A method, system, device and medium for determining a drift-down pressure release decision point

Abstract

The present invention discloses a method, system, device and medium for determining a drift-down decompression decision point. First, the route safety altitude is obtained, and the drift-down / decompression net leveling altitude of the aircraft is obtained according to the flight plan information; if the route safety altitude is less than or equal to the net leveling altitude, the decision point of the drift-down / decompression of the aircraft is any point on the route, and the calculation ends; if the route safety altitude is greater than the net leveling altitude, the intersection point of the terrain profile of the route and the net leveling altitude is calculated, and the intersection point closest to the take-off airport is used as the initial irreversible point, and the intersection point closest to the landing airport is used as the initial continuation point. The final irreversible point and the final continuation point are iteratively calculated according to the initial irreversible point and the initial continuation point, respectively, so as to determine the drift-down / decompression decision point of the aircraft. The present invention performs iterative calculations on the basis of determining the initial key point, which can improve the calculation efficiency.

Description

Technical Field

[0001] The present invention relates to the field of aviation technology, and in particular to a method, system, device and medium for determining a drift-down decompression decision point. Background Art

[0002] At any point on the planned flight route, if the aircraft experiences a descent or decompression, whether it can continue to fly along the original route or fly back depends on whether it can safely cross the obstacles on the route. The specific point where it chooses to continue flying forward or turn around and fly back is the decision point. Among them, the key point where it can continue to fly forward is called the continuation point COP (continue point), and the key point where it can fly back is called the no return point NRP (no return point). At present, the method for determining the key points and decision points of the descent and decompression of the route mostly adopts the graphical method. This method relies on manual operation and has limited flexibility. It is not only time-consuming, but also difficult to handle a large number of route calculation requirements in a short time.

[0003] Another prior art (CN106529032B) proposes a method for determining the failure point of drifting, where the failure point position of each key obstacle is calculated, and the extreme value of the failure point corresponding to all key obstacles is used as the forward or backward key point. However, this method requires the calculation of the failure point position of each key obstacle. However, in actual situations, the failure points of some obstacles may not have a substantial impact on the final decision, resulting in unnecessary waste of computing resources. Especially when there are a large number of obstacles, the amount of calculation of this method will increase significantly, thereby affecting the efficiency of the entire process. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a method, system, device and medium for determining the drift-down pressure release decision point, which performs iterative calculations based on the determination of the initial key points, thereby reducing the amount of calculations and unnecessary waste of computing resources, thereby improving computing efficiency.

[0005] In order to solve the above technical problems, an embodiment of the present invention provides a method for determining a drift-down pressure release decision point, comprising:

[0006] Get the route safety altitude;

[0007] Obtain the aircraft's net leveling altitude for drifting down / decompression based on the flight plan information;

[0008] If the route safety altitude is less than or equal to the net level-off altitude, the decision point for the aircraft to drift down / decompress is determined to be any point on the route, and the calculation ends;

[0009] If the route safety altitude is greater than the net leveling altitude, then the intersection point of the route terrain profile and the net leveling altitude is calculated, the intersection point closest to the departure airport is used as the initial point of no return, and the intersection point closest to the landing airport is used as the initial continuation point, and the final point of no return and the final continuation point are iteratively calculated according to the initial point of no return and the initial continuation point respectively;

[0010] The drift-down / decompression decision point of the aircraft is determined according to the relationship between the final point of no return and the final continuation point.

[0011] Preferably, the net leveling altitude is equal to the leveling altitude minus the safety margin, and the route safety altitude is the highest obstacle altitude on the route.

[0012] Preferably, the flight plan information includes the aircraft's estimated take-off weight, the average wind temperature along the route, and the average cruising altitude.

