Aircraft landing assistance method, device, equipment and storage medium

Abstract

The present application discloses an aircraft landing assistance method, device, equipment and storage medium, which relates to the field of aircraft control technology. The method is applied to an aircraft, and the aircraft includes a windshield. The method includes: receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration; calculating the first landing point predicted distance according to the target deceleration; based on the first landing point predicted distance and the distance mark on the windshield, re-adjusting the deceleration of the aircraft until the aircraft reaches the landing point. Through the above method, the present application can improve the prediction accuracy of the landing point of the aircraft during the landing process in similar situations such as the rejection or loss of the satellite navigation position information of the aircraft, and assist the pilot in landing the aircraft.

Description

Technical Field

[0001] The present application relates to the field of aircraft control technology, and in particular to an aircraft landing assistance method, device, equipment and storage medium. Background Art

[0002] In the event that the aircraft's satellite navigation position information is denied or lost, the aircraft's avionics system fails, or in other emergency situations, the aircraft can no longer fly autonomously according to the preset mission route and can only rely on the pilot for operation and control.

[0003] However, the current control method of pilots can only make subjective assessments of the landing point based on visual conditions, and is strictly dependent on the pilot's training and experience. At the same time, different pilots have different control methods, which leads to large differences in the accuracy of the landing point when the pilot controls the aircraft for manual landing, and even the situation where the landing point accuracy requirements cannot be met.

[0004] Therefore, how to improve the prediction accuracy of the landing point of the aircraft during the landing process under the pilot's visual manual control conditions is a technical problem that needs to be solved urgently.

[0005] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0006] The main purpose of the present application is to provide an aircraft landing assistance method, device, equipment and storage medium, aiming to solve the technical problem of how to improve the prediction accuracy of the landing point of the aircraft during the landing process under the pilot's visual manual control conditions.

[0007] To achieve the above-mentioned purpose, the present application proposes an aircraft landing assistance method, the method is applied to an aircraft, the aircraft includes a windshield, and a distance mark is displayed through the windshield. The method includes:

[0008] receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration;

[0009] Calculating a first landing point predicted distance according to the target deceleration;

[0010] Based on the first landing point predicted distance and the distance mark on the windshield, the deceleration of the aircraft is readjusted until the aircraft reaches the landing point.

[0011] In one embodiment, the step of calculating the predicted distance of the first landing point according to the target deceleration includes:

[0012] Selecting a first deceleration strategy from preset deceleration strategies according to a preset flight envelope diagram, the ground speed of the aircraft and the target deceleration;

[0013] Based on a landing point prediction algorithm, the distance between the aircraft and the landing point is predicted according to the first deceleration strategy, and a first landing point prediction distance is calculated.

[0014] In one embodiment, the step of readjusting the deceleration of the aircraft based on the first predicted landing point distance and the distance mark on the windshield until the aircraft reaches the landing point includes:

[0015] providing the pilot with distance markings on the windshield;

[0016] receiving a first deceleration instruction from the pilot, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration until no deceleration instruction from the pilot is received or the aircraft reaches a landing point, wherein the first deceleration instruction is a control instruction made by judging a deviation between a second predicted landing point distance obtained by the pilot predicting the distance between the aircraft and the landing point through the distance mark under visual conditions and the first landing point distance.

[0017] In one embodiment, the distance mark is electronically displayed on the windshield, and after the step of providing the distance mark on the windshield to the pilot, the step further includes:

[0018] receiving a pilot's indicator altitude adjustment instruction, updating the distance indicator, and obtaining an updated distance indicator;

[0019] receiving a first deceleration instruction from the pilot, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration until no deceleration instruction from the pilot is received or the aircraft reaches a landing point, wherein the first deceleration instruction is a control instruction made by judging a deviation between a second predicted landing point distance obtained by the pilot predicting the distance between the aircraft and the landing point based on the updated distance identifier under visual conditions and the first landing point distance.

[0020] In one embodiment, after the step of providing the pilot with the distance mark on the windshield, the method further includes:

[0021] receiving a second landing point distance input by the pilot, wherein the second landing point predicted distance is obtained by the pilot predicting the distance between the aircraft and the landing point using the distance marker under visual conditions;

[0022] Determining a difference relationship between the first landing point distance and the second landing point distance;

[0023] When the first landing point distance is greater than the second landing point distance, reducing the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration;

[0024] When the first landing point distance is less than the second landing point distance, increasing the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration;

[0025] When the aircraft has not reached the landing point, the steps of: calculating a first landing point predicted distance according to the target deceleration until a difference between the first landing point predicted distance and the second landing point predicted distance is within a preset deviation range.

[0026] In one embodiment, the distance mark includes a plurality of semi-transparent closed loop curves, and the semi-transparent closed loop curves correspond to projection areas of the landing point displayed on the windshield at different landing point distances.

[0027] In addition, to achieve the above-mentioned purpose, the present application also proposes an aircraft landing assistance device, the aircraft landing assistance device is applied to an aircraft, the aircraft includes a windshield, and a distance mark is displayed through the windshield. The aircraft landing assistance device includes:

[0028] A receiving module, used for receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration;

[0029] A landing point prediction module, used to calculate a first landing point prediction distance according to the target deceleration;

[0030] The landing assist module is used to readjust the deceleration of the aircraft based on the predicted distance of the first landing point and the distance mark on the windshield until the aircraft reaches the landing point.

