Method and device for estimating fuel consumption during peak descent of an aircraft

Abstract

The present invention relates to the field of aerospace technology, and discloses a method and device for estimating fuel consumption during an aircraft's peak descent. The method comprises obtaining the fuel flow rates of the left and right engines corresponding to different aircraft flights from the time of departure (TOD) to the time of touchdown; determining the total fuel consumption from the time of departure (TOD) to the time of touchdown based on the fuel flow rates of the left and right engines; stratifying the pressure altitude at the time of departure (TOD) to obtain multiple pressure altitude layers; fitting the total fuel consumption of aircraft flights at each pressure altitude layer from the time of departure (TOD) to the time of touchdown to obtain a fuel consumption estimation relationship between the time of departure (TOD) and the time of touchdown; and estimating the fuel consumption during the aircraft's peak descent phase using the fuel consumption estimation relationship to obtain an estimation result. The present invention takes into account the impact of different pressure altitude layers on the fuel consumption of an aircraft's peak descent and excludes abnormal circling flight data, thereby improving the accuracy of the fuel consumption estimation results for an aircraft's peak descent and providing airlines with fuel preparation and energy-saving and environmental protection optimization solutions.

Description

Technical Field

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

[0002] Peak descent refers to the stage when an aircraft begins to descend after reaching the peak of its cruising altitude during flight. Research on fuel consumption during peak descent is of great significance in terms of cost control, environmental impact, flight safety and efficiency.

[0003] Related methods for estimating fuel consumption during peak descent of aircraft only use data recorded by the Quick Access Recorder (QAR) to estimate fuel consumption during peak descent of aircraft, without considering the impact of different pressure altitude levels on fuel consumption. As a result, the fuel consumption estimation accuracy is not high. Summary of the Invention

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

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

[0006] Obtain the fuel flow of the left and right engines from the TOD time to the touchdown time corresponding to different aircraft flights; the TOD time is the time when the aircraft begins to descend from the cruise phase;

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

[0008] Obtain the pressure altitude at TOD time, stratify the pressure altitude at TOD time, and obtain multiple pressure altitude layers;

[0009] The total fuel consumption of aircraft flights at each pressure altitude layer from TOD to touchdown is fitted to obtain an estimated fuel consumption relationship between TOD and touchdown. This estimated fuel consumption relationship includes a quantitative relationship between flight distance and total fuel consumption, as well as a quantitative relationship between flight time and total fuel consumption.

[0010] The fuel consumption estimation relationship between TOD and touchdown is used to estimate the fuel consumption during the aircraft's peak descent phase, and the aircraft's peak descent fuel consumption estimation result is obtained.

[0011] The present embodiment provides a method for estimating fuel consumption during an aircraft's peak descent, which 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 begins to descend from the cruise phase; the total fuel consumption from the TOD moment to the touchdown moment is determined based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment; the pressure altitude at the TOD moment is obtained, and the pressure altitude at the TOD moment is stratified to obtain multiple pressure altitude layers; the total fuel consumption of aircraft flights at each pressure altitude layer from the TOD moment to the touchdown moment is fitted to 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 flight distance and total fuel consumption, and a quantitative relationship between flight time and total fuel consumption; the fuel consumption during the aircraft's peak descent phase is estimated using the fuel consumption estimation relationship between the TOD moment and the touchdown moment to obtain an aircraft peak descent fuel consumption estimation result; the fuel consumption of aircraft flights from the TOD moment to the touchdown moment is estimated at different pressure altitude layers, and the influence of different pressure altitude layers on the aircraft's peak descent fuel consumption is considered, thereby improving the accuracy of the aircraft's peak descent fuel consumption estimation result.

[0012] In an optional 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 flight time based on touchdown time and TOD time;

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

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

[0016] The method for estimating fuel consumption during a top-of-descent descent provided in this embodiment calculates the flight time from the top of the flight to the touchdown moment, and accumulates and integrates the fuel consumption of the aircraft's left and right engines every second during this time period to obtain the total actual fuel consumption during this period. By accumulating and integrating the fuel flow rates of the left and right engines per second during a specific time period, the total fuel consumption of the aircraft from the TOD moment to the touchdown moment is accurately calculated, laying the foundation for fitting the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0017] In an optional embodiment, before fitting the total fuel consumption of aircraft flights at each pressure level from the TOD time to the touchdown time to obtain the estimated fuel consumption relationship between the TOD time and the touchdown time, the method further includes:

[0018] The time series similarity method is used to identify circling flights among aircraft flights and delete them.

[0019] The method for estimating the fuel consumption of an aircraft at the top of descent provided in this embodiment eliminates abnormal values ​​in the total fuel consumption of an aircraft flight from the time of departure (TOD) to the time of touchdown by excluding circling flights from the aircraft flight, thereby avoiding deviations in the fuel consumption estimation relationship.

[0020] In an optional embodiment, the total fuel consumption of aircraft flights at each pressure altitude layer from the TOD time to the touchdown time is fitted to obtain an estimated fuel consumption relationship between the TOD time and the touchdown time, including:

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

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

[0023] The method for estimating the fuel consumption of an aircraft at the top of descent provided in this embodiment selects data from a certain fixed altitude layer, performs correlation analysis between flight distance and fuel consumption, and flight time and fuel consumption, and obtains an estimation formula for the fixed altitude layer, the flight distance and fuel consumption at the TOD moment, and the flight time and fuel consumption through linear fitting. In the process of fitting 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 taken into account, thereby improving the accuracy of the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0024] In an optional embodiment, the method further includes:

[0025] The relationship between the estimated fuel consumption between the TOD time and the touchdown time is verified with flight data, and the aircraft flight optimization plan is determined based on the verification results.

