A method for calculating flight turbulence on non-route flights

Abstract

The present invention provides a method for calculating flight turbulence on a non-route, which belongs to the field of flight safety technology, and includes: obtaining EDR data of historical flights of an aircraft, analyzing the EDR data to determine first data and second data; determining the flight turbulence area of ​​the aircraft on the route and the actual turbulence data of the flight based on the first data and the second data; obtaining third data of the historical flight turbulence area, determining the predicted turbulence data of the flight turbulence area; determining the flight turbulence result of the aircraft on the non-route based on the actual turbulence data and predicted turbulence data of the aircraft in the flight turbulence area. The flight data can be objectively analyzed to determine the operating state of the aircraft in the flight turbulence area, and the actual turbulence data, predicted turbulence data and the flight turbulence result of the aircraft on the non-route can be comprehensively and accurately determined in the flight strategy, the passenger comfort can be enhanced, the safety and stability of the aircraft flight can be improved, and the occurrence of accidents can be reduced.

Description

Technical Field

[0001] The present invention relates to the field of flight safety technology, and in particular to a method for calculating flight turbulence on a non-route basis. Background Art

[0002] Flight turbulence refers to the irregular movement or vibration of an aircraft during flight due to air turbulence, air instability or bad weather, which may cause discomfort or even danger to passengers and crew members, and cause damage to the aircraft structure or equipment failure. However, the current method of determining flight turbulence, which combines weather forecasts with pilot feedback, has limitations and uncertainties due to its reliance on weather forecasts and pilots' subjective feedback, resulting in inaccurate determination of flight turbulence on routes and non-route routes, increasing the risk of flight safety.

[0003] Therefore, the present invention provides a method for calculating flight turbulence on a non-route basis. Summary of the invention

[0004] The present invention provides a non-route flight turbulence calculation method for solving the defects of flight safety in the prior art.

[0005] The present invention provides a method for calculating flight turbulence on a non-route basis, comprising:

[0006] S101: Acquire EDR data of historical flights of the aircraft, and analyze the EDR data to determine first data and second data;

[0007] S102: Determine a flight turbulence area of ​​the aircraft on the route and actual flight turbulence data based on the first data and the second data;

[0008] S103: Acquire third data of the historical flight turbulence area, and determine predicted turbulence data of the flight turbulence area;

[0009] S104: Determine the flight turbulence result of the aircraft on the non-route based on the actual turbulence data of the aircraft in the flight turbulence area and the predicted turbulence data.

[0010] According to a non-route flight turbulence calculation method provided by the present invention, EDR data is analyzed to determine first data and second data, including:

[0011] Divide the EDR data of each historical flight of the aircraft into takeoff and landing phases and flight phases;

[0012] Extract from each EDR data the first data based on the acceleration data and attitude data of the first frequency during the takeoff and landing phases of the corresponding historical flight process, and determine the second data based on the acceleration data and attitude data of the second frequency during the flight phase, wherein the acceleration data includes vertical acceleration and lateral acceleration, and the attitude data includes roll angular velocity, pitch angular velocity and yaw angular velocity.

[0013] According to a non-route flight turbulence calculation method provided by the present invention, a flight turbulence area of ​​an aircraft on the route and actual flight turbulence data are determined based on first data and second data, including:

[0014] Determine a first time sequence based on the first frequency during takeoff and landing of the aircraft based on the first data ,in, , the first moment sequence Includes the first vertical sequence , first lateral sequence , first rolling sequence , first pitch sequence and the first yaw sequence ;

[0015] Calculate the first turbulence sequence of the aircraft during takeoff and landing based on the first moment sequence , where the first bump sequence Including the first vertical jolt , first lateral bump , first rolling jolt , first pitch jolt and the first yaw turbulence ;

[0016] in, represents the turbulence value of the aircraft in the i direction at the time t1 during the takeoff and landing phases, N1 represents the amount of acceleration or angular velocity extracted from the first sequence based on the first frequency, Indicates the basic frequency of the aircraft during takeoff and landing, n1 indicates the basic frequency of the aircraft during takeoff and landing multiples of Indicates the frequency of the aircraft during takeoff and landing. represents the amplitude of the frequency component n1 in the i direction during the takeoff and landing phases of the aircraft, It represents the phase of the frequency component n1 in the i direction during the takeoff and landing phases of the aircraft.