[0031] In addition, to achieve the above-mentioned purpose, the present application also proposes an aircraft landing assistance device, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the aircraft landing assistance method as described above.

[0032] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the aircraft landing assistance method described above are implemented.

[0033] One or more technical solutions proposed in this application have at least the following technical effects:

[0034] The aircraft landing assistance method, device, equipment and storage medium proposed in the embodiments of the present application specifically adjust the deceleration of the aircraft by receiving an initial deceleration instruction, and use the adjusted deceleration as the target deceleration; calculate the first landing point predicted distance based on the target deceleration; and readjust the deceleration of the aircraft based on the first landing point predicted distance and the distance mark on the windshield until the aircraft reaches the landing point.

[0035] The present application adjusts the deceleration of the aircraft by receiving an initial deceleration instruction, and then predicts the distance between the aircraft and the landing point according to the adjusted deceleration to obtain a first predicted landing distance. The first predicted landing point distance and the distance mark on the windshield are used to assist the pilot in re-adjusting the deceleration of the aircraft until the aircraft reaches the landing point. The present application improves the prediction accuracy of the landing point of the aircraft during the landing process under the condition of manual control based on visual observation by the pilot through the above scheme. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0037] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0038] Figure 1 A schematic diagram of a flow chart provided for the first embodiment of the aircraft landing assistance method of the present application;

[0039] Figure 2 A schematic diagram of a flow chart provided for the second embodiment of the aircraft landing assistance method of the present application;

[0040] Figure 3 A schematic diagram of a flow chart provided for the third embodiment of the aircraft landing assistance method of the present application;

[0041] Figure 4 This is an example diagram of the flight envelope of the aircraft involved in Example 1 of the present application;

[0042] Figure 5 A schematic diagram of a deceleration change curve of an aircraft involved in Example 1 of the present application;

[0043] Figure 6 This is a schematic diagram of the module structure of the aircraft landing assistance device according to an embodiment of the present application;

[0044] Figure 7 A schematic diagram of the device structure of the hardware operating environment involved in the aircraft landing assistance method in the embodiment of the present application;

[0045] Figure 8 This is an example diagram of the relationship between the landing point projection, the flight altitude, and the landing point distance involved in the first embodiment of the present application;

[0046] Fig. 9 It is a schematic diagram of the distance marking involved in the aircraft landing assistance method in the embodiment of the present application.

[0047] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0048] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0049] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0050] The main solution of the embodiment of the present application is: receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration; calculating the predicted distance of the first landing point according to the target deceleration; and readjusting the deceleration of the aircraft based on the predicted distance of the first landing point and the distance mark on the windshield until the aircraft reaches the landing point.

[0051] In the event that the aircraft's satellite navigation position information is denied or lost, the aircraft's avionics system fails, or in other emergency situations, the aircraft can no longer fly autonomously according to the preset mission route and can only rely entirely on the pilot's experience and visual inspection to land the aircraft.

[0052] However, when the aircraft landing relies on the pilot's flying experience and visual inspection, it only relies on the pilot's subjective evaluation of the landing point. This will result in large differences in the accuracy of the landing point when different pilots operate the aircraft for manual landing, and even the situation where the landing point accuracy requirements cannot be met.

[0053] For eVTOL (electric Vertical Take-off and Landing) aircraft, especially the landing operation scenarios of tilt-rotor vertical take-off and landing aircraft, there are strict requirements on the landing range and accuracy. In order to avoid repeated position corrections or overshoots that may cause passenger discomfort or even safety problems, it is necessary to improve the prediction accuracy of the aircraft's landing point during the landing process under the pilot's visual manual control conditions to ensure that the aircraft can land smoothly.

[0054] The present application provides a solution, which adjusts the deceleration of the aircraft by receiving an initial deceleration instruction, and then predicts the distance between the aircraft and the landing point according to the adjusted deceleration to obtain a first predicted landing distance, and assists the pilot in re-adjusting the deceleration of the aircraft by comparing the first predicted landing point distance with the distance mark on the windshield until the aircraft reaches the landing point. The present application improves the prediction accuracy of the landing point of the aircraft during the landing process under the condition of manual control based on visual observation by the pilot through the above solution.

[0055] It should be noted that the execution subject of this embodiment may be a computing service device with aircraft landing assistance, network communication and program running functions, such as a personal computer, a flight control computer, an avionics computer, an embedded computing device, etc., or a flight control computer capable of realizing the above functions, etc. The present embodiment and the following embodiments are described below taking the flight control computer as an example.

[0056] Based on this, the present application embodiment provides an aircraft landing assistance method, referring to Figure 1 , Figure 1 This is a schematic flow chart of the first embodiment of the aircraft landing assistance method of the present application.

[0057] In this embodiment, the method is applied to an aircraft, the aircraft includes a windshield, and the distance mark is displayed through the windshield. The aircraft landing assistance method includes steps S110 to S130:

[0058] Step S110, receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration;

[0059] It should be noted that the windshield refers to the fairing protection component made of transparent material in front of the aircraft, which is used to provide a clear view to the pilot, that is, the windshield of the aircraft; the visual distance mark refers to the mark that can be directly obtained by the pilot under visual conditions and does not affect the windshield view of the aircraft, which is used to judge the distance between the landing point and the aircraft, such as the translucent scale line on the windshield, which can assist the pilot to estimate the distance between the landing point and the aircraft according to the position of the landing point on the translucent scale line under visual conditions. Among them, the distance mark can be calibrated in advance by relevant personnel through the corresponding change relationship between the distance between the landing point area and the aircraft and the projection of the landing point area on the windshield at a preset flight altitude.