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

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

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

[0029] The method for estimating the fuel consumption of an aircraft at peak descent provided in this embodiment verifies the fuel consumption estimation relationship between the TOD time and the touchdown time through the QAR data corresponding to the alternate flight, and uses the verification results to determine the aircraft flight optimization plan, providing reference for the selection of different aircraft models, take-off and landing airports, alternate airports, and airline operation control departments, such as the preparation of spare fuel, the selection of alternate airports, and the evaluation of the introduction of new aircraft models.

[0030] In a second aspect, the present invention provides a device for estimating fuel consumption of an aircraft at the top of its descent, the device comprising:

[0031] An acquisition module is used to obtain 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 begins to descend from the cruise phase;

[0032] a determination module, configured to determine a 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] The layering module is used to obtain the pressure altitude at the TOD time, and to layer the pressure altitude at the TOD time to obtain multiple pressure altitude layers;

[0034] A fitting module is used to fit the total fuel consumption of aircraft flights at each pressure altitude from the time of departure (TOD) to the time of touchdown, thereby obtaining an estimated fuel consumption relationship between the time of departure (TOD) and the time of touchdown; the estimated fuel consumption relationship includes a quantitative relationship between flight distance and total fuel consumption, and a quantitative relationship between flight time and total fuel consumption;

[0035] The estimation module is used to estimate the fuel consumption of the aircraft during the peak descent phase by using the fuel consumption estimation relationship between the TOD time and the touchdown time, and obtain the fuel consumption estimation result of the aircraft during the peak descent phase.

[0036] In a third aspect, the present invention provides a computer device comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the method for estimating aircraft peak descent fuel consumption according to the first aspect or any corresponding embodiment thereof by executing the computer instructions.

[0037] In a fourth aspect, the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the aircraft peak descent fuel consumption estimation method of the first aspect or any corresponding embodiment thereof.

[0038] In a fifth aspect, the present invention provides a computer program product comprising computer instructions for causing a computer to execute the method for estimating aircraft peak descent fuel consumption according to the first aspect or any corresponding embodiment thereof. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0040] Figure 1 1 is a flow chart of a method for estimating fuel consumption of an aircraft peak descent according to an embodiment of the present invention;

[0041] Figure 2 is a schematic diagram of a process for determining a TOD time according to an embodiment of the present invention;

[0042] Figure 3 is a schematic diagram of the flight altitude distribution of missed approach flights and alternate flights according to an embodiment of the present invention;

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

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

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

[0046] Figure 7 is a flow chart of another method for estimating fuel consumption of an aircraft peak descent according to an embodiment of the present invention;

[0047] Figure 8 1 is a flow chart of another method for estimating fuel consumption of an aircraft peak descent according to an embodiment of the present invention;

[0048] Figure 9 2 is a schematic diagram of fuel consumption estimation at an altitude of 33100 barometric pressure according to an embodiment of the present invention;

[0049] Figure 10 2 is a schematic diagram of fuel consumption estimation at an altitude of 32100 barometric pressure according to an embodiment of the present invention;

[0050] Figure 11 3. It is a schematic diagram of the fuel consumption estimation relationship of a missed approach flight at a pressure altitude of 33100 according to an embodiment of the present invention;

[0051] Figure 12 1 is a flow chart of another method for estimating fuel consumption of an aircraft peak descent according to an embodiment of the present invention;

[0052] Figure 13 2. This is a schematic diagram of flight data verification results for a normal flight according to an embodiment of the present invention;

[0053] Figure 14 2 is a schematic diagram of flight data verification results of a diversion flight according to an embodiment of the present invention;

[0054] Figure 15 is a schematic diagram of flight data verification results for a missed approach flight according to an embodiment of the present invention;

[0055] Figure 16 This is a structural block diagram of a device for estimating fuel consumption of an aircraft peak descent according to an embodiment of the present invention;

[0056] Figure 17 Schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0057] To make the purpose, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are 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 those skilled in the art without making creative efforts shall fall within the scope of protection of the present invention.

[0058] The related descent fuel consumption estimation method has the following disadvantages:

[0059] (1) Rough fuel consumption estimation: basically no distinction is made between airports, aircraft types, etc., and only rough estimates are made using QAR data;

[0060] (2) No distinction between altitude levels: The descent fuel consumption estimation method does not consider the impact of different altitude levels;

[0061] (3) It is impossible to make a more accurate estimate of the fuel consumption of missed approaches and diversion flights.

