Method and device for estimating fuel consumption of aircraft in vertex drop

Abstract

The invention relates to the technical field of aerospace, and discloses an aircraft vertex drop fuel consumption estimation method and device, and the method comprises the steps: obtaining the fuel flow of a left engine and a right engine from the TOD time to the grounding time corresponding to different aircraft flights; total fuel consumption from the TOD moment to the grounding moment is determined based on the fuel flow of the left engine and the right engine; layering the air pressure height at the TOD moment to obtain a plurality of air pressure height layers; fitting the total fuel consumption of the flight of each barometric altitude layer from the TOD moment to the grounding moment to obtain a fuel consumption estimation relationship between the TOD moment and the grounding moment; and estimating the fuel consumption in the vertex descent stage of the aircraft by using the fuel consumption estimation relation to obtain an estimation result. According to the method, the influence of different air pressure altitude layers on the aircraft vertex drop fuel consumption is considered, the circling abnormal flight data is eliminated, the accuracy of the estimation result of the aircraft vertex drop fuel consumption is improved, and a fuel quantity preparation and energy-saving and environment-friendly optimization scheme is provided for an airline company.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and particularly relates to a method and device for estimating the fuel consumption during the descent of an aircraft apex. Background Art

[0002] The descent of an aircraft apex refers to the stage when the aircraft starts to descend after reaching the apex of the cruising altitude during flight; studying the fuel consumption during the descent of an aircraft apex is of great significance in terms of cost control, environmental impact, flight safety and efficiency.

[0003] Regarding the related methods for estimating the fuel consumption during the descent of an aircraft apex, only the data recorded by QAR (Quick Access Recorder) is used to estimate the fuel consumption during the descent of an aircraft apex, without considering the influence of different pressure altitude layers on the fuel consumption, resulting in low accuracy of fuel consumption estimation. Summary of the Invention

[0004] In view of this, the present invention provides a method and device for estimating the fuel consumption during the descent of an aircraft apex to solve the problem that the related methods for estimating the fuel consumption during the descent of an aircraft apex only use QAR data to estimate the fuel consumption during the descent of the aircraft apex, without considering the influence of different altitude layers on the fuel consumption, resulting in low accuracy of fuel consumption estimation.

[0005] In the first aspect, the present invention provides a method for estimating the fuel consumption during the descent of an aircraft apex, the method comprising:

[0006] Obtaining the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment for different aircraft flights; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruising stage;

[0007] Determining the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment;

[0008] Obtaining the pressure altitude at the TOD moment, and stratifying the pressure altitude at the TOD moment to obtain a plurality of pressure altitude layers;

[0009] Fitting the total fuel consumption of each aircraft flight from the TOD moment to the touchdown moment for each pressure altitude layer to obtain a fuel consumption estimation relationship between the TOD moment and the touchdown moment; wherein, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption;

[0010] Estimating the fuel consumption during the descent stage of the aircraft apex by using the fuel consumption estimation relationship between the TOD moment and the touchdown moment to obtain the fuel consumption estimation result of the aircraft apex descent.

[0011] The aircraft vertex descent fuel consumption estimation method provided in this embodiment obtains the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment corresponding to different aircraft flights; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruise phase; determines the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment; obtains the barometric altitude at the TOD moment, stratifies the barometric altitude at the TOD moment to obtain multiple barometric altitude layers; fits the total fuel consumption of the aircraft flights in each barometric altitude layer from the TOD moment to the touchdown moment to obtain the fuel consumption estimation relationship between the TOD moment and the touchdown moment; wherein, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption; uses the fuel consumption estimation relationship between the TOD moment and the touchdown moment to estimate the fuel consumption during the aircraft vertex descent phase to obtain the aircraft vertex descent fuel consumption estimation result; estimating the fuel consumption of the aircraft flight from the TOD moment to the touchdown moment in different barometric altitude layers takes into account the influence of different barometric altitude layers on the aircraft vertex descent fuel consumption, and improves the accuracy of the aircraft vertex descent fuel consumption estimation result.

[0012] In an alternative embodiment, determining the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment includes:

[0013] Determine the flight time based on the touchdown moment and the TOD moment;

[0014] Calculate the fuel consumption per second of the aircraft based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment;

[0015] Integrate the fuel consumption per second of the aircraft corresponding to the flight time to obtain the total fuel consumption from the TOD moment to the touchdown moment.

[0016] The aircraft vertex descent fuel consumption estimation method provided in this embodiment calculates the flight time from the flight vertex to the touchdown moment, accumulatively integrates the fuel consumption of the left and right engines of the aircraft per second during this time period, and obtains the total actual fuel consumption during this time period. Through the cumulative integration of the fuel flow rate per second of the left and right engines within a specific time period, the total fuel consumption of the aircraft from the TOD moment to the touchdown moment is accurately calculated, laying a foundation for fitting the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0017] In an alternative embodiment, before fitting the total fuel consumption of the aircraft flights in each barometric altitude layer from the TOD moment to the touchdown moment to obtain the fuel consumption estimation relationship between the TOD moment and the touchdown moment, it further includes:

[0018] Use the time series similarity method to determine the circling flights in the aircraft flights and delete the circling flights.

[0019] The aircraft vertex descent fuel consumption estimation method provided in this embodiment excludes hovering flights in aircraft flights, eliminates outliers in the total fuel consumption of aircraft flights from the TOD moment to the touchdown moment, and avoids deviation of the fuel consumption estimation relationship.

[0020] In an alternative embodiment, the total fuel consumption of aircraft flights in each pressure altitude layer from the TOD moment to the touchdown moment is fitted to obtain the fuel consumption estimation relationship between the TOD moment and the touchdown moment, including:

[0021] Within the same pressure altitude layer, linear regression is performed on the flight distance and total fuel consumption of the aircraft flight to obtain the quantitative relationship between the flight distance and the total fuel consumption;

[0022] Within the same pressure altitude layer, linear regression is performed on the flight time and total fuel consumption of the aircraft flight to obtain the quantitative relationship between the flight time and the total fuel consumption.

