Take-off profile guiding method and system, electronic device and storage medium

Abstract

The invention discloses a take-off profile guiding method and system, an electronic device and a storage medium, and the method comprises the steps: obtaining the flight state of an aircraft, so as to judge whether the aircraft is in a take-off stage or not; if the aircraft is in the take-off stage, the pitching guide and maximum thrust mode of the aircraft is activated; obtaining the engine state of the aircraft, and obtaining the real-time height of the aircraft; if the engine is in a double-engine state, first guidance is executed; if the engine is a single engine, second guidance is executed; and after the real-time height of the aircraft is larger than or equal to 1500 feet and the speed reaches the preset final take-off speed, the thrust of an aircraft engine is reduced, and take-off is completed. According to the technical scheme, the technical problems that in the prior art, a unit is busy in the take-off process, misoperation may occur, and potential safety hazards of an aircraft are increased can be solved.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a take-off profile guidance method, system, electronic device and storage medium. Background Art

[0002] The flight profile takes the takeoff base as the origin and consists of several flight phases, such as takeoff, climb, cruise, descent, approach and landing. The takeoff profile can represent the stage when the aircraft takes off. Takeoff usually consists of four stages. Different stages have different requirements for climb gradients. The crew needs to change the thrust and pitch control methods according to the stage the aircraft is in, and perform climb or acceleration operations. This involves the operation of flight guidance mode, automatic throttle mode, and speed target selection, etc. This makes the crew busier during the takeoff process, and incorrect operations may occur, increasing the safety risks of the aircraft. Summary of the invention

[0003] The present invention provides a takeoff profile guidance method, system, electronic device and storage medium, aiming to effectively solve the technical problem in the prior art that the crew is relatively busy during the takeoff process, which may cause erroneous operations and increase the safety hazards of the aircraft.

[0004] According to a first aspect of the present invention, the present invention provides a take-off profile guidance method, comprising: obtaining the flight status of an aircraft to determine whether the aircraft is in the take-off stage; if the aircraft is in the take-off stage, activating the pitch guidance and maximum thrust mode of the aircraft; obtaining the engine status of the aircraft, and obtaining the real-time altitude of the aircraft; if the engine status is twin-engine, determining whether the real-time altitude is greater than or equal to a preset twin-engine thrust reduction altitude; if the real-time altitude is greater than or equal to the twin-engine thrust reduction altitude, converting the flight mode of the aircraft to a maximum climb force mode, otherwise maintaining the aircraft in the maximum thrust mode until the real-time altitude is greater than or equal to the twin-engine thrust reduction altitude; after the aircraft is in the maximum climb force mode, determining whether the real-time altitude is greater than or equal to a preset twin-engine acceleration altitude; if so, converting the pitch guidance to the aircraft's autopilot climb control mode to accelerate the aircraft; if the engine status is single-engine, determining whether the real-time altitude is greater than or equal to a preset single-engine thrust reduction altitude; if If the real-time altitude is greater than or equal to the single-engine thrust reduction altitude, it is determined whether the real-time altitude is less than the preset single-engine acceleration altitude; if the real-time altitude is less than the preset single-engine acceleration altitude, the thrust of the aircraft is converted to the maximum single-engine thrust; if the real-time altitude is greater than or equal to the preset single-engine acceleration altitude, the pitch guidance is converted to the automatic flight climb control mode of the aircraft, and the thrust of the aircraft is converted to the maximum single-engine thrust; if the real-time altitude is less than the single-engine thrust reduction altitude, the maximum thrust mode is maintained, and it is determined whether the real-time altitude is greater than or equal to the single-engine acceleration altitude; if the real-time altitude is greater than or equal to the single-engine acceleration altitude, the thrust of the aircraft is converted to the maximum single-engine thrust, otherwise the maximum thrust mode is maintained until the real-time altitude is greater than or equal to the single-engine acceleration altitude, and the thrust of the aircraft is converted to the maximum single-engine thrust; until the real-time altitude of the aircraft is greater than or equal to 1500 feet and the speed reaches the preset final takeoff speed, the thrust of the aircraft engine is reduced to complete the takeoff.

