Aircraft bumping early warning method, device and equipment and storage medium

Abstract

The invention discloses an aircraft bumping early warning method, device and equipment and a storage medium, and the method comprises the steps: obtaining the real-time vertical acceleration and the real-time position of an aircraft in flight, judging whether the aircraft is in a bumping state or not through the real-time vertical acceleration, and if the aircraft is in the bumping state, judging whether the aircraft is in a bumping state; if yes, a bumping area is determined according to the real-time vertical acceleration and the real-time position, and bumping early warning is conducted on the target aircraft which is predicted to pass through the bumping area in the flight path. According to the technical scheme, the bumping state of the flying aircraft can be accurately detected through the data collected by the onboard sensing device, bumping early warning is achieved on the premise that the onboard sensing device does not need to be configured for the target aircraft which is predicted to pass through the bumping area in other flight paths, and meanwhile the bumping prediction accuracy is improved.

Description

Technical Field

[0001] The present invention relates to the field of aviation technology, and in particular to an aircraft turbulence warning method, device, equipment and storage medium. Background Art

[0002] Aircraft turbulence is mainly caused by turbulence in the atmosphere. The range of these unstable airflows varies, and the directions and speeds are also different. When an aircraft enters a turbulent vortex that is similar in size to the aircraft body, various parts of the aircraft will be affected by airflows of different directions and speeds, and the original balance of aerodynamic forces and torques will be destroyed, resulting in irregular movements. When an aircraft enters another vortex from one vortex, it will cause vibration. When the natural vibration period of the aircraft is equivalent to the turbulent pulsation period, the aircraft turbulence will become very strong.

[0003] At present, the prediction of turbulence is mainly based on the weather situation of radar echoes and the analysis of other data. Radar echoes use typhoon, thunderstorm and other disastrous weather data to predict the turbulence area, and combine the forecaster's experience to verify it. However, due to the unpredictable weather, temporary changes in routes, changes in altitude and other reasons, the subjective factors of early warning have a great influence, resulting in a low accuracy rate of turbulence prediction, and there is no effective prediction method for clear air turbulence. Summary of the invention

[0004] The purpose of the embodiments of the present invention is to provide an aircraft turbulence warning method, device, equipment and storage medium, which can accurately detect the turbulence state of an aircraft during flight and provide turbulence warnings for subsequent flights, while improving the accuracy of turbulence prediction.

[0005] To achieve the above object, an embodiment of the present invention provides an aircraft turbulence warning method, comprising:

[0006] Get the real-time vertical acceleration and real-time position of the current aircraft in flight;

[0007] Calculating a real-time overload increment of the current aircraft according to the real-time vertical acceleration, and determining a flight state of the current aircraft according to the real-time overload increment;

[0008] When the current flight state of the aircraft is a turbulent state, determining a turbulent area according to the real-time overload increment and the real-time position;

[0009] A turbulence warning is issued to the target aircraft that is expected to pass through the turbulence area in the flight path.

[0010] As an improvement of the above solution, when the current aircraft is provided with at least two acquisition devices for acquiring the real-time vertical acceleration, the calculating the real-time overload increment of the current aircraft according to the real-time vertical acceleration includes:

[0011] Obtaining a preset weight corresponding to each of the acquisition devices;

[0012] Calculate the absolute value of the average value of the real-time vertical acceleration of each acquisition device obtained in the current data acquisition cycle to obtain the vertical acceleration average value;

[0013] The real-time overload increment is calculated according to the average value of the vertical accelerations corresponding to all acquisition devices and a preset weight.

[0014] As an improvement of the above solution, the real-time overload increment is calculated according to the average vertical acceleration values ​​corresponding to all acquisition devices and a preset weight, including:

[0015] Calculate the product of the average vertical acceleration corresponding to each acquisition device and the acceleration of the preset weight;

[0016] Accumulate the acceleration products corresponding to all acquisition devices to obtain the total acceleration value;

[0017] The real-time overload increment is calculated according to the total acceleration value, the total weight value and the gravitational acceleration.

[0018] As an improvement of the above solution, the calculating of the real-time overload increment according to the total acceleration value, the total weight value and the gravitational acceleration includes:

[0019] Calculate the ratio of the total acceleration value to the total weight value to obtain an average acceleration;

[0020] The ratio of the average acceleration to the gravitational acceleration is calculated to obtain the real-time overload increment.

