Flight waypoint monitoring method, system, equipment and medium
By calculating the front and rear waypoints of the aircraft's current position and recording the distance change trend, the pilot's lack of manual waypoint data recording is solved, the timeliness and accuracy of flight data is achieved, flight safety is ensured, and flight plans are optimized.
Patent Information
- Application Number
- CN202510453328.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-11
- Publication Date
- 2025-07-29
AI Technical Summary
In the prior art, pilots manually record flight waypoint data with increased workload, large recording errors, and inability to provide accurate data, making it difficult to meet the requirements of flight safety for data timeliness, accuracy and efficiency.
By obtaining the current information and planned waypoint data of the aircraft, calculate the front and rear waypoints of the aircraft's current position, record the distance change trend, judge the time of flying over waypoints, and record the flight over waypoint data to optimize the flight plan in real time.
It improves the timeliness and accuracy of actual flight waypoint data, reduces manual erroneous judgments, ensures flight safety, provides basis for optimization of flight plan, and improves the accuracy of flight plan production.
Smart Images
Figure CN120388486A_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of aviation safety, and particularly to a method, a system, a device and a medium for monitoring flight waypoints. Background Art
[0002] In flight missions, the Computer Flight Plan (CFPL) plays a crucial role. The CFPL details the flight route, precisely covering key information such as the altitude, time, remaining fuel, etc. of each waypoint, and serves as an important basis for pilots to execute flight missions. During the flight, pilots need to manually monitor the execution of the CFPL, and one important task is to manually record the relevant data of actually flying to each waypoint.
[0003] However, this way of manually recording the execution of the flight plan has many drawbacks. On the one hand, it increases the workload of pilots. During complex flight operations, the additional recording work distracts pilots' attention and is not conducive to focusing on flight safety and other key operations. On the other hand, recording errors are very likely to occur. Due to the limitations of aircraft instrument accuracy, absolute accurate flight data cannot be provided; the uncertainty of the aircraft's turning start time will cause deviations between the actual flight trajectory of the aircraft and the theoretical plan; human factors, such as individual differences in pilots' judgments and operations, will also affect the accuracy of the records. In summary, the existing method of manually recording the relevant data of flight waypoints can no longer meet the requirements of flight safety for data timeliness, accuracy and efficiency. Summary of the Invention
[0004] The purpose of the present invention is to provide a method, a system, a device and a medium for monitoring flight waypoints, which can improve the timeliness, accuracy and efficiency of recording the actual flight waypoint data of an aircraft, and further ensure flight safety.
[0005] To achieve the above purpose, an embodiment of the present invention provides a method for monitoring flight waypoints, including:
[0006] Obtaining the current information of the aircraft and the planned waypoint data; wherein, the current information includes the current position of the aircraft;
[0007] Calculating the previous waypoint and the next waypoint of the current position of the aircraft according to the current information and the planned waypoint data;
[0008] Respectively recording the distance change trends of the current position of the aircraft from the previous waypoint and the next waypoint at continuous time intervals, and judging the moment when the aircraft flies over the next waypoint according to the distance change trends. When the aircraft flies over the next waypoint, record the waypoint crossing data;
[0009] Optimize the flight plan of the aircraft in real time according to the deviation value between the planned waypoint data and the overflown waypoint data.
[0010] Optionally, calculate the previous waypoint and the next waypoint of the current position of the aircraft according to the current information and the planned waypoint data, including:
[0011] Obtain the nearest waypoint at the current moment according to the current information;
[0012] Calculate the distance from the current position to the nearest waypoint to obtain the first distance;
[0013] Obtain the position of the aircraft at the next moment, and calculate the distance from the position at the next moment to the nearest waypoint to obtain the second distance;
[0014] If the second distance is greater than the first distance, re-obtain the nearest waypoint at the current moment until the second distance is less than the first distance, then use the nearest waypoint as the next waypoint and the previous waypoint of the next waypoint as the previous waypoint.
[0015] Optionally, respectively record the distance change trends of the current position of the aircraft from the previous waypoint and the next waypoint in consecutive time intervals. According to the distance change trends, determine the moment when the aircraft overflies the next waypoint. When the aircraft overflies the next waypoint, record the overflown waypoint data, including:
[0016] Record the real-time distance change trend from the current position to the previous waypoint in consecutive time intervals to obtain the first distance change trend;
[0017] Record the real-time distance change trend from the current position to the next waypoint in consecutive time intervals to obtain the second distance change trend;
[0018] If the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed the preset time threshold, it is determined that the aircraft overflies the next waypoint at this time, and record the overflown waypoint data.