[0023] The aircraft vertex descent fuel consumption estimation method provided in this embodiment selects data of a certain fixed altitude layer for correlation analysis of flight distance - fuel consumption and flight time - fuel consumption. Through linear fitting, the estimation formulas of flight distance and fuel consumption and flight time and fuel consumption at the TOD moment in the fixed altitude layer are obtained. During the fitting process of the total fuel consumption of the aircraft flight from the TOD moment to the touchdown moment, the influence of different pressure altitude layers on the fuel consumption estimation relationship between the TOD moment and the touchdown moment is considered, improving the accuracy of the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0024] In an alternative embodiment, it further includes:

[0025] Verify the fuel consumption estimation relationship between the TOD moment and the touchdown moment with flight data, and determine the aircraft flight optimization plan based on the verification results.

[0026] In an alternative embodiment, verifying the fuel consumption estimation relationship between the TOD moment and the touchdown moment with flight data and determining the aircraft flight optimization plan based on the verification results includes:

[0027] Obtain the QAR data of the aircraft flight. Based on the QAR data of the aircraft flight, use the fuel consumption estimation relationship between the TOD moment and the touchdown moment to obtain the fitted fuel consumption of the aircraft flight;

[0028] Obtain the actual fuel consumption of the aircraft flight, compare the fitted fuel consumption of the aircraft flight with the actual fuel consumption of the aircraft flight, and construct the aircraft flight optimization plan based on the comparison results.

[0029] The aircraft vertex descent fuel consumption estimation method provided in this embodiment verifies the fuel consumption estimation relationship between the TOD moment and the touchdown moment through the QAR data corresponding to the diverted flight, and uses the verification result to determine the aircraft flight optimization plan, providing references for the selection of different aircraft models, takeoff and landing airports, alternate airports, and the operation control department of the airline, such as reserve fuel preparation, alternate airport selection, and evaluation of new aircraft model introduction.

[0030] In a second aspect, the present invention provides an aircraft vertex descent fuel consumption estimation device, which includes:

[0031] An acquisition module, configured to acquire the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment corresponding to different aircraft flights; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruise phase.

[0032] A determination module, configured to determine the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment.

[0033] A stratification module, configured to acquire the barometric altitude at the TOD moment, stratify the barometric altitude at the TOD moment, and obtain a plurality of barometric altitude layers.

[0034] A fitting module, configured to fit the total fuel consumption of the aircraft flight from the TOD moment to the touchdown moment for each barometric altitude layer, and obtain the fuel consumption estimation relationship between the TOD moment and the touchdown moment; wherein, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption.

[0035] An estimation module, configured to estimate the fuel consumption during the aircraft vertex descent phase by using the fuel consumption estimation relationship between the TOD moment and the touchdown moment, and obtain the aircraft vertex descent fuel consumption estimation result.

[0036] In a third aspect, the present invention provides a computer device, including: a memory and a processor, which are communicatively connected to each other. The memory stores computer instructions, and the processor executes the computer instructions to execute the aircraft vertex descent fuel consumption estimation method according to the first aspect or any corresponding embodiment thereof.

[0037] In a fourth aspect, the present invention provides a computer-readable storage medium, on which computer instructions are stored, and the computer instructions are used to cause a computer to execute the aircraft vertex descent fuel consumption estimation method according to the first aspect or any corresponding embodiment thereof.

[0038] In a fifth aspect, the present invention provides a computer program product, including computer instructions, and the computer instructions are used to cause a computer to execute the aircraft vertex descent fuel consumption estimation method according to the first aspect or any corresponding embodiment thereof. Description of the Drawings

[0039] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0040] Figure 1 It is a schematic flowchart of a method for estimating fuel consumption during the descent of an aircraft vertex according to an embodiment of the present invention;

[0041] Figure 2 It is a schematic flowchart of determining the TOD moment according to an embodiment of the present invention;

[0042] Figure 3 It is a schematic diagram of the flight altitude distribution of a go-around flight and an alternate flight according to an embodiment of the present invention;

[0043] Figure 4 It is a schematic diagram of the abnormal points of a flight to be judged according to an embodiment of the present invention;

[0044] Figure 5 It is a schematic flight path diagram of a flight to be judged according to an embodiment of the present invention;

[0045] Figure 6 It is a schematic diagram of the fuel consumption distribution at different barometric altitudes according to an embodiment of the present invention;

[0046] Figure 7 It is a schematic flowchart of another method for estimating fuel consumption during the descent of an aircraft vertex according to an embodiment of the present invention;

[0047] Figure 8 It is a schematic flowchart of yet another method for estimating fuel consumption during the descent of an aircraft vertex according to an embodiment of the present invention;

[0048] Figure 9 It is a schematic diagram of the fuel consumption estimation relationship at a barometric altitude of 33,100 according to an embodiment of the present invention;

[0049] Figure 10 It is a schematic diagram of the fuel consumption estimation relationship at a barometric altitude of 32,100 according to an embodiment of the present invention;

[0050] Figure 11 It is a schematic diagram of the fuel consumption estimation relationship of a go-around flight at a barometric altitude of 33,100 according to an embodiment of the present invention;

[0051] Figure 12 It is a schematic flowchart of still another method for estimating fuel consumption during the descent of an aircraft vertex according to an embodiment of the present invention;

[0052] Figure 13 It is a schematic diagram of the result of verifying the flight data of a normal flight according to an embodiment of the present invention;

[0053] Figure 14 It is a schematic diagram of the result of verifying the flight data of an alternate flight according to an embodiment of the present invention;

[0054] Figure 15 It is a schematic diagram of the result of verifying the flight data of a go-around flight according to an embodiment of the present invention;

[0055] Figure 16 It is a structural block diagram of an aircraft vertex descent fuel consumption estimation device according to an embodiment of the present invention;

[0056] Figure 17 It is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. Detailed implementation manners

[0057] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some but not all of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0058] The related descent fuel consumption estimation methods have the following disadvantages:

[0059] (1) The fuel consumption estimation dimension is rough: It basically does not distinguish dimensions such as airports and aircraft types, and only roughly estimates using QAR data;

[0060] (2) It does not distinguish altitude layers: The descent fuel consumption estimation method does not consider the influence of different altitude layers;

[0061] (3) It cannot accurately estimate the fuel consumption of go-around and alternate flights.