[0005] Furthermore, the guidance method also includes: when the engine status is twin-engine or single-engine, when the pitch guidance is converted into the aircraft's autopilot climb control mode, the aircraft's flap handle status is also obtained, and the aircraft's speed target is automatically adjusted according to the flap handle status.

[0006] Furthermore, if the aircraft has an automatic throttle system, then during the step of activating the pitch guidance and maximum thrust mode of the aircraft, the guidance method further includes: starting the automatic throttle system.

[0007] Furthermore, during the step of activating the pitch guidance and maximum thrust mode of the aircraft, the guidance method further comprises: locking the maximum thrust mode.

[0008] Furthermore, the step of obtaining the flight status of the aircraft to determine whether the aircraft is in the take-off stage includes: checking the ground status, push rod and thrust of the aircraft to determine whether the push rod of the aircraft is in the take-off position, and whether the thrust of the aircraft is the take-off thrust, and detecting whether the take-off / go-around button of the aircraft is activated. If the push rod of the aircraft is in the take-off position, the thrust of the aircraft is the take-off thrust, or the take-off / go-around button is activated, the aircraft is in the take-off stage.

[0009] Furthermore, the guidance method also includes: displaying real-time changes of the aircraft on a predetermined terminal, the real-time changes including the real-time altitude of the aircraft, engine status, engine thrust, the maximum climb force mode, the pitch guidance, the maximum thrust mode, and the autopilot climb control mode.

[0010] According to a second aspect of the present invention, the present invention further provides a take-off profile guidance system, comprising: a flight status acquisition module, used to acquire the flight status of an aircraft to determine whether the aircraft is in the take-off stage; an activation module, used to activate the pitch guidance and maximum thrust mode of the aircraft if the aircraft is in the take-off stage; a real-time altitude acquisition module, used to acquire the engine status of the aircraft and acquire the real-time altitude of the aircraft; a take-off process guidance module, used to determine whether the real-time altitude is greater than or equal to a preset dual-engine thrust reduction altitude if the engine status is dual-engine; if the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude, convert the flight mode of the aircraft to the maximum climb force mode, otherwise keep the aircraft in the maximum thrust mode until the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude; after the aircraft is in the maximum climb force mode, determine whether the real-time altitude is greater than or equal to the preset dual-engine acceleration altitude; if so, convert the pitch guidance to the aircraft's autopilot climb control mode to accelerate the aircraft;

[0011] The guidance module is also used for, if the engine state is single engine, determining whether the real-time altitude is greater than or equal to the single engine thrust reduction altitude; if the real-time altitude is greater than or equal to the single engine thrust reduction altitude, determining whether the real-time altitude is less than a preset single engine acceleration altitude; if the real-time altitude is less than the preset single engine acceleration altitude, converting the thrust of the aircraft to the maximum single engine thrust; if the real-time altitude is greater than or equal to the preset single engine acceleration altitude, converting the pitch guidance to the aircraft's autopilot climb control mode, and converting the thrust of the aircraft to the maximum single engine thrust;

[0012] The takeoff completion guidance module will reduce the thrust of the aircraft engine to complete the takeoff until the aircraft's real-time altitude is greater than or equal to 1,500 feet and the speed reaches the preset final takeoff speed.

[0013] According to the third aspect of the present invention, the present invention also provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, any one of the above-mentioned take-off profile guidance methods is implemented.

[0014] According to another aspect of the present invention, the present invention further provides a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, any one of the above-mentioned takeoff profile guidance methods is implemented.

[0015] Through one or more of the above embodiments of the present invention, at least the following technical effects can be achieved:

[0016] In the technical solution disclosed in the present invention, the thrust of the aircraft can be automatically controlled in the take-off section, reducing the load of the crew during the take-off phase, thereby reducing the probability of incorrect operation of the crew due to the busy take-off phase, thereby reducing the safety risks of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The technical solutions and other beneficial effects of the present invention will be made apparent by describing in detail the specific embodiments of the present invention in conjunction with the accompanying drawings.