[0021] As an improvement of the above solution, determining the current flight state of the aircraft according to the real-time overload increment includes:

[0022] When the absolute value of the real-time overload increment is greater than a preset increment threshold, determining that the flight state is a turbulent state;

[0023] When the absolute value of the real-time overload increment is less than or equal to the increment threshold, the flight state is determined to be a normal state.

[0024] As an improvement of the above solution, the determining of the turbulence area according to the real-time overload increment and the real-time position includes:

[0025] Taking the real-time position as the center of the sphere, a central sphere is drawn according to a preset coverage distance;

[0026] According to the coverage distance and the preset extension rule, the sphere is extended on the basis of the central sphere, and the coverage range of the newly obtained outwardly expanded sphere is taken as the bumpy area.

[0027] As an improvement of the above solution, the jolt intensity value at the real-time position is the real-time overload increment; then, the extension rule is:

[0028] Each time the sphere is extended, the obtained bump strength value of the outward-expanding sphere is reduced by a preset strength adjustment value; when the latest obtained bump strength value of the outward-expanding sphere is less than or equal to the preset increment threshold, the sphere extension is stopped.

[0029] To achieve the above-mentioned purpose, an embodiment of the present invention further provides an aircraft turbulence warning device, comprising:

[0030] A data acquisition module is used to obtain the real-time vertical acceleration and real-time position of the current aircraft in flight;

[0031] A real-time overload increment calculation module, used to calculate the real-time overload increment of the current aircraft according to the real-time vertical acceleration;

[0032] A flight status determination module, used to determine the current flight status of the aircraft according to the real-time overload increment;

[0033] A turbulence area determination module, configured to determine a turbulence area according to the real-time overload increment and the real-time position when the current flight state of the aircraft is a turbulence state;

[0034] The turbulence warning module is used to provide turbulence warning to a target aircraft that is expected to pass through the turbulence area in the flight path.

[0035] To achieve the above-mentioned purpose, an embodiment of the present invention further provides an aircraft turbulence warning device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the aircraft turbulence warning method as described in any of the above-mentioned embodiments is implemented.

[0036] To achieve the above-mentioned purpose, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the aircraft turbulence warning method as described in any of the above-mentioned embodiments.

[0037] Compared with the prior art, the aircraft turbulence warning method, device, equipment and storage medium disclosed in the present invention obtain the real-time vertical acceleration and real-time position of the aircraft in flight, and use the real-time vertical acceleration to determine whether the current aircraft is in a turbulent state. If it is in a turbulent state, the turbulence area is determined by the real-time vertical acceleration and real-time position, and a turbulence warning is performed for the target aircraft that is expected to pass through the turbulence area in the flight path. The data collected by the onboard sensor device can accurately detect the turbulence state of the aircraft in flight, and for the target aircraft that is expected to pass through the turbulence area in the remaining flight paths, a turbulence warning is achieved without configuring an onboard sensor device, and the accuracy of turbulence prediction is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 is a flow chart of an aircraft turbulence warning method provided by an embodiment of the present invention;

[0039] Figure 2 is a schematic diagram of obtaining a bumpy area by extending a sphere provided in an embodiment of the present invention;

[0040] Figure 3 It is a structural block diagram of an aircraft turbulence warning device provided by an embodiment of the present invention;

[0041] Figure 4 It is a structural block diagram of an aircraft turbulence warning device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0043] See also Figure 1 , Figure 1 : is a flow chart of an aircraft turbulence warning method provided by an embodiment of the present invention, the aircraft turbulence warning method comprising:

[0044] S1. Obtain the real-time vertical acceleration and real-time position of the current aircraft in flight;

[0045] S2. calculating a real-time overload increment of the current aircraft according to the real-time vertical acceleration, and determining a flight state of the current aircraft according to the real-time overload increment;

[0046] S3. When the current flight state of the aircraft is a turbulent state, determining a turbulent area according to the real-time overload increment and the real-time position;

[0047] S4. Providing a turbulence warning to a target aircraft that is expected to pass through the turbulence area in its flight path.

[0048] It is worth noting that the aircraft turbulence warning method described in the embodiment of the present invention is implemented by a ground monitoring platform. For example, the ground monitoring platform is a monitoring center located in an airport, which can obtain data of aircraft in flight or not in flight within its monitoring range.

