An airway adjustment method, device, terminal and medium based on obstacle crossing analysis

Abstract

The present invention discloses a flight path adjustment method, device, terminal and medium based on obstacle crossing analysis. The method includes obtaining relevant data of a target aircraft and a flight path, and determining the drift-down data and decompression data of the target aircraft; constructing a drift-down profile and a decompression profile; correcting the drift-down profile and the decompression profile according to the external temperature, wind speed and turning loss to obtain a drift-down decompression profile; extracting the flight path of the target aircraft and the terrain of the flight path protection area based on the terrain elevation data, and constructing a terrain profile of the flight path and the terrain of the flight path protection area; performing obstacle crossing analysis on the drift-down decompression profile and the terrain profile to obtain the position information of the COP point and the NRP point of the flight path, and determining whether the target aircraft needs to perform a rerouting analysis. Therefore, the embodiments of the present invention can construct a drift-down decompression profile and a flight path terrain profile, complete obstacle crossing analysis to determine whether rerouting analysis is needed, without manual intervention.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft routes, and in particular to a route adjustment method, device, terminal and medium based on obstacle crossing analysis. Background Art

[0002] Before a flight, an airline needs to conduct single-engine and cabin depressurization analyses on the route that the aircraft will fly. Whether it is single-engine on the route or cabin depressurization, an emergency descent in altitude is required. This requires airline performance engineers to analyze that during the descent in altitude in the above two situations, the aircraft can still maintain a safe obstacle clearance margin from the terrain or obstacles under the route until a safe landing. The single-engine and cabin depressurization analyses on the route are also called drift-down depressurization analyses. First, performance engineers need to calculate the emergency descent profile of the aircraft in the case of drift-down depressurization. The drift-down profile can be calculated using the performance software provided by the manufacturer, and the standard depressurization profile can be found in the manual provided by the manufacturer, or a custom depressurization profile can be defined according to the oxygen capacity equipped on the aircraft itself. After obtaining the drift-down depressurization profile of the aircraft, the performance engineer needs to combine the path that the aircraft flies and the protected areas on both its left and right sides with a width of 25 km each to find the terrain and obstacle heights, and construct a terrain and obstacle profile of the aircraft along the route and its protected areas. After obtaining the drift-down depressurization emergency descent profile of the aircraft and the terrain profile along the route and its protected areas, the performance engineer needs to align the reference points of the two profiles and place them in the same coordinate system for comparison to see whether the emergency descent profile can maintain a safe obstacle clearance margin from the terrain profile. Continuously search for the flight paths in the cases of single-engine on the route and cabin depressurization and repeat the above obstacle crossing analysis process to find all the decision points on the route until it is ensured that in the case of an engine failure or cabin depressurization requiring an emergency descent at any point on the route, the aircraft can safely reach a certain airport for a safe landing following the pre-set instructions and paths.

[0003] Currently, both the single-engine and cabin depressurization analyses on the route are completed manually. From the calculation of the drift-down depressurization profile, to the construction of the terrain and obstacle profile of the route and its protected areas, to the search for the escape alternate path, to the analysis and comparison of obstacle crossing, and finally to the generation of the solution, all are completed manually. The labor and time costs are high, the efficiency is low, and it cannot quickly respond to operations; moreover, the terrain and obstacle profiles manually selected are often too conservative and inaccurate, and it is easy to cause weight restrictions on airline flights due to overly high obstacle terrain, reducing the economic benefits of the company. Summary of the Invention

[0004] The present invention provides a route adjustment method, device, terminal and medium based on obstacle crossing analysis. By combining terrain elevation data, drift-down and depressurization data, a drift-down depressurization profile and a route terrain profile are constructed to complete obstacle crossing analysis and generate an obstacle crossing comparison result to determine whether a route diversion analysis is required, without manual intervention, which can improve the accuracy and efficiency of obstacle crossing analysis.

[0005] In order to achieve the above object, in a first aspect, an embodiment of the present invention provides a route adjustment method based on obstacle crossing analysis, including:

[0006] Obtain the aircraft type information of the target aircraft and the terrain elevation data of the flight route; determine the drift-down data and decompression data of the target aircraft according to the aircraft type information;

[0007] Based on the drift-down data, calculate the ground distance and true altitude passed by the target aircraft to construct a drift-down profile;

[0008] According to the decompression data, calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft, and obtain the time and distance of the level flight segments corresponding to the descent segments according to the decompression profile time rule to construct a decompression profile;

[0009] Correct the drift-down profile and the decompression profile according to the external temperature, wind speed, and turning loss to obtain a drift-down decompression profile;

[0010] According to the terrain elevation data, extract the route of the target aircraft and the terrain of the route protection area, and construct a terrain profile of the route and the terrain of the route protection area based on the distance of the route;

[0011] Perform obstacle crossing analysis on the drift-down decompression profile and the terrain profile, obtain the position information of the COP point and NRP point of the route, and judge whether the target aircraft needs to perform a rerouting analysis according to the position information of the COP point and NRP point.