[0060] It should be understood that, under the preset flight altitude, based on the visual condition of human eyes, the projection size of the landing point area on the windshield will change with the distance between the aircraft and the landing point area. Based on this perspective geometric relationship, according to the known position of the aircraft windshield and the size of the landing point area, the relationship between the distance between the landing point area and the aircraft and the projection of the landing point area on the windshield can be calibrated in advance by technicians in the relevant field. At the same time, when the flight altitude changes, the projection image of the landing point area on the windshield is similar to an ellipse, and the projection image will have different degrees of flatness.

[0061] like Figure 8 As shown, at the same flight altitude, the flatness of the projection of the landing field (i.e., the landing point area) observable by the pilot at the position of the aircraft under visual conditions is the same, and as the aircraft is closer to the landing field, that is, the smaller the landing point distance is, the larger its projection area will be. At different flight altitudes, even at the same landing point distance, the flatness of the landing field observable by the aircraft under visual conditions is different, and its projection area is also different. Based on this changing relationship, the distance mark can predetermine the projection of the landing field on the windshield (i.e., the projection observed by the pilot under visual conditions) corresponding to different flight altitudes or at the same flight altitude, and the distance between the different landing point areas and the aircraft, where the landing point distance refers to the distance between the landing point area and the aircraft.

[0062] Specifically, the flight control computer receives the initial deceleration instruction input by the pilot through the receiving unit of the aircraft (such as a display screen, a joystick, a button, etc.). Then, in response to the initial deceleration instruction, the deceleration of the aircraft is adjusted to the deceleration indicated by the deceleration instruction, and the adjusted deceleration is used as the target deceleration, so that the distance between the aircraft and the landing point can be predicted based on the target deceleration, and the pilot can be assisted in controlling the aircraft to perform the landing operation. It should be understood that the deceleration in this embodiment is the acceleration when the aircraft is decelerating.

[0063] Step S120, calculating a predicted distance of a first landing point according to the target deceleration;

[0064] Specifically, in the case of the satellite navigation position information of the aircraft being denied or lost, the avionics system of the aircraft failing, other emergency situations, and the like, the precise position information of the aircraft cannot be obtained. Therefore, the flight control computer needs to estimate the distance between the current position of the aircraft and the landing point based on the target deceleration obtained and the real-time true airspeed (True Airspeed, TAS) of the aircraft, so as to obtain the first predicted landing point distance, and display the first predicted landing point distance on the aircraft display (such as the primary flight display, multi-function display, head-up display system or other display, etc.), or notify the pilot in the form of voice broadcast for the pilot's reference. Among them, the true airspeed is the actual speed of the aircraft relative to the surrounding air displayed on the aircraft instrument panel, which is usually measured based on the pressure difference and temperature of the air around the aircraft.

[0065] It should be understood that the landing point information where the aircraft needs to land can be pre-set in the aircraft's avionics system, where the landing point information includes information such as the landing point location, altitude, surrounding terrain, etc. The landing point information can also be calculated by the aircraft through sensor data such as onboard cameras and lidars.

[0066] In a feasible implementation manner, the step 120 may include steps A01-A02:

[0067] Step A01, selecting a first deceleration strategy from preset deceleration strategies according to a preset flight envelope, the ground speed of the aircraft and the target deceleration;

[0068] It should be noted that the preset flight envelope refers to the safe operating limits of the aircraft under different flight conditions set by relevant personnel based on the aircraft's design characteristics, engine performance, aerodynamic characteristics, and flight control system limitations. The flight envelope can show the aircraft's flight capability range at different speeds, altitudes, accelerations, and other key parameters.

[0069] In this embodiment, refer to Figure 4 The preset flight envelope diagram is the acceleration range that the aircraft can support under different speed conditions. Acc refers to the acceleration of the aircraft, Vgnd refers to the ground speed of the aircraft, Vcru refers to the current ground speed of the aircraft, and Acc_cmd refers to the acceleration recommended by the flight control computer based on the current ground speed.

[0070] Specifically, the flight control computer obtains the real speed of the current aircraft relative to the surrounding air through the real airspeed, and then obtains the wind speed according to the atmospheric data sensor of the aircraft. Finally, the real airspeed and the wind speed are vector-calculated to obtain the current aircraft speed, that is, the aircraft ground speed. Combined with the deceleration of the current aircraft, that is, the target deceleration, the coordinates of the point corresponding to the flight state of the current aircraft are determined in the preset flight envelope, and the deceleration strategy with the shortest landing time and / or the least landing power consumption is selected from the preset deceleration strategy according to indicators such as landing time and landing power consumption, so as to obtain the first deceleration strategy. Then, according to the first deceleration strategy, a deceleration change curve is automatically generated between the coordinates of the point corresponding to the flight state of the current aircraft and the origin (representing the landing state of the aircraft with both acceleration and speed being 0) in the preset flight envelope. Among them, the deceleration strategy includes a deceleration change mode and parameters of the deceleration change curve. The deceleration change mode includes but is not limited to linear change, exponential change, trapezoidal piecewise function or other polygonal piecewise function, etc.; the parameters of the deceleration change curve include but are not limited to deceleration change rate, deceleration peak value, deceleration change time constant, etc.

