An aircraft glide decompression alarm identification method based on real-time ADS-B data

Abstract

This invention discloses a method for identifying aircraft glide and decompression alarms based on real-time ADS-B data. The method includes: S1, constructing a dataset of glide and decompression points in the study area; S2, acquiring real-time latitude and longitude data and current speed of the aircraft's current position, delineating a glide and decompression warning zone ahead of the aircraft's flight direction based on the aircraft's current position, and filtering glide and decompression points; S3, calculating the number of minutes it takes for the aircraft to reach each filtered glide and decompression point based on its current speed. If the number of minutes to reach a glide or decompression point is less than the corresponding operational warning minutes, the glide and decompression point are output as alarm points. Simultaneously, the emergency alternate airport, crew operation data, the number of minutes to reach the point, and the operational warning minutes are also output. This invention can identify and issue alarms for key glide and decompression points during aircraft flight, ensuring flight safety, improving operational efficiency, and enhancing the safety assurance capabilities for high-altitude operations.

Description

Technical Field

[0001] This invention relates to the field of aircraft glide and depressurization alarms, and more particularly to a method for identifying aircraft glide and depressurization alarms based on real-time ADS-B data. Background Technology

[0002] Flights in high-altitude regions typically involve unstable factors such as low air pressure, high altitude, and rapid airflow. When approaching critical decompression points (i.e., descent points or decompression points), pilots need to closely monitor the flight path, real-time aircraft data, and weather conditions. Research has found that air pressure is lower in high-altitude areas, and aircraft face significant external pressure differences. The cabin pressure needs to maintain an appropriate difference from the external pressure. Critical descent and decompression points tend to recur in the same high-altitude regions. Therefore, historical data analysis is crucial for identifying descent points and / or decompression points in high-altitude areas. Descent point and / or decompression point identification alerts provide pilots and airlines with an early warning, prompting pilots to adjust their flight path in time and ensuring a smooth transition to the next phase. Descent point and / or decompression point alerts provide sufficient reaction time for ground control personnel and pilots, helping to reduce human error and ensuring flight stability and safety. Approaching the descent point or depressurization point, the pressure difference changes significantly. Improper handling could lead to cabin structural damage or decreased aircraft performance. Descent and depressurization critical location point identification and warning systems can proactively alert pilots to prepare for depressurization or adjust altitude, thus avoiding potential risks caused by rapid pressure changes, such as cabin depressurization and structural damage. Therefore, descent point and / or depressurization point (i.e., descent and depressurization critical location points) identification and warning systems can effectively help airline personnel make more scientific and timely safety decisions. Summary of the Invention

[0003] The purpose of this invention is to solve the technical problems pointed out in the background art and provide an aircraft drift and decompression alarm identification method based on real-time ADS-B data. This method can identify and provide real-time alarms for key drift and decompression locations of aircraft on high-altitude routes in the study area. Based on the current position of the aircraft, a drift and decompression warning zone is drawn in front of the aircraft's flight direction. Drift points and decompression points are identified as important location alarm points in the drift and decompression warning zone. The method also outputs data such as emergency alternate airports, crew operation data, flight time minutes, and operation warning minutes to prepare advance processing strategies.

[0004] The objective of this invention is achieved through the following technical solution:

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

[0006] S1. Collect historical flight data of aircraft on high-altitude routes in the study area and select landing points and decompression points to construct a dataset of landing points and decompression points in the study area. The dataset of landing points and decompression points is stored in association according to the latitude and longitude data of landing points and decompression points, aircraft type information, flight segment information, emergency alternate airports, crew operation data and operation warning minutes.

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

[0008] S3. Calculate the number of minutes it takes for the aircraft to fly from its current position to each selected landing point and decompression point based on its current speed. If the number of minutes to fly to the landing point and decompression point is less than the corresponding operation warning minutes, output the landing point and decompression point as alarm points. At the same time, output the emergency alternate airport, crew operation data, flight time, and operation warning minutes. Calculate and output the estimated arrival time of the landing point and decompression point.