[0049] Specifically, in step S1, the real-time vertical acceleration and real-time position of the current aircraft in flight are obtained. EFB (Electronic Flight Bag) and other onboard portable devices obtain the flight status of the executing flight according to the ground monitoring platform, and implement the acquisition of data such as gravity acceleration and real-time position for the aircraft in flight. Among them, the real-time vertical acceleration of the current aircraft can be obtained through gravity sensors, gyroscope sensors or acceleration sensors. These acquisition devices are then used to transmit the captured data in real time to the ground-to-air communication network (currently commercial satellite ground-to-air broadband communication and ATG ground-to-air communication are applicable) to the ground monitoring platform. The ground monitoring platform thus obtains the real-time vertical acceleration and real-time position of the current aircraft in flight.

[0050] Specifically, in step S2, since the aircraft turbulence may be manifested as swaying forward and backward, left and right, etc., the vertical acceleration of different parts of the aircraft is different, and the contribution to the turbulence intensity is also different. The ground monitoring platform pre-classifies the cockpit equipment and cabin equipment, and labels each collection device installed in the cockpit equipment and cabin equipment. Therefore, the embodiment of the present invention provides two methods for calculating the real-time overload increment of the current aircraft:

[0051] In a first implementation manner, when only one collecting device for collecting the real-time vertical acceleration is provided on the aircraft, calculating the real-time overload increment of the current aircraft according to the real-time vertical acceleration includes:

[0052] S201, calculating the absolute value of the average value of the real-time vertical acceleration of the acquisition device obtained in the current data acquisition cycle to obtain the vertical acceleration average value;

[0053] S202: Calculate the ratio of the vertical acceleration average value to the gravitational acceleration to obtain the real-time overload increment.

[0054] Exemplarily, taking n seconds as a data acquisition cycle, all real-time vertical accelerations collected by the acquisition device within n seconds are obtained, and after eliminating null values, the absolute value is taken and the average vertical acceleration value is calculated, and then the ratio of the average vertical acceleration value to the gravitational acceleration g (the approximate standard value is 9.8 m / s2) is calculated as the real-time overload increment, where n≥1.

[0055] In a second implementation manner, when the current aircraft is provided with at least two acquisition devices for acquiring the real-time vertical acceleration, the calculating the real-time overload increment of the current aircraft according to the real-time vertical acceleration includes:

[0056] S211, obtaining a preset weight corresponding to each of the acquisition devices;

[0057] S212, calculating the absolute value of the average value of the real-time vertical acceleration of each acquisition device obtained in the current data acquisition cycle to obtain the vertical acceleration average value;

[0058] S213: Calculate the real-time overload increment according to the average vertical acceleration values ​​corresponding to all acquisition devices and a preset weight.

[0059] For example, when there are m collection devices, m ≥ 2, and m is a positive integer, different preset weights q are assigned to each collection device according to the distribution location of the collection device (cockpit, cabin) and the degree of vertical acceleration contribution. i , where i represents the i-th acquisition device. Get all real-time vertical accelerations collected by all acquisition devices within n seconds, remove null values, take the absolute value and calculate the corresponding vertical acceleration average value a i , and then get the average vertical acceleration a i Then, according to the average vertical acceleration a corresponding to all acquisition devices i and preset weight q i The real-time overload increment is calculated.

[0060] Specifically, step S213 specifically includes: calculating the product of the average vertical acceleration corresponding to each acquisition device and the acceleration of the preset weight, that is, the acceleration product satisfies: a i *q i ; Accumulate the acceleration products corresponding to all acquisition devices to obtain the total acceleration value, that is, the total acceleration value satisfies: The real-time overload increment is calculated according to the total acceleration value, the total weight value and the gravitational acceleration.

[0061] Exemplarily, calculating the real-time overload increment based on the total acceleration value, the total weight value and the gravitational acceleration includes: calculating the ratio of the total acceleration value to the total weight value to obtain the average acceleration; calculating the ratio of the average acceleration to the gravitational acceleration to obtain the real-time overload increment.

[0062] The calculation process of the average acceleration satisfies the following formula:

[0063]

[0064] The calculation process of the real-time overload increment satisfies the following formula:

[0065]

[0066] Where g is the acceleration due to gravity.