[0013] Specifically, iteratively calculating the final point of no return according to the initial point of no return includes:

[0014] Calculate a first safety height according to the obstacle height and the safety margin at the initial point of no return;

[0015] Calculating the horizontal distance required for the aircraft to descend to the first safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial point of no return;

[0016] Calculating a temporary failure point according to the height of the initial point of no return and the horizontal distance;

[0017] The route between the initial point of no return and the temporary failure point is segmented according to a fixed step length, and the safety altitude corresponding to each segmentation point is calculated to obtain a second safety altitude;

[0018] Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point;

[0019] If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the second safety altitude is less than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and recalculation is performed;

[0020] If the differences between the drift-down / decompression performance altitude corresponding to all segmentation points and the second safety altitude are greater than 0, the temporary failure point is moved a step distance toward the landing airport, a new temporary failure point is obtained, and recalculation is performed;

[0021] If the difference between the drift / decompression performance altitude corresponding to any segment point and the second safety altitude is equal to 0, the final point of no return is the temporary failure point, and the calculation ends.

[0022] Specifically, iteratively calculating the final continuation point according to the initial continuation point includes:

[0023] Calculating a third safety height according to the obstacle height and the safety margin at the initial continuation point;

[0024] Calculating the horizontal distance required for the aircraft to descend to the third safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial continuation point;

[0025] Calculating a temporary failure point according to the height of the initial continuation point and the horizontal distance;

[0026] Dividing the route between the initial continuation point and the temporary failure point into segments according to a fixed step length, calculating the safety altitude corresponding to each segmentation point, and obtaining a fourth safety altitude;

[0027] Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point;

[0028] If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the fourth safety altitude is less than 0, the temporary failure point is moved toward the landing airport by a step length, a new temporary failure point is obtained, and recalculation is performed;

[0029] If the differences between the drift-down / decompression performance altitudes corresponding to all segmentation points and the fourth safety altitude are greater than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and the calculation is recalculated;

[0030] If the difference between the drift descent / decompression performance altitude corresponding to any segmentation point and the fourth safety altitude is equal to 0, the final continuation point is the temporary failure point and the calculation ends.

[0031] Specifically, the aircraft drift / decompression profile performance data corresponding to the key points are obtained through the aircraft weight, wind temperature and cruising altitude of the key points.

[0032] Preferably, the step of determining the decision point for the aircraft to drift down / decompress based on the relationship between the final point of no return and the final continuation point includes:

[0033] If the final continuation point is before the final point of no return or the two points coincide, the decision point is any waypoint in the intersection of the two points;

[0034] If the final continuation point is after the final point of no return, the decision point is the final point of no return and the continuation point.

[0035] In order to solve the above technical problems, an embodiment of the present invention further provides a system for determining a drift-down pressure release decision point, comprising:

[0036] The first information acquisition module is used to obtain the route safety altitude;

[0037] The second information acquisition module is used to acquire the aircraft's drift-down / decompression net level-off altitude according to the flight plan information;

[0038] A first decision point determination module is used to determine the aircraft's drift-down / decompression decision point as any point on the route if the route safety altitude is less than or equal to the net level-off altitude, and the calculation ends;

[0039] A key point determination module, for calculating the intersection point of the terrain profile of the route and the net leveling height if the route safety altitude is greater than the net leveling height, taking the intersection point closest to the departure airport as the initial point of no return, taking the intersection point closest to the landing airport as the initial continuation point, and iteratively calculating the final point of no return and the final continuation point according to the initial point of no return and the initial continuation point respectively;

[0040] The second decision point determination module is used to determine the aircraft's drift-down / decompression decision point according to the relationship between the final point of no return and the final continuation point.

[0041] An embodiment of the present invention further provides a terminal device, comprising 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 method for determining a drift-down decompression decision point as described in any one of the above items is implemented.

[0042] An embodiment of the present invention further provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute any of the methods for determining a drift-down decompression decision point as described above.

[0043] Compared with the prior art, the embodiments of the present invention provide a method, system, device and medium for determining a drift-down decompression decision point. First, the intersection point of the route terrain profile and the net leveling height is calculated, and the intersection point closest to the take-off airport is used as the initial point of no return, and the intersection point closest to the landing airport is used as the initial continuation point. Then, iterative calculations are performed based on the initial key points, which can reduce the amount of calculations and unnecessary waste of computing resources, thereby improving computing efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solution of the present invention, the drawings used in the implementation mode will be briefly introduced below. Obviously, the drawings described below are only some implementation modes of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0045] Figure 1 is a flow chart of a method for determining a drift-down pressure release decision point provided by an embodiment of the present invention;

[0046] Figure 2 is a schematic diagram of a process for determining an initial key point provided by an embodiment of the present invention;

[0047] Figure 3 is a schematic diagram of a process for determining key points provided by an embodiment of the present invention;

[0048] Figure 4 It is a structural block diagram of a system for determining a drift-down pressure release decision point provided by the present invention;

[0049] Figure 5 It is a structural block diagram of a terminal device provided by the present invention. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only 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.