[0009] To better realize this invention, historical flight data of aircraft on high-altitude routes in the study area are collected to construct an aircraft flight database. From this database, historically occurring or confirmed drift points and / or decompression points are selected. Then, latitude and longitude data of the drift points and decompression points, aircraft type information, flight segment information, emergency alternate airports, crew operation data, and operational warning minutes are correlated and extracted to construct a dataset of drift points and decompression points. Flight segment information refers to the flight segment where the drift point and decompression point are located. Emergency alternate airports are the emergency alternate airport handling plans and implementation schemes corresponding to the occurrence of drift points and decompression points. Crew operation data are the corresponding crew operation plans and implementation schemes for the occurrence of drift points and decompression points. The drift points and decompression points include waypoints and custom latitude and longitude points, where the custom latitude and longitude points are non-waypoints where historical drift points and decompression points have occurred.

[0010] Preferably, in step S2, it is determined whether the latitude and longitude trajectory of the aircraft's current position is on the planned route of the flight plan data. If it is flying on the planned route of the flight plan data, several waypoints located ahead of the aircraft's flight direction in the flight plan data are extracted and a drift relief warning zone is set up according to the route protection zone method. If it is not flying on the planned route of the flight plan data, a drift relief warning zone is set up ahead of the aircraft's flight direction in combination with the next waypoint in the flight plan data according to the route protection zone method.

[0011] Preferably, when selecting descent points and decompression points, descent points and decompression points associated with flight plan data are selected.

[0012] Preferably, in step S3, the distance values ​​from the aircraft's current position to each selected landing point and decompression point are calculated based on the aircraft's current speed, and then sorted and output in order of correlation with the flight plan data and distance.

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

[0014] S4. After the aircraft takes off, based on the aircraft's flight plan data, potential risky drift points and / or decompression points are selected from the drift point and decompression point dataset of the study area, and the estimated arrival time of potential risky drift points and / or decompression points is calculated, as follows:

[0015] S41. When the descent point and / or decompression point is the planned waypoint, the estimated arrival time is... The calculation expression is: , This indicates the actual departure time of the flight in the flight dynamics data. The cumulative flight time used as the landing point and / or decompression point as the planned waypoint;

[0016] S42. When the landing point and / or decompression point is a non-planned waypoint of a user-defined latitude and longitude point, define the landing point and / or decompression point as a point on the planned flight route. Extraction point The starting point of the current flight segment and the end of the flight segment Then the estimated arrival time The calculation expression is:

[0017] The cumulative flight time at point a and the cumulative flight time at point b are derived from flight plan data.

[0018] S43. If the landing point and / or decompression point are not on the planned flight route, extract the real-time latitude and longitude data and current speed of the aircraft after actual takeoff. Calculate the distance of the aircraft's current position from the landing point and / or decompression point. Then the estimated arrival time The calculation expression is: .

[0019] Preferably, in step S3, the method for outputting crew operation data is as follows: the historical crew operation data at the drift point and depressurization point is standardized and classified into several cases according to the aircraft type; the standardized crew operation data of the current aircraft type is selected and operation reference recommendations are made according to the cases.

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

[0021] (1) This invention can identify and provide real-time warnings of key locations for aircraft drifting and decompression in the flight direction of high-altitude routes in the research area. Based on the current position of the aircraft, a drifting and decompression warning zone is set up in front of the aircraft's flight direction. Drifting points and decompression points are identified as important location warning points in the drifting and decompression warning zone. Data such as emergency alternate airports, crew operation data, flight minutes, and operation warning minutes are output. This allows for advance handling strategies and helps airlines and pilots to have sufficient reaction time to make timely and reasonable handling during flight, ensuring flight safety and improving operational efficiency, and enhancing the safety assurance capability of high-altitude operations.