[0012] In a second aspect, an embodiment of the present invention provides a route adjustment device based on obstacle crossing analysis, including:

[0013] A data acquisition module, configured to obtain the aircraft type information of the target aircraft and the terrain elevation data of the flight route; determine the drift-down data and decompression data of the target aircraft according to the aircraft type information;

[0014] A drift-down profile module, configured to calculate the ground distance and true altitude passed by the target aircraft based on the drift-down data to construct a drift-down profile;

[0015] A decompression profile module, configured to calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft according to the decompression data, and obtain the time and distance of the level flight segments corresponding to the descent segments according to the decompression profile time rule to construct a decompression profile;

[0016] A profile correction module, configured to correct the drift-down profile and the decompression profile according to the external temperature, wind speed, and turning loss to obtain a drift-down decompression profile;

[0017] A terrain profile module, configured to extract the route of the target aircraft and the terrain of the route protection area according to the terrain elevation data, and construct a terrain profile of the route and the terrain of the route protection area based on the distance of the route;

[0018] An obstacle clearance analysis module, configured to perform obstacle clearance analysis on the descent depressurization profile and the terrain profile, obtain the position information of the COP point and the NRP point of the route, and determine whether the target aircraft needs to perform rerouting analysis according to the position information of the COP point and the NRP point.

[0019] In a third aspect, an embodiment of the present invention correspondingly provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, the above-mentioned route adjustment method based on obstacle clearance analysis is implemented.

[0020] In addition, an embodiment of the present invention further provides a computer-readable storage medium, where the computer-readable storage medium includes a stored computer program. When the computer program runs, the device where the computer-readable storage medium is located is controlled to execute the above-mentioned route adjustment method based on obstacle clearance analysis.

[0021] Compared with the prior art, an approach adjustment method, device, terminal, and medium based on obstacle crossing analysis disclosed in an embodiment of the present invention obtain the aircraft type information of a target aircraft and the terrain elevation data of the flight route; determine the drift-down data and decompression data of the target aircraft according to the aircraft type information; calculate the ground distance and true altitude passed by the target aircraft based on the drift-down data to construct a drift-down profile; calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft according to the decompression data, and obtain the time and distance of the level flight segments corresponding to the descent segments according to the decompression profile time rule to construct a decompression profile; correct the drift-down profile and the decompression profile according to the external temperature, wind speed, and turning loss to obtain a drift-down decompression profile; extract the route of the target aircraft and the terrain of the route protection area based on the terrain elevation data, and construct a terrain profile of the route and the terrain of the route protection area based on the distance of the route; perform obstacle crossing analysis on the drift-down decompression profile and the terrain profile, obtain the position information of the COP point and NRP point of the route, and judge whether the target aircraft needs to perform a route diversion analysis according to the position information of the COP point and NRP point. Therefore, the embodiment of the present invention combines terrain elevation data, drift-down, and decompression data to construct a drift-down decompression profile and a route terrain profile, complete obstacle crossing analysis, generate an obstacle crossing comparison result to judge whether a route diversion analysis is required, without manual intervention, which can improve the accuracy and efficiency of obstacle crossing analysis, optimize the drift-down decompression plan, provide decision support for drift-down decompression analysis, reduce high labor and time costs, and thus reduce the economic benefits of the company. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic flowchart of an approach adjustment method based on obstacle crossing analysis provided by an embodiment of the present invention;

[0023] Figure 2 is a schematic structural diagram of an approach adjustment device based on obstacle crossing analysis provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0024] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0025] It should be noted that the terms "including" and "specific" in the present invention, and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0026] Please refer to Figure 1 , Figure 1 which is a schematic flowchart of a route adjustment method based on obstacle crossing analysis provided by an embodiment of the present invention. The route adjustment method based on obstacle crossing analysis includes steps S11 to S16:

[0027] S11: Obtain the aircraft type information of the target aircraft and the terrain elevation data of the flight route; determine the drift-down data and decompression data of the target aircraft according to the aircraft type information;