[0051] In order to clearly describe the technical solutions in the embodiments of the present invention, some terminology concepts involved in the embodiments of the present invention are briefly explained first:

[0052] Drifting refers to the situation where one or two (three-engine and above) engines of an aircraft fail, and the remaining engines cannot provide enough thrust due to increased drag, resulting in reduced lift and inability to support the weight of the aircraft, making it impossible to continue flying at high altitudes. At this time, the aircraft needs to descend to a certain altitude, relying on increased air density to increase thrust, and as part of the aircraft's potential energy is converted into kinetic energy, the lift increases to ensure that it can support the weight of the aircraft.

[0053] Decompression, also known as cabin decompression emergency descent, is an emergency situation when the cabin pressure drops rapidly due to some reasons (such as structural damage, door not closed properly, etc.) when the aircraft is flying at high altitude, which may cause passengers and crew members to experience hypoxia, dizziness, tinnitus and other symptoms, which may even endanger their lives in severe cases. When the aircraft is decompressed, the crew will quickly start the decompression procedure, including providing oxygen to passengers and crew members through oxygen masks, and descending the aircraft to a safe altitude as soon as possible.

[0054] If an aircraft experiences a descent or decompression at any point on its planned flight route, whether it can continue to fly along the original route or fly back depends on whether it can safely cross the obstacles on the route. The specific point at which it chooses to continue flying forward or turn around and fly backward is the decision point.

[0055] The key point where the aircraft can continue to fly forward is called the continuation point COP (continue point). If a drift or decompression occurs after this point, the aircraft can continue to fly along the route to the destination airport and the terrain meets regulatory requirements. However, if a drift or decompression occurs before this point, the aircraft cannot fly along the route to the destination airport because the terrain obstacle clearance margin cannot be met.

[0056] The key point where the aircraft can fly back is called the no return point NRP (no return point). If the aircraft drifts down or decompresses before this point, it can return to the take-off airport along the route for an alternate landing if the terrain meets regulatory requirements. If the aircraft drifts down or decompresses after this point, it cannot return to the take-off airport along the route for an alternate landing because the terrain obstacle clearance margin cannot be met.

[0057] See also Figure 1 , is a flow chart of a method for determining a drift-down pressure release decision point provided by an embodiment of the present invention, the method for determining a drift-down pressure release decision point comprises steps S1 to S5:

[0058] S1. Obtain route safety altitude;

[0059] Specifically, the net leveling altitude is equal to the leveling altitude minus the safety margin, and the route safety altitude is the highest obstacle altitude on the route.

[0060] S2. Obtain the aircraft's net leveling altitude for drifting down / decompression according to the flight plan information;

[0061] Specifically, the flight plan information includes the estimated take-off weight of the aircraft, the average wind temperature along the route, and the average cruising altitude.

[0062] S3. If the route safety altitude is less than or equal to the net level-off altitude, the decision point for the aircraft to drift down / decompress is any point on the route, and the calculation ends.

[0063] S4. If the route safety altitude is greater than the net leveling altitude, then the intersection point of the route terrain profile and the net leveling altitude is calculated, the intersection point closest to the departure airport is used as the initial point of no return, and the intersection point closest to the landing airport is used as the initial continuation point, and the final point of no return and the final continuation point are iteratively calculated according to the initial point of no return and the initial continuation point respectively;

[0064] Specifically, iteratively calculating the final point of no return according to the initial point of no return includes:

[0065] Calculate a first safety height according to the obstacle height and the safety margin at the initial point of no return;

[0066] Calculating the horizontal distance required for the aircraft to descend to the first safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial point of no return;

[0067] Calculating a temporary failure point according to the height of the initial point of no return and the horizontal distance;

[0068] The route between the initial point of no return and the temporary failure point is segmented according to a fixed step length, and the safety altitude corresponding to each segmentation point is calculated to obtain a second safety altitude;

[0069] Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point;

[0070] If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the second safety altitude is less than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and recalculation is performed;

[0071] If the differences between the drift-down / decompression performance altitude corresponding to all segmentation points and the second safety altitude are greater than 0, the temporary failure point is moved a step distance toward the landing airport, a new temporary failure point is obtained, and recalculation is performed;

[0072] If the difference between the drift descent / decompression performance altitude corresponding to any segment point and the second safety altitude is equal to 0, the final point of no return is the temporary failure point, and the calculation ends.