[0019] Optionally, after recording the real-time distance change trend from the current position to the next waypoint in consecutive time intervals to obtain the second distance change trend, it further includes:
[0020] If the first distance change trend increases and the second distance change trend decreases, continue to record the first distance change trend and the second distance change trend until the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed the preset time threshold;
[0021] If the changing trend of the first distance decreases and the changing trend of the second distance increases, or the changing trend of the first distance decreases and the changing trend of the second distance decreases, recalculate the forward waypoint and the backward waypoint of the current position of the aircraft based on the current information and the planned waypoint data until the time when the changing trend of the first distance continuously increases and the time when the changing trend of the second distance continuously increases exceed a preset time threshold simultaneously.
[0022] Optionally, the overflown waypoint data includes the actual position, actual altitude, and actual arrival time of the aircraft when it overflies the backward waypoint.
[0023] Optionally, after the flight plan of the aircraft is optimized in real time according to the planned waypoint data and the overflown waypoint data, it further includes:
[0024] After the flight ends, transmit all the overflown waypoint data to the aviation ground system;
[0025] Compare and analyze all the planned waypoint data and all the overflown waypoint data to optimize the flight plan of the aircraft for the next time.
[0026] To achieve the above objectives, an embodiment of the present invention further provides a flight waypoint monitoring system, including:
[0027] An electronic flight bag for generating the current information of the aircraft; wherein, the current information includes the current position of the aircraft;
[0028] A flight plan module for storing the planned waypoint data in the flight plan;
[0029] A data acquisition module for acquiring the current information and the planned waypoint data of the aircraft;
[0030] A data processing module for calculating the forward waypoint and the backward waypoint of the current position of the aircraft according to the current information and the planned waypoint data;
[0031] A data recording module for respectively recording the changing trends of the distances between the current position of the aircraft and the forward waypoint and the backward waypoint at continuous time intervals, determining the moment when the aircraft overflies the backward waypoint according to the changing trends, and recording the overflown waypoint data when the aircraft overflies the backward waypoint;
[0032] A flight monitoring module for optimizing the flight plan of the aircraft in real time according to the deviation value between the planned waypoint data and the overflown waypoint data.
[0033] Optionally, the flight waypoint monitoring system further includes a data feedback module and a user interaction module:
[0034] The data feedback module is used for:
[0035] After the flight ends, transmitting all the overflown waypoint data to the air ground system;
[0036] Comparing and analyzing all the planned waypoint data and all the overflown waypoint data to optimize the next flight plan of the aircraft;
[0037] The user interaction module is used for:
[0038] Displaying the planned waypoint data, the overflown waypoint data, and the comparison data between the planned waypoint data and the overflown waypoint data;
[0039] Determining the final overflown waypoint data according to the overflown waypoint data manually input by the user or the adjusted overflown waypoint data by the user.
[0040] To achieve the above object, an embodiment of the present invention further provides a flight waypoint monitoring device, including: a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, the flight waypoint monitoring method described in any one of the above is implemented.
[0041] To achieve the above object, an embodiment of the present invention further provides a computer-readable storage medium. The computer-readable storage medium stores a computer program, wherein when the computer program runs, it controls the device where the computer-readable storage medium is located to execute the flight waypoint monitoring method described in any one of the above.
[0042] Compared with the prior art, an aircraft flight waypoint monitoring method, system, device and medium provided by an embodiment of the present invention first obtains the current information of an aircraft and planned waypoint data, and then calculates the front waypoint and the rear waypoint of the current position of the aircraft according to the current information and the planned waypoint data, and respectively records the distance change trends between the current position of the aircraft and the front waypoint and the rear waypoint at continuous time intervals. According to the distance change trends, the moment when the aircraft flies over the rear waypoint is judged. When the aircraft flies over the rear waypoint, the waypoint crossing data is recorded. Finally, the flight plan of the aircraft is optimized in real time according to the deviation value between the planned waypoint data and the waypoint crossing data. The present invention can more accurately determine the moment when the aircraft flies over a waypoint, reduce the misjudgment caused by human factors, and at the same time can record and monitor the actual flight situation of the aircraft in real time, provide a basis for the pilot to optimize and adjust the subsequent flight plan in time, ensure the smooth progress of the flight, and provide strong support for flight safety. After the flight is over, the above actual flight record data is transmitted back to the ground system. By accumulating and analyzing a large amount of actual flight data, the accuracy of flight plan making can be further improved and enhanced. BRIEF DESCRIPTION OF THE DRAWINGS
[0043] In order to more clearly illustrate the technical solutions of the present invention, the drawings to be used in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.