[0062] In order to solve the above technical problems, an embodiment of the present invention provides a method for estimating the fuel consumption of an aircraft at the top of its descent. By selecting aircraft at the same airport, the same aircraft model and the same engine model, and performing fuel consumption calculations 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 utilizing the time series similarity method, circling flights are excluded, and the deviation of the fuel consumption estimation model caused by abnormal values ​​caused by abnormal situations such as circling is avoided. The total flight time from the flight top to the touchdown time is calculated by combining QAR data, and the fuel consumption of the left and right engines of the aircraft every second in this time period is accumulated and integrated to obtain the total actual fuel consumption during this period. By selecting different TOD moments, the altitude at that moment is obtained, and the distance and time from that moment to touchdown, as well as the fuel consumption, are calculated. Then, the data of a certain fixed altitude layer are selected to conduct correlation analysis of flight distance-fuel consumption and flight time-fuel consumption. The estimation formulas for flight distance and fuel consumption at the fixed altitude layer and TOD moment, and the estimation formulas for flight time and fuel consumption are obtained through linear fitting. The influence of different altitude layers on the fuel consumption estimation of the aircraft's peak descent is fully considered. While providing accurate fuel consumption estimation, it also provides references for the selection of different aircraft models, take-off and landing airports, alternate airports, and airline operation control departments, such as reserve fuel preparation, alternate airport selection, and new aircraft introduction evaluation.

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

[0064] According to an embodiment of the present invention, an embodiment of a method for estimating fuel consumption during a peak descent of an aircraft 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 a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0065] In this embodiment, a method for estimating fuel consumption of an aircraft during peak descent is provided, which can be used in the above-mentioned electronic equipment. Figure 1 FIG. 1 is a flow chart of a method for estimating fuel consumption of an aircraft at the top of a descent according to an embodiment of the present invention. 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 phase.

[0067] Specifically, different aircraft flights include: normal landing flights, missed approach flights and alternate flights; among them, normal landing flights are those in which the aircraft lands smoothly and safely at the destination airport in accordance with the predetermined flight plan and procedures, and the aircraft flight process from takeoff to landing at the destination airport is normal, and there are no special circumstances that require changing the original plan, such as good weather conditions, no faults in the aircraft system, normal operation of the airport, etc.; missed approach flights are those in which the aircraft terminates the approach during the approach and landing process due to airport obstacles, aircraft failures or other conditions that are not suitable for landing, and strictly follows the procedures to pull up and climb again; alternate flights are those in which the aircraft lands at other airports during the flight because it is impossible or inappropriate to fly to the destination airport in the flight plan, or the destination airport is not suitable for landing.

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

[0069] Furthermore, the difference delta_alt between the aircraft's current second pressure altitude and the pressure altitude 10 seconds ago is obtained. If the pressure altitude difference delta_alt is less than -30 and lasts for 20 seconds, the aircraft is in the descent phase; if the pressure altitude difference delta_alt is less than 30 and lasts for 600 seconds, the aircraft is in the cruise level flight phase; if the pressure altitude difference delta_alt is greater than 30 and lasts for 20 seconds, the aircraft is in the climb phase; the corresponding moment when the cruise level flight phase transitions to the descent phase is the TOD moment.

[0070] Furthermore, whether the aircraft has touched the ground 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 touchdown moment.

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

[0072] Table 1:

[0073]

[0074] In Table 1 above, "Time" represents the current UTC (Coordinated Universal Time) recorded by the QAR, accurate to the second. "ALT_STD" represents the standard pressure altitude of the aircraft at the corresponding time, in feet (FT). "FF1" represents the left engine fuel flow in pounds per hour (PPH). "FF2" represents the right engine fuel flow in PPH. "FF1C" represents the left engine fuel flow in kg / h, which is obtained by converting the left engine fuel flow in PPH by FF1. "FF2C" represents the right engine fuel flow in kg / h, which is obtained by converting the right engine fuel flow in PPH by FF2.

[0075] Step S102 : determining the total fuel consumption from the TOD time to the touchdown time based on the fuel flow rates of the left and right engines from the TOD time to the touchdown time.

[0076] Step S103: Obtain the pressure altitude at the TOD time, and stratify the pressure altitude at the TOD time to obtain multiple pressure altitude layers.

[0077] Specifically, flight level is a professional term for flight, which is used to specify the vertical separation of route, route flight or transfer flight; if the true course angle is within the range of 0 degrees to 179 degrees, the altitude is from 900 meters to 8100 meters, and an altitude level is divided every 600 meters; from 8900 meters to 12500 meters, an altitude level is divided every 600 meters; when the altitude exceeds 12500 meters, an altitude level is divided every 1200 meters; if the true course angle is within the range of 180 degrees to 359 degrees, the altitude is from 600 meters to 8400 meters, and an altitude level is divided every 600 meters; from 9200 meters to 12200 meters, an altitude level is divided every 600 meters; when the altitude exceeds 13100 meters, an altitude level is divided every 1200 meters; the flight level allocation standards are shown in Table 2 below:

[0078] Table 2:

[0079]

[0080]

[0081] Furthermore, to facilitate fitting the total fuel consumption from TOD to touchdown at the same latitude, it is necessary to stratify the pressure altitude corresponding to each aircraft flight at TOD based on the theoretical altitude layers in Table 2 above to obtain multiple pressure altitude layers.

[0082] For example, Figure 3As shown, an aircraft on a missed approach flight or an alternate flight may choose to make a go-around when descending to a certain pressure altitude; if the aircraft altitude rises again after the go-around, it may then approach again until touching down, or it may choose to make an alternate landing at another airport after the go-around. Compared with a normal flight (without a go-around and without circling), the fuel consumption of an aircraft with a go-around will increase.

[0083] Furthermore, the time series similarity method is used to determine the circling flights in the aircraft flights, and the circling flight data is deleted; wherein, after deleting the circling flight data, the normal flight data and its corresponding total fuel consumption from the TOD time to the touchdown time are obtained.