[0071] It should be noted that, in the present embodiment, the preset deceleration strategies include but are not limited to uniform deceleration strategies, deceleration strategies with uniformly reduced deceleration, deceleration strategies with multi-stage deceleration changes, etc. The parameters of the deceleration change curve corresponding to the preset deceleration strategies can be pre-set by relevant personnel based on their experience in the aircraft field.

[0072] In this embodiment, based on the preset multiple deceleration strategies, combined with the optimization algorithm, according to indicators such as landing time and landing power consumption, by comparing the landing time and power consumption of each preset deceleration strategy, a deceleration strategy with the shortest landing time and / or the least landing power consumption can be automatically recommended.

[0073] When the preset deceleration strategy is a segmented trapezoidal deceleration strategy, that is, a deceleration strategy in which the deceleration changes in segments according to a trapezoidal shape with the speed, when the target deceleration, that is, the initial deceleration, is When , the corresponding deceleration change curve is as follows Figure 5 shown. Figure 5 A curve showing the deceleration distributed in a trapezoidal manner along with the speed is shown, that is, a segmented trapezoidal deceleration curve corresponding to the segmented trapezoidal deceleration strategy. Combined with the segmented trapezoidal deceleration curve, the landing duration and landing power consumption are analyzed according to the following optimization algorithm. The specific analysis process is as follows:

[0074] First, based on the basic relationship between distance, speed and time in physics, the relationship between distance, speed and acceleration is calculated as follows:

[0075]

[0076]

[0077] make , then according to the total differential, we get the following formula:

[0078]

[0079] Further calculation yields the following formula:

[0080]

[0081] Further we can get:

[0082]

[0083] When a trapezoidal deceleration curve is used, the deceleration mileage can be obtained by performing segmented integration on the trapezoidal curve. For speed , For is the acceleration of the independent variable, that is Figure 5 shown The functional relationship shown in the figure. For the convenience of using symbols, we will use Alternative As speed, Alternative As is the acceleration of the independent variable.

[0084] Depend on Figure 5 It can be seen that the segmented trapezoidal deceleration curve has three segments, which can be expressed as follows:

[0085]

[0086] Note that the above derivation requires that the velocity is a monotonically changing function, which requires The deceleration curve in the figure cannot cross or touch the horizontal axis (i.e. The role of Should be as close to 0 as possible). Therefore, if there is a process that involves both the acceleration and deceleration of the aircraft speed, the integrals must be calculated separately.

[0087] Then, since the same trapezoidal deceleration change curve is used to accelerate the aircraft speed from 0 to the current ground speed or decelerate from the current ground speed to 0, the landing time and landing power consumption are the same. For the convenience of calculation, only the landing time and landing power consumption of the acceleration movement of the aircraft from 0 to the current ground speed are derived.

[0088]

[0089] Finally, the landing time prediction is:

[0090]

[0091] Then, based on the aircraft's drag function ,in, speed, is the angle of attack, is the acceleration, It can be calculated based on the aircraft performance, and then the continuous function expression can be obtained through fitting.

[0092] Then the power consumption and speed function is

[0093]

[0094] After numerical integration calculation, the landing power consumption can be obtained.

[0095] Step A02: Based on a landing point prediction algorithm, the distance between the aircraft and the landing point is predicted according to the first deceleration strategy, and a first landing point prediction distance is calculated.

[0096] It should be noted that the landing point prediction algorithm is constructed based on the kinematic equations in physics. According to the given target acceleration, the landing point distance required for the aircraft to decelerate from the current ground speed to a standstill (or near standstill) is calculated by integrating the deceleration change curve. Among them, the deceleration change curve is determined based on the first deceleration strategy.

[0097] Finally, according to the deceleration change curve corresponding to the first deceleration strategy, the deceleration change curve is integrated through the landing point prediction algorithm to determine the mileage required for the aircraft to decelerate from the current ground speed to 0 according to the current deceleration change curve, thereby obtaining the first landing point prediction distance.

[0098] When the first deceleration strategy is a trapezoidal deceleration change curve, the following landing point prediction algorithm can be used to predict the landing point: Figure 5 The trapezoidal deceleration change curve shown in the figure is integrated piecewise to obtain the deceleration mileage, that is, the predicted distance of the first landing point. Figure 5 The trapezoidal deceleration change curve shown in FIG. 1 is used to obtain the predicted distance of the first landing point by performing segmented integration on the curve as follows:

[0099] From the above we can know:

[0100]

[0101] when is an injective function (strictly monotone), that is Without changing the sign, we can get the following formula:

[0102]

[0103] Substituting the two equations of dt and t into the integral, we get:

[0104]

[0105] Now let the composite function ,have:

[0106]

[0107] at this time For speed , For is the acceleration of the independent variable, that is Figure 5 shown The functional relationship shown in the figure. For the convenience of using symbols, we will use Alternative As speed, Alternative As is the acceleration of the independent variable.

[0108] Note that the above derivation requires that the velocity is a monotonically changing function, which requires The deceleration curve in the figure cannot cross or touch the horizontal axis (i.e. The role of Should be as close to 0 as possible). Therefore, if there is a process that involves both the acceleration and deceleration of the aircraft speed, the integrals must be calculated separately.