[0044] Figure 1 is a schematic flowchart of an aircraft flight waypoint monitoring method provided by an embodiment of the present invention;
[0045] Figure 2 is a schematic diagram for judging that an aircraft flies over a waypoint in Scenario 1 provided by an embodiment of the present invention;
[0046] Figure 3 is a schematic diagram for judging that an aircraft flies over a waypoint in Scenario 2 provided by an embodiment of the present invention;
[0047] Figure 4 is a schematic diagram for judging that an aircraft flies over a waypoint in Scenario 3 provided by an embodiment of the present invention;
[0048] Figure 5 is a structural block diagram of an aircraft flight waypoint monitoring system provided by an embodiment of the present invention;
[0049] Figure 6 is a structural block diagram of an aircraft flight waypoint monitoring device provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0050] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts shall fall within the protection scope of the present invention.
[0051] See Figure 1 , Figure 1 which is a schematic flowchart of a flight waypoint monitoring method provided by an embodiment of the present invention. The flight waypoint monitoring method includes steps S1 to S4:
[0052] S1. Obtain the current information of the aircraft and the planned waypoint data; wherein, the current information includes the current position of the aircraft.
[0053] It can be understood that the current information of the aircraft reflects its real-time flight state at a certain moment. Among them, the current position of the aircraft can be jointly determined by multiple positioning technologies such as the Global Positioning System (GPS) and the Inertial Navigation System (INS). The flight speed can be calculated by combining the position information provided by GPS and the time interval, and the flight altitude can be obtained by GPS or an altimeter and a radio altimeter. Specifically, the waypoint data can be read in the order of the route flight plan as the planned waypoint data, which serves as the basis for subsequent waypoint judgment.
[0054] Exemplarily, the position, speed, altitude and other information of the aircraft can be obtained in real time through the GPS module built in the Electronic Flight Bag (EFB), and the waypoint data P can be read from the Computer Flight Plan (CFPL) in the order of the route flight plan m , m = 1, 2, 3,...
[0055] S2. Calculate the previous waypoint and the next waypoint of the current position of the aircraft according to the current information and the planned waypoint data.
[0056] In an alternative embodiment, the calculating the previous waypoint and the next waypoint of the current position of the aircraft according to the current information and the planned waypoint data includes:
[0057] Obtain the nearest waypoint at the current moment according to the current information;
[0058] Calculate the distance from the current position to the nearest waypoint to obtain a first distance;
[0059] Obtain the position of the aircraft at the next moment, and calculate the distance from the position at the next moment to the nearest waypoint to obtain a second distance;
[0060] If the second distance is greater than the first distance, obtain the nearest waypoint at the current moment again until the second distance is less than the first distance. Then, use the nearest waypoint as the subsequent waypoint and the previous waypoint of the subsequent waypoint as the previous waypoint.
[0061] It should be noted that, first, the nearest waypoint at the current moment is obtained based on the current information of the aircraft. The current information of the aircraft includes key elements such as the real-time position, flight speed, and flight altitude of the aircraft. By comparing the current real-time position of the aircraft in the form of latitude and longitude coordinates with the position information of numerous waypoints in the planned waypoint data stored in the EFB one by one, and using an accurate distance calculation algorithm, the waypoint that is closest to the aircraft at the current moment can be quickly determined. Then, calculate the distance from the current position of the aircraft to the just-obtained nearest waypoint to obtain the first distance. Subsequently, obtain the position of the aircraft at the next moment after a very short time interval, and calculate the distance from this next-moment position to the previously determined nearest waypoint to obtain the second distance. After that, compare the first distance and the second distance. If it is found that the second distance is greater than the first distance, it means that the aircraft has flown over or is in an unconventional flight state such as a detour or a U-turn. At this time, the nearest waypoint at the current moment needs to be obtained again. This process of re-obtaining is the same as the operation of initially obtaining the nearest waypoint. Once again, compare the real-time position of the aircraft with the positions of all waypoints to re-determine the waypoint that is closest to the aircraft at the current moment. And repeat the steps of calculating the first distance, obtaining the position at the next moment and calculating the second distance, and comparing the magnitudes of the two until the condition that the second distance is less than the first distance is satisfied. When the second distance is less than the first distance, it means that the aircraft is flying towards the currently recognized nearest waypoint, which is consistent with the expected flight direction and path. At this time, the determined nearest waypoint is used as the subsequent waypoint, and according to the order of waypoints preset in the flight plan, the previous waypoint of the subsequent waypoint is used as the previous waypoint. Through such a calculation and judgment process, the previous waypoint and the subsequent waypoint corresponding to the current position of the aircraft can be determined.