[0017] According to a non-route flight turbulence calculation method provided by the present invention, a flight turbulence area of ​​an aircraft on the route and actual flight turbulence data are determined based on first data and second data, including:

[0018] Determine a second time sequence based on the second frequency during the flight phase of the aircraft based on the second data And draw the first image, where the second moment sequence Includes second vertical sequence , the second lateral sequence , Second Roll Sequence , Second pitch sequence and the second yaw sequence ;

[0019] Determine a flight turbulence region of the aircraft during the flight phase based on the first image, and determine a turbulence cycle corresponding to each second moment in the flight turbulence region;

[0020] The second turbulence sequence is calculated based on the turbulence cycle corresponding to each second moment in the flight turbulence area and the second moment sequence , where the second bump Including the second vertical jolt , Second lateral jolt , Second rolling jolt , Second pitch jolt and the second yaw turbulence ;

[0021] in, It represents the turbulence period of the aircraft at time t2 in the flight turbulence area during the flight phase. It represents the turbulence value of the aircraft in direction i at time t2 during the flight phase. Indicates the basic frequency of the aircraft during the flight phase, n2 indicates the basic frequency of the aircraft during the flight phase multiples of Indicates the aircraft's frequency multiplication during the flight phase. It represents the amplitude of the frequency component n2 in the i direction of the aircraft during the flight phase. It represents the phase of the frequency component n2 in the i direction of the aircraft during the flight phase;

[0022] Determine the flight turbulence area of ​​the aircraft on the route based on the flight area of ​​the aircraft during takeoff and landing phases and the flight turbulence area during the flight phase;

[0023] Actual turbulence data for the flight is determined based on the first turbulence sequence and the second turbulence sequence.

[0024] According to a non-route flight turbulence calculation method provided by the present invention, obtaining third data of a historical flight turbulence area includes:

[0025] Acquire the third data at a first moment corresponding to the flight area of ​​the aircraft during the take-off and landing phases, and at the same time, acquire the third data at a second moment corresponding to the flight turbulence area of ​​the aircraft during the flight phase;

[0026] The third data includes wind speed and direction, turbulence data, air pressure, temperature, topography and radar data;

[0027] The flight altitude and flight speed at the first moment and the second moment are extracted from the EDR data of each historical flight of the aircraft.

[0028] According to a non-route flight turbulence calculation method provided by the present invention, the predicted turbulence data of the flight turbulence area is determined based on the flight turbulence area and third data, including:

[0029] The third data at the first moment and the second moment are respectively input into the numerical model to simulate the atmospheric environment, and the flight altitude and flight speed of the aircraft at the first moment in the take-off phase, the second moment in the flight phase, and the first moment in the landing phase are sequentially input into the numerical model to simulate the turbulence in the corresponding area at each first moment and second moment;

[0030] Analyze all turbulence conditions in the corresponding area at the first moment and the second moment to determine a predicted turbulence sequence of the aircraft in the flight turbulence area, wherein the predicted turbulence sequence includes predicted vertical turbulence, predicted lateral turbulence, predicted rolling turbulence, predicted pitch turbulence and predicted yaw turbulence;

[0031] Predicted turbulence data of the aircraft in a flight turbulence region is determined based on the predicted turbulence sequence.

[0032] According to a non-route flight turbulence calculation method provided by the present invention, based on actual turbulence data of the aircraft in a flight turbulence area and predicted turbulence data, the flight turbulence of the aircraft on the non-route is determined, comprising:

[0033] Calculate the accurate value A of the predicted turbulence data based on the actual turbulence data of the aircraft in the flight turbulence area and the predicted turbulence data;

[0034] Among them, A1 and A2 represent the first accurate value and the second accurate value of the predicted bump data respectively, w1 and 1-w1 represent the weight values ​​of the first accurate value and the second accurate value respectively, It represents the predicted turbulence value in direction i at time t1 during the takeoff and landing phases of the aircraft. It represents the predicted turbulence value of the aircraft in direction i at time t2 during the flight phase. represent the first error verification value and the third error verification value of the first jitter sequence respectively, represent the second error verification value and the fourth error verification value of the second jitter sequence respectively, represent the first error adjustment value and the third error adjustment value of the first jolting sequence respectively, They respectively represent the second error adjustment value and the fourth error adjustment value of the second jolting sequence.

[0035] According to a non-airline flight turbulence calculation method provided by the present invention, based on actual turbulence data of the aircraft in a flight turbulence area and predicted turbulence data, the flight turbulence result of the aircraft on the non-airline is determined, including:

[0036] Determine the flight turbulence sequence of the aircraft on a non-route basis based on the first turbulence sequence, the second turbulence sequence, the predicted turbulence sequence and the accurate value of the predicted turbulence data of the aircraft in the flight turbulence area;

[0037] A flight turbulence result of the aircraft on a non-airline is determined based on a flight turbulence sequence of the aircraft on the non-airline.