[0028] S12: Calculate the ground distance and true altitude passed by the target aircraft based on the drift-down data to construct a drift-down profile;

[0029] S13: Calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft according to the decompression data, and obtain the time and distance of the level flight segments corresponding to the descent segments according to the decompression profile time rule to construct a decompression profile;

[0030] S14: Correct the drift-down profile and the decompression profile according to the external temperature, wind speed, and turn loss to obtain a drift-down decompression profile;

[0031] S15: Extract the route of the target aircraft and the terrain of the route protection area based on the terrain elevation data, and construct a terrain profile of the route and the terrain of the route protection area based on the distance of the route;

[0032] In specific implementation, according to the terrain elevation data, if the point on the airway is a non-waypoint, points are marked at a fixed distance step (such as 1 km) along the airway. For each point, on both sides of the airway, with this point as the foot of the perpendicular, line segments perpendicular to the airway are drawn, and the length of the line segment is the width of the protection area (such as 25 km). Points are marked again on the left and right line segments perpendicular to the airway at a fixed distance step (such as 1 km) to obtain the elevation values of the points on the airway and the points on the left and right line segments perpendicular to the airway. The maximum elevation value of these points is taken as the elevation value of the point on the airway. If the point on the airway is a waypoint or a navigation station, then with the waypoint or navigation station as the center and the width of the protection area (such as 25 km) as the radius, radial lines are drawn using a fixed degree step (such as 2°), and points are marked on the radial lines with a length of the protection area width (such as 25 km) at a fixed distance step (such as 1 km). Finally, the elevation value of the navigation station or waypoint and the elevation values of all points on the 360° radial line with the navigation station as the center are obtained, and the maximum value of these elevation values is found as the elevation value of the navigation station or waypoint. And based on the elevation value and the distance of the airway, the terrain profile of the airway and the terrain of the airway protection area is constructed. The curve of the elevation value of each point (non-waypoint and waypoint) on the airway changing with the distance of each point from the starting point of the airway is placed in a two-dimensional coordinate system, which is the terrain profile along the airway and its protection area. The terrain profile uses the horizontal axis to represent the distance of the point on the airway from the starting point of the airway, and the vertical axis to represent the elevation value of the point on the airway, finally forming a undulating profile.

[0033] S16: Perform obstacle clearance analysis on the drift-down decompression profile and the terrain profile, obtain the position information of the COP point and the NRP point of the airway, and judge whether the target aircraft needs to perform rerouting analysis according to the position information of the COP point and the NRP point.

[0034] Exemplarily, the drift-down data of Boeing models includes starting weight, starting altitude, ISA data, weight, true airspeed, and elapsed time; the drift-down data of Airbus models includes starting weight, starting altitude, pressure altitude, weight, and elapsed time. The decompression data of Boeing models includes pressure altitude, weight, fuel, ground distance, time, air distance, airspeed, true airspeed, lift coefficient, drag coefficient, Mach number, etc.; the decompression data of Airbus models includes pressure altitude, true altitude, weight, distance, time, calibrated airspeed, true airspeed, lift coefficient, drag coefficient, descent rate, descent gradient, Mach number, etc.

[0035] Furthermore, the airway adjustment method based on obstacle clearance analysis further includes:

[0036] S17: If the target aircraft needs to perform rerouting analysis, then perform rerouting analysis on the target aircraft through a custom airway analysis method, generate a rerouting alternate plan, and adjust the airway of the target aircraft according to the rerouting alternate plan.

[0037] Among them, the custom route analysis method includes the reroute analysis from "point to line" and the reroute analysis from "line to line".

[0038] Specifically, in step S12, it specifically includes:

[0039] According to the starting weight, starting height of the drift-down data and the ISA data, calculate the ground distance and pressure altitude passed by the target aircraft, convert the pressure altitude into true altitude, so as to construct a drift-down profile;

[0040] The formula for converting the pressure altitude into true altitude is:

[0041] h geo = h p - 96.0343×ΔISA℃×ln(δ),

[0042] In the formula, h geo is the true altitude; h p is the pressure altitude in feet; ΔISA is the ISA deviation in degrees Celsius; δ is the pressure ratio constant at the pressure altitude.

[0043] It should be noted that the drift-down profile is mainly a curve of the height changing with the ground distance during the aircraft's drift-down process. The drift-down profile is constructed according to the ground distance and pressure altitude or true altitude in the drift-down data, with the horizontal axis representing the change in ground distance and the vertical axis representing the true altitude. In this way, the drift-down profile can be obtained. After the drift-down profile is obtained, it is necessary to optimize the ground distance and height of the drift-down profile for the wind speed and turn loss.