[0062] Exemplarily, the specific steps for calculating the previous waypoint and the subsequent waypoint of the current position of the aircraft according to the current information and the planned waypoint data are as follows:
[0063] 1. Assume that the real-time position data of the aircraft obtained according to the EFB is F t (Lat t , Lon t ), t = nk, n = 1, 2, 3..., k is the time interval for obtaining the position data (unit: second), and the specific value can be set according to the system performance.
[0064] 2. Calculate the nearest waypoint P of the aircraft at time t t, if the influence of the spherical surface is ignored and the Earth is assumed to be a plane, then the Euclidean distance formula in plane geometry can be used to calculate the distance between two points, and calculate the distance D1 from the aircraft at F t to P t .
[0065] 3. Determine whether P t is the previous waypoint A or the next waypoint B: After k seconds, obtain the new position F of the aircraft again t+1 , and calculate the new distance D2 from F t+1 to P t .
[0066] 3.1. If D2 < D1 (i.e., the distance shortens), it means that the aircraft is flying towards P t , then P t is used as the next waypoint B, and P t-1 is used as the previous waypoint A
[0067] 3.2. If D2 > D1 (i.e., the distance increases), it means that the aircraft has flown over P t or is in an unconventional flight state such as flying around or turning back, then re-execute the above steps 1 to 3
[0068] S3. Respectively record the distance change trends of the current position of the aircraft from the previous waypoint and the next waypoint in consecutive time intervals. According to the distance change trends, determine the moment when the aircraft flies over the next waypoint. When the aircraft flies over the next waypoint, record the waypoint crossing data
[0069] In an alternative embodiment, the respectively recording the distance change trends of the current position of the aircraft from the previous waypoint and the next waypoint in consecutive time intervals, according to the distance change trends, determining the moment when the aircraft flies over the next waypoint, and when the aircraft flies over the next waypoint, recording the waypoint crossing data includes
[0070] Recording the real-time distance change trend from the current position to the previous waypoint in consecutive time intervals to obtain the first distance change trend
[0071] Recording the real-time distance change trend from the current position to the next waypoint in consecutive time intervals to obtain the second distance change trend
[0072] If the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed the preset time threshold, then determine that the aircraft flies over the next waypoint at this time and record the waypoint crossing data
[0073] Exemplarily, if the first distance increases and the second distance increases, and it lasts for more than 15 seconds, it is determined that the aircraft is flying over a waypoint at this time, and actual waypoint data is recorded at this time.
[0074] Specifically, the data of flying over the waypoint includes the actual position, actual altitude, and actual arrival time of the aircraft when flying over the subsequent waypoint.
[0075] Further, after obtaining the second distance change trend by recording the real-time distance change trend from the current position to the subsequent waypoint within the recorded continuous time interval, it further includes:
[0076] If the first distance change trend increases and the second distance change trend decreases, continue to record the first distance change trend and the second distance change trend until the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed a preset time threshold;
[0077] If the first distance change trend decreases and the second distance change trend increases, or the first distance change trend decreases and the second distance change trend decreases, recalculate the previous waypoint and the subsequent waypoint of the aircraft's current position according to the current information and the planned waypoint data until the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed a preset time threshold.
[0078] It should be noted that if the first distance change trend increases and the second distance change trend decreases, it means that the aircraft is flying towards the subsequent waypoint and has not reached the subsequent waypoint yet, so the data of flying over the waypoint is not recorded, and the distance trend change is continuously observed. If the first distance change trend decreases and the second distance change trend increases, or the first distance change trend decreases and the second distance change trend decreases, it means that the aircraft is in abnormal situations such as hovering, yawing, or returning, and at this time, it is necessary to re-judge the nearest waypoint of the aircraft's current position, re-determine the previous and subsequent waypoints, and re-observe the changes in the first and second distance trends.
[0079] Exemplarily, record the distance change trends of the aircraft's current position from the previous waypoint and the subsequent waypoint in continuous time intervals respectively. According to the distance change trends, judge the moment when the aircraft flies over the subsequent waypoint. When the aircraft flies over the subsequent waypoint, record the data of flying over the waypoint, which specifically includes the following steps:
[0080] 1. Calculate the distance R from the aircraft to the previous waypoint A in real time A and the distance R to the next waypoint B B , and record the change trend.
[0081] 2. Determine whether to fly over waypoint B:
[0082] 2.1, if R A Increase and R B Decreasing means the aircraft is flying towards B. No data is recorded at this time and the aircraft returns to S3.