[0038] Compared with the prior art, the present invention has the following beneficial effects:

[0039] The first data and the second data are determined by analyzing the EDR data, and the flight turbulence area of ​​the aircraft on the route and the actual turbulence data of the flight are determined; the predicted turbulence data are determined according to the third data of the flight turbulence area; the flight turbulence results of the aircraft on non-route are determined according to the actual turbulence data and the predicted turbulence data; the flight data is objectively analyzed to determine the operating status of the aircraft in the flight turbulence area; the actual turbulence data and predicted turbulence data of the aircraft in the flight turbulence area on the route and the flight turbulence results on non-route are comprehensively and accurately determined; the flight strategy is optimized, the passenger comfort is enhanced, the safety and stability of the aircraft flight are improved, and the occurrence of accidents is reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0041] Figure 1 It is a flowchart of a method for calculating non-route flight turbulence provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings 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 ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0043] Embodiment 1:

[0044] The embodiment of the present invention provides a method for calculating flight turbulence on a non-route basis. Figure 1 As shown, including:

[0045] S101: Acquire EDR data of historical flights of the aircraft, and analyze the EDR data to determine first data and second data;

[0046] S102: Determine a flight turbulence area of ​​the aircraft on the route and actual flight turbulence data based on the first data and the second data;

[0047] S103: Acquire third data of the historical flight turbulence area, and determine predicted turbulence data of the flight turbulence area;

[0048] S104: Determine the flight turbulence result of the aircraft on the non-route based on the actual turbulence data of the aircraft in the flight turbulence area and the predicted turbulence data.

[0049] In this embodiment, EDR stands for Time Data Recorder, which is a device installed on an aircraft and used to record parameter data of the aircraft during flight.

[0050] In this embodiment, the first data includes vertical acceleration, lateral acceleration, roll angular velocity, pitch angular velocity, and yaw angular velocity of the aircraft at the take-off and landing stages during historical flight based on the first frequency.

[0051] In this embodiment, the second data includes vertical acceleration, lateral acceleration, roll angular velocity, pitch angular velocity, and yaw angular velocity based on the first frequency during the flight phase of the historical flight process.

[0052] In this embodiment, the flight turbulence area of ​​the aircraft on the route includes the flight area of ​​the aircraft during the take-off and landing phases and the flight turbulence area during the flight phase.

[0053] In this embodiment, the actual jolt data includes a first jolt sequence and a second jolt sequence.

[0054] In this embodiment, the third data includes wind speed and direction, turbulence data, air pressure, temperature, topography and radar data corresponding to all first moments in the take-off and landing phases and all second moments in the flight phases during the historical flight process.

[0055] In this embodiment, the predicted turbulence data includes predicted vertical turbulence, predicted lateral turbulence, predicted rolling turbulence, predicted pitch turbulence and predicted yaw turbulence of a flight turbulence area of ​​the aircraft on the route.

[0056] The beneficial effects of the above technical solution are as follows: the first data and the second data are determined by analyzing the EDR data, and the flight turbulence area of ​​the aircraft on the route and the actual turbulence data of the flight are determined; the predicted turbulence data are determined according to the third data of the flight turbulence area; the flight turbulence results of the aircraft on a non-route are determined according to the actual turbulence data and the predicted turbulence data; the flight data is objectively analyzed to determine the operating status of the aircraft in the flight turbulence area; the actual turbulence data of the aircraft in the flight turbulence area on the route, the predicted turbulence data and the flight turbulence results on the non-route are comprehensively and accurately determined; the flight strategy is optimized, the passenger comfort is enhanced, the safety and stability of the aircraft flight are improved, and the occurrence of accidents is reduced.

[0057] Embodiment 2:

[0058] An embodiment of the present invention provides a method for calculating flight turbulence on a non-route route, analyzing EDR data to determine first data and second data, including:

[0059] Divide the EDR data of each historical flight of the aircraft into takeoff and landing phases and flight phases;

[0060] Extract from each EDR data the first data based on the acceleration data and attitude data of the first frequency during the takeoff and landing phases of the corresponding historical flight process, and determine the second data based on the acceleration data and attitude data of the second frequency during the flight phase, wherein the acceleration data includes vertical acceleration and lateral acceleration, and the attitude data includes roll angular velocity, pitch angular velocity and yaw angular velocity.

[0061] In this embodiment, the first frequency represents the frequency of extracting the acceleration data and attitude data of the aircraft during takeoff and landing from the EDR data, which may be 10 Hz, that is, 10 times per second, or a higher frequency.

[0062] In this embodiment, the second frequency represents the frequency of extracting the acceleration data and attitude data of the aircraft in the flight phase from the EDR data, which can be 1 Hz, that is, extracting once per second, or a lower frequency.

[0063] In this embodiment, the acceleration data may be acquired through an acceleration sensor of the aircraft, and the vertical acceleration represents the acceleration change of the aircraft in the vertical direction; and the lateral acceleration represents the acceleration change of the aircraft in the lateral direction.

