Aircraft drift-down pressure relief alarm identification method based on real-time ADS-B data

Abstract

The invention discloses a real-time ADS-B (Automatic Dependent Surveillance-Broadcast) data-based aircraft drift-down pressure relief alarm identification method. The method comprises the following steps: S1, constructing a drift-down point and pressure relief point data set of a research area; s2, real-time latitude and longitude data and current speed of the current position of the aircraft are obtained, a drift and drop pressure relief early warning area is marked in front of the flight direction of the aircraft based on the current position of the aircraft, and drift and drop points and pressure relief points are screened; s3, calculating the minute number of the aircraft flying to each screening drifting point and pressure relief point at the current position according to the current speed of the aircraft, if the minute number of the aircraft flying to the drifting point and the pressure relief point is smaller than the corresponding operation early warning minute number, outputting the drifting point and the pressure relief point as alarm points, and if the minute number of the aircraft flying to the drifting point and the pressure relief point is smaller than the corresponding operation early warning minute number, outputting the alarm points. And meanwhile, the emergency standby landing airport, the unit operation data, the flying-to-time minutes and the operation early warning minutes are output. According to the invention, identification and alarm can be carried out on the flight drift pressure relief key position point of the aircraft, flight safety is ensured, the operation efficiency is improved, and the safety guarantee capability of high plateau operation is improved.

Description

Technical Field

[0001] The present invention relates to the field of aircraft descent decompression warning, and particularly to a method for identifying aircraft descent decompression warning based on real-time ADS-B data. Background Art

[0002] Flights in plateau areas usually involve unstable factors such as low air pressure, high altitude, and fast airflows. When approaching the critical position points of descent decompression (i.e., descent points or decompression points), pilots need to closely monitor the real-time data of the route, the aircraft, and the meteorological conditions. Through research, it is found that the air pressure in plateau areas is relatively low, and the aircraft faces a large external pressure difference. The cabin pressure of the aircraft needs to maintain an appropriate difference from the external pressure. The critical position points of descent decompression will occur repeatedly in the same area of the high plateau region. Therefore, how to conduct historical data statistics in the high plateau region plays an important role in the identification of descent points or / and decompression points. The identification and warning of descent points or / and decompression points can provide an early warning for pilots and airlines, reminding pilots to adjust the flight in time to ensure that the aircraft can smoothly transition to the next stage. The warning of descent points or / and decompression points provides sufficient reaction time for ground monitoring personnel and pilots, helps to reduce human errors, and ensures flight stability and safety. When approaching the descent point or decompression point, the air pressure difference changes greatly. If not handled properly, it may cause damage to the cabin structure or a decline in aircraft performance. The identification and warning of the critical position points of descent decompression can remind pilots to prepare for decompression or adjust the altitude in time, thereby avoiding potential risks caused by too rapid air pressure changes, such as cabin depressurization, structural damage, etc. Therefore, the identification and warning of descent points or / and decompression points (i.e., the critical position points of descent decompression) can effectively help relevant personnel of airlines make more scientific and timely safety decisions. Summary of the Invention

[0003] The purpose of the present invention is to solve the technical problems pointed out in the background art, and provide a method for identifying aircraft descent decompression warning based on real-time ADS-B data, which can realize the identification and real-time warning of the critical position points of descent decompression in the flight direction of aircraft on high plateau routes in the research area, delimit a descent decompression warning area in front of the aircraft's current position in the flight direction of the aircraft, identify descent points and decompression points in the descent decompression warning area as important position warning points, and output data such as emergency alternate airports, crew operation data, flight minutes, and operation warning minutes, etc., and make early treatment strategies.

[0004] The purpose of the present invention is achieved through the following technical solutions:

[0005] A method for identifying aircraft descent decompression warning based on real-time ADS-B data, the method comprising:

[0006] S1. Collect the flight data of high-altitude and high-plateau historical routes in the research area, screen out the drift-down points and decompression points, and construct a dataset of drift-down points and decompression points in the research area. The dataset of drift-down points and decompression points is associated and stored according to the latitude and longitude data of the drift-down points and decompression points, aircraft model information, flight segment information, emergency alternate airport, crew operation data, and operation warning minutes.

[0007] S2. Combine the flight plan data of the flight and the flight dynamic data to obtain the real-time latitude and longitude data and the current speed of the aircraft's current position. Based on the aircraft's current position, set up a drift-down and decompression warning area in front of the aircraft's flight direction. According to the aircraft model information, screen out the drift-down points and decompression points of the same type of aircraft located in the drift-down and decompression warning area from the dataset of drift-down points and decompression points.