[0073] Specifically, iteratively calculating the final continuation point according to the initial continuation point includes:

[0074] Calculating a third safety height according to the obstacle height and the safety margin at the initial continuation point;

[0075] Calculating the horizontal distance required for the aircraft to descend to the third safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial continuation point;

[0076] Calculating a temporary failure point according to the height of the initial continuation point and the horizontal distance;

[0077] Dividing the route between the initial continuation point and the temporary failure point into segments according to a fixed step length, calculating the safety altitude corresponding to each segmentation point, and obtaining a fourth safety altitude;

[0078] Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point;

[0079] If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the fourth safety altitude is less than 0, the temporary failure point is moved toward the landing airport by a step length, a new temporary failure point is obtained, and recalculation is performed;

[0080] If the differences between the drift-down / decompression performance altitudes corresponding to all segmentation points and the fourth safety altitude are greater than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and the calculation is recalculated;

[0081] If the difference between the drift descent / decompression performance altitude corresponding to any segmentation point and the fourth safety altitude is equal to 0, the final continuation point is the temporary failure point and the calculation ends.

[0082] Specifically, the aircraft drift / decompression profile performance data corresponding to the key points are obtained through the aircraft weight, wind temperature and cruising altitude of the key points.

[0083] Exemplarily, the aircraft drift / decompression profile performance data corresponding to the initial point of no return is obtained through the aircraft weight, wind temperature and cruising altitude corresponding to the initial point of no return; the aircraft drift / decompression profile performance data corresponding to the temporary failure point is obtained through the aircraft weight, wind temperature and cruising altitude corresponding to the temporary failure point, and the drift / decompression performance altitude corresponding to the temporary failure point at each segment point is further calculated.

[0084] S5. Determine a drift-down / decompression decision point of the aircraft according to the relationship between the final point of no return and the final continuation point.

[0085] Specifically, determining the decision point for the aircraft to drift down / decompress based on the relationship between the final point of no return and the final continuation point includes:

[0086] If the final continuation point is before the final point of no return or the two points coincide, the decision point is any waypoint in the intersection of the two points;

[0087] If the final continuation point is after the final point of no return, the decision point is the final point of no return and the continuation point.

[0088] It should be noted that when the COP point and the NRP point intersect, the decision point can be any waypoint in the intersection that is easy for the pilot to identify. When the COP and NRP do not intersect, the decision points are two points, namely the COP point and the NRP point. If decompression or drifting occurs before the NPR point, choose to fly back; if decompression or drifting occurs after the COP point, choose to fly backward; if decompression or drifting occurs between the NPR and COP points, you can only choose to divert to other alternate airports.

[0089] In summary, an embodiment of the present invention provides a method for determining a drift-down decompression decision point. First, the intersection point of the route terrain profile and the net leveling height is calculated, and the intersection point closest to the take-off airport is used as the initial point of no return. The intersection point closest to the landing airport is used as the initial continuation point. Then, iterative calculations are performed based on the initial key points. This can reduce the amount of calculations and unnecessary waste of computing resources, thereby improving computing efficiency.

[0090] In order to enable those skilled in the art to better understand the implementation process of the embodiments of the present invention, a more specific embodiment is described below:

[0091] Step 1: Determine the initial COP and NRP points;

[0092] 1) Obtain the highest obstacle height on the route and use it as the route safety altitude;

[0093] 2) Obtain the net level-off altitude of the aircraft for descent / decompression according to the estimated take-off weight, average wind temperature along the route, average cruising altitude and other information in the flight plan, where net level-off altitude = level-off altitude - safety margin (in specific implementation, the safety margin can be set to 2000 feet);

[0094] 3) If the route safety altitude <= net leveling altitude, it means that the COP point and the NRP point coincide with the take-off and landing airports. No matter where the aircraft decompresses or drifts down, it can choose to continue flying forward or turn back. The decision point can be any point on the route, and the calculation ends.