[0062] To solve the above technical problems, an embodiment of the present invention provides a method for estimating the fuel consumption during the descent of an aircraft's vertex. By selecting aircraft of the same airport, the same aircraft type, and the same engine model, and calculating the fuel consumption separately according to different altitude layers, the dimension of fuel consumption estimation is increased. Compared with the fuel consumption statistics of a single flight, the fuel consumption estimation fitting is more accurate. By using the time series similarity method to exclude circling flights, it avoids the situation where the outlier caused by abnormal situations such as circling leads to the deviation of the fuel consumption estimation model. By combining QAR data to calculate the total flight time from the flight vertex to the touchdown moment, and accumulating and integrating the fuel consumption of the left and right engines of the aircraft every second during this period, the total actual fuel consumption during this period is obtained. By selecting different TOD moments, obtaining the altitude at this moment, calculating the distance, time, and fuel consumption during the period from this moment to touchdown, and then selecting the data of a certain fixed altitude layer for the correlation analysis of flight distance - fuel consumption and flight time - fuel consumption, and obtaining the estimation formulas of flight distance and fuel consumption and the estimation formulas of flight time and fuel consumption at the TOD moment of the fixed altitude layer through linear fitting, fully considering the influence of different altitude layers on the fuel consumption estimation during the descent of the aircraft's vertex. While providing accurate fuel consumption estimation, it also provides references for the selection of different aircraft types, takeoff and landing airports, alternate airports, and the flight operation control department of the airline for standby fuel preparation, alternate airport selection, and evaluation of the introduction of new aircraft types.

[0063] An embodiment of the present invention provides a method for estimating the fuel consumption during the descent of an aircraft's vertex. It should be noted that for the method for estimating the fuel consumption during the descent of an aircraft's vertex provided by the embodiment of the present invention, the execution subject can be a device for estimating the fuel consumption during the descent of an aircraft's vertex. This device for estimating the fuel consumption during the descent of an aircraft's vertex can be implemented as part or all of an electronic device through software, hardware, or a combination of software and hardware. Among them, the electronic device can be a server or a terminal. Among them, the server in the embodiment of the present application can be a single server or a server cluster composed of multiple servers. The terminal in the embodiment of the present application can be other intelligent hardware devices such as a smart phone, a personal computer, a tablet computer, a wearable device, and a smart robot. In the following method embodiments, the execution subject is taken as an electronic device as an example for description.

[0064] According to an embodiment of the present invention, an embodiment of a method for estimating the fuel consumption during the descent of an aircraft's vertex is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0065] In this embodiment, a method for estimating the fuel consumption during the descent of an aircraft's vertex is provided, which can be used for the above-mentioned electronic device. Figure 1 It is a flowchart of the method for estimating the fuel consumption during the descent of an aircraft's vertex according to an embodiment of the present invention, as Figure 1As shown, the process includes the following steps:

[0066] Step S101, obtaining the fuel flow of the left and right engines from the TOD time to the touchdown time corresponding to different aircraft flights; wherein the TOD time is the time when the aircraft starts to descend from the cruising stage.

[0067] Specifically, different aircraft flights include: normal landing flights, missed approach flights and alternate flights; among them, normal landing flights are when the aircraft lands smoothly and safely at the destination airport according to the predetermined flight plan and procedures, and the aircraft flight is normal from takeoff to landing at the destination airport, and there are no special circumstances that require changing the original plan, such as good weather conditions, no faults in the aircraft system, normal airport operations, etc.; missed approach flights are when the aircraft, during the approach and landing process, terminates the approach and strictly pulls up and climbs again according to the procedures due to airport obstacles, aircraft failures or other conditions that are not suitable for landing; alternate flights are when the aircraft, during the flight, cannot or should not fly to the destination airport in the flight plan, or the destination airport is not suitable for landing, and lands at other airports.

[0068] Specifically, Figure 2 As shown in the figure, TOD (Top of Descent) time refers to the time point when the aircraft begins to descend from the cruising altitude to the approach altitude. Since the cruising altitude of each aircraft is different, the altitude at TOD time is also different, and then the distance from TOD time to the final touchdown point is also different. If the TOD time is later and the altitude is higher, the fuel consumption of the aircraft during the overall descent phase will be lower.

[0069] Furthermore, the difference delta_alt between the aircraft's pressure altitude at the current second and the pressure altitude 10 seconds ago is obtained. If the pressure altitude difference delta_alt<-30 and lasts for 20 seconds, the aircraft is in the descending phase; if the pressure altitude difference delta_alt<30 and lasts for 600 seconds, the aircraft is in the cruising and level flight phase; if the pressure altitude difference delta_alt>30 and lasts for 20 seconds, the aircraft is in the climbing phase; the corresponding moment when the cruising and level flight phase turns into the descending phase is the TOD moment.

[0070] Furthermore, whether the aircraft is grounded is determined based on the grounding status of the aircraft's main wheels (left and right rear wheels). If the aircraft's main wheels were in the air in the previous second and are on the ground in the current second, the current second is considered to be the grounding moment.

[0071] Furthermore, the QAR data records the fuel flow rate of the aircraft engine every second, as shown in Table 1 below:

[0072] Table 1:

[0073]

[0074] In Table 1 above, Time represents the current UTC (Coordinated Universal Time) of the QAR record, accurate to the second. ALT_STD represents the standard barometric altitude of the aircraft at the corresponding moment, with the unit of FT (feet). FF1 represents the fuel flow rate of the left engine in PPH (Pound Per Hour), FF2 represents the fuel flow rate of the right engine in PPH, FF1C represents the fuel flow rate of the left engine in kg / h, which is obtained by unit conversion from the fuel flow rate FF1 of the left engine in PPH, and FF2C represents the fuel flow rate of the right engine in kg / h, which is obtained by unit conversion from the fuel flow rate FF2 of the right engine in PPH.

[0075] Step S102: Determine the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines during this period.

[0076] Step S103: Obtain the barometric altitude at the TOD moment and divide it into multiple barometric altitude layers.

[0077] Specifically, the flight altitude layer is a professional term in flight, used to stipulate the vertical separation for en-route, airway flight or ferry flight. If the true course angle is within the range of 0 degrees to 179 degrees, the altitude ranges from 900 meters to 8100 meters, and one altitude layer is divided every 600 meters; within the range of 8900 meters to 12500 meters, one altitude layer is every 600 meters; when the altitude exceeds 12500 meters, one altitude layer is every 1200 meters. If the true course angle is within the range of 180 degrees to 359 degrees, the altitude ranges from 600 meters to 8400 meters, and one altitude layer is divided every 600 meters; within the range of 9200 meters to 12200 meters, one altitude layer is every 600 meters; when the altitude exceeds 13100 meters, one altitude layer is every 1200 meters. The flight altitude layer allocation standard is shown in Table 2 below:

[0078] Table 2:

[0079]

[0080]

[0081] Furthermore, for the convenience of fitting the total fuel consumption from the TOD moment to the touchdown moment under the same latitude condition, it is necessary to divide the barometric altitude corresponding to each aircraft flight at the TOD moment into multiple barometric altitude layers in combination with the theoretical altitude layers in Table 2 above.