[0064] In this embodiment, attitude data can be obtained through sensors such as gyroscopes or inertial measurement units. The roll angular velocity represents the rate at which the aircraft rotates around the longitudinal axis; the pitch angular velocity represents the rate at which the aircraft rotates around the lateral axis; and the yaw angular velocity represents the rate at which the aircraft rotates around the vertical axis.

[0065] The beneficial effects of the above technical solution are as follows: by analyzing the EDR data of the aircraft's historical flight to determine the first data of the aircraft during the take-off and landing phases and the second data during the flight phase, the motion state and attitude change of the aircraft's flight can be comprehensively and objectively analyzed, providing a data basis for determining the flight turbulence area of ​​the aircraft on the route and the actual turbulence data of the flight.

[0066] Embodiment 3:

[0067] An embodiment of the present invention provides a method for calculating flight turbulence on a non-route basis, which determines a flight turbulence area of ​​an aircraft on the route and actual turbulence data of the flight based on first data and second data, including:

[0068] Determine a first time sequence based on the first frequency during takeoff and landing of the aircraft based on the first data ,in, , the first moment sequence Including the first vertical sequence , first lateral sequence , first rolling sequence , first pitch sequence and the first yaw sequence ;

[0069] Calculate the first turbulence sequence of the aircraft during takeoff and landing based on the first moment sequence , where the first bump sequence Including the first vertical jolt , first lateral bump , first rolling jolt , first pitch jolt and the first yaw turbulence ;

[0070] in, represents the turbulence value of the aircraft in the i direction at the time t1 during the takeoff and landing phases, N1 represents the amount of acceleration or angular velocity extracted from the first sequence based on the first frequency, Indicates the basic frequency of the aircraft during takeoff and landing, n1 indicates the basic frequency of the aircraft during takeoff and landing multiples of Indicates the frequency of the aircraft during takeoff and landing. represents the amplitude of the frequency component n1 in the i direction during the takeoff and landing phases of the aircraft, It represents the phase of the frequency component n1 in the i direction during the takeoff and landing phases of the aircraft.

[0071] In this embodiment, the first vertical sequence includes all vertical accelerations at the first moment; the first lateral sequence includes all lateral accelerations at the first moment; the first roll sequence includes all roll angular velocities at the first moment; the first pitch sequence includes all pitch angular velocities at the first moment; and the first yaw sequence includes all yaw angular velocities at the first moment.

[0072] In this embodiment, the first vertical turbulence includes the turbulence value corresponding to the vertical acceleration of the aircraft at all first moments in the take-off and landing stages; the first lateral turbulence includes the turbulence value corresponding to the lateral acceleration of the aircraft at all first moments in the take-off and landing stages; the first rolling sequence includes the turbulence value corresponding to the roll angular velocity of the aircraft at all first moments in the take-off and landing stages; the first pitch sequence includes the turbulence value corresponding to the pitch angular velocity of the aircraft at all first moments in the take-off and landing stages; and the first yaw sequence includes the turbulence value corresponding to the yaw angular velocity of the aircraft at all first moments in the take-off and landing stages.

[0073] In this embodiment, the summation of all n1 from 1 to infinity can include all possible fundamental frequencies in the first time sequence. Increasing the value of n1 can take into account more multiple frequencies, thereby better approximating the first moment sequence. In the actual calculation process, n1 can be truncated and a cutoff multiple n1-max can be selected.

[0074] In this embodiment, n1=1 represents the basic frequency of the first time sequence.

[0075] In this embodiment, It represents the amplitude of the cosine component with frequency n1 during the takeoff and landing phases of the aircraft.

[0076] In this embodiment, It represents the amplitude of the sinusoidal component with frequency n1 during the takeoff and landing phases of the aircraft.

[0077] In this embodiment, the fundamental frequency of the aircraft during takeoff and landing .

[0078] The beneficial effects of the above technical solution are as follows: by determining the first moment sequence based on the first data of the aircraft during takeoff and landing, and calculating the first turbulence sequence based on the first moment sequence, the actual turbulence data of the aircraft during takeoff and landing can be comprehensively and accurately determined, thereby improving the safety and stability of the aircraft flight.