[0095] 4) Otherwise, if Figure 2 As shown, first calculate the intersection point of the route terrain profile and the net leveling height, take the intersection point closest to the take-off airport as the initial NRP point, and take the intersection point closest to the landing airport as the initial COP point.

[0096] Step 2: Iteratively calculate the final COP and NRP points;

[0097] 1) NRP point update:

[0098] ① Let the height corresponding to the obstacle height of the initial NRP point + safety margin (2000FL) be the first safety height, and obtain the aircraft decompression / drifting profile performance data based on the aircraft weight, flight altitude, and wind temperature corresponding to the initial NRP point, and obtain the horizontal distance required for the aircraft to descend to the first safety height; based on the position of the initial NRP point, plus the horizontal distance, the point calculated is the temporary failure point;

[0099] ② The route between the initial NRP point and the temporary failure point is segmented according to a fixed step length to obtain a number of segmentation points and the terrain heights corresponding to the segmentation points. A safety margin is added to the terrain height to obtain the safety height corresponding to each segmentation point.

[0100] ③Acquire the aircraft decompression / drifting profile performance data based on the aircraft weight, flight altitude, and wind temperature corresponding to the temporary failure point, and obtain the corresponding drifting / decompression performance altitude at each segment point;

[0101] ④If all the differences are greater than 0, the temporary failure point is moved one step distance toward the landing airport and returns to ③; if one of the differences is equal to 0, the final NRP point is updated to the temporary failure point and the calculation ends; if the corresponding difference of a segment point is less than 0, the temporary failure point is moved one step distance toward the take-off airport and returns to ③.

[0102] 2) COP point update:

[0103] It should be noted that the COP point update method is similar to the NRP point update method, except that the NRP point is flying towards the take-off airport, while the COP point is flying towards the landing airport.

[0104] ① Let the height corresponding to the obstacle height of the initial COP point + safety margin (2000FL) be the first safety height, and obtain the aircraft decompression / drifting profile performance data based on the aircraft weight, flight altitude, and wind temperature corresponding to the initial COP point, and obtain the horizontal distance required for the aircraft to descend to the first safety height; based on the position of the initial COP point, subtract the horizontal distance, and the point calculated is the temporary failure point;

[0105] ② Divide the route between the temporary failure point and the initial COP point into segments according to a fixed step length, obtain a number of segmentation points and the terrain heights corresponding to the segmentation points, and add a safety margin to the terrain height to obtain the safety height corresponding to each segmentation point;

[0106] ③Acquire the aircraft decompression / drifting profile performance data based on the aircraft weight, flight altitude, and wind temperature corresponding to the temporary failure point, and obtain the corresponding drifting / decompression performance altitude at each segment point;

[0107] ④If all the differences are greater than 0, the temporary failure point is moved one step distance toward the departure airport and returns to ③; if one of the differences is equal to 0, the final COP point is updated to the temporary failure point and the calculation ends; if the corresponding difference of a segment point is less than 0, the temporary failure point is moved one step distance toward the landing airport and returns to ③.

[0108] See also Figure 3 , is a schematic diagram of a process for determining key points provided by an embodiment of the present invention, such as Figure 3 As shown, if the determined COP point is before the NRP point, the decision point is a point, and any waypoint in the intersection of the COP point and the NRP point that is easy for the pilot to identify can be selected as the decision point.

[0109] Based on the above method embodiments, the present invention provides corresponding system embodiments.