[0082] For example, Figure 3As shown in the figure, an aircraft on a go-around flight or an alternate flight may choose to go around when descending to a certain pressure altitude; if it goes around, the aircraft altitude will rise again, and then it may approach and land again, or it may choose to land at an alternate airport after going around. Compared with a normal flight (without go-around and no holding), the fuel consumption of an aircraft flight with a go-around will increase.

[0083] Further, use the time series similarity method to determine the holding flights in the aircraft flights and delete the holding flight data; among them, after deleting the holding flight data, the normal flight data and the total fuel consumption from the TOD moment to the landing moment are obtained.

[0084] Further, in the QAR data, if within the same latitude and longitude position range (within 1 nautical mile), the same aircraft flight appears twice or more, and the height difference between these appearance points exceeds 1000 feet, it is regarded as the aircraft having a holding behavior; since the total fuel consumption of the aircraft holding flight from the TOD moment to the landing moment is higher than that of the approach and landing flight, it belongs to an outlier and needs to be excluded, otherwise when fitting the fuel consumption, the fitted formula will deviate.

[0085] Further, use the time series similarity method to roughly distribute the flight time and flight distance of the same departure and arrival airport from the TOD moment to the landing moment in the same interval. If it is statistically found that the flight time and flight distance of one or more aircraft flights from the TOD moment to the landing moment exceed the normal interval, it is considered that the aircraft has a holding behavior during the approach phase, and the flight is considered a holding flight and excluded. The fuel consumption of the holding flight is not fitted with the fuel consumption of other normal approach and landing flights.

[0086] Or, use the latitude and longitude information in the QAR data to iteratively calculate the distances between each position point (latitude and longitude data) from TOD to the landing moment and the corresponding position points at the remaining moments. If the distance is less than 3 nautical miles and the flight time difference is 15 minutes, it is considered that this flight passes through this latitude and longitude position multiple times. If a flight can identify such position points and the position points are continuous for more than 30 seconds, it is marked as a holding flight. Then, according to the scatter plot, judge whether there are large deviations in flight time and distance for the points marked as holding flights. By simultaneously meeting the above two conditions, it is determined as a holding flight, and such flights need to be deleted before the next fitting calculation.

[0087] For example, to judge the latitude and longitude distance of the aircraft, randomly select a position point during the descent phase of the flight to be judged as the initial position point, and obtain the corresponding latitude and longitude (120.2926, 33.3689) of the initial position point. Calculate the distances between other position points and the initial position point. The flight information of the aircraft flight passing through the initial position point for the first time is shown in Table 3:

[0088] Table 3:

[0089]

[0090]

[0091] Further, based on the distance and flight time between other position points and the initial position point, determine whether the flight to be judged passes through the initial position point multiple times, and obtain the corresponding flight information of the aircraft flight at the moment when it passes through the initial position point for the second time, as shown in Table 4:

[0092] Table 4:

[0093]

[0094]

[0095] By comparing Table 3 and Table 4, it can be found that if the flight to be judged is within a range of 1 nautical mile from the initial position point for more than 30 seconds and the flight times are approximately 10 minutes apart, a hovering flag is added to the flight to be judged.

[0096] Further, as Figure 4 shown, identify the position points with large deviations in flight time and flight distance in the flight to be judged as abnormal points; since there are abnormal points in the flight to be judged and a hovering flag is added, it can be determined that the flight to be judged is a hovering flight and needs to be deleted before fitting the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0097] Or, as Figure 5 shown, conduct a track visualization verification on the flight to be judged. As Figure 5 can be seen, the flight to be judged has go-around and hovering behaviors, and the latitudes and longitudes at different time points overlap. Then, the flight to be judged can be regarded as a hovering flight and deleted.

[0098] Step S104: Fit the total fuel consumption of the aircraft flights at each pressure altitude layer from the TOD moment to the touchdown moment to obtain the fuel consumption estimation relationship between the TOD moment and the touchdown moment; among them, the fuel consumption estimation relationship includes the quantitative relationship between flight distance and total fuel consumption, and the quantitative relationship between flight time and total fuel consumption.

[0099] Specifically, fit the total fuel consumption of the aircraft flights at the same pressure altitude layer from the TOD moment to the touchdown moment. The fitting result is as Figure 6 shown. Figure 6 Each point in it represents the pressure altitude value corresponding to an aircraft flight at the TOD moment. As Figure 6It can be seen that through a large number of flight statistics, the barometric altitude values of each flight at the TOD moment will show a situation of stratified aggregation in several or multiple altitude layers. Furthermore, the total fuel consumption of the aircraft flights in the above-mentioned multiple barometric altitude layers from the TOD moment to the touchdown moment can be respectively fitted, making the estimated result of the fuel consumption during the aircraft vertex descent stage more accurate.

[0100] Step S105, estimate the fuel consumption during the aircraft vertex descent stage using the fuel consumption estimation relationship between the TOD moment and the touchdown moment, and obtain the estimated result of the aircraft vertex descent fuel consumption.

[0101] The aircraft vertex descent fuel consumption estimation method provided in this embodiment obtains the fuel flow rates of the left and right engines of different aircraft flights from the TOD moment to the touchdown moment; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruise stage; determines the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment; obtains the barometric altitude at the TOD moment, stratifies the barometric altitude at which the aircraft is located at the TOD moment to obtain multiple barometric altitude layers; fits the total fuel consumption of the aircraft flights in each barometric altitude layer from the TOD moment to the touchdown moment to obtain the fuel consumption estimation relationship between the TOD moment and the touchdown moment; wherein, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption; estimates the fuel consumption during the aircraft vertex descent stage using the fuel consumption estimation relationship between the TOD moment and the touchdown moment, and obtains the estimated result of the aircraft vertex descent fuel consumption; estimates the fuel consumption of the aircraft flights from the TOD moment to the touchdown moment in different barometric altitude layers, taking into account the influence of different barometric altitude layers on the aircraft vertex descent fuel consumption, and improves the accuracy of the estimated result of the aircraft vertex descent fuel consumption.