[0044] Specifically, in step S13, it specifically includes:

[0045] According to the decompression data, calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft, and obtain the flight duration and distance of the descent segments;

[0046] According to the flight duration of the descent segment and the decompression profile time rule, calculate the time of the level flight segment corresponding to the descent segment;

[0047] Determine the airspeed of the level flight segment through the aircraft type information, convert the airspeed into true airspeed, and calculate the distance of the level flight segment;

[0048] Splice the descent segment and the level flight segment to obtain a decompression profile.

[0049] It should be noted that the decompression profile mainly consists of a descent section and a level flight section. Performance engineers determine the flight times of the descent section and the level flight section of different decompression profiles according to the oxygen capabilities of different aircraft, ensuring that the total time for the aircraft to reach the target altitude does not exceed the oxygen capacity limit of the aircraft. The descent section of the decompression profile is mainly calculated based on the decompression data of the aircraft type, directly reading the time and ground distance for the target aircraft to descend from one altitude to another; according to the time calculated for the descent section, the time for the level flight section can be calculated according to the time rule given above, and the speed of the level flight section is generally equal to the VMO / MMO speed determined for the aircraft type. Since VMO is the maximum operating airspeed and MMO is the maximum operating Mach number, at different pressure altitudes, VMO needs to be converted into true airspeed. After obtaining the true airspeed, the distance of the level flight section can be obtained by multiplying the true airspeed by the time of the level flight section. By splicing the descent section and the level flight section together, the entire decompression profile can be obtained, and the final decompression profile is obtained by correcting the decompression profile according to ISA, wind speed, and turning losses.

[0050] Specifically, in step S14, it specifically includes:

[0051] According to the external temperature, correct the altitude of the drift-down profile and the decompression profile through the ISA deviation;

[0052] Correct the ground distance of the drift-down profile and the decompression profile according to the wind speed;

[0053] Based on the turning loss, correct the drift-down profile and the decompression profile by fixing the turning time to obtain the drift-down decompression profile.

[0054] Exemplarily, correct the drift-down profile and the decompression profile, and the correction conditions mainly include the external temperature, wind speed, and turning loss. The correction of the external temperature is mainly to correct the altitude of the drift-down profile and the decompression profile. Regarding the calculated geometric altitude as the pressure altitude, and then correcting it again according to the above formula for converting pressure altitude to true altitude. The correction of the wind speed is mainly to correct the ground distance. Multiply the wind speed by the flight time to calculate the ground distance that needs to be corrected at this time point. A tailwind increases the ground distance, and a headwind lengthens the ground distance. The correction of the turning loss mainly considers that the target aircraft is also descending in altitude during turning, and after turning, the target aircraft may still stay at the starting point. Therefore, the drift-down profile and the decompression profile are corrected by fixing the turning time. The correction method is mainly to remove the part of the drift-down profile and the decompression profile before the fixed turning time, and directly regard the fixed time point as the starting point of the drift-down profile and the decompression profile.

[0055] Specifically, in step S16, it specifically includes:

[0056] Unify the descent decompression profile and the terrain profile in the same coordinate system so that the points of the descent decompression profile correspond one by one to the points of the terrain profile;

[0057] Judge whether the height difference between all points of the descent decompression profile and the terrain profile meets the obstacle clearance margin; if so, the target aircraft does not need to conduct a reroute analysis;

[0058] If not, obtain the position information of the COP point and the NRP point of the route, and judge whether the target aircraft needs to conduct a reroute analysis according to the position information of the COP point and the NRP point.

[0059] More specifically, the obtaining of the position information of the COP point and the NRP point of the route, and the judging whether the target aircraft needs to conduct a reroute analysis according to the position information of the COP point and the NRP point specifically includes:

[0060] Obtain the position information of the COP point and the NRP point of the route. If the COP point and the NRP point overlap or the NRP point is in front of the CON point, the target aircraft does not need to conduct a reroute analysis;

[0061] If the COP point and the NRP point do not overlap and the NRP point is behind the CON point, in the route between the COP point and the NRP point, the target aircraft needs to conduct a reroute analysis;

[0062] If the NRP point is located at the destination airport of the route and the CON point is located at the departure airport of the route, the target aircraft does not need to conduct a reroute analysis.