[0067] Specifically, determining the flight status of the current aircraft based on the real-time overload increment includes: when the absolute value of the real-time overload increment is greater than a preset increment threshold, determining that the flight status is a turbulent state; when the absolute value of the real-time overload increment is less than or equal to the increment threshold, determining that the flight status is a normal state.

[0068] Exemplarily, the increment threshold is 0.15, or is set to 0.12, 0.18 or other values ​​according to experience, which are not specifically limited here. The turbulence state is divided into mild turbulence, severe turbulence and serious turbulence in order from low to high severity. Take the increment threshold of 0.15 for illustration: when |Δn|>0.15, it means that the current aircraft is in a turbulent state; when |Δn|≤0.15, it means that the current aircraft is in a turbulent state. When the aircraft is in a turbulent state, it can be further divided into: if 0.15<|Δn|≤0.5, it is mild turbulence; if 0.5<|Δn|≤1.0, it is severe turbulence; if |Δn|>1.0, it is severe turbulence. In this way, the turbulence state of the current aircraft and the real-time overload increment Δn with a frequency of every n seconds are obtained.

[0069] Specifically, in step S3, when the current flight state of the aircraft is a turbulent state, determining the turbulent area according to the real-time overload increment and the real-time position includes:

[0070] S31, taking the real-time position as the sphere center, and drawing a central sphere according to a preset coverage distance;

[0071] S32, extending the sphere on the basis of the central sphere according to the coverage distance and a preset extension rule, and taking the coverage range of the newly obtained outwardly expanded sphere as the bumpy area.

[0072] For example, see Figure 2, Figure 2 This is a schematic diagram of a bumpy area obtained by extending a sphere provided by an embodiment of the present invention. The real-time position is taken as the sphere center A, the coverage distance R is taken as the radius, and a central sphere 1 is drawn. It is worth noting that: Figure 2 The figure shows a plane diagram of the sphere. The sphere actually constructed is a 3D sphere. The coverage distance R can be set according to the empirical value, such as 100m or other values. After obtaining the central sphere 1, the sphere is extended according to the extension rule, such as Figure 2 As shown, it is extended twice in total, and the outward expansion sphere 2 and the outward expansion sphere 3 are obtained in turn, and the coverage area of ​​the latest outward expansion sphere 3 is the bumpy area.

[0073] Furthermore, the extension rule is: each time the sphere is extended, the bump intensity value of the expanded sphere is reduced by a preset intensity adjustment value; when the latest bump intensity value of the expanded sphere is less than or equal to a preset increment threshold, the sphere extension is stopped.

[0074] Exemplarily, the turbulence intensity value at the center of the sphere is Δn detected in real time. After the outward expansion covers a distance R, the value of Δn is reduced according to the intensity adjustment value u (which can be configured in the ground system), and the drawing continues to be extended by R, and so on until Δn is less than or equal to the incremental threshold, the sphere extension is stopped, and the drawing of the turbulence area is completed. Since the turbulence area drawn at this time is drawn based on the data collected in a data acquisition cycle, and the turbulence state of the aircraft may continue after passing through this turbulence area, a turbulence area can be obtained after each data acquisition cycle. The subsequent real-time turbulence drawing is performed by superimposing the spherical graphics according to the above method, and the turbulence intensity value of the overlapping area is updated based on the higher value.

[0075] Furthermore, when it is determined that the current aircraft has exited the turbulence state (determined that the current aircraft is in a normal state based on the real-time overload increment), the drawing of the turbulence area is stopped. At this time, the turbulence range S composed of all turbulence areas is obtained and the expected duration of turbulence d seconds is analyzed through meteorological data.

[0076] Specifically, in step S4, a turbulence warning is issued to the target aircraft that is expected to pass through the turbulence range S in the flight path.

[0077] Exemplarily, the ground platform draws an estimated flight path based on the longitude and latitude, altitude and estimated arrival time of each waypoint in the flight plans of all currently flying or non-flying flights, and determines whether the flight path intersects with the turbulence range S. If there is an intersection, it is a target aircraft that needs to be warned. After all target aircraft that need to be warned are determined, the ground platform pushes the warning to the crew equipment corresponding to the target aircraft (such as the EFB of the flight crew) through the ground-to-air communication network (satellite communication, ATG) for warning. At this time, turbulence warning information is sent to the target aircraft, and the turbulence warning information includes the turbulence range S and the estimated duration d of the turbulence.