[0008] S3. Calculate the minutes required for the aircraft to fly from its current position to each of the screened drift-down points and decompression points at the current speed of the aircraft. If the minutes required to fly to the drift-down points and decompression points are less than the corresponding operation warning minutes, output the drift-down points and decompression points as warning points, and at the same time output the emergency alternate airport, crew operation data, minutes to fly to, and operation warning minutes; calculate and output the estimated arrival time to the drift-down points and decompression points.

[0009] To better implement the present invention, collect the flight data of high-altitude and high-plateau historical routes in the research area to construct an aircraft flight database, screen out the historical or determined drift-down points and / or decompression points from the aircraft flight database, and then associate and extract the latitude and longitude data of the drift-down points and decompression points, aircraft model information, flight segment information, emergency alternate airport, crew operation data, and operation warning minutes to construct a dataset of drift-down points and decompression points. The flight segment information is the flight segment information where the drift-down points and decompression points are located. The emergency alternate airport is the emergency alternate airport disposal plan and emergency alternate airport implementation plan corresponding to the occurrence of the drift-down points and decompression points; the crew operation data is the operation plan and operation implementation plan of the corresponding crew when the drift-down points and decompression points occur; the drift-down points and decompression points include waypoints and custom latitude and longitude points, and the custom latitude and longitude points are non-waypoints where historical drift-down points and decompression points occurred.

[0010] Preferably, in step S2, determine whether the latitude and longitude trajectory of the aircraft's current position is on the planned route of the flight plan data of the flight. If flying on the planned route of the flight plan data of the flight, extract several waypoints located in front of the aircraft's flight direction from the flight plan data of the flight and set up a drift-down and decompression warning area according to the waypoint protection area method; if not flying on the planned route of the flight plan data of the flight, set up a drift-down and decompression warning area in front of the aircraft's flight direction in combination with the next waypoint in the flight plan data of the flight according to the waypoint protection area method.

[0011] Preferably, when screening the drift-down points and decompression points, screen the drift-down points and decompression points associated with the flight plan data of the flight.

[0012] Preferably, in step S3, calculate the distance values from the current position of the aircraft to each screened drift-down point and decompression point at the current speed of the aircraft, and sort and output them in order of the degree of association with the flight plan data and the distance.

[0013] Preferably, the present invention further includes the following method:

[0014] S4. After the aircraft actually takes off, screen the potential risk drift-down points or / and decompression points from the drift-down point and decompression point data set in the research area based on the flight plan data of the aircraft, and calculate the estimated arrival time of the potential risk drift-down points or / and decompression points. The method is as follows:

[0015] S41. When the drift-down point or / and decompression point is a planned route point, the calculation expression of the estimated arrival time is: , represents the actual take-off time of the flight in the flight dynamic data, is the cumulative flight time of the drift-down point or / and decompression point as a planned route point;

[0016] S42. When the drift-down point or / and decompression point is a non-planned route point of a custom longitude and latitude point, define the drift-down point or / and decompression point as a point on the flight plan route of the flight , extract the point the starting point of the flight segment where it is located and the end point of the flight segment , then the calculation expression of the estimated arrival time is:

[0017] , the cumulative flight time of point a and the cumulative flight time of point b are from the flight plan data;

[0018] S43. If the drift-down point or / and decompression point is not on the flight plan route, extract the real-time longitude and latitude data and the current speed of the current position of the aircraft after the aircraft actually takes off , calculate the distance from the current position of the aircraft to the drift-down point or / and decompression point , then the calculation expression of the estimated arrival time is: .

[0019] Preferably, in step S3, the method for outputting the crew operation data is as follows: normalize the historical crew operation data at the drift-down point and decompression point and classify them into several cases according to the aircraft type, screen the crew operation data after normalization of the same aircraft type as the current aircraft and give operation reference recommendations according to different cases.

[0020] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0021] (1) The present invention can identify and give real-time warnings about the key position points of descent and decompression of high-plateau route aircraft in the research area during flight. Based on the current position of the aircraft, a descent and decompression warning area is delimited in front of the flight direction of the aircraft. The descent points and decompression points are identified in the descent and decompression warning area as important position warning points, and data such as the emergency alternate airport, crew operation data, flight minutes to reach, and operation warning minutes are output, and an advance processing strategy is made, which helps airlines and pilots to have enough reaction time to make timely and reasonable handling during flight, ensuring flight safety, improving operation efficiency, and enhancing the safety guarantee ability of high-plateau operations.