[0063] It should be noted that, according to the position of the waypoint where the drift-down decompression occurs and the subsequent route to be executed starting from this point, based on the drift-down decompression profile and the terrain profile of the route to be executed, it is judged whether the height difference between all points of the drift-down decompression profile and the terrain profile meets the corresponding obstacle clearance margin. The obstacle clearance margin is that there is a 2000-foot height distance between any point of the route and the terrain. The COP (continue point) is a point on the route. On the route, after passing this point, even if drift-down decompression occurs, the aircraft can continue to fly along the route to the destination airport, and the terrain meets the regulatory requirements, that is, the height difference between all points of the drift-down decompression profile and the terrain profile of the route behind the COP point meets the corresponding obstacle clearance margin. If drift-down decompression occurs before this point, it is impossible to fly along the route to the destination airport because the obstacle clearance margin of the terrain cannot be met. The NRP (no return point) is a point on the route. Before this point, if the aircraft has drift-down decompression, it can return to the departure airport for an alternate landing along the route, and the terrain meets the regulatory requirements, that is, the height difference between all points of the drift-down decompression profile and the terrain profile of the route in front of the NRP point meets the corresponding obstacle clearance margin. If drift-down decompression occurs after this point, it is impossible to return to the departure airport for an alternate landing along the route because the obstacle clearance margin of the terrain cannot be met. If the NRP point and the CON point overlap or the NRP point is in front of the CON point, it means that the target aircraft does not need to conduct a rerouting analysis. Just set the DP point (Decision Point), and it can directly fly to the destination airport or return to the departure airport. If the NRP point is located at the destination airport of the route and the CON point is located at the departure airport of the route, there is no need for a decision point, and the aircraft can fly to the destination airport or the departure airport if drift-down decompression occurs at any point. If the NRP point and the CON point do not overlap and the NRP point is after the CON point, then the flight segment between the NRP point and the CON point is the rerouting flight segment. Because in the flight segment between the NRP point and the CON point, if drift-down decompression occurs, the aircraft can neither return to the destination airport nor continue to fly to the destination airport because the safe obstacle clearance margin cannot be met, and it can only deviate from the established route to land at other airports for an alternate landing, that is, the target aircraft needs to conduct a rerouting analysis.

[0064] Specifically, if the target aircraft needs to conduct a rerouting analysis, then read the list of available alternate airports for the route - aircraft type in the airline's operating specifications to prepare for the rerouting analysis.

[0065] DP (Decision Point) is the decision point, generally the alternate plan switching point on the reroute flight path. That is, if different alternate plans are used before and after a point, then this point is called a DP point. For the case where the NRP point and the CON point do not overlap and the NRP point is after the CON point, it is necessary to formulate an alternate plan for each point on the flight segment between the NRP point and the CON point to ensure that the target aircraft can find a suitable alternate airfield for landing in case of drift-down decompression at any point on this flight segment. For example, starting from the NRP point, points are marked at a fixed step size for analysis. For each point, first select the list of available alternate airfields related to the aircraft type operation regulations, sort these alternate airfields according to the distance from this point in the order from near to far, and conduct alternate landing analysis for these alternate airfields. The process of alternate landing analysis is to find a flight path that meets the terrain clearance margin to ensure that the aircraft can go to this airport for landing. The flight path that meets the terrain conditions is the straight alternate flight path. On the flight segment that requires reroute and alternate landing, if there is a point where no alternate airfield can be found for safe landing, then this point is marked in black, and it is necessary to manually add an alternate airfield or analyze reducing the weight or altitude of the aircraft.

[0066] Specifically, the target aircraft conducts reroute analysis through a custom flight path analysis method;

[0067] The custom flight path analysis method mainly depends on two factors. One is the detachment method of the custom flight path; the other is the obstacle clearance analysis after determining the detachment method.

[0068] "Point-to-line" reroute analysis: This method first defines the flight path direction for which a detachment plan needs to be formulated, then determines the intermediate point of detachment and the subsequent flight path direction. The system will analyze point by point from the starting point to the ending point at a fixed step size for the flight path direction defined by the user for which a detachment plan needs to be formulated. Each analysis is an obstacle clearance analysis from the fixed step size point on the flight path for which a detachment plan needs to be formulated, to the user-defined intermediate point of detachment and then to the subsequent flight path direction. If the obstacle clearance analysis meets the clearance margin, it is connected with a green line; if it does not meet the requirements, it is connected with a yellow line.