[0078] Furthermore, since the turbulence range S is composed of a plurality of turbulence areas, each having a corresponding turbulence intensity value at a different position, the turbulence intensity value can be determined according to the overlapping area between the flight path of the target aircraft and the turbulence range S. If the target aircraft will pass through the outward expansion sphere 2 at this time, when the turbulence warning information is sent, the turbulence intensity value corresponding to the outward expansion sphere 2 is also sent to the target aircraft, and the crew of the target aircraft can decide whether to detour or fly along the original flight path.

[0079] Furthermore, the turbulence range S composed of all turbulence areas has timeliness, and the timeliness can be determined according to the weather conditions of the turbulence range S according to empirical values. After the turbulence range S is determined, the timeliness is assigned, and within this timeliness range, the target aircraft that is expected to pass through the turbulence range S in the flight path is screened out, and when the turbulence warning information is sent, the generation time of the turbulence range S is sent to the target aircraft, and the crew of the target aircraft decides whether to detour, delay arrival at the turbulence range S, or fly according to the original flight path.

[0080] Compared with the prior art, the aircraft turbulence warning method disclosed in the present invention can accurately detect the turbulence state of the flying aircraft using the data collected by the onboard sensor device, and for the target aircraft in the remaining flight path that is expected to pass through the turbulence area, without the need to configure the onboard sensor device, realize turbulence warning, and at the same time improve the accuracy of turbulence prediction. In addition, there is no new equipment or instrument, no change to the aircraft structure, no increase in aircraft modification costs and safety hazards, and the implementation of the solution is easy. And compared with the current subjective observation-based turbulence prediction solution, clear air turbulence can also be well predicted.

[0081] In addition, since aircraft turbulence may cause difficulty in control and the risk of overspeeding, pilots must spend more energy to keep the aircraft in a normal state, which consumes a lot of physical energy and is prone to fatigue. Accurate and effective turbulence warning can avoid such situations and reduce the safety risks of aircraft driving. Through accurate and effective turbulence warning, the number and duration of aircraft turbulence can be greatly reduced, the service life of the aircraft can be increased, the operating cost of the aircraft can be reduced, the travel comfort of the passengers can be improved, the injury of passengers or crew can be avoided, and the quality of civil aviation operation can be improved.

[0082] See Figure, Figure 3 : is a structural block diagram of an aircraft turbulence warning device 100 provided in an embodiment of the present invention, and the aircraft turbulence warning device 100 includes:

[0083] The data acquisition module 11 is used to acquire the real-time vertical acceleration and real-time position of the current aircraft in flight;

[0084] A real-time overload increment calculation module 12 is used to calculate the real-time overload increment of the current aircraft according to the real-time vertical acceleration.

[0085] A flight status determination module 13, configured to determine the current flight status of the aircraft according to the real-time overload increment;

[0086] A turbulence region determination module 14, configured to determine a turbulence region according to the real-time overload increment and the real-time position when the current flight state of the aircraft is a turbulence state;

[0087] The turbulence warning module 15 is used to provide turbulence warning to the target aircraft that is expected to pass through the turbulence area in the flight path.

[0088] Specifically, when the current aircraft is provided with at least two collecting devices for collecting the real-time vertical acceleration, the turbulence area determining module 14 includes:

[0089] A weight acquisition unit, used to acquire a preset weight corresponding to each of the acquisition devices;

[0090] A vertical acceleration average value calculation unit is used to calculate the absolute value of the average value of the real-time vertical acceleration of each acquisition device obtained in the current data acquisition cycle to obtain the vertical acceleration average value;

[0091] The real-time overload increment calculation unit is used to calculate the real-time overload increment according to the average vertical acceleration values ​​corresponding to all acquisition devices and a preset weight.

[0092] Specifically, the real-time overload increment calculation unit is specifically used to: calculate the product of the vertical acceleration average value corresponding to each acquisition device and the acceleration of a preset weight; accumulate the acceleration products corresponding to all acquisition devices to obtain a total acceleration value; and calculate the real-time overload increment based on the total acceleration value, the total weight value and the acceleration of gravity.