[0022] (2) The present invention can identify and give warnings about the key position points of aircraft flight descent and decompression, which not only enhances the pilot's ability to cope with complex environments and ensures the safety of aircraft in special geographical environments, but also provides the pilot with enough reaction time to make timely and reasonable flight adjustments to enable the flight to complete the plateau flight mission more smoothly. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a schematic flowchart of the method for identifying aircraft descent and decompression warnings of the present invention;

[0024] Figure 2 is a schematic diagram of storing historical descent point and decompression point information in the aircraft flight database in the research area in the embodiment;

[0025] Figure 3 is an alarm prompt and output of brief data for an example of an aircraft of a certain flight in a descent point in the research area as an alarm point in the embodiment;

[0026] Figure 4 is an alarm prompt and output of brief data for an example of an aircraft of a certain flight in a decompression point in the research area as an alarm point in the embodiment;

[0027] Figure 5 is an alarm prompt and output of brief data for an example of an aircraft of a certain flight in the first descent and decompression point in the research area as an alarm point in the embodiment;

[0028] Figure 6 is an alarm prompt and output of brief data for an example of an aircraft of a certain flight in the second descent and decompression point in the research area as an alarm point in the embodiment;

[0029] Figure 7 is a schematic diagram of sorting and outputting descent points or / and decompression points as important position warning points in sequence according to distance in the embodiment;

[0030] Figure 8 is Figure 7 a detailed data schematic diagram of an important position warning point in

[0031] Figure 9 is Figure 7 a detailed data schematic diagram of another important position warning point in Specific Embodiment

[0032] The present invention will be further described in detail below in conjunction with embodiments:

[0033] Embodiment

[0034] As Figure 1 shown, a method for identifying the descent and decompression warnings of aircraft based on real-time ADS-B data, the method includes:

[0035] S1. Collect the flight data of high-plateau historical routes of aircraft in the research area and screen out the descent points and decompression points to construct a dataset of descent points and decompression points in the research area. The dataset of descent points and decompression points is associated and stored according to the longitude and latitude data of the descent points and decompression points (the descent points and decompression points in the present invention represent descent points or / and decompression points, and the descent points and decompression points are warning points, which can be only descent points or decompression points, or both descent points and decompression points), aircraft type information, flight segment information, emergency alternate airport, crew operation data, and operation warning minutes.

[0036] In some embodiments, collect the flight data of high-plateau historical routes of aircraft in the research area to construct an aircraft flight database, screen out the historical descent points or / and decompression points that have occurred or been determined from the aircraft flight database, and then associate and extract the longitude and latitude data of the descent points and decompression points, aircraft type information, flight segment information, emergency alternate airport, crew operation data, and operation warning minutes to construct a dataset of descent points and decompression points. The flight segment information is the flight segment information where the descent points and decompression points are located. The emergency alternate airport is the emergency alternate airport disposal plan and emergency alternate airport implementation plan corresponding to the occurrence of the descent points and decompression points. The emergency alternate airport is the emergency alternate airport and emergency alternate airport implementation plan historically carried out based on the flight data of historical routes of aircraft at the descent points and decompression points. Among them, the crew operation data is the operation plan and operation implementation plan of the corresponding crew when the descent points and decompression points occur. Among them, the descent points and decompression points include waypoints and custom longitude and latitude points, and the custom longitude and latitude points are non-waypoints where historical descent points and decompression points have occurred. Normalize the historical crew operation data at the descent points and decompression points and classify them into several situations according to the aircraft type.

[0037] S2. Combine the flight plan data of the flight and the flight dynamic data to obtain the real-time longitude and latitude data of the current position of the aircraft and the current speed. Based on the current position of the aircraft, set up a drift-down decompression warning area in front of the flight direction of the aircraft. Screen the drift-down points and decompression points of the same type of aircraft located in the drift-down decompression warning area from the drift-down point and decompression point data set according to the aircraft type information. Preferably, when screening the drift-down points and decompression points, screen the drift-down points and decompression points associated with the flight plan data of the flight.

[0038] In some embodiments, determine whether the longitude and latitude trajectory of the current position of the aircraft is on the planned route of the flight plan data of the flight. If flying on the planned route of the flight plan data of the flight, extract several waypoint combinations located in front of the flight direction of the aircraft from the flight plan data of the flight and set up a drift-down decompression warning area according to the airway protection area method. If not flying on the planned route of the flight plan data of the flight, set up a drift-down decompression warning area in front of the flight direction of the aircraft in combination with the next waypoint in the flight plan data of the flight according to the airway protection area method.