[0083] 2.2 If R A Decrease and R B If it increases, it means the aircraft is flying back to A, which may be caused by circling, yaw, return, etc. No data is recorded at this time, and the aircraft returns to S2.
[0084] 2.3 If R A Decrease and R B If the value decreases, it means the aircraft is circling or returning. No data is recorded at this time, and the system returns to S2.
[0085] 2.4, if R A Increase and R B If the value increases and lasts for more than T seconds (which can be set to 15 seconds), it is determined that the aircraft has passed waypoint B and data is recorded.
[0086] It should be noted that if, when recording data, the aircraft flies over the waypoint for the first time, the relevant data record item of the flying waypoint should be empty. At this time, the actual altitude, time and other data of the aircraft flying over the waypoint can be recorded, and the difference with the planned data can be calculated. Otherwise, when the relevant data record item of the flying waypoint is not empty, it means that the aircraft is not flying over the waypoint for the first time, that is, the aircraft may be in an abnormal situation such as circling, yaw, or returning. In this case, the data recorded for this flying waypoint will not be recorded, and S2 will be repeated until the aircraft lands. The data of all the waypoints flown over can be recorded.
[0087] In addition, if the GPS signal is interrupted, the system returns to execute S2 to ensure data continuity and accuracy. During flight, after automatically recording the waypoint data flown over, the pilot can view the automatically recorded waypoint data, modify the waypoint data, and confirm the final result.
[0088] In order for those skilled in the art to more clearly implement the present invention, embodiments of more specific scenarios are provided below for detailed description of the above situation.
[0089] Scenario 1: A civil aviation flight is operating a domestic route and is flying to the planned waypoint P. 12 The coordinates are (116.39°E, 39.91°N, 35,000 feet), the planned time is 14:00, and the planned remaining fuel is 15,000 pounds.
[0090] Operation: The pilot loads the CFPL data into the EFB system. During flight, the EFB obtains the aircraft position data in real time and determines the nearest waypoint P 12 , and calculates the distance D1 at time t and the distance D2 at time t + k. When D2 < D1, it indicates that the aircraft is approaching the waypoint P 12 . When it does, take P 11 as point A and P 12 as point B, and calculate R A and R B . As shown in Figure 2 , first R A increases and R B decreases, indicating that the aircraft is flying towards the waypoint P 12 . Then R A increases and R B also increases, and exceeds T seconds. At this time, it is determined that the aircraft has passed the waypoint P 12 . The actual data is automatically recorded: altitude 35,100 feet, time 14:02. Finally, after the pilot confirms that the data is correct through the user interface, the recording is completed.
[0091] Scenario 2: An international flight receives an air traffic control (ATC) instruction during flight to deviate 10 nautical miles to the right of the route. The coordinates of the planned waypoint P 22 are (120.00°E, 30.00°N, 38,000 feet).
[0092] Operation: Based on the actual position data of the aircraft after deviation, determine the nearest waypoint P 22 , and calculate the distance D1 at time t and the distance D2 at time t + k. When D2 < D1, it indicates that the aircraft is approaching the waypoint P 22 . When it does, take P 21 as point A and P 22 as point B, and calculate R A and R B . And as shown in Figure 3 , the waypoint is not on the planned route, but the aircraft is flying towards the waypoint P 22 . It is still the case that first R A increases and R B decreases. Then when R A increases and R B also increases, and exceeds T seconds, at this time it is determined that the aircraft has passed the waypoint P 22 .
[0093] Therefore, even though the aircraft deviates from the route, the system can still accurately determine that the aircraft is flying towards the waypoint P 22 , until it passes the waypoint P 22 . The actual data is automatically recorded and the recording is completed after the pilot confirms it.
[0094] Scenario 3: When a civil aviation flight is operating on a domestic route and receives an air traffic control (ATC) instruction to circle. As Figure 4 shown, the planned waypoints of the aircraft are P 30 , P 31 , P 32 , and the circling position of the aircraft is between P 31 and P 32 .
[0095] Operations:
[0096] (1) Inbound leg Q1, the system judges that the nearest waypoint of the aircraft is P 32 , and it is flying towards P 32 . Take P 31 as the previous waypoint A, P 32 as the next waypoint B, and the changing trends of R A and R B are that R A increases and R B decreases. The system repeats step S3.
[0097] (2) Outbound turn Q2, the system judges that the nearest waypoint of the aircraft is P 32 . At this time, there are two cases: ① When the distance of the aircraft from P 32 continues to increase for more than 15 seconds, the system judges that it has overflown P 32 . The system then records the overflight data and returns to S2; ② When the distance of the aircraft from P 32 continues to increase for no more than 15 seconds, continue to repeat S3.