[0018] Figure 1 A flow chart of a takeoff profile guidance method provided by an embodiment of the present invention;

[0019] Figure 2 A first guidance flow chart of a takeoff profile guidance method provided by an embodiment of the present invention;

[0020] Figure 3 A second guidance flow chart of the takeoff profile guidance method provided by an embodiment of the present invention;

[0021] Figure 4 A framework diagram of a takeoff profile guidance system provided by an embodiment of the present invention;

[0022] Figure 5 A schematic block diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0023] The technical scheme in the embodiment of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiment of the present invention. Obviously, the described embodiment is only a part of the embodiment of the present invention, not all of the embodiments. Based on the embodiment of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0024] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the term "and / or" herein is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " herein, unless otherwise specified, generally indicates that the associated objects before and after are in an "or" relationship.

[0025] The flight profile takes the takeoff base as the origin and consists of several flight phases, such as takeoff, climb, cruise, descent, approach and landing. The takeoff profile can represent the stage when the aircraft takes off. Takeoff usually consists of four stages. Different stages have different requirements for climb gradients. The crew needs to change the thrust and pitch control methods according to the stage the aircraft is in, and perform climb or acceleration operations. This involves the operation of flight guidance mode, automatic throttle mode, and speed target selection, etc. This makes the crew busier during the takeoff process, and incorrect operations may occur, increasing the safety risks of the aircraft.

[0026] In addition, if a single engine failure or other equivalent faults are added during takeoff, it is easy to cause human error. How to reduce the crew load through automation and put the crew in a monitoring role will help reduce the crew burden and reduce the risk of human error, thereby further reducing the safety risks of the aircraft.

[0027] However, modern aircraft provide takeoff pitch and thrust control by providing flight guidance and autothrottle, and provide speed targets through the flight control panel or flight management system, requiring the crew to switch modes and change speed targets according to information such as PFD prompts. During the ground phase, the crew activates the flight guidance mode and TOGA thrust mode, and after passing the thrust reduction altitude, changes the thrust mode to reduce thrust, and after reaching the acceleration altitude, switches the flight guidance pitch mode to accelerate until the takeoff process is completed.

[0028] For example, when a certain series of aircraft is not in flight guidance management mode, the crew needs to manually switch to climb mode; a certain series of aircraft has a passive throttle station, which requires the crew to control the throttle according to the prompt, and it is impossible to avoid the problem of early thrust retraction caused by the crew's premature exit from takeoff mode. The existence of these problems will also increase the crew's operating burden and cause certain safety hazards during the takeoff phase of the aircraft.

[0029] Based on the above problems, the embodiments of the present application provide a takeoff profile guidance method, system, electronic device and storage medium, which can automatically control the thrust of the aircraft in the takeoff profile, reduce the load of the crew during the takeoff phase, and thus reduce the probability of erroneous operation of the crew due to the busy takeoff phase, thereby reducing the safety risks of the aircraft.

[0030] Furthermore, the present application can also perform automatic guidance in the event of a single engine failure, thereby reducing the load on the unit.

[0031] Figure 1 The take-off profile guidance method provided by an embodiment of the present invention includes:

[0032] S101, obtaining the flight status of the aircraft to determine whether the aircraft is in the take-off phase;

[0033] S102, if the aircraft is in the take-off phase, activating the pitch guidance and maximum thrust mode of the aircraft;

[0034] S103, obtaining the engine status of the aircraft and the real-time altitude of the aircraft;

[0035] S104, if the engine status is dual engine, execute the first guidance;

[0036] S105, if the engine is single engine, execute the second guidance;

[0037] S106: After the real-time altitude of the aircraft is greater than or equal to 1500 feet and the speed reaches the preset final takeoff speed, the thrust of the aircraft engine is reduced to complete the takeoff.

[0038] In this embodiment, the pitch guidance and maximum thrust mode recorded in step S102 are both pre-set, and the pitch guidance is the guidance of the pitch angle of the aircraft at different stages, and the aircraft adjusts the pitch angle at takeoff according to the pitch guidance.

[0039] In step S103, the engine status of the aircraft is divided into dual-engine and single-engine failures. This embodiment can perform different guidance according to the different engine statuses, thereby reducing the operating load of the crew under different engine statuses.