[0093] Specifically, calculating the real-time overload increment based on the total acceleration value, the total weight value and the gravitational acceleration includes: calculating the ratio of the total acceleration value to the total weight value to obtain the average acceleration; calculating the ratio of the average acceleration to the gravitational acceleration to obtain the real-time overload increment.

[0094] Specifically, the flight status determination module 13 is specifically used to: when the absolute value of the real-time overload increment is greater than a preset increment threshold, determine that the flight status is a turbulent state; when the absolute value of the real-time overload increment is less than or equal to the increment threshold, determine that the flight status is a normal state.

[0095] Specifically, the bumpy area determination module 14 is specifically used to: draw a central sphere with the real-time position as the center according to a preset coverage distance; extend the sphere based on the central sphere according to the coverage distance and a preset extension rule, and use the coverage range of the newly obtained outwardly expanded sphere as the bumpy area.

[0096] Specifically, the bump intensity value at the real-time position is the real-time overload increment; then, the extension rule is: each time the sphere is extended, the bump intensity value of the outward-expanding sphere is reduced by a preset intensity adjustment value; when the latest bump intensity value of the outward-expanding sphere is less than or equal to the preset increment threshold, the sphere extension is stopped.

[0097] It is worth noting that the working process of each module in the aircraft turbulence warning device 100 described in the embodiment of the present invention can refer to the working process of the aircraft turbulence warning method described in the above embodiment, and will not be repeated here.

[0098] Compared with the prior art, the aircraft turbulence warning device 100 disclosed in the present invention can accurately detect the turbulence state of the flying aircraft using the data collected by the onboard sensor device, and for the target aircraft in the remaining flight path that is expected to pass through the turbulence area, without the need to configure the onboard sensor device, realize turbulence warning, and at the same time improve the accuracy of turbulence prediction. In addition, there is no new equipment or instrument, no change to the aircraft structure, no increase in aircraft modification costs and safety hazards, and the implementation of the solution is easy. And compared with the current subjective observation-based turbulence prediction solution, clear air turbulence can also be well predicted.

[0099] In addition, since aircraft turbulence may cause difficulty in control and the risk of overspeeding, pilots must spend more energy to keep the aircraft in a normal state, which consumes a lot of physical energy and is prone to fatigue. Accurate and effective turbulence warning can avoid such situations and reduce the safety risks of aircraft driving. Through accurate and effective turbulence warning, the number and duration of aircraft turbulence can be greatly reduced, the service life of the aircraft can be increased, the operating cost of the aircraft can be reduced, the travel comfort of the passengers can be improved, the injury of passengers or crew can be avoided, and the quality of civil aviation operation can be improved.

[0100] See also Figure 4 , Figure 4 2 is a structural block diagram of an aircraft turbulence warning device 200 provided in an embodiment of the present invention, and the aircraft turbulence warning device 200 includes a processor 21, a memory 22, and a computer program stored in the memory 22 and executable on the processor 21. When the processor 21 executes the computer program, the steps in the above-mentioned embodiments of the aircraft turbulence warning method are implemented, such as steps S1 to S4.

[0101] Exemplarily, the computer program may be divided into one or more modules / units, which are stored in the memory 22 and executed by the processor 21 to implement the present invention. The one or more modules / units may be a series of computer program instruction segments capable of implementing specific functions, which are used to describe the execution process of the computer program in the aircraft turbulence warning device 200.

[0102] The aircraft turbulence warning device 200 may include, but is not limited to, a processor 21 and a memory 22. Those skilled in the art will appreciate that the schematic diagram is merely an example of the aircraft turbulence warning device 200 and does not constitute a limitation on the aircraft turbulence warning device 200. The aircraft turbulence warning device 200 may include more or fewer components than shown in the figure, or may combine certain components, or different components. For example, the aircraft turbulence warning device 200 may also include input and output devices, network access devices, buses, etc.

[0103] The processor 21 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. The processor 21 is the control center of the aircraft turbulence warning device 200, and uses various interfaces and lines to connect various parts of the entire aircraft turbulence warning device 200.