[0022] (2) The present invention can identify and warn key locations of aircraft drift 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 so that the flight can complete the high-altitude flight mission more smoothly. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the process flow for the aircraft drift and decompression alarm identification method of the present invention;

[0024] Figure 2 This is a schematic diagram illustrating the storage of historical drift point and decompression point information in the aircraft flight database of the study area in this embodiment.

[0025] Figure 3 In this example, an aircraft on a flight uses a landing point in the study area as an alarm point to provide alarm prompts and output brief data.

[0026] Figure 4 In this example, a brief alarm prompt and output data are shown for a flight aircraft at a depressurization point in the study area, which serves as the alarm point.

[0027] Figure 5 In this example, the alarm prompts and output brief data of a certain flight aircraft at the first drift and decompression point in the study area are used as the alarm point.

[0028] Figure 6 In this example, the alarm prompts and output brief data are shown for a certain flight aircraft at the second drift and decompression point in the study area as the alarm point.

[0029] Figure 7 This is a schematic diagram illustrating how, in this embodiment, drift points and / or decompression points are sequentially sorted by distance and output as important location alarm points.

[0030] Figure 8 for Figure 7 A detailed data diagram of an alarm point in a key location;

[0031] Figure 9 for Figure 7 A detailed data diagram of another important alarm point in the middle. Detailed Implementation

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

[0033] Example

[0034] like Figure 1 As shown, an aircraft drift and decompression alarm identification method based on real-time ADS-B data includes the following steps:

[0035] S1. Collect historical flight data of aircraft on high-altitude routes in the study area and filter out landing points and decompression points to construct a dataset of landing points and decompression points in the study area. The dataset of landing points and decompression points is stored in association with latitude and longitude data of landing points and decompression points (in this invention, landing points and decompression points refer to landing points and / or decompression points, which are also alarm points. They can be only landing points or decompression points, or they can be both landing points and decompression points at the same time), aircraft type information, flight segment information, emergency alternate airports, crew operation data, and operation warning minutes.

[0036] In some embodiments, historical high-altitude flight data of aircraft in the study area are collected to construct an aircraft flight database. Historically identified or confirmed drift points and / or decompression points are selected from the aircraft flight database. Then, latitude and longitude data of the drift points and decompression points, aircraft type information, flight segment information, emergency alternate airports, crew operation data, and operational warning minutes are correlated and extracted to construct a dataset of drift points and decompression points. Flight segment information refers to the flight segments where the drift points and decompression points are located. Emergency alternate airports are the emergency alternate airport handling plans and implementation schemes corresponding to the occurrence of drift points and decompression points. These emergency alternate airports are based on historical aircraft flight data for the drift points and decompression points and their historical emergency alternate airport implementation schemes. Crew operation data includes the corresponding crew operation plans and implementation schemes for the occurrence of drift points and decompression points. Drift points and decompression points include waypoints and custom latitude and longitude points, where the custom latitude and longitude points are non-waypoints where historical drift points and decompression points have occurred. Historical crew operation data at the drift point and decompression point are standardized and classified into several categories according to aircraft type.

[0037] S2. Combine flight plan data and flight dynamic data to obtain the real-time latitude and longitude data and current speed of the aircraft's current position. Based on the aircraft's current position, delineate a drift and decompression warning zone ahead of the aircraft's flight direction. Filter drift and decompression points within the warning zone for aircraft of the same type from the drift and decompression point dataset, according to aircraft type information. Preferably, when filtering drift and decompression points, select those associated with the flight plan data.

[0038] In some embodiments, it is determined whether the aircraft's current latitude and longitude trajectory is on the planned flight path in the flight plan data. If it is flying on the planned flight path, several waypoints located ahead of the aircraft's flight direction in the flight plan data are extracted and combined to establish a drift relief warning zone according to the route protection zone method. If it is not flying on the planned flight path in the flight plan data, a drift relief warning zone is established ahead of the aircraft's flight direction in conjunction with the next waypoint in the flight plan data according to the route protection zone method.