[0040] See also Figure 2 In some embodiments, the execution steps of the first guidance in step S104 include:

[0041] S1041, determining whether the real-time altitude is greater than or equal to a preset twin-engine thrust reduction altitude;

[0042] S1042. If the real-time altitude is greater than or equal to the twin-engine thrust reduction altitude, convert the flight mode of the aircraft to the maximum climb force mode; otherwise, keep the aircraft in the maximum thrust mode until the real-time altitude is greater than or equal to the twin-engine thrust reduction altitude;

[0043] S1043, after the aircraft is in the maximum climb force mode, determining whether the real-time altitude is greater than or equal to a preset twin-engine acceleration altitude;

[0044] S1044: If yes, convert the pitch guidance to the aircraft's autopilot climb control mode to accelerate the aircraft.

[0045] In step S1042, if the real-time altitude of the aircraft is less than the twin-engine thrust reduction altitude, it means that the altitude of the aircraft has not yet reached the altitude for executing the next command, so it is necessary to continue to maintain the maximum thrust mode until the real-time altitude of the aircraft is greater than or equal to the twin-engine thrust reduction altitude.

[0046] In step S1043, if the real-time altitude of the aircraft is less than the twin-engine acceleration altitude, it means that the altitude of the aircraft cannot reach the altitude for executing the next command, so it is necessary to continue to maintain the pitch guidance and maximum climb thrust mode unchanged until the real-time altitude of the aircraft is greater than or equal to the twin-engine acceleration altitude.

[0047] See also Figure 3 In some embodiments, the execution steps of the second guidance in step S105 include:

[0048] S1051, determining whether the real-time altitude is greater than or equal to a preset single-engine thrust reduction altitude;

[0049] S1052: If the real-time altitude is greater than or equal to the single-engine thrust reduction altitude, determining whether the real-time altitude is less than a preset single-engine acceleration altitude;

[0050] S1053, if the real-time altitude is less than the preset single-engine acceleration altitude, converting the thrust of the aircraft to the maximum single-engine thrust;

[0051] S1054: If the real-time altitude is greater than or equal to the preset single-engine acceleration altitude, converting the pitch guidance to the aircraft's autopilot climb control mode, and converting the aircraft's thrust to the maximum single-engine thrust;

[0052] S1055: If the real-time altitude is less than the single-engine thrust reduction altitude, maintaining the maximum thrust mode, and determining whether the real-time altitude is greater than or equal to the single-engine acceleration altitude;

[0053] S1056. If the real-time altitude is greater than or equal to the single-engine acceleration altitude, convert the thrust of the aircraft to the maximum single-engine thrust; otherwise, maintain the maximum thrust mode until the real-time altitude is greater than or equal to the single-engine acceleration altitude, and convert the thrust of the aircraft to the maximum single-engine thrust.

[0054] In this embodiment, if the aircraft's engine status is single-engine during takeoff, it is determined that the aircraft has a single-engine failure. The aircraft can still perform the flight mission normally under a single-engine failure, but requires different guidance from a twin-engine. In step S1051, it is still necessary to determine whether the aircraft's real-time altitude is greater than or equal to the single-engine thrust reduction altitude.

[0055] If the real-time altitude of the aircraft is less than the single-engine thrust reduction altitude, it means that the real-time altitude of the aircraft is not enough, and the aircraft still needs to continue to maintain the maximum thrust mode until the real-time altitude of the aircraft is greater than or equal to the single-engine acceleration altitude. In this case, it is further determined that the real-time altitude of the aircraft is greater than or equal to the single-engine acceleration altitude, and the thrust mode is directly converted to the maximum single-engine thrust, and the autopilot climb control mode is activated until step S106 is reached; if the real-time altitude of the aircraft is greater than or equal to the thrust reduction altitude, it is still necessary to determine whether the real-time altitude is less than the single-engine acceleration altitude. If the real-time altitude of the aircraft is greater than or equal to the single-engine acceleration altitude, the thrust mode is directly converted to the maximum single-engine thrust, and the autopilot climb control mode is activated until step S106 is reached;

[0056] If the real-time altitude of the aircraft is greater than or equal to the single-engine reduced thrust altitude, it is necessary to determine whether the real-time altitude of the aircraft is less than the single-engine accelerated altitude. If so, the thrust mode is directly converted to the maximum single-engine thrust until step S106 is reached. Otherwise, the thrust mode is directly converted to the maximum single-engine thrust, and the autopilot climb control mode is activated until step S106 is reached.