[0102] In this embodiment, an aircraft vertex descent fuel consumption estimation method is provided, which can be used in the above-mentioned electronic device. Figure 7 It is a flowchart of the aircraft vertex descent fuel consumption estimation method according to an embodiment of the present invention, as Figure 7 shown, and this process includes the following steps:

[0103] Step S701, obtain the fuel flow rates of the left and right engines of different aircraft flights from the TOD moment to the touchdown moment; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruise stage. For details, please refer to Figure 1 Step S101 of the embodiment shown, which will not be elaborated here.

[0104] Step S702, determine the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment.

[0105] Specifically, the above step S702 includes:

[0106] Step S7021: Determine the flight time based on the grounding time and the TOD time.

[0107] Specifically, the total flight time Y seconds from the TOD time to the grounding time can be obtained according to the difference between the Time value of the TOD time and the Time value of the grounding time.

[0108] Step S7022: Calculate the fuel consumption per second of the aircraft based on the fuel flow rates of the left and right engines from the TOD time to the grounding time.

[0109] Specifically, the calculation formula for the fuel consumption per second X of the aircraft is as follows:

[0110] X = (FF1C + FF2C) / 3600 (1)

[0111] Step S7023: Integrate the fuel consumption per second of the aircraft corresponding to the flight time to obtain the total fuel consumption from the TOD time to the grounding time.

[0112] Specifically, the total fuel consumption of the aircraft from the TOD time to the grounding time = the cumulative sum of the fuel consumption per second (FF1C + FF2C) / 3600 from the start of the TOD time to the grounding time.

[0113] Step S703: Obtain the barometric altitude at the TOD time, and layer the barometric altitude at the TOD time to obtain multiple barometric altitude layers. For details, please refer to Figure 1 Step S103 of the illustrated embodiment, which will not be elaborated here.

[0114] Step S704: Fit the total fuel consumption of the aircraft flight of each barometric altitude layer from the TOD time to the grounding time to obtain the fuel consumption estimation relationship between the TOD time and the grounding time; wherein, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption. For details, please refer to Figure 1 Step S104 of the illustrated embodiment, which will not be elaborated here.

[0115] Step S705: Estimate the fuel consumption during the descent phase of the aircraft vertex using the fuel consumption estimation relationship between the TOD time and the grounding time to obtain the aircraft vertex descent fuel consumption estimation result. For details, please refer to Figure 1 Step S105 of the illustrated embodiment, which will not be elaborated here.

[0116] The aircraft vertex descent fuel consumption estimation method provided in this embodiment calculates the flight time from the flight vertex to the touchdown moment, accumulates and integrates the fuel consumption of the left and right engines of the aircraft every second during this time period, and obtains the total actual fuel consumption during this period. By accumulating and integrating the fuel flow rate of the left and right engines per second within a specific time period, the total fuel consumption of the aircraft from the TOD moment to the touchdown moment is accurately calculated, laying a foundation for fitting the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0117] In this embodiment, an aircraft vertex descent fuel consumption estimation method is provided, which can be used for the above-mentioned electronic device. Figure 8 It is a flowchart of the aircraft vertex descent fuel consumption estimation method according to an embodiment of the present invention, as Figure 8 shown, and this process includes the following steps:

[0118] Step S801, obtain the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment corresponding to different aircraft flights; where the TOD moment is the moment when the aircraft starts to descend from the cruise phase. For details, please refer to Figure 7 step S701 of the embodiment shown, which will not be elaborated here.

[0119] Step S802, determine the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment. For details, please refer to Figure 7 step S702 of the embodiment shown, which will not be elaborated here.

[0120] Step S803, obtain the barometric altitude at the TOD moment, and layer the barometric altitude at the TOD moment to obtain multiple barometric altitude layers.

[0121] Specifically, the above step S803 includes:

[0122] Step S8031, within the same barometric altitude layer, perform linear regression on the flight distance and total fuel consumption of the aircraft flight to obtain the quantitative relationship between the flight distance and the total fuel consumption.

[0123] Specifically, in the quantitative relationship between the flight distance and the total fuel consumption, the input quantity is the flight distance, and the output quantity is the total fuel consumption; the meaning of the quantitative relationship between the flight distance and the total fuel consumption is that after selecting a certain barometric altitude layer, according to the distance from the TOD moment to the landing point (i.e., touchdown), the fuel consumption of the aircraft flight in the subsequent descent phase is estimated.

[0124] Step S8032, within the same barometric altitude layer, perform linear regression on the flight time and total fuel consumption of the aircraft flight to obtain the quantitative relationship between the flight time and the total fuel consumption.

[0125] Specifically, in the quantitative relationship between flight time and total fuel consumption, the input quantity is the flight time and the output quantity is the total fuel consumption. The meaning of the quantitative relationship between flight time and total fuel consumption is that after selecting a certain pressure altitude layer, based on the flight time from the TOD moment to the touchdown moment, the fuel consumption of the aircraft in the subsequent descent phase can be estimated.

[0126] For example, as Figure 9 shown, the scatter points represent the total fuel consumption of an aircraft flight from the TOD moment to the touchdown moment. Using the total fuel consumption from the TOD moment to the touchdown moment as sample data, when the maximum cruise altitude of the aircraft is 33,100 feet, the fuel consumption estimation relationship for the B737 model from the TOD moment to the touchdown moment can be expressed as:

[0127] Y = 2.9×D - 76 (2)

[0128] Y = 40.8×M - 578 (3)

[0129] where Y is the fuel consumption estimate, D is the distance from the aircraft to the airport at the descent vertex moment, and M is the flight time from the descent moment to the touchdown moment. That is, at the 33,100 - foot altitude layer, for the B737 model, for every 1 - kilometer early descent, the total fuel consumption increases by approximately 2.9 kilograms; for every 1 - minute early descent, the fuel consumption increases by approximately 40.8 kilograms.

[0130] As Figure 10 shown, when the maximum cruise altitude of the aircraft is 32,100 feet, the fuel consumption estimation relationship for the B737 model from the TOD moment to the touchdown moment can be expressed as:

[0131] Y = 3.3×D - 143 (4)

[0132] Y = 40.8×M - 527 (5)

[0133] That is, at the 32,100 - foot altitude layer, for the B737 model, for every 1 - kilometer early descent, the fuel consumption increases by approximately 3.3 kilograms; for every 1 - minute early descent, the fuel consumption increases by approximately 40.8 kilograms.