[0098] (3) Outbound leg Q3, the system judges that the nearest waypoint in the first half is P 32 . If S2 is being executed, D2 > D1 will occur. If S3 is being executed, R A will decrease and R B will increase, both of which will return to execute S2; in the second half, the nearest waypoint P 31 is and the distance decreases. It is judged that it is flying towards P 31 . At this time, take P 30 as the previous waypoint A, P 31 as the next waypoint B, and the changing trends of R A and R B are that R A decreases and R B also decreases. The system judges that it is circling or returning, and repeats S2.
[0099] (4) Inbound turn Q4, the system judges that the nearest waypoint in the first half is P 31 , and it is judged that it is flying towards P 31, the system enters S3, takes P 30 is the last waypoint A, P 31 For the next waypoint B, R A Decrease and R B Decrease, return to execute S2. In the second half, R A , R B At the same time, it increases and lasts for a certain period of time, and it is determined that the flight exceeds P 31 , enter S4, but due to P 31 The point has recorded data, so the process returns to S2.
[0100] (5) Inbound segment Q5, the system determines that the nearest waypoint in the first half is P 31 , and the distance increases, S2 will be repeated. In the second half, the scenario "(1) Inbound segment Q1" will be repeated.
[0101] (6) In summary, flying over waypoint P 32 There are two situations at once, depending on whether the overflight is determined in the scenario "(2) Outbound Turn Q2". If the overflight is not determined, the aircraft will break away from the circle and continue to fly forward. Since the nearest waypoint is P 32 , R A Increase, R B If the value of the aircraft is increased and lasts for more than 15 seconds, the system determines that the aircraft has passed the waypoint P. 32 , and automatically record actual data.
[0102] S4. Optimizing the flight plan of the aircraft in real time according to the deviation value between the planned waypoint data and the flyover waypoint data.
[0103] It should be noted that planned waypoint data, as pre-planned flight plan data, includes information such as the ideal altitude, arrival time, and flight speed for each waypoint. Overflight waypoint data, on the other hand, is the corresponding data recorded when the aircraft actually flies over the waypoint. When calculating deviations, for altitude deviations, the planned altitude can be compared with the actual altitude during overflight to calculate the altitude deviation. This deviation provides a direct reflection of the degree of deviation between the aircraft's actual flight altitude and the planned altitude. For time deviations, the difference between the planned arrival time and the actual arrival time can be calculated. This deviation is crucial for assessing whether the flight progress is meeting expectations. Similarly, for speed deviations, the planned speed can be compared with the actual speed, using methods such as difference calculation or percentage calculation to clarify the speed deviation. Speed deviations can be correlated to key aspects such as flight efficiency and fuel consumption.
[0104] In an optional embodiment, after optimizing the flight plan of the aircraft in real time according to the deviation value between the planned waypoint data and the flyover waypoint data, the method further includes:
[0105] After the flight ends, all the data of the overflown waypoints is transmitted to the aviation ground system;
[0106] Compare and analyze all the planned waypoint data and all the overflown waypoint data to optimize the next flight plan of the aircraft.
[0107] It should be noted that the pilot can optimize the subsequent flight plan according to the current meteorological condition information, the airspace traffic information and the deviation value. In this link, various factors can be comprehensively considered to formulate an optimization strategy, and the flight plan can be reasonably adjusted and optimized, so as to achieve the maximum balance of flight safety, efficiency and economy.
[0108] In summary, a flight waypoint monitoring method provided by an embodiment of the present invention first obtains information such as the current position information of the aircraft and the preset positions of each waypoint in the flight plan, and then compares the current position of the aircraft with all the waypoint positions in the waypoint data of the flight plan. Through algorithms such as distance calculation, determine the waypoint that is closest to the current position of the aircraft and has not been overflown by the aircraft as the subsequent waypoint, and then determine the previous waypoint of the subsequent waypoint as the previous waypoint. During the flight of the aircraft, continuously measure and record the distance change trend between the current position of the aircraft and the previous waypoint and the subsequent waypoint at continuous time intervals, determine the moment when the aircraft overflies the waypoint through the distance change, record the actual waypoint data, and finally compare the planned data with the actual data to assist flight monitoring, provide a basis for optimizing and adjusting the subsequent flight plan, and transmit the relevant data back to the ground system after the flight ends, further assisting in improving the accuracy of future flight plan making.