[0109] Then, since the same trapezoidal deceleration change curve is used to accelerate the aircraft speed from 0 to the current ground speed or decelerate from the current ground speed to 0, the mileage is the same. For the convenience of calculation, only the mileage of the acceleration motion of the aircraft from 0 to the current ground speed is derived.

[0110] When taking Figure 5 When the trapezoidal deceleration curve is shown, the deceleration mileage can be obtained by performing segmented integration on the trapezoidal deceleration curve. Figure 5 It can be seen that the curve has three segments, which can be expressed as follows:

[0111]

[0112] By taking the indefinite integral of the corresponding speed interval, we can further obtain:

[0113]

[0114]

[0115]

[0116] Where p is:

[0117]

[0118] Finally, the mileage prediction value can be expressed as follows:

[0119]

[0120] In this embodiment, by combining with the preset flight envelope diagram, the first deceleration strategy is selected from the preset deceleration strategies, and then combined with the landing point prediction algorithm, the distance between the aircraft and the landing point is predicted, thereby obtaining the first landing point predicted distance, so as to assist the pilot in controlling the aircraft to perform landing operations.

[0121] Step S130: readjusting the deceleration of the aircraft based on the predicted distance of the first landing point and the distance mark on the windshield until the aircraft reaches the landing point.

[0122] Specifically, the flight control computer displays the predicted distance of the first landing point to the pilot through the display system, and assists the pilot to further confirm the distance between the current position of the aircraft and the landing point through the distance mark on the windshield, so that the pilot can judge whether to readjust the deceleration of the aircraft, thereby generating the pilot's auxiliary operation, that is, sending an instruction to adjust the deceleration to the flight control computer through the aircraft's controllable unit (joystick, touch screen, buttons, etc.), and then the flight control computer receives the pilot's instruction to adjust the deceleration in combination with the pilot's auxiliary operation, readjusts the deceleration of the aircraft, and recalculates the predicted distance of the first landing point until the aircraft has reached the landing point.

[0123] Among them, the display system includes but is not limited to the primary flight display (PFD), multi-function display (MFD), head-up display system (HUD), etc.

[0124] It should be understood that when the display system of the aircraft fails, the flight control computer can provide the pilot with the predicted distance of the first landing point by voice broadcast.

[0125] The present embodiment provides an aircraft landing assistance method, which adjusts the deceleration of the aircraft by receiving an initial deceleration instruction, and uses the adjusted deceleration as a target deceleration; calculates a first landing point predicted distance based on the target deceleration; and readjusts the deceleration of the aircraft based on the first landing point predicted distance and a distance mark on the windshield until the aircraft reaches the landing point.

[0126] This embodiment, through the above scheme, receives the pilot's initial deceleration instruction, adjusts the deceleration of the aircraft, and then predicts the distance between the aircraft and the landing point based on the adjusted deceleration based on the landing point prediction algorithm to obtain a first predicted landing distance. The first predicted landing point distance and the distance mark on the windshield are used to assist the pilot in determining whether to readjust the deceleration of the aircraft, and in combination with the auxiliary operation after the pilot makes the adjustment judgment, readjusts the deceleration of the aircraft until the aircraft reaches the landing point. Through the above scheme, this application improves the prediction accuracy of the landing point of the aircraft during the landing process under the condition of manual control based on visual observation by the pilot.

[0127] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 2 , the step S130 further includes steps S210 to S220:

[0128] Step S210, providing the pilot with the distance mark on the windshield;

[0129] Step S220, receiving a first deceleration instruction from the pilot, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration until no deceleration instruction from the pilot is received or the aircraft reaches the landing point, wherein the first deceleration instruction is a control instruction made by judging the deviation between a second predicted landing point distance obtained by the pilot based on the distance mark predicted by the pilot for the distance between the aircraft and the landing point under visual conditions and the first landing point distance.

[0130] Specifically, the flight control computer provides the pilot with the distance markings on the windshield so that the pilot can confirm the distance markings corresponding to the projection area of ​​the landing point on the windshield under visual conditions through the distance markings on the windshield, thereby assisting the pilot in predicting the distance between the aircraft and the landing point, i.e., the second landing point predicted distance.

[0131] Among them, Fig. 9The distance mark shown in the figure includes several semi-transparent closed loop curves, which correspond to the projection area of ​​the landing point displayed on the windshield at different landing point distances. When the pilot is under visual conditions, when the projection of the target landing point just completely covers the semi-transparent closed loop curve, the corresponding distance mark is the distance from the current landing point to the aircraft. For example, Fig. 9 In the figure, the projection of the target landing point and the semi-transparent closed loop curve marked as 30m are mostly overlapped. In this case, the pilot can estimate that the distance from the current landing point to the aircraft is 30m.