[0079] Embodiment 4:

[0080] An embodiment of the present invention provides a method for calculating flight turbulence on a non-route basis, which determines a flight turbulence area of ​​an aircraft on the route and actual turbulence data of the flight based on first data and second data, including:

[0081] Determine a second time sequence based on the second frequency during the flight phase of the aircraft based on the second data And draw the first image, where the second moment sequence Includes second vertical sequence , the second lateral sequence , Second Roll Sequence , Second pitch sequence and the second yaw sequence ;

[0082] Determine a flight turbulence region of the aircraft during the flight phase based on the first image, and determine a turbulence cycle corresponding to each second moment in the flight turbulence region;

[0083] The second turbulence sequence is calculated based on the turbulence cycle corresponding to each second moment in the flight turbulence area and the second moment sequence , where the second bump Including the second vertical jolt , Second lateral jolt , Second rolling jolt , Second pitch jolt and the second yaw turbulence ;

[0084] in, It represents the turbulence period of the aircraft at time t2 in the flight turbulence area during the flight phase. It represents the turbulence value of the aircraft in direction i at time t2 during the flight phase. Indicates the basic frequency of the aircraft during the flight phase, n2 indicates the basic frequency of the aircraft during the flight phase multiples of Indicates the aircraft's frequency multiplication during the flight phase. It represents the amplitude of the frequency component n2 in the i direction of the aircraft during the flight phase. It represents the phase of the frequency component n2 in the i direction of the aircraft during the flight phase;

[0085] Determine the flight turbulence area of ​​the aircraft on the route based on the flight area of ​​the aircraft during takeoff and landing phases and the flight turbulence area during the flight phase;

[0086] Actual turbulence data for the flight is determined based on the first turbulence sequence and the second turbulence sequence.

[0087] In this embodiment, the second vertical sequence includes all vertical accelerations at the second moment; the second lateral sequence includes all lateral accelerations at the second moment; the second roll sequence includes all roll angular velocities at the second moment; the second pitch sequence includes all pitch angular velocities at the second moment; and the second yaw sequence includes all yaw angular velocities at the second moment.

[0088] In this embodiment, the abscissa of the first image is the second moment of the aircraft in the flight phase, and the ordinates are the vertical acceleration, lateral acceleration, rolling angular velocity, pitch angular velocity, and yaw angular velocity corresponding to the second moment. The first image includes five curves, namely, a vertical acceleration curve, a lateral acceleration curve, a rolling angular velocity curve, a pitch angular velocity curve, and a yaw angular velocity curve.

[0089] In this embodiment, the second vertical turbulence includes the turbulence value corresponding to the vertical acceleration of the aircraft at all second moments in the flight phase; the second lateral turbulence includes the turbulence value corresponding to the lateral acceleration of the aircraft at all second moments in the flight phase; the second rolling sequence includes the turbulence value corresponding to the roll angular velocity of the aircraft at all second moments in the flight phase; the second pitch sequence includes the turbulence value corresponding to the pitch angular velocity of the aircraft at all second moments in the flight phase; and the second yaw sequence includes the turbulence value corresponding to the yaw angular velocity of the aircraft at all second moments in the flight phase.

[0090] In this embodiment, the flight turbulence area is determined according to the change trends of the vertical acceleration curve, the lateral acceleration curve, the rolling angular velocity curve, the pitch angular velocity curve and the yaw angular velocity curve.

[0091] In this embodiment, each second moment t2 corresponds to a turbulence cycle. For example, the vertical acceleration of the aircraft during the flight phase increases from a1 at moment t3, increases to a maximum a2 at moment t4, and then decreases to a1 at moment t5. The turbulence cycle represents the time length from moment t3 to moment t5, and the second moment t2 is any time point from moment t3 to moment t5 within the turbulence cycle.

[0092] In this embodiment, the sum of all n2 from 1 to infinity can include all possible fundamental frequencies in the second time sequence. Increasing the value of n2 can take into account more multiple frequencies, thereby better approximating the second moment sequence. In the actual calculation process, n2 can be truncated and a cutoff multiple n2-max can be selected.

[0093] In this embodiment, n2=1 represents the basic frequency of the second time sequence.

[0094] In this embodiment, Represents the amplitude of the cosine component with frequency n2 during the flight phase.

[0095] In this embodiment, Represents the amplitude of the sinusoidal component with frequency n2 during the flight phase.

[0096] In this embodiment, the basic frequency of the aircraft during the flight phase .

[0097] The beneficial effects of the above technical solution are as follows: determining the second moment sequence and drawing the first image based on the second data of the aircraft in the flight phase, calculating the second turbulence sequence based on the first image and the second moment sequence, and determining the flight turbulence area of ​​the aircraft on the route and the actual turbulence data, which can comprehensively and accurately determine the actual turbulence data of the flight turbulence area of ​​the aircraft in the flight phase, thereby improving the safety and stability of the aircraft flight.

[0098] Embodiment 5:

[0099] An embodiment of the present invention provides a method for calculating flight turbulence on a non-route route, which obtains third data of a historical flight turbulence area, including:

[0100] Acquire the third data at a first moment corresponding to the flight area of ​​the aircraft during the take-off and landing phases, and at the same time, acquire the third data at a second moment corresponding to the flight turbulence area of ​​the aircraft during the flight phase;

[0101] The third data includes wind speed and direction, turbulence data, air pressure, temperature, topography and radar data;

[0102] The flight altitude and flight speed at the first moment and the second moment are extracted from the EDR data of each historical flight of the aircraft.