[0069] "Point-to-line" reroute analysis: This method first defines the flight path direction for which a detachment plan needs to be formulated, then determines the heading of detachment and the flight path to be reached along this heading. The system will analyze point by point from the starting point to the ending point at a fixed step size for the flight path direction defined by the user for which a detachment plan needs to be formulated. Each analysis is from the fixed step size point on the flight path for which a detachment plan needs to be formulated, along the fixed heading to the flight path defined by the user to be reached. If the obstacle clearance analysis meets the clearance margin, it is connected with a green line; if it does not meet the requirements, it is connected with a yellow line.

[0070] Figure 2It is a schematic structural diagram of an airway adjustment device based on obstacle crossing analysis provided by an embodiment of the present invention. The airway adjustment device based on obstacle crossing analysis includes:

[0071] A data acquisition module 21, configured to acquire the aircraft type information of the target aircraft and the terrain elevation data of the flight airway; determine the drift-down data and decompression data of the target aircraft according to the aircraft type information;

[0072] A drift-down profile module 22, configured to calculate the ground distance and true altitude passed by the target aircraft based on the drift-down data to construct a drift-down profile;

[0073] A decompression profile module 23, configured to calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft according to the decompression data, and obtain the time and distance of the level flight segments corresponding to the descent segments according to the decompression profile time rule to construct a decompression profile;

[0074] A profile correction module 24, configured to correct the drift-down profile and the decompression profile according to the external temperature, wind speed, and turning loss to obtain a drift-down and decompression profile;

[0075] A terrain profile module 25, configured to extract the airway of the target aircraft and the terrain of the airway protection area based on the terrain elevation data, and construct a terrain profile of the airway and the terrain of the airway protection area based on the distance of the airway;

[0076] An obstacle crossing analysis module 26, configured to perform obstacle crossing analysis on the drift-down and decompression profile and the terrain profile, obtain the position information of the COP point and NRP point of the airway, and determine whether the target aircraft needs to perform a rerouting analysis according to the position information of the COP point and NRP point.

[0077] Specifically, the drift-down profile module 22 is specifically configured to:

[0078] Calculate the ground distance and pressure altitude passed by the target aircraft according to the starting weight, starting altitude, and ISA data of the drift-down data, and convert the pressure altitude into true altitude to construct a drift-down profile;

[0079] The formula for converting the pressure altitude into true altitude is:

[0080] h geo =h p -96.0343×ΔISA℃×ln(δ),

[0081] In the formula, h geo is the true altitude; h p is the pressure altitude in feet; ΔISA is the ISA deviation in degrees Celsius; δ is the pressure ratio constant at the pressure altitude.

[0082] Further, the route adjustment device based on obstacle crossing analysis further includes:

[0083] A reroute analysis module 27, configured to, if reroute analysis is required for the target aircraft, perform reroute analysis on the target aircraft through a custom route analysis method, generate a reroute alternate plan, and adjust the route of the target aircraft according to the reroute alternate plan;

[0084] Wherein, the custom route analysis method includes "point-to-line" reroute analysis and "line-to-line" reroute analysis.

[0085] Specifically, the decompression profile module 23 is specifically configured to:

[0086] Calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft according to the decompression data, and obtain the flight duration and distance of the descent segment;

[0087] Calculate the time of the level flight segment corresponding to the descent segment according to the flight duration of the descent segment and the decompression profile time rule;

[0088] Determine the airspeed of the level flight segment through the aircraft type information, convert the airspeed into true airspeed, and calculate the distance of the level flight segment;

[0089] Splice the descent segment and the level flight segment to obtain a decompression profile.

[0090] The route adjustment device based on obstacle crossing analysis provided by an embodiment of the present invention can implement all processes of the route adjustment method based on obstacle crossing analysis in the above embodiment. The functions of each module in the device and the achieved technical effects respectively correspond to the functions and achieved technical effects of the route adjustment method based on obstacle crossing analysis in the above embodiment, and will not be elaborated here.

[0091] A terminal device correspondingly provided by an embodiment of the present invention includes: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps in the embodiment of the above route adjustment method based on obstacle crossing analysis are implemented. Or, when the processor executes the computer program, the functions of each module in the embodiment of the above route adjustment device based on obstacle crossing analysis are implemented.

[0092] The terminal device can be a computing device such as a desktop computer, a notebook, a palm computer, and a cloud server. The terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art can understand that the schematic diagram is only an example of the terminal device and does not constitute a limitation on the terminal device. It may include more or fewer components than shown in the figure, or combine certain components, or different components. For example, the terminal device may also include input / output devices, network access devices, buses, etc.