[0039] S3. Calculate the number of minutes for the aircraft to fly from the current position to each of the screened drift-down points and decompression points at the current speed of the aircraft. If the number of minutes to fly to the drift-down points and decompression points is less than the corresponding operation warning minutes, output the drift-down points and decompression points as warning points, and at the same time output the emergency alternate airport, crew operation data, the number of minutes to fly to, and the operation warning minutes. At the same time, calculate the estimated arrival time to fly to the drift-down points and decompression points and output it. As Figure 3 shown, for example, if a certain warning point (or decision point) among the drift-down points and decompression points located in the drift-down decompression warning area is only a drift-down point, output the emergency alternate airport and crew operation data sorted from the historical data of the same type of aircraft. As Figure 4 shown, for example, if a certain warning point (or decision point) among the drift-down points and decompression points located in the drift-down decompression warning area is only a decompression point, output the emergency alternate airport and crew operation data sorted from the historical data of the same type of aircraft. As Figure 5 shown, for example, if a certain warning point (or decision point) among the drift-down points and decompression points located in the drift-down decompression warning area is a drift-down decompression point (the warning point is both a drift-down point and a decompression point), output the emergency alternate airport and crew operation data sorted from the historical data of the same type of aircraft. As Figure 6 shown, for example, if a certain warning point (or decision point) among the drift-down points and decompression points located in the drift-down decompression warning area is a drift-down decompression point (the warning point is both a drift-down point and a decompression point), output the emergency alternate airport and crew operation data sorted from the historical data of the same type of aircraft.

[0040] In some embodiments, the method for outputting the operating data of the aircraft unit is as follows: Normalize the historical operating data of the aircraft unit at the drift-down point and the pressure relief point, and classify it into several cases according to the type of the aircraft model. Screen the operating data of the aircraft unit after normalization of the same model as the current aircraft, and recommend operating references according to different cases.

[0041] In some embodiments, in step S3, calculate the distance values from the current position of the aircraft to each screened drift-down point and pressure relief point at the current speed of the aircraft, and sort and output them in the order of the degree of association with the flight plan data of the flight and the distance; as Figure 7 shown, sort and output the drift-down point and the pressure relief point (the drift-down point and the pressure relief point are used as important position warning points) in the order of the distance from the current position of the aircraft. When selecting an important position warning point, data such as the emergency alternate airport, the operating data of the aircraft unit, the number of minutes to fly to, and the number of minutes of operating warning can be viewed in detail. For details, see Figure 8 、 Figure 9 。

[0042] S4. After the aircraft actually takes off, screen the potential risk drift-down points or / and pressure relief points from the drift-down point and pressure relief point data sets in the research area based on the flight plan data of the aircraft, and calculate the estimated arrival times of the potential risk drift-down points or / and pressure relief points. The method is as follows:

[0043] S41. When the drift-down point or / and pressure relief point is a planned route point, the calculation expression of the estimated arrival time is: , represents the actual take-off time of the flight in the flight dynamic data, is the cumulative flight time of the drift-down point or / and pressure relief point as a planned route point.

[0044] S42. When the drift-down point or / and pressure relief point is an unplanned route point of a custom longitude and latitude point, define the drift-down point or / and pressure relief point as a point on the flight plan route , extract the starting point and the ending point of the flight segment where the point is located. Then the calculation expression of the estimated arrival time is:

[0045] , the cumulative flight time of point a and the cumulative flight time of point b are from the flight plan data.

[0046] S43. If the drift-down point or / and pressure relief point is not on the flight plan route, extract the real-time longitude and latitude data and the current speed of the current position of the aircraft after the aircraft actually takes off , calculate the distance from the current position of the aircraft to the drift-down point or / and pressure relief point. Then the estimated arrival time The calculation expression is: .

[0047] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for identifying the descent and decompression warning of an aircraft based on real-time ADS-B data, characterized in that: The method includes: S1. Collect the flight data of high-plateau historical routes of the research area by aircraft, and screen out the drift-down points and decompression points to construct a data set of drift-down points and decompression points in the research area. The data set of drift-down points and decompression points is associated and stored according to the latitude and longitude data of the drift-down points and decompression points, aircraft model information, flight segment information, emergency alternate airport, crew operation data, and operation warning minutes; S2. Combine the flight plan data of the flight and the flight dynamic data to obtain the real-time latitude and longitude data and the current speed of the aircraft's current position. Based on the current position of the aircraft, a drift-down and decompression warning area is delimited in front of the flight direction of the aircraft. According to the aircraft model information, the drift-down points and decompression points of the same type of aircraft located in the drift-down and decompression warning area are screened out from the data set of drift-down points and decompression points; S3. Calculate the number of minutes for the aircraft to fly from the current position to each of the screened drift-down points and decompression points at the current speed of the aircraft. If the number of minutes to fly to the drift-down points and decompression points is less than the corresponding operation warning minutes, then output the drift-down points and decompression points as warning points, and at the same time output the emergency alternate airport, crew operation data, minutes to fly to, and operation warning minutes; at the same time, calculate the estimated arrival time to fly to the drift-down points and decompression points and output it.