[0103] In this embodiment, the third data can be obtained through weather stations, radars, satellite observations, etc.

[0104] In this embodiment, turbulence is the irregular, rapid movement of air in the air.

[0105] In this embodiment, the change in air pressure may affect the flight stability of the aircraft, especially in areas with steep pressure gradients, where turbulence may occur easily.

[0106] In this embodiment, temperature changes may cause convection motion and may also affect the density and stability of the air.

[0107] In this embodiment, terrain features such as mountains and plateaus may cause unstable airflow, thereby causing turbulence.

[0108] In this embodiment, the radar data may be precipitation, thunderstorms, cloud structure, etc.

[0109] In this embodiment, the higher the flight altitude of the aircraft, the thinner the air, the more unstable the airflow, the more likely it is to encounter turbulence, and the degree of turbulence may be more severe.

[0110] In this embodiment, the greater flight speed of the aircraft will increase the interaction between the aircraft and the airflow, thereby increasing the possibility of turbulence.

[0111] The beneficial effects of the above technical solution are as follows: determining the third data of all the first moments and the second moments of the aircraft in the flight turbulence area, and extracting the flight altitude and flight speed at all the first moments and the second moments in the EDR data, which can objectively and accurately analyze the meteorological, topographical, radar and other data of the aircraft passing through the flight turbulence area, and provide data basis for determining the predicted turbulence data of the aircraft in the flight turbulence area on the route.

[0112] Embodiment 6:

[0113] An embodiment of the present invention provides a method for calculating flight turbulence on a non-route route, which determines predicted turbulence data of a flight turbulence region based on a flight turbulence region and third data, including:

[0114] The third data at the first moment and the second moment are respectively input into the numerical model to simulate the atmospheric environment, and the flight altitude and flight speed of the aircraft at the first moment in the take-off phase, the second moment in the flight phase, and the first moment in the landing phase are sequentially input into the numerical model to simulate the turbulence in the corresponding area at each first moment and second moment;

[0115] Analyze all turbulence conditions in the corresponding area at the first moment and the second moment to determine a predicted turbulence sequence of the aircraft in the flight turbulence area, wherein the predicted turbulence sequence includes predicted vertical turbulence, predicted lateral turbulence, predicted rolling turbulence, predicted pitch turbulence and predicted yaw turbulence;

[0116] Predicted turbulence data of the aircraft in a flight turbulence region is determined based on the predicted turbulence sequence.

[0117] In this embodiment, the numerical model can use physical principles such as atmospheric dynamics equations to simulate the airflow and turbulence conditions in the area.

[0118] In this embodiment, the predicted jolt sequence is determined according to all the predicted jolt values ​​at the first moment and the second moment.

[0119] In this embodiment, the turbulence intensity, turbulence frequency and turbulence duration in the corresponding area at each first moment and second moment are analyzed to determine the predicted turbulence value in the corresponding area at each first moment and second moment. For example, the turbulence situation at each moment can be converted into frequency spectrum data in the frequency domain, and the frequency and amplitude of the turbulence can be determined to determine the predicted turbulence value; the turbulence mode of the aircraft at each moment can also be identified, including different types of turbulence such as long-period turbulence, short-period turbulence, lateral turbulence, etc., and their amplitude, frequency and phase characteristics can be used to determine the predicted turbulence value.

[0120] The beneficial effects of the above technical solution are as follows: based on the third data, all the flight altitudes and flight speeds at the first moment and the second moment, and the numerical model, the predicted turbulence data of the aircraft in the flight turbulence area can be determined with high precision, thereby improving flight safety, passenger comfort and flight efficiency.

[0121] Embodiment 7:

[0122] An embodiment of the present invention provides a method for calculating flight turbulence on a non-airline, which determines the flight turbulence of an aircraft on a non-airline based on actual turbulence data and predicted turbulence data of the aircraft in a flight turbulence area, including:

[0123] Calculate the accurate value A of the predicted turbulence data based on the actual turbulence data of the aircraft in the flight turbulence area and the predicted turbulence data;

[0124] Among them, A1 and A2 represent the first accurate value and the second accurate value of the predicted bump data respectively, w1 and 1-w1 represent the weight values ​​of the first accurate value and the second accurate value respectively, It represents the predicted turbulence value in direction i at time t1 during the takeoff and landing phases of the aircraft. It represents the predicted turbulence value of the aircraft in direction i at time t2 during the flight phase. represent the first error verification value and the third error verification value of the first jitter sequence respectively, represent the second error verification value and the fourth error verification value of the second jitter sequence respectively, represent the first error adjustment value and the third error adjustment value of the first jolting sequence respectively, They respectively represent the second error adjustment value and the fourth error adjustment value of the second jolting sequence.