[0109] See Figure 5 , Figure 5 FIG. is a structural block diagram of a flight waypoint monitoring system 200 provided by an embodiment of the present invention. The flight waypoint monitoring system 200 includes:
[0110] An electronic flight bag 21 for generating the current information of the aircraft; wherein, the current information includes the current position of the aircraft;
[0111] A flight plan module 22 for storing the planned waypoint data in the flight plan;
[0112] A data acquisition module 23 for acquiring the current information of the aircraft and the planned waypoint data;
[0113] A data processing module 24 for calculating the previous waypoint and the subsequent waypoint of the current position of the aircraft according to the current information and the planned waypoint data;
[0114] The data recording module 25 is configured to record the distance change trends of the current position of the aircraft from the previous waypoint and the subsequent waypoint at continuous time intervals respectively. According to the distance change trends, it determines the moment when the aircraft flies over the subsequent waypoint. When the aircraft flies over the subsequent waypoint, it records the data of the waypoint passed.
[0115] The flight monitoring module 26 is configured to optimize the flight plan of the aircraft in real time according to the deviation value between the planned waypoint data and the data of the waypoint passed.
[0116] It should be noted that a flight waypoint monitoring system provided by an embodiment of the present invention uses an electronic flight bag (EFB) as the core device, which has data processing, display and storage functions, and is built-in with a global positioning system (GPS) module. Using the electronic flight bag (EFB) can avoid human errors and ensure data accuracy based on satellite positioning data and real-time calculations; moreover, it can be seamlessly integrated with the existing EFB system without additional hardware devices, and is easy to be widely applied in the civil aviation field. The flight plan (CFPL) module is mainly used to store the waypoint data of the flight plan, including information such as the altitude and time of each waypoint. The remaining data acquisition module, data processing module, data recording module and flight monitoring module are used to execute all the process steps of a flight waypoint monitoring method in the above embodiment, and their working principles and beneficial effects correspond one by one, so they will not be elaborated here.
[0117] In an alternative embodiment, as Figure 5 shown, the flight waypoint monitoring system further includes a data feedback module 27 and a user interaction module 28:
[0118] The data feedback module 27 is configured to:
[0119] After the flight is over, transmit all the data of the waypoint passed to the air ground system;
[0120] Compare and analyze all the planned waypoint data and all the data of the waypoint passed to optimize the next flight plan of the aircraft;
[0121] The user interaction module 28 is configured to:
[0122] Display the planned waypoint data, the data of the waypoint passed, and the comparison data between the planned waypoint data and the data of the waypoint passed;
[0123] Determine the final data of the waypoint passed according to the data of the waypoint passed manually entered by the user or the data of the waypoint passed adjusted by the user.
[0124] It should be noted that the user interaction module 28 is mainly used to provide a user interaction interface, display the waypoint information and the comparison between the actual data and the planned data for the pilot to confirm and adjust.
[0125] See Figure 6 , Figure 6 which is a structural block diagram of a flight waypoint monitoring device 300 provided by an embodiment of the present invention. The flight waypoint monitoring device 300 includes a processor 31, a memory 32, and a computer program stored in the memory 32 and executable on the processor 31. When the processor 31 executes the computer program, the steps in the above-mentioned various embodiments of the flight waypoint monitoring method are implemented, such as steps S1 to S4.
[0126] Exemplarily, the computer program can be divided into one or more modules / units. The one or more modules / units are stored in the memory 32 and executed by the processor 31 to complete the present invention. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, and these instruction segments are used to describe the execution process of the computer program in the flight waypoint monitoring device 300.
[0127] The flight waypoint monitoring device 300 may include, but is not limited to, a processor 31 and a memory 32. Those skilled in the art can understand that the schematic diagram is only an example of the flight waypoint monitoring device 300, and does not constitute a limitation on the flight waypoint monitoring device 300. It may include more or fewer components than shown in the figure, or combine certain components, or different components. For example, the flight waypoint monitoring device 300 may further include input / output devices, network access devices, buses, etc.
[0128] The processor 31 may be a central processing unit (CPU), or may also be other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor, or the processor may also be any conventional processor, etc. The processor 31 is the control center of the flight waypoint monitoring device 300, and connects all parts of the flight waypoint monitoring device 300 through various interfaces and lines.
[0129] The memory 32 can be used to store the computer programs and / or modules. By running or executing the computer programs and / or modules stored in the memory 32, and by invoking the data stored in the memory 32, the processor 31 realizes various functions of the flight waypoint monitoring device 300. The memory 32 mainly includes a program storage area and a data storage area. Among them, the program storage area can store an operating system, application programs required for at least one function (such as a sound playback function, an image playback function, etc.); the data storage area can store data created according to the use of the mobile phone (such as audio data, phone book, etc.). In addition, the memory 32 can include high-speed random access memory, and can also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) card, a Flash Card, at least one magnetic disk storage device, a flash memory device, or other volatile solid-state storage devices.