[0132] Then, when the pilot determines that there is a difference between the first landing point predicted distance and the second landing point predicted distance, it means that the aircraft cannot reach the landing point by decelerating at the current target deceleration. At this time, the pilot determines whether the deceleration needs to be increased or decreased in the current situation by judging the difference. When the pilot determines that the deceleration needs to be increased or decreased in the current situation, the flight control computer is sent an instruction to adjust the deceleration through the controllable unit (joystick, touch screen, button, etc.) of the aircraft, that is, the first deceleration instruction. The flight control computer receives the first deceleration instruction of the pilot, adjusts the deceleration of the aircraft based on the first deceleration instruction, and uses the adjusted deceleration as the target deceleration, and continues to recalculate the first landing point predicted distance based on the landing point prediction algorithm and the target deceleration, until the pilot determines that the difference between the first landing point predicted distance and the second landing point predicted distance is within the preset deviation range. At this time, the flight control computer will not receive the pilot's deceleration instruction, and the aircraft can decelerate according to the current deceleration and reach the landing point autonomously, or the aircraft has reached the landing point. The preset deviation range is the permissible deviation range between the aircraft landing point and the target landing point, which is preset in the flight control computer by relevant personnel based on the size of the aircraft's landing area, aircraft performance limitations, and safe landing standards. It should be understood that during the actual landing process, the pilot can modify the preset deviation range based on the current aircraft landing environment.

[0133] Furthermore, when the pilot manually controls the aircraft to fly, the flight altitude may need to be adjusted. However, the distance mark will change with the relative height between the aircraft and the landing point. Therefore, the distance mark can be electronically displayed on the windshield. After the above step 210, steps B01 to B02 may be included:

[0134] Step B01, receiving the pilot's indicator height adjustment instruction, updating the distance indicator, and obtaining an updated distance indicator;

[0135] Step B02, receiving a first deceleration instruction from the pilot, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration until no deceleration instruction from the pilot is received or the aircraft reaches the landing point, wherein the first deceleration instruction is a control instruction made by judging the deviation between a second predicted landing point distance obtained by the pilot predicting the distance between the aircraft and the landing point based on the updated distance identifier under visual conditions and the first landing point distance.

[0136] Specifically, in this embodiment, the distance mark can be projected through the head-up display system and electronically displayed on the windshield. At different aircraft altitudes, the relative height between the aircraft and the landing point will change, and the corresponding distance mark will be different.

[0137] Therefore, when the altitude of the aircraft changes, the pilot obtains the current altitude of the aircraft through the aircraft's sensors (such as the barometric altimeter), and further obtains the relative altitude between the aircraft and the landing point in combination with the known landing point information. The pilot then interacts with the flight control computer, so that the flight control computer receives the pilot's altitude adjustment instruction and automatically updates the distance indicator electronically displayed on the windshield, thereby obtaining an updated distance indicator. The semi-transparent closed loop curve in the updated distance indicator will change accordingly.

[0138] Then, the flight control computer helps the pilot to predict the distance between the aircraft and the landing point, i.e., the second landing point predicted distance, under visual conditions by displaying the updated distance mark on the windshield, by confirming the digital mark of the translucent closed loop curve corresponding to the projection area of ​​the landing point on the windshield.

[0139] Then, the pilot determines whether to adjust the deceleration based on the deviation between the predicted distance of the first landing point and the predicted distance of the second landing point. The flight control computer then receives the first deceleration instruction from the pilot and continuously corrects the deviation between the predicted distance of the first landing point and the predicted distance of the second landing point until the flight control computer does not receive the deceleration instruction from the pilot. The aircraft can decelerate according to the current deceleration and reach the landing point autonomously, or the aircraft has already reached the landing point.

[0140] The present embodiment provides an aircraft landing assistance method, which comprises the following steps: receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration; calculating a first landing point predicted distance according to the target deceleration; providing a distance mark on the windshield to the pilot; receiving a first deceleration instruction from the pilot, adjusting the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration, until no deceleration instruction from the pilot is received or the aircraft reaches the landing point, wherein the first deceleration instruction is a control instruction made by judging the deviation between a second landing point predicted distance obtained by the pilot predicting the distance between the aircraft and the landing point through the distance mark under visual conditions and the first landing point distance.

[0141] Through the above scheme, this embodiment provides the pilot with a distance mark on the windshield so that the pilot can predict the second landing point predicted distance, assists the pilot in making a judgment on whether to adjust the deceleration according to the deviation between the first landing point predicted distance and the second landing point predicted distance, and then continuously corrects the deviation between the first landing point predicted distance and the second landing point predicted distance by receiving the first deceleration instruction from the pilot, thereby effectively improving the prediction accuracy of the landing point of the aircraft during the landing process under the condition of manual control based on visual observation by the pilot.

[0142] Based on the first embodiment and / or the second embodiment of the present application, in the third embodiment of the present application, the same or similar contents as those in the first embodiment and / or the second embodiment can refer to the above description, and will not be described in detail later. Figure 3 , after the above step S210, further comprising steps S310 to S350:

[0143] Step S310, receiving a second landing point distance input by the pilot, wherein the second landing point predicted distance is obtained by the pilot predicting the distance between the aircraft and the landing point through the distance mark under visual conditions;

[0144] Specifically, the flight control computer receives the second landing point distance input by the pilot through a receiving unit, wherein the second landing point distance is the second landing point distance obtained by the pilot estimating the distance between the aircraft and the landing point based on the distance mark on the windshield under visual conditions, so that the flight control computer can automatically adjust the deceleration of the aircraft according to the second landing point distance.

[0145] Step S320, determining a difference relationship between the first landing point distance and the second landing point distance;

[0146] Step S330, when the first landing point distance is greater than the second landing point distance, reducing the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration;

[0147] Step S340, when the first landing point distance is less than the second landing point distance, increasing the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration;

[0148] Specifically, the flight control computer automatically adjusts the deceleration of the aircraft by determining the size relationship between the distance to the second landing point and the distance to the first landing point.