[0125] In this embodiment, the accuracy value represents the accuracy of all the first moment and second moment predicted turbulence data of the aircraft in the flight turbulence region.

[0126] In this embodiment, It represents the difference between the turbulence value in the i direction at time t1 and the predicted turbulence value during the takeoff and landing phases of the aircraft.

[0127] In this embodiment, It represents the difference between the turbulence value in direction i at time t2 during the flight phase and the predicted turbulence value.

[0128] The beneficial effects of the above technical solution are as follows: the accurate value of the predicted turbulence data is calculated based on the actual turbulence data of the aircraft in the flight turbulence area and the predicted turbulence data, which can provide a data basis for determining the flight turbulence results of the aircraft on non-airways, improve the accuracy of the flight turbulence results on non-airways, and improve the safety and stability of the aircraft flight.

[0129] Embodiment 8:

[0130] The embodiment of the present invention provides a method for calculating flight turbulence on a non-airline, which determines the flight turbulence result of the aircraft on the non-airline based on the actual turbulence data and the predicted turbulence data of the aircraft in the flight turbulence area, including:

[0131] Determine the flight turbulence sequence of the aircraft on a non-route basis based on the first turbulence sequence, the second turbulence sequence, the predicted turbulence sequence and the accurate value of the predicted turbulence data of the aircraft in the flight turbulence area;

[0132] A flight turbulence result of the aircraft on a non-airline is determined based on a flight turbulence sequence of the aircraft on the non-airline.

[0133] In this embodiment, the first turbulence sequence, the second turbulence sequence and the predicted turbulence sequence are time-aligned according to the first moment and the second moment, the flight turbulence value on the non-airway at each first moment and the second moment is calculated, and the flight turbulence sequence of the aircraft on the non-airway is determined according to the flight turbulence values ​​on all non-airways.

[0134] In this embodiment, the calculation formula of the flight turbulence value can be: .

[0135] The beneficial effects of the above technical solution are as follows: based on the actual turbulence data of the aircraft in the flight turbulence area, the predicted turbulence data and the accurate value of the predicted turbulence data, the flight turbulence results of the aircraft on non-airways can be comprehensively and accurately determined, the flight strategy can be optimized, the passenger comfort can be enhanced, the flight risk can be reduced, the flight safety and stability can be improved, and the occurrence of accidents can be reduced.

[0136] The method embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Those of ordinary skill in the art may understand and implement it without creative work.

[0137] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0138] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calculating flight turbulence on a non-route route, characterized in that: include: S101: Acquire EDR data of historical flights of the aircraft, and analyze the EDR data to determine first data and second data; S102: Determine a flight turbulence area of ​​the aircraft on the route and actual flight turbulence data based on the first data and the second data; S103: Acquire third data of the historical flight turbulence area, and determine predicted turbulence data of the flight turbulence area; S104: determining the flight turbulence result of the aircraft on the non-route based on the actual turbulence data of the aircraft in the flight turbulence area and the predicted turbulence data; Wherein, determining the flight turbulence area of ​​the aircraft on the route and the actual turbulence data of the flight based on the first data and the second data includes: Determine a first time sequence based on the first frequency during takeoff and landing of the aircraft based on the first data ,in, , the first moment sequence Includes the first vertical sequence , first lateral sequence , first rolling sequence , first pitch sequence and the first yaw sequence ; The first turbulence sequence of the aircraft during takeoff and landing is calculated based on the first time sequence, wherein the first turbulence sequence includes the first vertical turbulence , first lateral bump , first rolling jolt , first pitch jolt and the first yaw turbulence ; in, represents the turbulence value of the aircraft in the i direction at the time t1 during the takeoff and landing phases, N1 represents the amount of acceleration or angular velocity extracted from the first sequence based on the first frequency, Indicates the basic frequency of the aircraft during takeoff and landing, n1 indicates the basic frequency of the aircraft during takeoff and landing multiples of Indicates the frequency of the aircraft during takeoff and landing. represents the amplitude of the frequency component n1 in the i direction during the takeoff and landing phases of the aircraft, It represents the phase of the frequency component n1 in the i direction during the takeoff and landing phases of the aircraft; Wherein, determining the flight turbulence area of ​​the aircraft on the route and the actual turbulence data of the flight based on the first data and the second data includes: Determine a second time sequence based on the second frequency during the flight phase of the aircraft based on the second data And draw the first image, where the second moment sequence Includes second vertical sequence , the second lateral sequence , Second Roll Sequence , Second pitch sequence and the second yaw sequence ; Determine a flight turbulence region of the aircraft during the flight phase based on the first image, and determine a turbulence cycle corresponding to each second moment in the flight turbulence region; The second turbulence sequence is calculated based on the turbulence cycle corresponding to each second moment in the flight turbulence area and the second moment sequence, wherein the second turbulence sequence includes a second vertical turbulence , Second lateral jolt , Second rolling jolt , Second pitch jolt and the second yaw turbulence ; ; in, It represents the turbulence period of the aircraft at time t2 in the flight turbulence area during the flight phase. It represents the turbulence value of the aircraft in direction i at time t2 during the flight phase. Indicates the basic frequency of the aircraft during the flight phase, n2 indicates the basic frequency of the aircraft during the flight phase multiples of Indicates the aircraft's frequency multiplication during the flight phase. It represents the amplitude of the frequency component n2 in the i direction of the aircraft during the flight phase. It represents the phase of the frequency component n2 in the i direction of the aircraft during the flight phase; Determine the flight turbulence area of ​​the aircraft on the route based on the flight area of ​​the aircraft during takeoff and landing phases and the flight turbulence area during the flight phase; Actual turbulence data for the flight is determined based on the first turbulence sequence and the second turbulence sequence.