[0104] The memory 22 can be used to store the computer program and / or module. The processor 21 realizes various functions of the aircraft turbulence warning device 200 by running or executing the computer program and / or module stored in the memory 22 and calling the data stored in the memory 22. The memory 22 can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, a phone book, etc.), etc. In addition, the memory 22 can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0105] Wherein, if the module / unit integrated in the aircraft turbulence warning device 200 is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor 21, the steps of the above-mentioned method embodiments can be implemented. Wherein, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0106] The above is a preferred embodiment of the present invention. It should be pointed out that a person skilled in the art can make several improvements and modifications without departing from the principle of the present invention. These improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. An aircraft turbulence warning method, characterized in that: include: Get the real-time vertical acceleration and real-time position of the current aircraft in flight; Calculating a real-time overload increment of the current aircraft according to the real-time vertical acceleration, and determining a flight state of the current aircraft according to the real-time overload increment; When the current flight state of the aircraft is a turbulent state, determining a turbulent area according to the real-time overload increment and the real-time position; A turbulence warning is issued to the target aircraft that is expected to pass through the turbulence area in the flight path.

2. The aircraft turbulence warning method according to claim 1, characterized in that: When the current aircraft is provided with at least two acquisition devices for acquiring the real-time vertical acceleration, the calculating the real-time overload increment of the current aircraft according to the real-time vertical acceleration includes: Obtaining a preset weight corresponding to each of the acquisition devices; Calculate the absolute value of the average value of the real-time vertical acceleration of each acquisition device obtained in the current data acquisition cycle to obtain the vertical acceleration average value; The real-time overload increment is calculated according to the average value of the vertical accelerations corresponding to all acquisition devices and a preset weight.

3. The aircraft turbulence warning method according to claim 2, characterized in that: The calculating the real-time overload increment according to the average vertical acceleration values ​​corresponding to all acquisition devices and the preset weights includes: Calculate the product of the average vertical acceleration corresponding to each acquisition device and the acceleration of the preset weight; Accumulate the acceleration products corresponding to all acquisition devices to obtain the total acceleration value; The real-time overload increment is calculated according to the total acceleration value, the total weight value and the gravitational acceleration.

4. The aircraft turbulence warning method according to claim 3, characterized in that: The calculating the real-time overload increment according to the total acceleration value, the total weight value and the gravitational acceleration includes: Calculate the ratio of the total acceleration value to the total weight value to obtain an average acceleration; The ratio of the average acceleration to the gravitational acceleration is calculated to obtain the real-time overload increment.

5. The aircraft turbulence warning method according to claim 1, characterized in that: Determining the current flight state of the aircraft according to the real-time overload increment includes: When the absolute value of the real-time overload increment is greater than a preset increment threshold, determining that the flight state is a turbulent state; When the absolute value of the real-time overload increment is less than or equal to the increment threshold, the flight state is determined to be a normal state.

6. The aircraft turbulence warning method according to claim 1, characterized in that: The determining of the turbulence area according to the real-time overload increment and the real-time position comprises: Taking the real-time position as the center of the sphere, a central sphere is drawn according to a preset coverage distance; According to the coverage distance and the preset extension rule, the sphere is extended on the basis of the central sphere, and the coverage range of the newly obtained outwardly expanded sphere is taken as the bumpy area.

7. The aircraft turbulence warning method according to claim 6, characterized in that: The turbulence intensity value at the real-time position is the real-time overload increment; then, the extension rule is: Each time the sphere is extended, the obtained bump strength value of the outward-expanding sphere is reduced by a preset strength adjustment value; when the latest obtained bump strength value of the outward-expanding sphere is less than or equal to the preset increment threshold, the sphere extension is stopped.

8. An aircraft turbulence warning device, characterized in that: include: A data acquisition module is used to obtain the real-time vertical acceleration and real-time position of the current aircraft in flight; A real-time overload increment calculation module, used to calculate the real-time overload increment of the current aircraft according to the real-time vertical acceleration; A flight status determination module, used to determine the current flight status of the aircraft according to the real-time overload increment; A turbulence area determination module, configured to determine a turbulence area according to the real-time overload increment and the real-time position when the current flight state of the aircraft is a turbulence state; The turbulence warning module is used to provide turbulence warning to a target aircraft that is expected to pass through the turbulence area in the flight path.

9. An aircraft turbulence warning device, characterized in that: The invention comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the aircraft turbulence warning method according to any one of claims 1 to 7 is implemented.

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

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