[0134] As Figure 11 shown, the scatter points represent the total fuel consumption of a go - around flight from the TOD moment to the touchdown moment. Using the total fuel consumption from the TOD moment to the touchdown moment as sample data, when a go - around occurs after the TOD moment of the aircraft, the fuel consumption estimation relationship for the B737 model from the TOD moment to the touchdown moment can be expressed as

[0135] Y = 6.4D + 213 (6)

[0136] Y = 33.0M + 83 (7)

[0137] In the case of a go-around after the TOD moment of the aircraft, for the B737 model, for every 1 km of advance descent of the altitude level at TOD, the total fuel consumption increases by approximately 6.4 kg; for every 1 minute of advance descent, the fuel consumption increases by approximately 33 kg.

[0138] Step S804: Fit the total fuel consumption of each aircraft flight from the TOD moment to the touchdown moment for each pressure altitude level to obtain the fuel consumption estimation relationship between the TOD moment and the touchdown moment; among them, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption. For details, please refer to Figure 7 Step S704 of the embodiment shown, which will not be elaborated here.

[0139] Step S805: Estimate the fuel consumption during the aircraft vertex descent stage using the fuel consumption estimation relationship between the TOD moment and the touchdown moment to obtain the aircraft vertex descent fuel consumption estimation result. For details, please refer to Figure 7 Step S705 of the embodiment shown, which will not be elaborated here.

[0140] The aircraft vertex descent fuel consumption estimation method provided in this embodiment selects data at a certain fixed altitude level, conducts correlation analysis of flight distance - fuel consumption and flight time - fuel consumption, and obtains the estimation formula of flight distance and fuel consumption and the estimation formula of flight time and fuel consumption at the TOD moment for the fixed altitude level through linear fitting. During the fitting process of the total fuel consumption of the aircraft flight from the TOD moment to the touchdown moment, the influence of different pressure altitude levels on the fuel consumption estimation relationship between the TOD moment and the touchdown moment is considered, improving the accuracy of the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0141] In this embodiment, an aircraft vertex descent fuel consumption estimation method is provided, which can be used for the above-mentioned electronic device. Figure 12 It is a flowchart of the aircraft vertex descent fuel consumption estimation method according to an embodiment of the present invention, as Figure 12 shown, and this process includes the following steps:

[0142] Step S1201: Obtain the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment corresponding to different aircraft flights; among them, the TOD moment is the moment when the aircraft starts to descend from the cruise stage. For details, please refer to Figure 8 Step S801 of the embodiment shown, which will not be elaborated here.

[0143] Step S1202: Determine the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment. For details, please refer to Figure 7 Step S702 of the embodiment shown, which will not be elaborated here.

[0144] Step S1203: Obtain the barometric altitude at TOD time, and stratify the barometric altitude at TOD time to obtain multiple barometric altitude layers. For details, please refer to Figure 7 Step S703 of the embodiment shown, which will not be elaborated here.

[0145] Step S1204: Fit the total fuel consumption of the flight of the aircraft in each barometric altitude layer from TOD time to touchdown time to obtain the fuel consumption estimation relationship between TOD time and touchdown time; among them, the fuel consumption estimation relationship includes the quantitative relationship between flight distance and total fuel consumption, and the quantitative relationship between flight time and total fuel consumption. For details, please refer to Figure 8 Step S804 of the embodiment shown, which will not be elaborated here.

[0146] Step S1205: Estimate the fuel consumption during the vertex descent stage of the aircraft by using the fuel consumption estimation relationship between TOD time and touchdown time to obtain the aircraft vertex descent fuel consumption estimation result. For details, please refer to Figure 2 Step S505 of the embodiment shown, which will not be elaborated here.

[0147] Step S1206: Verify the fuel consumption estimation relationship between TOD time and touchdown time with flight data, and determine the aircraft flight optimization plan based on the verification result.

[0148] Specifically, the above step S1206 includes:

[0149] Step S12061: Obtain the QAR data of the aircraft flight. Based on the QAR data of the aircraft flight, use the fuel consumption estimation relationship between TOD time and touchdown time to obtain the fitted fuel consumption of the aircraft flight.

[0150] Specifically, obtain the aircraft flight information, where the flight information includes information such as aircraft type, aircraft number, and departure and arrival airports, etc., and export the QAR data corresponding to different aircraft flight information. According to the relevant parameters such as fuel consumption and altitude in the QAR data corresponding to different aircraft flight information, calculate the fitted fuel consumption of the aircraft flight by using the fuel consumption estimation relationship between TOD time and touchdown time.

[0151] Step S12062: Obtain the actual fuel consumption of the aircraft flight, compare the fitted fuel consumption of the aircraft flight with the actual fuel consumption of the aircraft flight, and construct the aircraft flight optimization plan based on the comparison result.

[0152] Specifically, by comparing the actual fuel consumption of a large number of different aircraft flights with the fuel consumption fitting data of the aircraft flights, the fuel consumption difference is calculated. If the fuel consumption difference is less than 100 kg, the flight data verification is completed, and an aircraft flight optimization plan can be constructed based on the comparison results; if the fuel consumption difference is greater than or equal to 100 kg, the fuel consumption estimation relationship between the TOD moment and the touchdown moment is continuously adjusted and optimized to obtain an optimized fuel consumption estimation relationship, and then the aircraft flight optimization plan is determined using the optimized fuel consumption estimation relationship.

[0153] For example, as Figure 13 shown, in the case of a normal approach flight excluding loitering, the calculation formula for the fitted fuel consumption of the aircraft flight from the TOD moment to the touchdown moment at each altitude layer is as follows:

[0154] Y = 153X + 830 (8)

[0155] R 2 = 0.955 (9)

[0156] where Y is the fitted fuel consumption of the aircraft flight, X is the pressure altitude layer, and R 2 is the fitting credibility; that is, for a flight of the B737 model flying eastward and landing at an airport, every time the altitude layer is increased by one, the difference between the fitted fuel consumption of the aircraft flight from the TOD moment to the touchdown moment and the actual fuel consumption of the aircraft flight is approximately 153 kg, the fitting credibility is 0.955, and when the fuel consumption difference is greater than 100 kg, the fuel consumption estimation relationship between the TOD moment and the touchdown moment needs to be continuously adjusted and optimized.