[0110] See also Figure 4 , is a structural block diagram of a system for determining a drift-down pressure release decision point provided by the present invention, the system for determining a drift-down pressure release decision point comprising:

[0111] The first information acquisition module 21 is used to obtain the route safety altitude;

[0112] The second information acquisition module 22 is used to acquire the aircraft's drift-down / decompression net level-off altitude according to the flight plan information;

[0113] A first decision point determination module 23 is used to determine the aircraft's drift-down / decompression decision point as any point on the route if the route safety altitude is less than or equal to the net level-off altitude, and the calculation ends;

[0114] A key point determination module 24 is used to calculate the intersection point of the terrain profile of the route and the net leveling height if the route safety altitude is greater than the net leveling height, take the intersection point closest to the departure airport as the initial point of no return, take the intersection point closest to the landing airport as the initial continuation point, and iteratively calculate the final point of no return and the final continuation point according to the initial point of no return and the initial continuation point respectively;

[0115] The second decision point determination module 25 is used to determine the aircraft's drift-down / decompression decision point according to the relationship between the final point of no return and the final continuation point.

[0116] Specifically, the key point determination module 24 includes a point of no return calculation unit, which is used to:

[0117] Calculate a first safety height according to the obstacle height and the safety margin at the initial point of no return;

[0118] Calculating the horizontal distance required for the aircraft to descend to the first safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial point of no return;

[0119] Calculating a temporary failure point according to the height of the initial point of no return and the horizontal distance;

[0120] The route between the initial point of no return and the temporary failure point is segmented according to a fixed step length, and the safety altitude corresponding to each segmentation point is calculated to obtain a second safety altitude;

[0121] Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point;

[0122] If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the second safety altitude is less than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and recalculation is performed;

[0123] If the differences between the drift-down / decompression performance altitude corresponding to all segmentation points and the second safety altitude are greater than 0, the temporary failure point is moved a step distance toward the landing airport, a new temporary failure point is obtained, and recalculation is performed;

[0124] If the difference between the drift / decompression performance altitude corresponding to any segment point and the second safety altitude is equal to 0, the final point of no return is the temporary failure point, and the calculation ends.

[0125] Specifically, the key point determination module 24 further includes a continuation point calculation unit, which is used to:

[0126] Calculating a third safety height according to the obstacle height and the safety margin at the initial continuation point;

[0127] Calculating the horizontal distance required for the aircraft to descend to the third safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial continuation point;

[0128] Calculating a temporary failure point according to the height of the initial continuation point and the horizontal distance;

[0129] Dividing the route between the initial continuation point and the temporary failure point into segments according to a fixed step length, calculating the safety altitude corresponding to each segmentation point, and obtaining a fourth safety altitude;

[0130] Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point;

[0131] If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the fourth safety altitude is less than 0, the temporary failure point is moved toward the landing airport by a step length, a new temporary failure point is obtained, and recalculation is performed;

[0132] If the differences between the drift-down / decompression performance altitudes corresponding to all segmentation points and the fourth safety altitude are greater than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and the calculation is recalculated;

[0133] If the difference between the drift descent / decompression performance altitude corresponding to any segmentation point and the fourth safety altitude is equal to 0, the final continuation point is the temporary failure point and the calculation ends.

[0134] The aircraft drift / decompression profile performance data corresponding to the key points are obtained through the aircraft weight, wind temperature and cruising altitude of the key points.

[0135] Specifically, the second decision point determination module 25 is specifically used to:

[0136] If the final continuation point is before the final point of no return or the two points coincide, the decision point is any waypoint in the intersection of the two points;

[0137] If the final continuation point is after the final point of no return, the decision point is the final point of no return and the continuation point.

[0138] It should be noted that a system for determining a drift-down pressure release decision point provided in an embodiment of the present invention is used to execute all process steps of a method for determining a drift-down pressure release decision point in the above embodiment, and the working principles and beneficial effects of the two correspond one to one, so they will not be repeated.

[0139] The embodiment of the present invention also provides a terminal device, such as Figure 5 , which is a structural block diagram of a preferred embodiment of a terminal device provided by the present invention. The terminal device includes a processor 31, a memory 32, and a computer program stored in the memory 32 and configured to be executed by the processor 31. When the processor 31 executes the computer program, the method for determining the drift-down decompression decision point as described in any of the above embodiments is implemented.

[0140] In addition, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the method for determining the drift-down decompression decision point as described in any of the above embodiments.

[0141] When the processor 31 executes the computer program, the steps in the above-mentioned method for determining the drift-down decompression decision point are implemented, for example: Figure 1 Alternatively, when the processor 31 executes the computer program, the functions of each module in the above-mentioned system embodiment for determining the drift-down pressure release decision point are realized, for example Figure 4 The functions of the modules of the system for determining the drift-down decompression decision point are shown.