[0084] Furthermore, in the QAR data, if the same aircraft flight appears twice or more within the same latitude and longitude position range (within 1 nautical mile), and the altitude difference between these occurrence points exceeds 1,000 feet, the aircraft is considered to have engaged in circling behavior. Since the total fuel consumption of circling flights from the time of arrival to the time of touchdown is higher than that of approaching and landing flights, they are outliers and need to be excluded. Otherwise, the fitted formula will deviate when the fuel consumption is fitted.

[0085] Furthermore, using the time series similarity method, the flight time and flight distance from the TOD time to the touchdown time at the same take-off and landing airport are roughly distributed in the same interval. If the flight time and flight distance from the TOD time to the touchdown time of one or more flights exceed the normal interval, it is considered that the aircraft has circling behavior during the approach phase, and the flight is considered to be a circling flight and excluded, and the fuel consumption of the circling flight is not fitted with the fuel consumption of other normal approach and landing flights.

[0086] Alternatively, using the longitude and latitude information in the QAR data, iteratively calculate the distance between each position point (latitude and longitude data) from TOD to the touchdown time and the corresponding position points at other times. If the distance is less than 3 nautical miles and the flight time difference is 15 minutes, it is considered that this flight has passed through the longitude and latitude 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 circling flight. Then, based on the scatter plot, it is determined whether the points marked as circling flights have large deviations in flight time and distance. If the above two conditions are met at the same time, it is determined to be a circling flight, and such flights need to be deleted before proceeding to the next fitting calculation.

[0087] For example, to determine the longitude and latitude distance of an aircraft, randomly select a location point of the flight to be determined during its descent phase as the initial location point, obtain the longitude and latitude (120.2926, 33.3689) corresponding to the initial location point, and calculate the distances between other locations and the initial location point. The flight information for the first time the flight passes through the initial location point is shown in Table 3:

[0088] Table 3:

[0089]

[0090]

[0091] Furthermore, based on the distances and flight times between the other locations and the initial location, it is determined whether the flight to be determined has passed the initial location multiple times, and the corresponding flight information of the second time the flight passes the initial location is obtained, as shown in Table 4:

[0092] Table 4:

[0093]

[0094]

[0095] Comparing Table 3 and Table 4, we can find that if the flight to be judged is within 1 nautical mile of the initial position point for more than 30 seconds and the flight time is about 10 minutes apart, a circling mark will be added to the flight to be judged.

[0096] Furthermore, if Figure 4 As shown, the location points with large deviations in flight time and flight distance in the flight to be judged are identified as abnormal points. Since there are abnormal points in the flight to be judged and circling marks are added, it can be determined that the flight to be judged is a circling flight and needs to be deleted before fitting the fuel consumption estimation relationship between the TOD time and the touchdown time.

[0097] Or, as Figure 5 As shown, the flight path visualization verification is performed on the flight to be judged. Figure 5 It can be seen that the flight to be judged has made a go-around and circling behavior, and the longitude and latitude at different time points overlap. Therefore, the flight to be judged can be regarded as a circling flight and deleted.

[0098] Step S104, fitting the total fuel consumption of aircraft flights at each pressure altitude from the time of departure (TOD) to the time of touchdown to obtain a fuel consumption estimation relationship between the time of departure (TOD) and the time of touchdown; 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.

[0099] Specifically, the total fuel consumption of the flight from TOD to touchdown at the same pressure altitude level is fitted, and the fitting results are as follows: Figure 6 As shown, Figure 6 Each point in the chart represents the corresponding pressure altitude value of an aircraft flight at the TOD time. Figure 6It can be seen from the statistics of a large number of flights that the pressure altitude values ​​of each flight at the TOD time will be clustered in several or more altitude layers. Then, the total fuel consumption of the aircraft in these multiple pressure altitude layers from the TOD time to the touchdown time can be fitted separately, making the fuel consumption estimation result of the aircraft during the peak descent phase more accurate.

[0100] Step S105 , estimating the fuel consumption of the aircraft during the peak descent phase by using the fuel consumption estimation relationship between the TOD time and the touchdown time, and obtaining an estimated fuel consumption result of the aircraft during the peak descent phase.

[0101] The present embodiment provides a method for estimating fuel consumption during peak descent of an aircraft, which obtains the fuel flow rates of the left and right engines from the time of departure on arrival (TOD) to the time of touchdown corresponding to different aircraft flights, wherein the time of departure is the time when the aircraft begins to descend from the cruise phase; the total fuel consumption from the time of departure on arrival to the time of touchdown is determined based on the fuel flow rates of the left and right engines from the time of departure on arrival; the pressure altitude at the time of departure on arrival is obtained, and the pressure altitude of the aircraft at the time of departure is stratified to obtain multiple pressure altitude layers; the total fuel consumption of aircraft flights at each pressure altitude layer from the time of departure on arrival to the time of touchdown is fitted to obtain a fuel consumption estimation relationship between the time of departure on arrival to the time of touchdown; the fuel consumption estimation relationship includes a quantitative relationship between flight distance and total fuel consumption, and a quantitative relationship between flight time and total fuel consumption; the fuel consumption during the peak descent phase of the aircraft is estimated using the fuel consumption estimation relationship between the time of departure on arrival to obtain an estimated fuel consumption result of the aircraft; the fuel consumption of the aircraft flight from the time of departure on arrival to the time of touchdown is estimated at different pressure altitude layers, and the influence of different pressure altitude layers on the fuel consumption of the aircraft peak descent is considered, thereby improving the accuracy of the estimated fuel consumption result of the aircraft peak descent.