[0039] S3. Calculate the time required for the aircraft to reach each selected glide and decompression point based on its current speed. If the time required to reach a glide or decompression point is less than the corresponding operational warning time, output the glide and decompression points as alarm points, and simultaneously output the emergency alternate airport, crew operation data, time taken, and operational warning time. Also calculate and output the estimated arrival time at the glide and decompression points. Figure 3 As shown, for example, a landing point and a certain alarm point (or decision point) of the decompression point located within the landing and decompression warning zone are only landing points. The output is emergency alternate airport and crew operation data compiled from historical data of the same aircraft type. Figure 4 As shown, for example, a landing point and a certain alarm point (or decision point) within the landing and decompression warning zone are only decompression points. The output is emergency alternate airport and crew operation data compiled from historical data of the same aircraft type. Figure 5 As shown, for example, a certain alarm point (or decision point) of the descent point and decompression point located within the descent and decompression warning zone is taken as the descent and decompression point (the alarm point is both the descent point and the decompression point). The output is emergency alternate airport and crew operation data compiled from historical data of the same aircraft type. For example... Figure 6 As shown, for example, a certain alarm point (or decision point) of the descent point and the decompression point located in the descent and decompression warning zone is the descent and decompression point (the alarm point is both the descent point and the decompression point). The output is the emergency alternate airport and crew operation data compiled from the historical data of the same aircraft type.

[0040] In some embodiments, the method for outputting crew operation data is as follows: the historical crew operation data at the drift point and depressurization point is standardized and classified into several cases according to the aircraft type; the standardized crew operation data of the current aircraft of the same type is filtered and operation reference recommendations are made according to the cases.

[0041] In some embodiments, in step S3, the distances from the aircraft's current position to each selected landing point and decompression point are calculated using the aircraft's current speed, and then sorted and output according to their correlation with flight plan data and distance order; for example... Figure 7 As shown, the glide and decompression points are output sequentially according to their distance from the aircraft's current position (the glide and decompression points serve as critical position alarm points). Selecting a critical position alarm point allows you to view detailed data such as emergency landing airports, crew operation data, flight time minutes, and operational warning minutes. See [link to documentation] for details. Figure 8 , Figure 9 .

[0042] S4. After the aircraft takes off, based on the aircraft's flight plan data, potential risky drift points and / or decompression points are selected from the drift point and decompression point dataset of the study area, and the estimated arrival time of potential risky drift points and / or decompression points is calculated, as follows:

[0043] S41. When the descent point and / or decompression point is the planned waypoint, the estimated arrival time is... The calculation expression is: , This indicates the actual departure time of the flight in the flight dynamics data. The cumulative flight time used as the landing point and / or decompression point as the planned waypoint.

[0044] S42. When the landing point and / or decompression point is a non-planned waypoint of a user-defined latitude and longitude point, define the landing point and / or decompression point as a point on the planned flight route. Extraction point The starting point of the current flight segment and the end of the flight segment Then the estimated arrival time The calculation expression is:

[0045] The cumulative flight time at point a and the cumulative flight time at point b are derived from flight plan data.

[0046] S43. If the landing point and / or decompression point are not on the planned flight route, extract the real-time latitude and longitude data and current speed of the aircraft after actual takeoff. Calculate the distance of the aircraft's current position from the landing point and / or decompression point. Then the estimated arrival time The calculation expression is: .