[0157] As Figure 14 shown, in the case of diverting to another airport after TOD, the calculation formula for the fitted fuel consumption of the aircraft flight from the TOD moment to the touchdown moment at each altitude layer is as follows:

[0158] Y = 123x + 2918 (10)

[0159] R 2 = 0.3561 (11)

[0160] That is, for a flight of the B737 model flying eastward and diverting to another airport after TOD, every time the altitude layer is increased by one, the difference between the fitted fuel consumption of the aircraft flight from the TOD moment to the touchdown moment and the actual fuel consumption of the aircraft flight for the go-around flight and the diverted flight is approximately 123 kg, the fitting credibility is 0.3561, and when the fuel consumption difference is greater than 100 kg, the fuel consumption estimation relationship between the TOD moment and the touchdown moment needs to be continuously adjusted and optimized.

[0161] For example, as Figure 15As shown in the figure, in the case of a missed approach at a certain airport, the calculation formula for the fitted fuel consumption of an aircraft flight from the TOD moment to the touchdown moment at each altitude layer is as follows:

[0162] Y = 109x + 1644 (12)

[0163] R 2 = 0.3785 (13)

[0164] That is, for each altitude layer increase of the flight of the B737 model landing eastward at a certain airport, the difference between the fitted fuel consumption of the missed approach flight from the TOD moment to the touchdown moment and the actual fuel consumption of the aircraft flight is approximately 109 kilograms, and the fitting credibility is 0.3785. If the fuel consumption difference is greater than 100 kg, the fuel consumption estimation relationship between the TOD moment and the touchdown moment needs to be further adjusted and optimized.

[0165] Furthermore, by comparing the calculation formulas for the fuel consumption of the missed approach flight and the alternate flight from the TOD moment to the touchdown moment at each altitude layer with the calculation formula for the fuel consumption of the normal approach flight without orbiting from the TOD moment to the touchdown moment at each altitude layer, it can be found that the slopes of the fitted fuel consumption calculation formulas of the missed approach flight, the alternate flight, and the normal approach flight at different altitude layers do not differ much. However, at the same altitude layer, the average fuel consumption of the missed approach flight and the alternate flight is approximately 2000 kilograms more than that of the normal approach flight. Therefore, it is necessary to formulate an optimization plan for the missed approach flight and the alternate flight.

[0166] Furthermore, it provides an important reference for the selection of different aircraft models, takeoff and landing airports, alternate airports, as well as the reserve fuel preparation, alternate airport selection, and new aircraft model introduction evaluation of the airline operation control department according to the fuel consumption difference.

[0167] The aircraft vertex descent fuel consumption estimation method provided in this embodiment verifies the fuel consumption estimation relationship between the TOD moment and the touchdown moment through the QAR data corresponding to the alternate flight, and determines the aircraft flight optimization plan using the verification result, providing references for the selection of different aircraft models, takeoff and landing airports, alternate airports, and the reserve fuel preparation, alternate airport selection, and new aircraft model introduction evaluation of the airline operation control department.

[0168] In this embodiment, an aircraft vertex descent fuel consumption estimation device is also provided. This device is used to implement the above embodiment and the preferred implementation manner, and the parts that have been described will not be repeated. As used below, the term "module" can be a combination of software and / or hardware that can achieve a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware is also possible and contemplated.

[0169] This embodiment provides an aircraft vertex descent fuel consumption estimation device, as Figure 16 shown, including:

[0170] An acquisition module 1601, configured to acquire the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment corresponding to different aircraft flights; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruise phase.

[0171] A determination module 1602, configured to determine the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment.

[0172] A stratification module 1603, configured to acquire the barometric altitude at the TOD moment, stratify the barometric altitude at the TOD moment, and obtain multiple barometric altitude layers.

[0173] A fitting module 1604, configured to fit the total fuel consumption of the aircraft flight from the TOD moment to the touchdown moment for each barometric altitude layer, and obtain a fuel consumption estimation relationship between the TOD moment and the touchdown moment; wherein, the fuel consumption estimation relationship includes a quantitative relationship between the flight distance and the total fuel consumption, and a quantitative relationship between the flight time and the total fuel consumption.

[0174] An estimation module 1605, configured to estimate the fuel consumption during the aircraft vertex descent phase by using the fuel consumption estimation relationship between the TOD moment and the touchdown moment, and obtain an aircraft vertex descent fuel consumption estimation result.

[0175] In some alternative embodiments, the determination module 1602 includes:

[0176] A determination unit, configured to determine the flight time based on the touchdown moment and the TOD moment.

[0177] A calculation unit, configured to calculate the fuel consumption per second of the aircraft based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment.

[0178] An integration unit, configured to integrate the fuel consumption per second of the aircraft corresponding to the flight time, and obtain the total fuel consumption from the TOD moment to the touchdown moment.

[0179] In some alternative embodiments, the fitting module 1604 includes:

[0180] A first linear regression unit, configured to perform linear regression on the flight distance and the total fuel consumption of the aircraft flight within the same barometric altitude layer, and obtain a quantitative relationship between the flight distance and the total fuel consumption.

[0181] A second linear regression unit, configured to perform linear regression on the flight time and the total fuel consumption of the aircraft flight within the same barometric altitude layer, and obtain a quantitative relationship between the flight time and the total fuel consumption.

[0182] The further function descriptions of the above-mentioned various modules and units are the same as those in the corresponding above-mentioned embodiments, and will not be elaborated herein.

[0183] The aircraft vertex descent fuel consumption estimation device in this embodiment is presented in the form of functional units. Here, the unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and a memory that execute one or more software or fixed programs, and / or other devices that can provide the above functions.

[0184] An embodiment of the present invention further provides a computer device having the above-mentioned Figure 16 aircraft vertex descent fuel consumption estimation device.

[0185] Please refer to Figure 17 , Figure 17 which is a schematic structural diagram of a computer device provided by an optional embodiment of the present invention. As shown in Figure 17 , the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including a high-speed interface and a low-speed interface. Each component communicates with each other using different buses and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed within the computer device, including instructions stored in the memory or on the memory to display graphical information of the GUI on an external input / output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and / or multiple buses can be used together with multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a set of blade servers, or a multi-processor system). Figure 17 In

[0186] , a single processor 10 is taken as an example.