[0102] In this embodiment, a method for estimating fuel consumption of an aircraft during peak descent is provided, which can be used in the above-mentioned electronic equipment. Figure 7 FIG. 1 is a flow chart of a method for estimating fuel consumption of an aircraft at the top of a descent according to an embodiment of the present invention. Figure 7 As shown, the process includes the following steps:

[0103] Step S701: Obtain 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 begins to descend from the cruise phase. Figure 1 Step S101 of the illustrated embodiment will not be described in detail here.

[0104] Step S702 : determining the total fuel consumption from the TOD time to the touchdown time based on the fuel flow rates of the left and right engines from the TOD time to the touchdown time.

[0105] Specifically, the above step S702 includes:

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

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

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

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

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

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

[0113] Step S703: Obtain the pressure altitude at the TOD time, and stratify the pressure altitude at the TOD time to obtain multiple pressure altitude layers. Figure 1 Step S103 of the illustrated embodiment will not be described in detail here.

[0114] Step S704: Fit the total fuel consumption of the aircraft at each pressure level from the time of departure (TOD) to the time of touchdown to obtain a fuel consumption estimation relationship between the time of departure (TOD) and the time of touchdown. The fuel consumption estimation relationship includes a quantitative relationship between the flight distance and the total fuel consumption, as well as a quantitative relationship between the flight time and the total fuel consumption. For details, please refer to Figure 1 Step S104 of the illustrated embodiment will not be described in detail here.

[0115] Step S705: Estimate the fuel consumption of the aircraft during the peak descent phase using the fuel consumption estimation relationship between TOD and touchdown, and obtain the fuel consumption estimation result of the aircraft during the peak descent phase. Figure 1 Step S105 of the illustrated embodiment will not be described in detail here.

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

[0117] In this embodiment, a method for estimating fuel consumption of an aircraft during peak descent is provided, which can be used in the above-mentioned electronic equipment. Figure 8 FIG. 1 is a flow chart of a method for estimating fuel consumption of an aircraft at the top of a descent according to an embodiment of the present invention. Figure 8 As shown, the process includes the following steps:

[0118] Step S801: Obtain 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 begins to descend from the cruise phase. Figure 7 Step S701 of the illustrated embodiment will not be described in detail here.

[0119] Step S802: Determine the total fuel consumption from TOD to touchdown based on the fuel flow rates of the left and right engines from TOD to touchdown. Figure 7 Step S702 of the illustrated embodiment will not be described in detail here.

[0120] Step S803: Obtain the pressure altitude at the TOD time, and stratify the pressure altitude at the TOD time to obtain multiple pressure altitude layers.

[0121] Specifically, the above step S803 includes:

[0122] Step S8031: Perform linear regression on the flight distance and total fuel consumption of the aircraft within the same pressure altitude layer to obtain a quantitative relationship between the flight distance and the total fuel consumption.

[0123] Specifically, in the quantitative relationship between flight distance and total fuel consumption, the input is flight distance and the output is total fuel consumption. The meaning of the quantitative relationship between flight distance and total fuel consumption is that after selecting a certain pressure altitude layer, the fuel consumption of the aircraft flight in the subsequent descent phase is estimated based on the distance from the landing point (i.e., touchdown) at the TOD time.

[0124] Step S8032: Perform linear regression on the flight time and total fuel consumption of the aircraft within the same pressure altitude layer to obtain a quantitative relationship between the flight time and total fuel consumption.

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

[0126] For example, Figure 9 As shown in the figure, the scatter points represent the total fuel consumption of the flight from TOD to touchdown. Using the total fuel consumption from TOD to touchdown as sample data, when the aircraft's maximum cruising altitude is 33,100 feet, the estimated fuel consumption relationship between TOD and touchdown for the B737 model can be expressed as:

[0127] Y=2.9×D-76 (2)

[0128] Y=40.8×M-578 (3)

[0129] Where Y is the estimated fuel consumption, D is the distance from the aircraft to the airport at the apex of descent, and M is the flight time from the descent to the touchdown. That is, at an altitude of 33,100, the total fuel consumption of the B737 increases by approximately 2.9 kg for every kilometer of descent in advance; and the fuel consumption increases by approximately 40.8 kg for every minute of descent in advance.

[0130] like Figure 10 As shown in the figure, when the aircraft's maximum cruising altitude is 32,100 feet, the estimated fuel consumption relationship of the B737 from TOD to touchdown can be expressed as:

[0131] Y=3.3×D-143 (4)

[0132] Y=40.8×M-527 (5)

[0133] That is, at an altitude of 32,100, the fuel consumption of the B737 model increases by about 3.3 kilograms for every kilometer of descent in advance; and the fuel consumption increases by about 40.8 kilograms for every minute of descent in advance.

[0134] like Figure 11 As shown in the figure, the scatter points represent the total fuel consumption of the missed approach flight from TOD to touchdown. Using the total fuel consumption from TOD to touchdown as sample data, when a missed approach occurs after TOD, the estimated fuel consumption relationship of the B737 model from TOD to touchdown can be expressed as:

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

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

[0137] In the event of a go-around after the aircraft's TOD time, the total fuel consumption of the B737 model will increase by approximately 6.4 kg for every kilometer the TOD altitude layer is descended in advance; and the fuel consumption will increase by approximately 33 kg for every minute the altitude layer is descended in advance.