[0142] Preferably, the computer program can be divided into one or more modules / units, which are stored in the memory 32 and executed by the processor 31 to implement the present invention. The one or more modules / units can be a series of computer program instruction segments that can implement specific functions, and the instruction segments are used to describe the execution process of the computer program in the terminal device.

[0143] The processor 31 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor can be a microprocessor, or the processor 31 can be any conventional processor. The processor 31 is the control center of the terminal device, and various parts of the terminal device are connected using various interfaces and lines.

[0144] The memory 32 mainly includes a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function, etc., and the data storage area can store related data, etc. In addition, the memory 32 can be a high-speed random access memory, or a non-volatile memory, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (Secure Digital, SD) card, and a flash card (Flash Card), etc., or the memory 32 can also be other volatile solid-state storage devices.

[0145] It should be noted that the above terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art will understand that Figure 5The structural block diagram shown is only a structural example of the above-mentioned terminal device and does not constitute a structural limitation of the above-mentioned terminal device. The above-mentioned terminal device may include more or fewer components than shown in the figure, or combine certain components, or different components.

[0146] The above is a preferred embodiment of the present invention. It should be pointed out that a person skilled in the art can make several improvements and modifications without departing from the principle of the present invention. These improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A method for determining a drift-down pressure release decision point, characterized in that: include: Get the route safety altitude; Obtain the aircraft's net leveling altitude for drifting down / decompression based on the flight plan information; If the route safety altitude is less than or equal to the net level-off altitude, the aircraft's drift-down / decompression decision point is determined to be any point on the route, and the calculation ends; If the route safety altitude is greater than the net leveling altitude, then the intersection point of the route terrain profile and the net leveling altitude is calculated, the intersection point closest to the departure airport is used as the initial point of no return, the intersection point closest to the landing airport is used as the initial continuation point, and the final point of no return is iteratively calculated based on the initial point of no return and the final continuation point is iteratively calculated based on the initial continuation point; Determining a drift-down / decompression decision point of the aircraft according to a relationship between the final point of no return and the final continuation point; The iterative calculation of the final point of no return according to the initial point of no return includes: Calculate a first safety height according to the obstacle height and the safety margin at the initial point of no return; Calculating the horizontal distance required for the aircraft to descend to the first safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial point of no return; Calculating a temporary failure point according to the height of the initial point of no return and the horizontal distance; The route between the initial point of no return and the temporary failure point is segmented according to a fixed step length, and a safety altitude corresponding to each segmentation point is calculated to obtain a second safety altitude; Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point; If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the second safety altitude is less than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and recalculation is performed; If the differences between the drift-down / decompression performance altitude corresponding to all segmentation points and the second safety altitude are greater than 0, the temporary failure point is moved a step distance toward the landing airport, a new temporary failure point is obtained, and recalculation is performed; If the difference between the drift / decompression performance altitude corresponding to any segment point and the second safety altitude is equal to 0, the final point of no return is the temporary failure point, and the calculation ends; The iterative calculation of the final continuation point according to the initial continuation point includes: Calculating a third safety height according to the obstacle height and the safety margin at the initial continuation point; Calculating the horizontal distance required for the aircraft to descend to the third safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial continuation point; Calculating a temporary failure point according to the height of the initial continuation point and the horizontal distance; Dividing the route between the initial continuation point and the temporary failure point into segments according to a fixed step length, calculating the safety altitude corresponding to each segmentation point, and obtaining a fourth safety altitude; Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point; If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the fourth safety altitude is less than 0, the temporary failure point is moved toward the landing airport by a step length, a new temporary failure point is obtained, and recalculation is performed; If the differences between the drift-down / decompression performance altitudes corresponding to all segmentation points and the fourth safety altitude are greater than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and the calculation is recalculated; If the difference between the drift descent / decompression performance altitude corresponding to any segmentation point and the fourth safety altitude is equal to 0, the final continuation point is the temporary failure point and the calculation ends.

2. The method for determining a drift-down decompression decision point according to claim 1, characterized in that: The net leveling altitude is equal to the leveling altitude minus the safety margin, and the route safety altitude is the highest obstacle altitude on the route.