2. The method for identifying the descent and decompression warning of an aircraft based on real-time ADS-B data according to claim 1, wherein: Collect the flight data of high-plateau historical routes of the research area by aircraft to construct an aircraft flight database. Screen out the historically occurred or determined drift-down points or / and decompression points from the aircraft flight database, and then extract the latitude and longitude data, aircraft model information, flight segment information, emergency alternate airport, crew operation data, and operation warning minutes of the drift-down points and decompression points by association to construct a data set of drift-down points and decompression points. The flight segment information is the flight segment information where the drift-down points and decompression points are located. The emergency alternate airport is the emergency alternate airport disposal plan and emergency alternate airport implementation plan corresponding to the occurrence of the drift-down points and decompression points; the crew operation data is the operation plan and operation implementation plan of the corresponding crew when the drift-down points and decompression points occur; the drift-down points and decompression points include waypoints and custom latitude and longitude points, and the custom latitude and longitude points are non-waypoints where the drift-down points and decompression points occurred historically.

3. A method for identifying the descent and decompression warning of an aircraft based on real-time ADS-B data according to claim 1, characterized in that: In step S2, it is judged whether the latitude and longitude trajectory of the aircraft's current position is on the planned route of the flight plan data of the flight. If it is flying on the planned route of the flight plan data of the flight, then extract several waypoints located in front of the flight direction of the aircraft from the flight plan data of the flight and delimit the drift-down and decompression warning area according to the waypoint protection area method; if it is not flying on the planned route of the flight plan data of the flight, then delimit the drift-down and decompression warning area according to the waypoint protection area method by combining the next waypoint in the flight plan data in front of the flight direction of the aircraft.

4. A method for identifying the descent and decompression warning of an aircraft based on real-time ADS-B data according to claim 1, characterized in that: When screening the drift-down points and decompression points, screen the drift-down points and decompression points associated with the flight plan data of the flight.

5. A method for identifying the descent and decompression warning of an aircraft based on real-time ADS-B data according to claim 1, characterized in that: In step S3, calculate the distance values from the current position of the aircraft to each of the screened drift-down points and decompression points at the current speed of the aircraft, and sort and output them in order according to the degree of association with the flight plan data of the flight and the distance.

6. The method for identifying the descent and decompression warning of an aircraft based on real-time ADS-B data according to claim 1, characterized in that: It also includes the following method: S4. After the aircraft actually takes off, screen potential risk ditching points or / and decompression points from the ditching point and decompression point datasets in the study area based on the flight plan data of the aircraft, and calculate the estimated time of arrival (ETA) of the potential risk ditching points or / and decompression points. The method is as follows: S41. When the ditching point or / and decompression point is a planned route point, the calculation expression for the ETA is: eta = atd + ft, where atd represents the actual takeoff time of the flight in the flight dynamic data, and ft is the cumulative flight time of the ditching point or / and decompression point as a planned route point; S42. When the ditching point or / and decompression point is an unplanned route point with custom longitude and latitude, define this ditching point or / and decompression point as point c on the flight plan route of the flight, and extract the starting point a and the ending point b of the flight segment where point c is located. Then the calculation expression for the ETA is: The cumulative flight time of point a and the cumulative flight time of point b are from the flight plan data of the flight; S43. If the ditching point or / and decompression point is not on the flight plan route, extract the real-time longitude and latitude data and the current speed v of the current position of the aircraft after the aircraft actually takes off, and calculate the distance dis between the current position of the aircraft and the ditching point or / and decompression point. Then the calculation expression for the ETA is:

7. A method for identifying the descent and decompression warning of an aircraft based on real-time ADS-B data according to claim 1, characterized in that: In step S3, the method for outputting the crew operation data is as follows: Normalize the historical crew operation data at the ditching point and decompression point and classify it into several cases according to the aircraft type. Screen the crew operation data after normalization of the same type of the current aircraft and give operation reference recommendations according to different cases.

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