[0047] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for identifying aircraft drift and decompression alarms based on real-time ADS-B data, characterized in that: The methods include: S1. Collect historical flight data of aircraft on high-altitude routes in the study area and select landing points and decompression points to construct a dataset of landing points and decompression points in the study area. The dataset of landing points and decompression points is stored in association according to the latitude and longitude data of landing points and decompression points, aircraft type information, flight segment information, emergency alternate airports, crew operation data and operation warning minutes. S2. Combine flight plan data and flight dynamic data to obtain the real-time latitude and longitude data and current speed of the aircraft's current position. Based on the aircraft's current position, draw a drift and decompression warning zone in front of the aircraft's flight direction. According to the aircraft type information, select the drift and decompression points of the same type of aircraft located in the drift and decompression warning zone from the drift and decompression point dataset. S3. Calculate the number of minutes it takes for the aircraft to fly from its current position to each selected landing point and decompression point based on its current speed. If the number of minutes to fly to the landing point and decompression point is less than the corresponding operation warning minutes, output the landing point and decompression point as alarm points. At the same time, output the emergency alternate airport, crew operation data, flight time, and operation warning minutes. Also calculate and output the estimated arrival time to the landing point and decompression point. S4. After the aircraft takes off, based on the aircraft's flight plan data, potential risky drift points and / or decompression points are selected from the drift point and decompression point dataset of the study area, and the estimated arrival time of potential risky drift points and / or decompression points is calculated, as follows: S41. When the descent point and / or decompression point is the planned waypoint, the estimated arrival time is... The calculation expression is: , This indicates the actual departure time of the flight in the flight dynamics data. The cumulative flight time used as the landing point and / or decompression point as the planned waypoint; S42. When the landing point and / or decompression point is a non-planned waypoint of a user-defined latitude and longitude point, define the landing point and / or decompression point as a point on the planned flight route. Extraction point The starting point of the current flight segment and the end of the flight segment Then the estimated arrival time The calculation expression is: The cumulative flight time at point a and the cumulative flight time at point b are derived from flight plan data. S43. If the landing point and / or decompression point are not on the planned flight route, extract the real-time latitude and longitude data and current speed of the aircraft after actual takeoff. Calculate the distance of the aircraft's current position from the landing point and / or decompression point. Then the estimated arrival time The calculation expression is: .

2. The aircraft drift and decompression alarm identification method based on real-time ADS-B data according to claim 1, characterized in that: An aircraft flight database was constructed by collecting historical flight data of high-altitude routes in the study area. Historically identified or confirmed drift points and / or decompression points were then selected from the database. Finally, latitude and longitude data of the drift points and decompression points, aircraft type information, flight segment information, emergency alternate airports, crew operation data, and operational warning minutes were extracted to construct a dataset of drift points and decompression points. Flight segment information refers to the flight segments where the drift points and decompression points are located. Emergency alternate airports are the emergency alternate airport handling plans and implementation schemes corresponding to the occurrence of drift points and decompression points. Crew operation data includes the corresponding crew operation plans and implementation schemes for the occurrence of drift points and decompression points. The drift points and decompression points include waypoints and custom latitude and longitude points, where the custom latitude and longitude points are non-waypoints where historical drift points and decompression points occurred.

3. The aircraft drift and decompression alarm identification method based on real-time ADS-B data according to claim 1, characterized in that: In step S2, it is determined whether the latitude and longitude trajectory of the aircraft's current position is on the planned route of the flight plan data. If it is flying on the planned route of the flight plan data, several waypoints located ahead of the aircraft's flight direction are extracted from the flight plan data and a drift relief warning zone is set up according to the route protection zone method. If it is not flying on the planned route of the flight plan data, a drift relief warning zone is set up ahead of the aircraft's flight direction in combination with the next waypoint in the flight plan data according to the route protection zone method.

4. The aircraft drift and decompression alarm identification method based on real-time ADS-B data according to claim 1, characterized in that: When selecting landing points and decompression points, select those that are associated with flight plan data.

5. The aircraft drift and decompression alarm identification method based on real-time ADS-B data according to claim 1, characterized in that: In step S3, the distance values ​​from the aircraft's current position to each selected landing point and decompression point are calculated based on the aircraft's current speed, and then sorted and output in order of correlation with the flight plan data and distance.

6. The aircraft drift and decompression alarm identification method based on real-time ADS-B data according to claim 1, characterized in that: In step S3, the output crew operation data is processed as follows: the historical crew operation data at the drift point and depressurization point is standardized and classified into several cases according to the aircraft type. The standardized crew operation data of the current aircraft type is selected and the operation reference recommendations are made according to the case.

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