[0057] Therefore, the takeoff profile guidance method provided in this embodiment can automatically control the thrust of the aircraft in the takeoff profile, reduce the load on the crew during the takeoff phase, and thus reduce the probability of erroneous operation due to the busy takeoff phase of the crew, thereby reducing the potential safety hazards of the aircraft. In addition, this embodiment can also perform automatic guidance in the event of a single engine failure, thereby reducing the load on the crew.

[0058] In some embodiments, the takeoff profile guidance method also includes: when the engine status is twin-engine or single-engine, when the pitch guidance is converted to the aircraft's autopilot climb control mode, the aircraft's flap handle status is also obtained, and the aircraft's speed target is automatically adjusted according to the flap handle status.

[0059] In this embodiment, the flap angle of the aircraft can be adjusted through the aircraft flap handle, so that the aircraft can take off in a more suitable posture.

[0060] In this embodiment, the twin-engine thrust of the aircraft is greater than the single-engine thrust. Therefore, when reaching the thrust reduction altitude during takeoff, the single-engine and twin-engine are distinguished, so that takeoff can be better performed according to the different states of the aircraft engines.

[0061] In some embodiments, if the aircraft has an automatic throttle system, then during the step of activating the pitch guidance and maximum thrust mode of the aircraft, the guidance method further includes: starting the automatic throttle system.

[0062] In this embodiment, some aircraft have an automatic throttle system, and the above-mentioned embodiments of the present application can be used to perform automatic throttle control in various stages of flight to further reduce the load on the crew.

[0063] In some embodiments, during the step of activating the pitch guidance and maximum thrust mode of the aircraft, the guidance method further comprises: locking the maximum thrust mode.

[0064] In this embodiment, the aircraft needs a maximum thrust mode in some stages of takeoff, such as the initial stage of takeoff, and this embodiment locks the maximum thrust mode to prevent the crew from making erroneous operations on the aircraft thrust, thereby reducing safety risks of the aircraft.

[0065] In step S101 of some embodiments, the step of obtaining the flight status of the aircraft to determine whether the aircraft is in the take-off phase includes:

[0066] The aircraft's air-ground status, push rod and thrust are checked to determine whether the aircraft's push rod is in the take-off position, whether the aircraft's thrust is the take-off thrust, and whether the aircraft's take-off / go-around button is activated. If the aircraft's push rod is in the take-off position, the aircraft's thrust is the take-off thrust, or the take-off / go-around button is activated, the aircraft is in the take-off stage.

[0067] In this embodiment, it is possible to determine whether the aircraft is in the take-off phase. Only when the aircraft is in the take-off phase can the take-off profile guidance be performed.

[0068] In some embodiments, the guidance method also includes: displaying real-time changes of the aircraft on a predetermined terminal, the real-time changes including the real-time altitude of the aircraft, engine status, engine thrust, the maximum climb force mode, the pitch guidance, the maximum thrust mode, and the autopilot climb control mode.

[0069] In this embodiment, by displaying the above information on the predetermined terminal, the crew can understand the status of the aircraft more clearly. In addition, since there are emergencies in the flight of the aircraft, there will naturally be some emergencies during the take-off phase. When the take-off profile guidance method recorded in the above embodiment of the present application is not sufficient to deal with these emergencies, the crew can judge the status of the aircraft based on the displayed information and perform manual intervention to further improve the safety of the flight mission.

[0070] Therefore, the takeoff profile guidance method provided in the embodiment of the present application can be based on the thrust reduction altitude, acceleration altitude and configuration information. In this embodiment, the configuration information is the flap information of the aircraft. The takeoff profile guidance method provided in the present application can greatly reduce the crew load during the takeoff phase by locking and releasing the thrust mode, automatically switching the pitch mode and the speed target, and coordinating the changes in information displayed on the predetermined terminal.