[0149] When the distance to the first landing point is greater than the distance to the second landing point, it means that when the aircraft decelerates at the current target deceleration, the flight distance of the aircraft will exceed the distance between the aircraft and the landing point, resulting in the aircraft being unable to land accurately at the landing point. At this time, the flight control computer needs to reduce the deceleration of the aircraft and use the adjusted deceleration as the target deceleration.

[0150] When the distance to the first landing point is greater than the distance to the second landing point, it means that when the aircraft is decelerating at the current target deceleration, the flight distance of the aircraft is less than the distance between the aircraft and the landing point, resulting in the aircraft being unable to land accurately at the landing point. At this time, the flight control computer needs to increase the deceleration of the aircraft and use the adjusted deceleration as the target deceleration.

[0151] Step S350, when the aircraft has not reached the landing point, executing the steps: calculating the first landing point predicted distance according to the target deceleration, until the difference between the first landing point predicted distance and the second landing point predicted distance is within a preset deviation range.

[0152] Finally, after the flight control computer automatically adjusts the deceleration of the aircraft, step S120 is continued: based on the target deceleration, the predicted distance of the first landing point is calculated until the difference between the predicted distance of the first landing point and the predicted distance of the second landing point is within the preset deviation range. At this time, the aircraft can decelerate at the current target deceleration and land at the landing point.

[0153] It should be understood that during the landing process of the aircraft, the pilot can continuously predict the second landing point distance through the windshield. When the predicted second landing point distance changes, the pilot can continue to input the second landing point predicted distance to the flight control computer through the receiving unit, so that the flight control computer can automatically adjust the deceleration of the aircraft.

[0154] This embodiment provides an aircraft landing assistance method, which directly receives the second landing point distance estimated by the pilot through the windshield under visual conditions, so that the flight control computer automatically adjusts the deceleration of the aircraft, thereby improving the pilot's prediction accuracy of the aircraft's landing point under visual flight manual control conditions.

[0155] This application also provides an aircraft landing assist device, please refer to Figure 6 The aircraft landing assist device is applied to an aircraft, the aircraft includes a windshield, and the distance mark is displayed through the windshield. The aircraft landing assist device includes:

[0156] The receiving module 10 is used to receive the initial deceleration instruction, adjust the deceleration of the aircraft, and use the adjusted deceleration as the target deceleration;

[0157] A landing point prediction module 20, configured to calculate a first landing point prediction distance according to the target deceleration;

[0158] The landing assist module 30 is used to readjust the deceleration of the aircraft based on the predicted distance of the first landing point and the distance mark on the windshield until the aircraft reaches the landing point.

[0159] The aircraft landing assistance device provided by the present application adopts the aircraft landing assistance method in the above embodiment, and can solve the technical problem of how to improve the prediction accuracy of the landing point of the aircraft during the landing process under the condition of manual control based on visual observation by the pilot. Compared with the prior art, the beneficial effects of the aircraft landing assistance device provided by the present application are the same as the beneficial effects of the aircraft landing assistance method provided by the above embodiment, and the other technical features of the aircraft landing assistance device are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0160] The present application provides an aircraft landing assistance device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the aircraft landing assistance method in the above-mentioned embodiment one.

[0161] Reference below Figure 7 , which shows a schematic diagram of the structure of an aircraft landing assistance device suitable for implementing the embodiment of the present application. The aircraft landing assistance device in the embodiment of the present application may include, but is not limited to, flight control computers, avionics computers, embedded computing devices, flight sensors (such as ultrasonic sensors, atmospheric data sensors, etc.), various flight instruments (such as barometric altimeters, etc.), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc. Figure 7 The aircraft landing assistance equipment shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0162] like Figure 7 As shown, the aircraft landing assistance device may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM) 1004. In RAM 1004, various programs and data required for the operation of the aircraft landing assistance device are also stored. The processing device 1001, ROM 1002, and RAM 1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, a touch pad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the aircraft landing aid to communicate with other devices wirelessly or by wire to exchange data. Although the figure shows an aircraft landing aid with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have alternatively.

[0163] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0164] The aircraft landing assistance device provided by the present application adopts the aircraft landing assistance method in the above embodiment, and can solve the technical problem of how to improve the prediction accuracy of the landing point of the aircraft during the landing process under the condition of manual control based on visual observation by the pilot. Compared with the prior art, the beneficial effects of the aircraft landing assistance device provided by the present application are the same as the beneficial effects of the aircraft landing assistance method provided by the above embodiment, and the other technical features of the aircraft landing assistance device are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0165] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0166] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0167] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, wherein the computer-readable program instructions are used to execute the aircraft landing assistance method in the above-mentioned embodiment.

[0168] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM: Random Access Memory), a read-only memory (ROM: Read Only Memory), an erasable programmable read-only memory (EPROM: Erasable Programmable Read Only Memory or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM: CD-Read Only Memory), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program, which may be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency: Radio Frequency), etc., or any suitable combination of the above.

[0169] The computer-readable storage medium may be included in the aircraft landing assistance device; or may exist independently without being assembled into the aircraft landing assistance device.