[0138] Step S804: Fit the total fuel consumption of the aircraft at each pressure level from the time of departure (TOD) to the time of touchdown to obtain a fuel consumption estimation relationship between the time of departure (TOD) and the time of touchdown. The fuel consumption estimation relationship includes a quantitative relationship between the flight distance and the total fuel consumption, as well as a quantitative relationship between the flight time and the total fuel consumption. For details, please refer to Figure 7 Step S704 of the illustrated embodiment will not be described in detail here.

[0139] Step S805: Estimate the fuel consumption of the aircraft during the peak descent phase using the fuel consumption estimation relationship between TOD and touchdown, and obtain the fuel consumption estimation result of the aircraft during the peak descent phase. Figure 7 Step S705 of the illustrated embodiment will not be described in detail here.

[0140] The method for estimating the fuel consumption of an aircraft at the top of descent provided in this embodiment selects data from a certain fixed altitude layer, performs correlation analysis between flight distance and fuel consumption, and flight time and fuel consumption, and obtains an estimation formula for the fixed altitude layer, the flight distance and fuel consumption at the TOD moment, and the flight time and fuel consumption through linear fitting. In the process of fitting 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 taken into account, thereby improving the accuracy of the fuel consumption estimation relationship between the TOD moment and the touchdown moment.

[0141] In this embodiment, a method for estimating fuel consumption of an aircraft during peak descent is provided, which can be used in the above-mentioned electronic equipment. Figure 12 FIG. 1 is a flow chart of a method for estimating fuel consumption of an aircraft at the top of a descent according to an embodiment of the present invention. Figure 12 As shown, the process includes the following steps:

[0142] Step S1201, obtain 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 cruise phase. Figure 8 Step S801 of the illustrated embodiment will not be described in detail here.

[0143] Step S1202: Determine the total fuel consumption from TOD to touchdown based on the fuel flow rates of the left and right engines from TOD to touchdown. Figure 7 Step S702 of the illustrated embodiment will not be described in detail here.

[0144] Step S1203: Obtain the pressure altitude at the TOD time, and stratify the pressure altitude at the TOD time to obtain multiple pressure altitude layers. Figure 7 Step S703 of the illustrated embodiment will not be described in detail here.

[0145] Step S1204: Fit the total fuel consumption of the aircraft at each pressure level from the time of departure (TOD) to the time of touchdown to obtain a fuel consumption estimation relationship between the time of departure (TOD) and the time of touchdown. The fuel consumption estimation relationship includes a quantitative relationship between the flight distance and the total fuel consumption, as well as a quantitative relationship between the flight time and the total fuel consumption. For details, please refer to Figure 8 Step S804 of the illustrated embodiment will not be described in detail here.

[0146] Step S1205: Estimate the fuel consumption of the aircraft during the peak descent phase using the fuel consumption estimation relationship between TOD and touchdown, and obtain the fuel consumption estimation result of the aircraft during the peak descent phase. Figure 2 Step S505 of the illustrated embodiment will not be described in detail here.

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

[0148] Specifically, the above step S1206 includes:

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

[0150] Specifically, the aircraft flight information is obtained, which includes information such as aircraft model, aircraft number, and take-off and landing airports, and the QAR data corresponding to different aircraft flight information is exported. According to the relevant parameters such as fuel consumption and altitude in the QAR data corresponding to different aircraft flight information, the fuel consumption estimation relationship between the TOD time and the touchdown time is used to calculate the aircraft flight fitting fuel consumption.

[0151] Step S12062: Obtain the actual fuel consumption of the flight, compare the fitted fuel consumption of the flight with the actual fuel consumption of the flight, and construct an optimization plan for the flight 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 aircraft flights, the fuel consumption difference is calculated. If the fuel consumption difference is less than 100kg, the flight data verification is completed, and the aircraft flight optimization plan can be constructed based on the comparison results; if the fuel consumption difference is greater than or equal to 100kg, the fuel consumption estimation relationship between the above-mentioned TOD time and the touchdown time is further adjusted and optimized to obtain the optimized fuel consumption estimation relationship, and then the optimized fuel consumption estimation relationship is used to determine the aircraft flight optimization plan.

[0153] For example, Figure 13 As shown in the figure, excluding normal approach flights after circling, the calculation formula for the fitted fuel consumption of aircraft flights from TOD time to touchdown time at each altitude layer is as follows:

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

[0155] R 2 =0.955 (9)

[0156] Among them, Y is the aircraft flight fitting fuel consumption, X is the pressure altitude layer, R 2 For the reliability of fitting; that is, for every altitude level increase of a B737 flight flying eastward and landing at a certain airport, the difference between the fitted fuel consumption of the normal approach aircraft flight from TOD time to touchdown time and the actual fuel consumption of the aircraft flight is about 153 kg, and the reliability of fitting is 0.955. If the fuel consumption difference is greater than 100 kg, it is necessary to continue to adjust and optimize the above fuel consumption estimation relationship between TOD time and touchdown time.

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

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

[0159] R 2 =0.3561 (11)

[0160] That is, for every altitude level increase of a B737 flight that makes an alternate landing at another airport after an eastbound TOD flight, the difference between the fitted fuel consumption of the missed approach flight and the alternate flight from TOD to touchdown and the actual fuel consumption of the aircraft is approximately 123 kg, with a fitting confidence level of 0.3561. If the fuel consumption difference is greater than 100 kg, further adjustment and optimization of the above fuel consumption estimation relationship between TOD and touchdown is required.