[0071] See also Figure 4 , the embodiment of the present application also provides a take-off profile guidance system, including: a flight status acquisition module 1, an activation module 2, a real-time altitude acquisition module 3, a take-off process guidance module 4 and a take-off completion guidance module 5;

[0072] The flight status acquisition module 1 is used to acquire the flight status of the aircraft to determine whether the aircraft is in the take-off stage;

[0073] The activation module 2 is used for activating the pitch guidance and maximum thrust mode of the aircraft if the aircraft is in the take-off phase;

[0074] The real-time altitude acquisition module 3 is used to acquire the engine status of the aircraft and the real-time altitude of the aircraft;

[0075] The takeoff process guidance module 4 is used to determine whether the real-time altitude is greater than or equal to the preset dual-engine thrust reduction altitude if the engine status is dual-engine; if the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude, the flight mode of the aircraft is converted to the maximum climb force mode, otherwise the aircraft is kept in the maximum thrust mode until the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude; after the aircraft is in the maximum climb force mode, determine whether the real-time altitude is greater than or equal to the preset dual-engine acceleration altitude; if so, convert the pitch guidance to the aircraft's autopilot climb control mode to accelerate the aircraft; the takeoff process guidance module 4 is also used to determine whether the real-time altitude is greater than or equal to the preset single-engine thrust reduction altitude if the engine status is single-engine; if the real-time altitude is greater than or equal to the single-engine thrust reduction altitude If the real-time altitude reaches the single-engine thrust reduction altitude, it is determined whether the real-time altitude is less than the preset single-engine acceleration altitude; if the real-time altitude is less than the preset single-engine acceleration altitude, the thrust of the aircraft is converted to the maximum single-engine thrust; if the real-time altitude is greater than or equal to the preset single-engine acceleration altitude, the pitch guidance is converted to the aircraft's autopilot climb control mode, and the thrust of the aircraft is converted to the maximum single-engine thrust; if the real-time altitude is less than the single-engine thrust reduction altitude, the maximum thrust mode is maintained, and it is determined whether the real-time altitude is greater than or equal to the single-engine acceleration altitude; if the real-time altitude is greater than or equal to the single-engine acceleration altitude, the thrust of the aircraft is converted to the maximum single-engine thrust; otherwise, the maximum thrust mode is maintained until the real-time altitude is greater than or equal to the single-engine acceleration altitude, and the thrust of the aircraft is converted to the maximum single-engine thrust;

[0076] The takeoff completion guidance module 5 is used to reduce the thrust of the aircraft engine and complete the takeoff until the real-time altitude of the aircraft is greater than or equal to 1500 feet and the speed reaches the preset final takeoff speed.

[0077] In some embodiments, the takeoff profile guidance system also includes: a flap adjustment module, which is used to obtain the flap handle status of the aircraft when the pitch guidance is converted to the aircraft's autopilot climb control mode when the engine status is twin-engine or single-engine, and automatically adjust the aircraft's speed target according to the flap handle status.

[0078] In some embodiments, if the aircraft has an automatic throttle system, when the activation module 2 activates the pitch guidance and maximum thrust mode of the aircraft, the takeoff profile guidance system further includes: an automatic throttle system starting module, which is used to start the automatic throttle system.

[0079] In some embodiments, the takeoff profile guidance system further comprises: a maximum thrust mode locking module, configured to lock the maximum thrust mode when the activation module 2 activates the pitch guidance and maximum thrust mode of the aircraft.

[0080] In some embodiments, the flight status acquisition module 1 includes: a detection unit, which is used to check the ground status, push rod and thrust of the aircraft to determine whether the push rod of the aircraft is in the take-off position, and whether the thrust of the aircraft is the take-off thrust, and detect whether the take-off / go-around button of the aircraft is activated. If the push rod of the aircraft is in the take-off position, the thrust of the aircraft is the take-off thrust or the take-off / go-around button is activated, the aircraft is in the take-off stage.

[0081] In some embodiments, the takeoff profile guidance system also includes: a display module for displaying real-time changes of the aircraft, the real-time changes including the real-time altitude of the aircraft, engine status, engine thrust, the maximum climb force mode, the pitch guidance, the maximum thrust mode, and the autopilot climb control mode.

