localizer deviation parameter is not empty, then converting the angle unit based on the first localizer deviation parameter to obtain a standard localizer deviation parameter LOC_DEVC; if the first localizer deviation parameter is empty, then converting the angle unit based on the second localizer deviation parameter to obtain a standard localizer deviation parameter LOC_DEVC; based on the standard localizer deviation parameter LOC_DEVC, the localizer deviation angle LOC_ANGLE is calculated by the following formula: LOC_ANGLE = LOC_DEVC × 0.8; The first localizer deviation parameter and the second localizer deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft; The first glide path deviation parameter and the second glide path deviation parameter are converted into angle units, and the glide path deviation angle is calculated in combination with the standard glide path angle of the runway, including: traversing the first glide path deviation parameter and the second glide path deviation parameter, if the first glide path deviation parameter is not empty, converting the angle unit based on the first glide path deviation parameter to obtain the standard glide path deviation parameter GLIDE_DEVC; if the first glide path deviation parameter is empty, converting the angle unit based on the second glide path deviation parameter to obtain the standard glide path deviation parameter GLIDE_DEVC; based on the standard glide path deviation parameter GLIDE_DEVC and the runway standard glide path angle φ1, the glide path deviation angle GLIDE_ANGLE is calculated by the following formula: GLIDE_ANGLE =φ1+ 0.4×GLIDE_DEVC; Wherein, the first glide slope deviation parameter and the second glide slope deviation parameter are parameters that are alternately collected at a preset period during the flight of the target aircraft; The method comprises: calculating the distance from the glide path signal touchdown point to the runway entrance based on the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, and calculating the distance from the target aircraft to the runway entrance according to the distance from the glide path signal touchdown point to the runway entrance in combination with the radio altitude of the target aircraft and the glide path deviation angle, including: calculating the distance s from the glide path signal touchdown point to the runway entrance based on the preset height h1 of the aircraft from the ground at the runway entrance and the standard glide path angle φ1 of the runway; s=h1×0.0003048 / tan(φ1); Based on the distance s from the glide path signal touchdown point to the runway entrance, the target aircraft radio altitude h, and the glide path deviation angle GLIDE_ANGLE, the distance d from the target aircraft to the runway entrance is calculated by the following formula: d = (h×0.0003048) / tan(GLIDE_ANGLE×π / 180)-s; The target longitude and target latitude of the target aircraft after correction are calculated based on the distance of the target aircraft from the runway entrance, the longitude of the runway entrance, the latitude of the runway entrance, the localizer deviation angle, and the true heading angle of the runway, including: based on the distance d of the target aircraft from the runway entrance, the localizer deviation angle LOC_ANGLE, the true heading angle HEAD of the runway, the longitude of the runway entrance LONG1, and the latitude of the runway entrance LATG1, the target longitude is calculated according to the following formula: LONG2 = LONG1 + d×sin(HEAD+ LOC_ANGLE) / [ARC×cos(LATG1)×2π / 360]; Based on the distance d between the target aircraft and the runway entrance, the localizer deviation angle LOC_ANGLE, the runway true heading angle HEAD, and the runway entrance latitude LATG1, the target latitude is calculated according to the following formula: LATG2 = LATG1 +d×cos(HEAD+ LOC_ANGLE) / (ARC ×2π / 360); Here, ARC represents the average radius of the Earth.

2. The method according to claim 1, characterized in that Before the step of selecting the flight data file of the target aircraft based on the flight information, the method further includes: Get the flight data file set corresponding to multiple aircraft in the same flight information; The flight data file sets corresponding to the multiple aircraft are traversed, and the aircraft whose lateral guidance mode in the flight data file is in the LOC state and whose vertical guidance mode in the flight data file is in the G / S state is selected as the target aircraft.

3. The method according to claim 1, characterized in that The flight data file also includes: the original longitude and original latitude of the aircraft; The method further comprises: Based on the original longitude and latitude of the target aircraft, and the corrected target longitude and latitude, a linear regression formula is used to perform fitting calculation to obtain a linear relationship formula of longitude before and after correction, and a linear relationship formula of latitude.

4. An aircraft latitude and longitude correction device based on ILS approach mode, characterized in that: Based on the method according to claim 1, the device comprises: A flight data acquisition module, used for selecting a flight data file of a target aircraft based on flight information, wherein the flight data file includes: a first localizer deviation parameter, a second localizer deviation parameter, a first glide path deviation parameter, and a second glide path deviation parameter; The runway data acquisition module is used to obtain the runway information of the target aircraft landing airport in the flight data file, select the runway closest to the longitude and latitude of the aircraft landing time as the target runway, and obtain the target runway data, the target runway data includes: runway entrance longitude, runway entrance latitude, runway standard glide path angle, runway true heading angle; A localizer deviation angle calculation module, used for converting the first localizer deviation parameter and the second localizer deviation parameter into angle units, and calculating the localizer deviation angle; A glide slope deviation angle calculation module, used for converting the first glide slope deviation parameter and the second glide slope deviation parameter into angle units, and calculating the glide slope deviation angle in combination with the runway standard glide slope angle; A distance calculation module is used to calculate the distance from the glide path signal touchdown point to the runway entrance based on the preset height of the aircraft from the ground at the runway entrance and the standard glide path angle of the runway, and calculate the distance from the target aircraft to the runway entrance according to the distance from the glide path signal touchdown point to the runway entrance combined with the radio altitude of the target aircraft and the glide path deviation angle; The corrected longitude and latitude calculation module is used to calculate the corrected target longitude and target latitude of the target aircraft based on the distance between the target aircraft and the runway entrance, the runway entrance longitude, the runway entrance latitude, the localizer deviation angle, and the runway true heading angle.

5. A computer device, characterized in that: include: A memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the aircraft latitude and longitude correction method based on the ILS approach mode as described in any one of claims 1 to 3 by executing the computer instructions.

6. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the aircraft latitude and longitude correction method based on the ILS approach mode according to any one of claims 1 to 3.

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