[0093] The processor can be a central processing unit, or can also be other general-purpose processors, digital signal processors, application-specific integrated circuits, field programmable gate arrays, or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The processor is the control center of the terminal device, connecting various parts of the entire terminal device through various interfaces and lines.

[0094] The memory can be used to store the computer program and / or module. The processor realizes various functions of the terminal device by running or executing the computer program and / or module stored in the memory, and calling the data stored in the memory. The memory mainly includes a program storage area and a data storage area. Among them, the program storage area can store an operating system, application programs required for at least one function (such as a sound playback function, an image playback function, etc.); the data storage area can store data created according to the use of the mobile phone (such as audio data, phone book, etc.). In addition, the memory can include high-speed random access memory, and can also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card, at least one magnetic disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0095] It should be noted that the device embodiments described above are only illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0096] The embodiment of the present invention also provides a computer-readable storage medium. The computer-readable storage medium includes a stored computer program. When the computer program runs, it controls the device where the computer-readable storage medium is located to execute the route adjustment method based on obstacle crossing analysis as described in the above embodiment.

[0097] In summary, a flight path adjustment method, device, terminal, and medium based on obstacle crossing analysis disclosed in an embodiment of the present invention obtain the aircraft type information of a target aircraft and the terrain elevation data of the flight path it flies; determine the drift-down data and decompression data of the target aircraft according to the aircraft type information; calculate the ground distance and true altitude passed by the target aircraft based on the drift-down data to construct a drift-down profile; calculate the start and end times and ground distances of all descent segments during the descent of the target aircraft according to the decompression data, and obtain the time and distance of the level flight segments corresponding to the descent segments according to the decompression profile time rule to construct a decompression profile; correct the drift-down profile and the decompression profile according to the external temperature, wind speed, and turning loss to obtain a drift-down decompression profile; extract the flight path of the target aircraft and the terrain of the flight path protection area based on the terrain elevation data, and construct a terrain profile of the flight path and the terrain of the flight path protection area based on the distance of the flight path; perform obstacle crossing analysis on the drift-down decompression profile and the terrain profile, obtain the position information of the COP point and NRP point of the flight path, and judge whether the target aircraft needs to perform a rerouting analysis according to the position information of the COP point and NRP point. Therefore, the embodiment of the present invention combines terrain elevation data, drift-down, and decompression data to construct a drift-down decompression profile and a flight path terrain profile, complete obstacle crossing analysis, generate an obstacle crossing comparison result to judge whether a rerouting analysis is needed, without manual intervention, can improve the accuracy and efficiency of obstacle crossing analysis, optimize the drift-down decompression plan, provide decision support for drift-down decompression analysis, reduce high labor and time costs, and thus reduce the economic benefits of the company.

[0098] The above is the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements are also regarded as the protection scope of the present invention.

Claims

1. A route adjustment method based on obstacle analysis, characterized in that: include: Obtain the model information of the target aircraft and the terrain elevation data of the flight route; Determine the drift-down data and decompression data of the target aircraft according to the aircraft model information; Calculating the ground distance and true height passed by the target aircraft based on the drift-down data to construct a drift-down profile; Calculating the start and end time and ground distance of all descent segments during the descent of the target aircraft according to the decompression data, and obtaining the time and distance of the level flight segment corresponding to the descent segment according to the decompression profile time rule to construct a decompression profile; The drift-down profile and the pressure-release profile are corrected according to the outside temperature, wind speed and turning loss to obtain a drift-down pressure-release profile; Extracting the route of the target aircraft and the terrain of the route protection area according to the terrain elevation data, and constructing the terrain profile of the route and the terrain of the route protection area based on the distance of the route; Obstacle analysis is performed on the drift-down decompression profile and the terrain profile to obtain the position information of the COP point and the NRP point of the route, and whether the target aircraft needs to be diverted is determined based on the position information of the COP point and the NRP point.

2. The route adjustment method based on obstacle analysis according to claim 1, characterized in that: Also includes: If the target aircraft needs to be diverted, a diversion analysis is performed on the target aircraft through a custom route analysis method to generate a diversion plan, and the route of the target aircraft is adjusted according to the diversion plan; The custom route analysis method includes "point to line" rerouting analysis and "line to line" rerouting analysis.

3. The route adjustment method based on obstacle analysis according to claim 1, characterized in that: The step of calculating the ground distance and true height of the target aircraft based on the drift-down data to construct a drift-down profile specifically includes: Calculate the ground distance and pressure altitude of the target aircraft according to the starting weight, starting altitude and ISA data of the drift-down data, and convert the pressure altitude into true altitude to construct a drift-down profile; The formula for converting pressure altitude into true altitude is: h geo =h p -96.0343×ΔISA℃×ln(δ), In the formula, h geo is the true height; h p is the pressure altitude in feet; ΔISA is the ISA deviation in Celsius; δ is the pressure ratio constant at the pressure height.