[0161] like 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 the aircraft flight from the TOD time to the touchdown time at each altitude layer is as follows:

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

[0163] R 2 =0.3785 (13)

[0164] That is, for every altitude level climbed by a B737 flight flying eastward and landing at a certain airport, the difference between the aircraft's fitted fuel consumption from TOD to touchdown and the aircraft's actual fuel consumption during the missed approach flight is approximately 109 kg, with a fitting confidence level of 0.3785. If the fuel consumption difference is greater than 100 kg, further adjustment and optimization of the above fuel consumption estimation relationship between TOD and touchdown is required.

[0165] Furthermore, by comparing the fuel consumption calculation formulas for missed approach flights and alternate flights from the TOD moment to the touchdown moment at each altitude layer with the fuel consumption calculation formulas for normal approach flights after excluding circling, it can be found that the slopes of the fuel consumption calculation formulas fitted for missed approach flights, alternate flights and normal approach flights at different altitude layers are not much different, but the fuel consumption of missed approach flights and alternate flights at the same altitude layer is on average about 2,000 kilograms more than that of normal approach flights. Therefore, it is necessary to formulate optimization plans for missed approach flights and alternate flights.

[0166] Furthermore, the difference in fuel consumption provides important reference for the selection of different aircraft models, take-off and landing airports, and alternate airports, as well as the airline's operation control department's reserve fuel preparation, alternate airport selection, and new aircraft introduction evaluation.

[0167] The method for estimating the fuel consumption of an aircraft at peak descent provided in this embodiment verifies the fuel consumption estimation relationship between the TOD time and the touchdown time through the QAR data corresponding to the alternate flight, and uses the verification results to determine the aircraft flight optimization plan, providing reference for the selection of different aircraft models, take-off and landing airports, alternate airports, and airline operation control departments, such as the preparation of spare fuel, the selection of alternate airports, and the evaluation of the introduction of new aircraft models.

[0168] This embodiment also provides an aircraft peak descent fuel consumption estimation device, which is used to implement the above-mentioned embodiments and preferred embodiments. Details already described will not be repeated here. As used below, the term "module" may refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented using software, implementation using hardware, or a combination of software and hardware, is also possible and contemplated.

[0169] This embodiment provides a device for estimating fuel consumption of an aircraft at the top of the descent. Figure 16 As shown, including:

[0170] The acquisition module 1601 is used to obtain 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 cruise phase.

[0171] The determination module 1602 is 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] The layering module 1603 is used to obtain the pressure altitude at the TOD time, and layer the pressure altitude at the TOD time to obtain multiple pressure altitude layers.

[0173] Fitting module 1604 is configured to fit the total fuel consumption of aircraft flights at each pressure altitude from the time of departure (TOD) to the time of touchdown, thereby obtaining an estimated fuel consumption relationship between the time of departure (TOD) and the time of touchdown. The estimated fuel consumption relationship includes a quantitative relationship between flight distance and total fuel consumption, as well as a quantitative relationship between flight time and total fuel consumption.

[0174] The estimation module 1605 is configured to estimate the fuel consumption of the aircraft during the peak descent phase by using the fuel consumption estimation relationship between the TOD time and the touchdown time, and obtain an estimated fuel consumption result of the aircraft during the peak descent phase.

[0175] In some optional implementations, the determining module 1602 includes:

[0176] The determining unit is configured to determine the flight time based on the touchdown time and the TOD time.

[0177] The calculation unit is used to calculate the aircraft fuel consumption per second based on the fuel flow of the left and right engines from the TOD moment to the touchdown moment.

[0178] The integration unit is used to integrate the aircraft fuel consumption per second corresponding to the flight time to obtain the total fuel consumption from the TOD moment to the touchdown moment.

[0179] In some optional implementations, the fitting module 1604 includes:

[0180] The first linear regression unit is used to perform linear regression on the flight distance and total fuel consumption of the aircraft flight within the same pressure altitude layer to obtain a quantitative relationship between the flight distance and the total fuel consumption.

[0181] The second linear regression unit is used to perform linear regression on the flight time and total fuel consumption of the aircraft flight within the same pressure altitude layer to obtain a quantitative relationship between the flight time and the total fuel consumption.

[0182] The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

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

[0184] The embodiment of the present invention also provides a computer device having the above Figure 16 The aircraft top-of-descent fuel consumption estimation device is shown.

[0185] See also Figure 17 , Figure 17 is a structural diagram of a computer device provided by an optional embodiment of the present invention, such as Figure 17 As shown, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. Various components utilize different buses to communicate with each other and can be installed on a common mainboard or installed in other ways as needed. The processor can process the instructions executed in the computer device, including instructions stored in or on the memory to display the graphical information of a 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. Equally, multiple computer devices can be connected, and each device provides part of the necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). Figure 17 A processor 10 is taken as an example.

[0186] The processor 10 may be a central processing unit, a network processor, or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit, a programmable logic device, or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic, or any combination thereof.

[0187] The memory 20 stores instructions that can be executed by at least one processor 10, so as to enable at least one processor 10 to execute the method shown in the above embodiment.

[0188] The memory 20 may include a program storage area and a data storage area, wherein 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 based on 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-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely located relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned 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 also include a combination of the above types of memory.

[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 via a bus or other means. Figure 17 The bus connection is taken as an example.