[0170] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the aircraft landing assistance device, the aircraft landing assistance device: receives an initial deceleration instruction, adjusts the deceleration of the aircraft, and uses the adjusted deceleration as a target deceleration; calculates a first landing point predicted distance based on the target deceleration; and readjusts the deceleration of the aircraft based on the first landing point predicted distance and the distance mark on the windshield until the aircraft reaches the landing point.

[0171] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0172] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0173] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0174] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned aircraft landing assistance method, and can solve the technical problem of how to improve the prediction accuracy of the landing point of the aircraft during the landing process under the condition of manual control based on visual observation by the pilot. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the aircraft landing assistance method provided by the above-mentioned embodiment, and will not be repeated here.

[0175] An embodiment of the present application provides a computer program product, including a computer program, which implements the steps of the above-mentioned aircraft landing assistance method when executed by a processor.

[0176] The computer program product provided by the present application can solve the technical problem of how to improve the accuracy of predicting the landing point of an aircraft during landing under the condition of manual control based on visual observation by the pilot. Compared with the prior art, the beneficial effects of the computer program product provided by the embodiment of the present application are the same as the beneficial effects of the aircraft landing assistance method provided by the above embodiment, and will not be described in detail here.

[0177] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent processing scope of the present application.

Claims

1. An aircraft landing assistance method, characterized in that: The method is applied to an aircraft, the aircraft comprising a windshield, and a distance mark is displayed through the windshield. The method comprises: receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration; Calculating a first landing point predicted distance according to the target deceleration; Based on the first predicted landing point distance and the distance mark on the windshield, readjust the deceleration of the aircraft until the aircraft reaches the landing point; The step of calculating the predicted distance of the first landing point according to the target deceleration includes: Selecting a first deceleration strategy from preset deceleration strategies according to a preset flight envelope diagram, the ground speed of the aircraft and the target deceleration; Based on a landing point prediction algorithm, the distance between the aircraft and the landing point is predicted according to the first deceleration strategy, and a first landing point prediction distance is calculated.

2. The method according to claim 1, characterized in that The step of re-adjusting the deceleration of the aircraft based on the first landing point predicted distance and the distance mark on the windshield until the aircraft reaches the landing point includes: providing the pilot with distance markings on the windshield; receiving a first deceleration instruction from the pilot, adjusting the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration until no deceleration instruction from the pilot is received or the aircraft reaches the landing point, wherein the first deceleration instruction is a control instruction made by judging the deviation between a second predicted landing point distance obtained by the pilot predicting the distance between the aircraft and the landing point through the distance mark under visual conditions and the first predicted landing point distance.

3. The method according to claim 2, characterized in that The distance mark is electronically displayed on the windshield, and after the step of providing the distance mark on the windshield to the pilot, the method further includes: receiving a pilot's indicator altitude adjustment instruction, updating the distance indicator, and obtaining an updated distance indicator; receiving a first deceleration instruction from the pilot, adjusting the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration until no deceleration instruction from the pilot is received or the aircraft reaches the landing point, wherein the first deceleration instruction is a control instruction made by judging the deviation between a second predicted landing point distance obtained by the pilot predicting the distance between the aircraft and the landing point based on the updated distance identifier under visual conditions and the first predicted landing point distance.

4. The method according to claim 2, characterized in that After the step of providing the distance mark on the windshield to the pilot, the method further includes: receiving a second predicted landing point distance input by the pilot, wherein the second predicted landing point distance is obtained by the pilot predicting the distance between the aircraft and the landing point through the distance mark under visual conditions; Determining a difference relationship between the first predicted landing point distance and the second predicted landing point distance; When the first predicted landing point distance is greater than the second predicted landing point distance, reducing the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration; When the first predicted landing point distance is less than the second predicted landing point distance, increasing the deceleration of the aircraft, and using the adjusted deceleration as the target deceleration; When the aircraft has not reached the landing point, the steps of: calculating a first landing point predicted distance according to the target deceleration until a difference between the first landing point predicted distance and the second landing point predicted distance is within a preset deviation range.

5. The method according to any one of claims 1 to 4, characterized in that The distance mark includes a plurality of semi-transparent closed loop curves, and the semi-transparent closed loop curves correspond to projection areas of the landing point displayed on the windshield at different landing point distances.

6. An aircraft landing assist device, characterized in that: The aircraft landing assist device is applied to an aircraft, the aircraft includes a windshield, and a distance mark is displayed through the windshield. The aircraft landing assist device includes: A receiving module, used for receiving an initial deceleration instruction, adjusting the deceleration of the aircraft, and using the adjusted deceleration as a target deceleration; A landing point prediction module, used to calculate a first landing point prediction distance according to the target deceleration; a landing assist module, configured to readjust the deceleration of the aircraft based on the predicted distance of the first landing point and the distance mark on the windshield until the aircraft reaches the landing point; The landing point prediction module is further used to select a first deceleration strategy from preset deceleration strategies according to a preset flight envelope diagram, the ground speed of the aircraft and the target deceleration; Based on a landing point prediction algorithm, the distance between the aircraft and the landing point is predicted according to the first deceleration strategy, and a first landing point prediction distance is calculated.

7. An aircraft landing assistance device, characterized in that: The aircraft landing assistance device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the aircraft landing assistance method according to any one of claims 1 to 5.

8. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the aircraft landing assistance method according to any one of claims 1 to 5 are implemented.

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