[0187] The memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

[0188] The memory 20 may include a program storage area and a data storage area. The program storage area may store an operating system and application programs required for at least one function. The data storage area may store data created according to the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some alternative embodiments, the memory 20 may optionally include a memory remotely disposed relative to the processor 10, and these remote memories may be connected to the computer device through a network. Examples of the above network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0189] The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk, or a solid-state drive; the memory 20 may further include a combination of the above types of memories.

[0190] The computer device further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30, and the output device 40 may be connected through a bus or other means. Figure 17 Taking connection through a bus as an example.

[0191] The input device 30 may receive input digital or character information, and generate key signal inputs related to the user settings and function controls of the computer device, such as a touch screen, a keypad, a mouse, a trackpad, a touchpad, a pointing stick, one or more mouse buttons, a trackball, a joystick, etc. The output device 40 may include a display device, an auxiliary lighting device (e.g., an LED), and a tactile feedback device (e.g., a vibration motor), etc. The above display device includes but is not limited to a liquid crystal display, a light-emitting diode, a display, and a plasma display. In some alternative embodiments, the display device may be a touch screen.

[0192] Embodiments of the present invention also provide a computer-readable storage medium. The methods according to the embodiments of the present invention can be implemented in hardware, firmware, or be implemented as computer code that can be recorded on a storage medium, or be implemented as computer code that is originally stored in a remote storage medium or a non-transitory machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the methods described herein can be stored as such software processes on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, or a solid-state drive, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code, and when the software or computer code is accessed and executed by the computer, the processor, or the hardware, the methods shown in the above embodiments are implemented.

[0193] A part of the present invention can be applied as a computer program product, for example, computer program instructions, which when executed by a computer, can call or provide the methods and / or technical solutions according to the present invention through the operation of the computer. Those skilled in the art should understand that the forms of existence of computer program instructions in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executes the instructions, or the computer compiles the instructions and then executes the corresponding compiled program, or the computer reads and executes the instructions, or the computer reads and installs the instructions and then executes the corresponding installed program. Herein, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible by the computer.

[0194] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An aircraft vertex descent fuel consumption estimation method, characterized in that, The method includes: Obtaining the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment corresponding to different aircraft flights; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruise phase; Determining the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment; Obtaining the barometric altitude at the TOD moment, and stratifying the barometric altitude at the TOD moment to obtain a plurality of barometric altitude layers; Fitting the total fuel consumption of the aircraft flights in each barometric altitude layer from the TOD moment to the touchdown moment to obtain a fuel consumption estimation relationship between the TOD moment and the touchdown moment; wherein, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption; Estimating the fuel consumption during the aircraft's vertex descent phase using the fuel consumption estimation relationship between the TOD moment and the touchdown moment to obtain an aircraft vertex descent fuel consumption estimation result.

2. The method according to claim 1, wherein The determining the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment includes: Determining the flight time based on the touchdown moment and the TOD moment; Calculating the fuel consumption per second of the aircraft based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment; Integrating the fuel consumption per second of the aircraft corresponding to the flight time to obtain the total fuel consumption from the TOD moment to the touchdown moment.

3. The method according to claim 1, wherein Before fitting the total fuel consumption of the aircraft flights in each barometric altitude layer from the TOD moment to the touchdown moment to obtain a fuel consumption estimation relationship between the TOD moment and the touchdown moment, it further includes: Using the time series similarity method to determine the circling flights in the aircraft flights and deleting the circling flights.

4. The method according to claim 1, wherein The fitting the total fuel consumption of the aircraft flights in each barometric altitude layer from the TOD moment to the touchdown moment to obtain a fuel consumption estimation relationship between the TOD moment and the touchdown moment includes: Within the same barometric altitude layer, performing linear regression on the flight distance and the total fuel consumption of the aircraft flights to obtain the quantitative relationship between the flight distance and the total fuel consumption; Within the same barometric altitude layer, performing linear regression on the flight time and the total fuel consumption of the aircraft flights to obtain the quantitative relationship between the flight time and the total fuel consumption.

5. The method according to claim 1, wherein It further includes: Verifying the fuel consumption estimation relationship between the TOD moment and the touchdown moment with flight data, and determining an aircraft flight optimization plan based on the verification result.

6. The method according to claim 5, wherein The verifying the fuel consumption estimation relationship between the TOD moment and the touchdown moment with flight data, and determining an aircraft flight optimization plan based on the verification result includes: Obtaining the QAR data of the aircraft flight, and using the fuel consumption estimation relationship between the TOD moment and the touchdown moment based on the QAR data of the aircraft flight to obtain the fitted fuel consumption of the aircraft flight; Obtaining the actual fuel consumption of the aircraft flight, comparing the fitted fuel consumption of the aircraft flight with the actual fuel consumption of the aircraft flight, and constructing the aircraft flight optimization plan based on the comparison result.

7. An aircraft vertex descent fuel consumption estimation device, characterized in that, The device includes: An acquisition module, configured to acquire the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment corresponding to different aircraft flights; wherein, the TOD moment is the moment when the aircraft starts to descend from the cruise phase; A determination module, configured to determine the total fuel consumption from the TOD moment to the touchdown moment based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment; A layering module, configured to acquire the barometric altitude at the TOD moment, layer the barometric altitude at the TOD moment, and obtain a plurality of barometric altitude layers; A fitting module, configured to fit the total fuel consumption of the aircraft flight from the TOD moment to the touchdown moment for each barometric altitude layer, and obtain a fuel consumption estimation relationship between the TOD moment and the touchdown moment; wherein, the fuel consumption estimation relationship includes the quantitative relationship between the flight distance and the total fuel consumption, and the quantitative relationship between the flight time and the total fuel consumption; An estimation module, configured to estimate the fuel consumption during the aircraft vertex descent phase by using the fuel consumption estimation relationship between the TOD moment and the touchdown moment, and obtain an aircraft vertex descent fuel consumption estimation result.

8. A computer device, characterized in that, Comprising: A memory and a processor, the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to execute the aircraft vertex descent fuel consumption estimation method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, Computer instructions are stored on the computer-readable storage medium, and the computer instructions are used to cause a computer to execute the aircraft vertex descent fuel consumption estimation method according to any one of claims 1 to 6.

10. A computer program product, characterized in that, Comprising computer instructions, the computer instructions are used to cause a computer to execute the aircraft vertex descent fuel consumption estimation method according to any one of claims 1 to 6.

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