3. The method for determining a drift-down pressure release decision point according to claim 2, wherein: The flight plan information includes the aircraft's estimated take-off weight, the average wind temperature along the route, and the average cruising altitude.

4. The method for determining a drift-down pressure release decision point according to claim 1, wherein: The aircraft drift / decompression profile performance data corresponding to the key points are obtained through the aircraft weight, wind temperature and cruising altitude corresponding to the key points.

5. The method for determining a drift-down pressure release decision point according to claim 1, wherein: Determining the decision point of the aircraft's drift down / decompression according to the relationship between the final point of no return and the final continuation point includes: If the final continuation point is before the final point of no return or the two points coincide, the decision point is any waypoint in the intersection of the two points; If the final continuation point is after the final point of no return, the decision point is the final point of no return and the continuation point.

6. A system for determining a drift-down decompression decision point, characterized in that: include: The first information acquisition module is used to obtain the route safety altitude; The second information acquisition module is used to acquire the aircraft's drift-down / decompression net level-off altitude according to the flight plan information; A first decision point determination module is used to determine the aircraft's drift-down / decompression decision point as any point on the route if the route safety altitude is less than or equal to the net level-off altitude, and the calculation ends; A key point determination module, for calculating the intersection point of the terrain profile of the route and the net leveling height if the route safety altitude is greater than the net leveling height, taking the intersection point closest to the departure airport as the initial point of no return, taking the intersection point closest to the landing airport as the initial continuation point, iteratively calculating the final point of no return based on the initial point of no return and iteratively calculating the final continuation point based on the initial continuation point; A second decision point determination module is used to determine a drift-down / decompression decision point of the aircraft according to the relationship between the final point of no return and the final continuation point; The key point determination module includes a point of no return calculation unit, which is used to: Calculate a first safety height according to the obstacle height and the safety margin at the initial point of no return; Calculating the horizontal distance required for the aircraft to descend to the first safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial point of no return; Calculating a temporary failure point according to the height of the initial point of no return and the horizontal distance; The route between the initial point of no return and the temporary failure point is segmented according to a fixed step length, and the safety altitude corresponding to each segmentation point is calculated to obtain a second safety altitude; Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point; If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the second safety altitude is less than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and recalculation is performed; If the differences between the drift-down / decompression performance altitude corresponding to all segmentation points and the second safety altitude are greater than 0, the temporary failure point is moved a step distance toward the landing airport, a new temporary failure point is obtained, and recalculation is performed; If the difference between the drift / decompression performance altitude corresponding to any segment point and the second safety altitude is equal to 0, the final point of no return is the temporary failure point, and the calculation ends; Wherein, the key point determination module further includes a continuation point calculation unit, which is used to: Calculating a third safety height according to the obstacle height and the safety margin at the initial continuation point; Calculating the horizontal distance required for the aircraft to descend to the third safe altitude according to the aircraft drift descent / decompression profile performance data corresponding to the initial continuation point; Calculating a temporary failure point according to the height of the initial continuation point and the horizontal distance; Dividing the route between the initial continuation point and the temporary failure point into segments according to a fixed step length, calculating the safety altitude corresponding to each segmentation point, and obtaining a fourth safety altitude; Calculate the drift / decompression performance height corresponding to the temporary failure point at each segment point according to the aircraft drift / decompression profile performance data corresponding to the temporary failure point; If the difference between the drift-down / decompression performance altitude corresponding to any segment point and the fourth safety altitude is less than 0, the temporary failure point is moved toward the landing airport by a step length, a new temporary failure point is obtained, and recalculation is performed; If the differences between the drift-down / decompression performance altitudes corresponding to all segmentation points and the fourth safety altitude are greater than 0, the temporary failure point is moved a step distance toward the departure airport, a new temporary failure point is obtained, and the calculation is recalculated; If the difference between the drift descent / decompression performance altitude corresponding to any segmentation point and the fourth safety altitude is equal to 0, the final continuation point is the temporary failure point and the calculation ends.

7. 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 method for determining a drift-down decompression decision point according to any one of claims 1 to 5 is implemented.

8. 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 method for determining a drift-down decompression decision point according to any one of claims 1 to 5.

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