[0082] The present application embodiment provides an electronic device. Figure 5 The electronic device includes: a memory 601, a processor 602, and a computer program stored in the memory 601 and executable on the processor 602. When the processor 602 executes the computer program, the takeoff profile guidance method described above is implemented.

[0083] Furthermore, the electronic device also includes: at least one input device 603 and at least one output device 604 .

[0084] The memory 601 , processor 602 , input device 603 and output device 604 are connected via a bus 605 .

[0085] The input device 603 may be a camera, a touch panel, a physical button or a mouse, etc. The output device 604 may be a display screen.

[0086] The memory 601 may be a high-speed random access memory (RAM) memory or a non-volatile memory, such as a disk memory. The memory 601 is used to store a set of executable program codes, and the processor 602 is coupled to the memory 601 .

[0087] Furthermore, the embodiment of the present application also provides a computer-readable storage medium, which may be disposed in the electronic device in each of the above embodiments, and the computer-readable storage medium may be the memory 601 in the above embodiments. The computer-readable storage medium stores a computer program, which, when executed by the processor 602, implements the takeoff profile guidance method described in the above method embodiment.

[0088] Furthermore, the computer storable medium may also be a U disk, a mobile hard disk, a read-only memory (ROM), a RAM, a magnetic disk or an optical disk, or other medium that can store program codes.

[0089] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0090] The modules described as separate components may or may not be physically separated, and the components shown as modules may or may not be physical modules, that is, they may be located in one place or distributed on multiple network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0091] In addition, each functional module in each embodiment of the present invention may be integrated into one processing module, or each module may exist physically separately, or two or more modules may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of software functional modules.

[0092] If the integrated module is implemented in the form of a software function module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention.

[0093] It should be noted that, for the convenience of description, the aforementioned method embodiments are all described as a series of action combinations, but those skilled in the art should be aware that the present invention is not limited by the described action sequence, because according to the present invention, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present invention.

[0094] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0095] In summary, although the present invention has been disclosed as above in terms of preferred embodiments, the above preferred embodiments are not intended to limit the present invention. A person skilled in the art may make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be based on the scope defined in the claims.

Claims

1. A take-off profile guidance method, characterized in that: include: Obtain the flight status of the aircraft to determine whether the aircraft is in the take-off phase; If the aircraft is in the take-off phase, the aircraft's pitch guidance and maximum thrust mode are activated; Get the aircraft's engine status and real-time altitude; If the engine state is dual-engine, determine whether the real-time altitude is greater than or equal to the preset dual-engine thrust reduction altitude; if the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude, convert the flight mode of the aircraft to the maximum climb force mode, otherwise keep the aircraft in the maximum thrust mode until the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude; after the aircraft is in the maximum climb force mode, determine whether the real-time altitude is greater than or equal to the preset dual-engine acceleration altitude; if so, convert the pitch guidance to the aircraft's autopilot climb control mode, and automatically adjust the speed target according to the aircraft state to accelerate the aircraft; If the engine state is single engine, then determine whether the real-time altitude is greater than or equal to a preset single engine thrust reduction altitude; if the real-time altitude is greater than or equal to the single engine thrust reduction altitude, then determine whether the real-time altitude is less than a preset single engine acceleration altitude; if the real-time altitude is less than the preset single engine acceleration altitude, then convert the thrust of the aircraft to the maximum single engine thrust; if the real-time altitude is greater than or equal to the preset single engine acceleration altitude, then convert the pitch guidance to the automatic flight climb control mode of the aircraft, and convert the thrust of the aircraft to the maximum single engine thrust; if the real-time altitude is less than the single engine thrust reduction altitude, then maintain the maximum thrust mode, and determine whether the real-time altitude is greater than or equal to the single engine acceleration altitude; if the real-time altitude is greater than or equal to the single engine acceleration altitude, then convert the thrust of the aircraft to the maximum single engine thrust; otherwise, maintain the maximum thrust mode until the real-time altitude is greater than or equal to the single engine acceleration altitude, and then convert the thrust of the aircraft to the maximum single engine thrust; When the aircraft's real-time altitude is greater than or equal to 1,500 feet and its speed reaches the preset final takeoff speed, the thrust of the aircraft's engine is reduced to complete takeoff.