4. The route adjustment method based on obstacle analysis as claimed in claim 1, characterized in that: The step of calculating the start and end time and ground distance of all descent segments during the descent of the target aircraft according to the decompression data, and obtaining the time and distance of the level flight segment corresponding to the descent segment according to the decompression profile time rule to construct the decompression profile, specifically includes: Calculate the start and end time and ground distance of all descent segments during the descent of the target aircraft according to the decompression data to obtain the flight time and distance of the descent segment; Calculating the time of the level flight segment corresponding to the descent segment according to the flight time of the descent segment and the decompression profile time rule; Determine the airspeed of the level flight segment according to the aircraft model information, convert the airspeed into true airspeed, and calculate the distance of the level flight segment; The descent section and the level flight section are spliced ​​together to obtain a pressure relief section.

5. The route adjustment method based on obstacle analysis according to claim 1, characterized in that: The step of correcting the drift-down profile and the pressure relief profile according to the outside temperature, wind speed and turning loss to obtain the drift-down pressure relief profile specifically includes: According to the outside temperature, the heights of the drift-down profile and the decompression profile are corrected by ISA deviation; Correcting the ground distance of the drift-down profile and the pressure-release profile according to the wind speed; Based on the turning loss, the drift-down profile and the decompression profile are corrected by fixing the turning time to obtain the drift-down decompression profile.

6. The route adjustment method based on obstacle analysis according to claim 1, characterized in that: The performing obstacle analysis on the drift-down decompression profile and the terrain profile, obtaining the position information of the COP point and the NRP point of the route, and judging whether the target aircraft needs to be diverted according to the position information of the COP point and the NRP point, specifically includes: Unifying the drift-down pressure relief section and the terrain section into the same coordinate system so that the points of the drift-down pressure relief section correspond to the points of the terrain section one by one; Determine whether the height difference between the drift-down decompression profile and all points of the terrain profile meets the obstacle clearance margin; if so, the target aircraft does not need to perform a rerouting analysis; If not, the position information of the COP point and the NRP point of the route is obtained, and according to the position information of the COP point and the NRP point, it is determined whether the target aircraft needs to be diverted.

7. The route adjustment method based on obstacle analysis as claimed in claim 6, characterized in that: The acquiring the position information of the COP point and the NRP point of the route, and judging whether the target aircraft needs to be diverted according to the position information of the COP point and the NRP point, specifically includes: Acquire the position information of the COP point and the NRP point of the route, if the COP point and the NRP point overlap or the NRP point is in front of the COP point, then the target aircraft does not need to perform a rerouting analysis; If the COP point and the NRP point do not overlap, and the NRP point is behind the COP point, then the target aircraft needs to perform a rerouting analysis in the route between the COP point and the NRP point; If the NRP point is located at the destination airport of the route and the COP point is located at the departure airport of the route, the target aircraft does not need to perform a rerouting analysis.

8. A route adjustment device based on obstacle analysis, characterized in that: include: A data acquisition module is used to obtain the model information of the target aircraft and the terrain elevation data of the flight route; Determine the drift-down data and decompression data of the target aircraft according to the aircraft model information; A drift-down profile module, used for calculating the ground distance and true height passed by the target aircraft based on the drift-down data to construct a drift-down profile; A decompression profile module is used to calculate the start and end time and ground distance of all descent segments during the descent of the target aircraft according to the decompression data, and obtain the time and distance of the level flight segment corresponding to the descent segment according to the decompression profile time rule to construct a decompression profile; A profile correction module, used to correct the drift-down profile and the pressure relief profile according to the outside temperature, wind speed and turning loss to obtain a drift-down pressure relief profile; A terrain profile module, used to extract the route and route protection area terrain of the target aircraft according to the terrain elevation data, and construct a terrain profile of the route and the route protection area terrain based on the distance of the route; The obstacle analysis module is used to perform obstacle analysis on the drift-down decompression profile and the terrain profile, obtain the position information of the COP point and the NRP point of the route, and determine whether the target aircraft needs to be diverted according to the position information of the COP point and the NRP point.

9. A terminal device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the route adjustment method based on obstacle analysis as described in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the route adjustment method based on obstacle analysis according to any one of claims 1 to 7.

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