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

[0192] The embodiment of the present invention also provides a computer-readable storage medium. The above-mentioned method according to the embodiment of the present invention can be implemented in hardware, firmware, or implemented as a computer code that can be recorded in a storage medium, or implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and downloaded through a network and will be stored in a local storage medium, so that the method described herein can be stored in such software processing 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 storage 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-mentioned types of memory. 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. When the software or computer code is accessed and executed by a computer, a processor or hardware, the method shown in the above embodiment is implemented.

[0193] A portion of the present invention may be applied as a computer program product, such as a computer program instruction, which, when executed by a computer, can call or provide the method and / or technical solution according to the present invention through the operation of the computer. Those skilled in the art should understand that the form in which the computer program instruction exists in a computer-readable medium includes, but is not limited to, a source file, an executable file, an installation package file, etc. Accordingly, the way in which the computer program instruction is executed by the computer includes, but is not limited to: the computer directly executes the instruction, or the computer compiles the instruction and then executes the corresponding compiled program, or the computer reads and executes the instruction, or the computer reads and installs the instruction and then executes the corresponding installed program. Here, the computer-readable medium may be any available computer-readable storage medium or communication medium that can be accessed by the computer.

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

Claims

1. A method for estimating fuel consumption during peak descent of an aircraft, characterized in that: The method comprises: Obtain the fuel flow of the left and right engines from the TOD time to the touchdown time corresponding to different aircraft flights; the TOD time is the time when the aircraft begins to descend from the cruise phase; determining a 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 pressure altitude at the TOD time, and stratifying the pressure altitude at the TOD time to obtain a plurality of pressure altitude layers; Fitting the total fuel consumption of aircraft flights at each pressure altitude from the time of departure (TOD) to the time of touchdown to obtain a fuel consumption estimation relationship between the TOD time and the time of touchdown; wherein the fuel consumption estimation relationship includes a quantitative relationship between flight distance and total fuel consumption, and a quantitative relationship between flight time and total fuel consumption; The fuel consumption estimation relationship between the TOD moment and the touchdown moment is used to estimate the fuel consumption of the aircraft during the peak descent phase, thereby obtaining an estimated fuel consumption result of the aircraft during the peak descent phase.

2. The method according to claim 1, characterized in that The determining of 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 time and the TOD time; Calculating the fuel consumption of the aircraft per second based on the fuel flow rates of the left and right engines from the TOD moment to the touchdown moment; The aircraft fuel consumption per second corresponding to the flight time is integrated to obtain the total fuel consumption from the TOD moment to the touchdown moment.

3. The method according to claim 1, characterized in that Before fitting the total fuel consumption of aircraft flights at each pressure altitude from TOD to touchdown to obtain the estimated fuel consumption relationship between TOD and touchdown, the following steps are also included: A time series similarity method is used to determine circling flights among the aircraft flights, and the circling flights are deleted.

4. The method according to claim 1, wherein The total fuel consumption of the aircraft at each pressure altitude layer from the TOD time to the touchdown time is fitted to obtain the fuel consumption estimation relationship between the TOD time and the touchdown time, including: Performing a linear regression on the flight distance and the total fuel consumption of the aircraft flight within the same pressure altitude layer to obtain a quantitative relationship between the flight distance and the total fuel consumption; In the same pressure altitude layer, a linear regression is performed on the flight time and the total fuel consumption of the aircraft flight to obtain a quantitative relationship between the flight time and the total fuel consumption.

5. The method according to claim 1, wherein Also includes: The fuel consumption estimation relationship between the TOD time and the touchdown time is verified by flight data, and an aircraft flight optimization plan is determined based on the verification result.

6. The method according to claim 5, characterized in that The performing flight data verification on the fuel consumption estimation relationship between the TOD time and the touchdown time, and determining the aircraft flight optimization plan based on the verification result, includes: Obtaining QAR data of the aircraft flight, and obtaining the fitted fuel consumption of the aircraft flight based on the QAR data and using the fuel consumption estimation relationship between the TOD time and the touchdown time; The actual fuel consumption of the aircraft flight is obtained, the fitted fuel consumption of the aircraft flight is compared with the actual fuel consumption of the aircraft flight, and an optimization plan for the aircraft flight is constructed based on the comparison result.

7. An aircraft peak descent fuel consumption estimation device, characterized in that: The device comprises: An acquisition module is used to obtain 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 begins to descend from the cruise phase; a determination module, configured to determine a 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 stratification module is used to obtain the pressure altitude at the TOD time, and stratify the pressure altitude at the TOD time to obtain multiple pressure altitude layers; A fitting module is configured to fit the total fuel consumption of aircraft flights at each pressure altitude from the time of departure (TOD) to the time of touchdown, thereby obtaining a fuel consumption estimation relationship between the time of departure (TOD) and the time of touchdown; wherein the fuel consumption estimation relationship includes a quantitative relationship between flight distance and total fuel consumption, and a quantitative relationship between flight time and total fuel consumption; The estimation module is used to estimate the fuel consumption of the aircraft during the peak descent phase by using the fuel consumption estimation relationship between the TOD moment and the touchdown moment, and obtain an estimated fuel consumption result of the aircraft during the peak descent phase.

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

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the aircraft peak descent fuel consumption estimation method according to any one of claims 1 to 6.

10. A computer program product, characterized in that The method comprises computer instructions for causing a computer to execute the aircraft peak descent fuel consumption estimation method according to any one of claims 1 to 6.

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