2. The takeoff profile guidance method according to claim 1, characterized in that: The guiding method further comprises: When the engine status is twin-engine or single-engine, when the pitch guidance is converted to the autopilot climb control mode of the aircraft, the flap handle status of the aircraft is also obtained, and the speed target of the aircraft is automatically adjusted according to the flap handle status.

3. The takeoff profile guidance method according to claim 1, characterized in that: If the aircraft has an automatic throttle system, then during the step of activating the pitch guidance and maximum thrust mode of the aircraft, the guidance method further comprises: starting the automatic throttle system.

4. The takeoff profile guidance method according to claim 1, characterized in that: During the step of activating the pitch guidance and maximum thrust mode of the aircraft, the guidance method further comprises: locking the maximum thrust mode.

5. The takeoff profile guidance method according to claim 1, characterized in that: The step of obtaining the flight status of the aircraft to determine whether the aircraft is in the take-off phase includes: The aircraft's air-ground status, push rod and thrust are checked to determine whether the aircraft's push rod is in the take-off position, whether the aircraft's thrust is the take-off thrust, and whether the aircraft's take-off / go-around button is activated. If the aircraft's push rod is in the take-off position, the aircraft's thrust is the take-off thrust, or the take-off / go-around button is activated, the aircraft is in the take-off stage.

6. The takeoff profile guidance method according to claim 1, characterized in that: The guidance method also includes: displaying real-time changes of the aircraft on a predetermined terminal, the real-time changes including the real-time altitude of the aircraft, engine status, engine thrust, the maximum climb force mode, the pitch guidance, the maximum thrust mode, and the autopilot climb control mode.

7. A take-off profile guidance system, characterized in that: include: The flight status acquisition module is used to obtain the flight status of the aircraft to determine whether the aircraft is in the take-off stage; An activation module, used for activating the pitch guidance and maximum thrust mode of the aircraft if the aircraft is in the take-off phase; The real-time altitude acquisition module is used to obtain the aircraft's engine status and the aircraft's real-time altitude; The takeoff process guidance module is used to determine whether the real-time altitude is greater than or equal to a preset dual-engine thrust reduction altitude if the engine state is dual-engine; if the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude, convert the flight mode of the aircraft to a maximum climb force mode, otherwise keep the aircraft in a maximum thrust mode until the real-time altitude is greater than or equal to the dual-engine thrust reduction altitude; after the aircraft is in the maximum climb force mode, determine whether the real-time altitude is greater than or equal to a preset dual-engine acceleration altitude; if so, convert the pitch guidance to an automatic flight climb control mode of the aircraft to accelerate the aircraft; The guidance module is also used for, if the engine state is single engine, determining whether the real-time altitude is greater than or equal to the single engine thrust reduction altitude; if the real-time altitude is greater than or equal to the single engine thrust reduction altitude, determining whether the real-time altitude is less than a preset single engine acceleration altitude; if the real-time altitude is less than the preset single engine acceleration altitude, converting the thrust of the aircraft to the maximum single engine thrust; if the real-time altitude is greater than or equal to the preset single engine acceleration altitude, converting the pitch guidance to the automatic flight climb control mode of the aircraft, and converting the thrust of the aircraft to the maximum single engine thrust; if the real-time altitude is less than the single engine thrust reduction altitude, maintaining the maximum thrust mode, and determining whether the real-time altitude is greater than or equal to the single engine acceleration altitude; if the real-time altitude is greater than or equal to the single engine acceleration altitude, converting the thrust of the aircraft to the maximum single engine thrust; otherwise maintaining the maximum thrust mode until the real-time altitude is greater than or equal to the single engine acceleration altitude, and converting the thrust of the aircraft to the maximum single engine thrust; The takeoff completion guidance module will reduce the thrust of the aircraft engine to complete the takeoff until the aircraft's real-time altitude is greater than or equal to 1,500 feet and the speed reaches the preset final takeoff speed.

8. An electronic device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the method described in any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method described in any one of claims 1 to 6 is implemented.

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