2. A non-route flight turbulence calculation method according to claim 1, characterized in that: Analyzing the EDR data to determine the first data and the second data includes: Divide the EDR data of each historical flight of the aircraft into takeoff and landing phases and flight phases; Extract from each EDR data the first data based on the acceleration data and attitude data of the first frequency during the takeoff and landing phases of the corresponding historical flight process, and determine the second data based on the acceleration data and attitude data of the second frequency during the flight phase, wherein the acceleration data includes vertical acceleration and lateral acceleration, and the attitude data includes roll angular velocity, pitch angular velocity and yaw angular velocity.

3. The method for calculating non-route flight turbulence according to claim 1, characterized in that: Obtain the third data of historical flight turbulence areas, including: Acquire the third data at a first moment corresponding to the flight area of ​​the aircraft during the take-off and landing phases, and at the same time, acquire the third data at a second moment corresponding to the flight turbulence area of ​​the aircraft during the flight phase; The third data includes wind speed and direction, turbulence data, air pressure, temperature, topography and radar data; The flight altitude and flight speed at the first moment and the second moment are extracted from the EDR data of each historical flight of the aircraft.

4. The method for calculating non-route flight turbulence according to claim 1, characterized in that: Determining predicted turbulence data for the turbulence region based on the turbulence region and the third data includes: The third data at the first moment and the second moment are respectively input into the numerical model to simulate the atmospheric environment, and the flight altitude and flight speed of the aircraft at the first moment in the take-off phase, the second moment in the flight phase, and the first moment in the landing phase are sequentially input into the numerical model to simulate the turbulence in the corresponding area at each first moment and second moment; Analyze all turbulence conditions in the corresponding area at the first moment and the second moment to determine a predicted turbulence sequence of the aircraft in the flight turbulence area, wherein the predicted turbulence sequence includes predicted vertical turbulence, predicted lateral turbulence, predicted rolling turbulence, predicted pitch turbulence and predicted yaw turbulence; Predicted turbulence data of the aircraft in a flight turbulence region is determined based on the predicted turbulence sequence.

5. The method for calculating non-route flight turbulence according to claim 1, characterized in that: Based on the actual turbulence data and predicted turbulence data of the aircraft in the flight turbulence area, the flight turbulence of the aircraft on the non-route is determined, including: Calculate the accurate value A of the predicted turbulence data based on the actual turbulence data of the aircraft in the flight turbulence area and the predicted turbulence data; Among them, A1 and A2 represent the first accurate value and the second accurate value of the predicted bump data respectively, w1 and 1-w1 represent the weight values ​​of the first accurate value and the second accurate value respectively, It represents the predicted turbulence value in direction i at time t1 during the takeoff and landing phases of the aircraft. It represents the predicted turbulence value of the aircraft in direction i at time t2 during the flight phase. represent the first error verification value and the third error verification value of the first jitter sequence respectively, represent the second error verification value and the fourth error verification value of the second jitter sequence respectively, represent the first error adjustment value and the third error adjustment value of the first jolting sequence respectively, They respectively represent the second error adjustment value and the fourth error adjustment value of the second jolting sequence.

6. A non-route flight turbulence calculation method according to claim 5, characterized in that: Based on the actual turbulence data and predicted turbulence data of the aircraft in the flight turbulence area, the flight turbulence results of the aircraft on the non-route are determined, including: Determine the flight turbulence sequence of the aircraft on a non-route basis based on the first turbulence sequence, the second turbulence sequence, the predicted turbulence sequence and the accurate value of the predicted turbulence data of the aircraft in the flight turbulence area; A flight turbulence result of the aircraft on a non-airline is determined based on a flight turbulence sequence of the aircraft on the non-airline.

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