[0130] Among them, if the modules / units integrated in the flight waypoint monitoring device 300 are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on such an understanding, to implement all or part of the processes in the above-described embodiment methods of the present invention, it can also be completed by a computer program instructing relevant hardware. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor 31, the steps of the above-described various method embodiments can be implemented. Among them, the computer program includes computer program code, and the computer program code can be in the form of source code, object code, an executable file, or some intermediate form, etc. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a mobile hard disk, a magnetic disk, an optical disc, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.
[0131] The above is the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements are also regarded as the protection scope of the present invention.
Claims
1. A method for monitoring flight waypoints, characterized in that, Including: Obtain the current information of the aircraft and the planned waypoint data; wherein, the current information includes the current position of the aircraft; Calculate the previous waypoint and the next waypoint of the current position of the aircraft according to the current information and the planned waypoint data; Record the distance change trends of the current position of the aircraft from the previous waypoint and the next waypoint at continuous time intervals respectively. According to the distance change trends, judge the moment when the aircraft flies over the next waypoint. When the aircraft flies over the next waypoint, record the waypoint crossing data; Real-time optimize the flight plan of the aircraft according to the deviation value between the planned waypoint data and the waypoint crossing data; 2. The flight route point monitoring method according to claim 1, wherein, Calculating the previous waypoint and the next waypoint of the current position of the aircraft according to the current information and the planned waypoint data includes: Obtain the nearest waypoint at the current moment according to the current information; Calculate the distance from the current position to the nearest waypoint to obtain a first distance; Obtain the position of the aircraft at the next moment, and calculate the distance from the position at the next moment to the nearest waypoint to obtain a second distance; If the second distance is greater than the first distance, re-obtain the nearest waypoint at the current moment until the second distance is less than the first distance, then use the nearest waypoint as the next waypoint, and use the previous waypoint of the next waypoint as the previous waypoint; 3. The flight route point monitoring method according to claim 2, characterized in that, The above-mentioned respectively record the distance change trends of the current position of the aircraft from the previous waypoint and the next waypoint at continuous time intervals. According to the distance change trends, judge the moment when the aircraft flies over the next waypoint. When the aircraft flies over the next waypoint, record the waypoint crossing data includes: Record the real-time distance change trend from the current position to the previous waypoint within a continuous time interval to obtain a first distance change trend; Record the real-time distance change trend from the current position to the next waypoint within a continuous time interval to obtain a second distance change trend; If the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed a preset time threshold, then judge that the aircraft flies over the next waypoint at this time and record the waypoint crossing data; 4. The flight route point monitoring method according to claim 3, characterized in that, After the above-mentioned record the real-time distance change trend from the current position to the next waypoint within a continuous time interval to obtain a second distance change trend, it further includes: If the first distance change trend increases and the second distance change trend decreases, continue to record the first distance change trend and the second distance change trend until the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed a preset time threshold; If the first distance change trend decreases and the second distance change trend increases, or the first distance change trend decreases and the second distance change trend decreases, then re-calculate the previous waypoint and the next waypoint of the current position of the aircraft according to the current information and the planned waypoint data until the time when the first distance change trend continuously increases and the time when the second distance change trend continuously increases both exceed a preset time threshold.
5. The flight route point monitoring method according to claim 1, characterized in that, The data of the overflight waypoint includes the actual position, actual altitude, and actual arrival time of the aircraft when it overflies the subsequent waypoint.
6. The flight route point monitoring method according to claim 1, characterized in that After the real-time optimization of the flight plan of the aircraft according to the planned waypoint data and the overflight waypoint data, it further includes: After the flight ends, transmit all the overflight waypoint data to the air-ground system; Compare and analyze all the planned waypoint data and all the overflight waypoint data to optimize the flight plan of the aircraft for the next time.
7. A flight waypoint monitoring system, characterized in that, It includes: An electronic flight bag for generating the current information of the aircraft; wherein, the current information includes the current position of the aircraft; A flight plan module for storing the planned waypoint data in the flight plan; A data acquisition module for acquiring the current information of the aircraft and the planned waypoint data; A data processing module for calculating the previous waypoint and the subsequent waypoint of the current position of the aircraft according to the current information and the planned waypoint data; A data recording module for respectively recording the distance change trends of the current position of the aircraft from the previous waypoint and the subsequent waypoint at continuous time intervals, judging the moment when the aircraft overflies the subsequent waypoint according to the distance change trends, and recording the overflight waypoint data when the aircraft overflies the subsequent waypoint; A flight monitoring module for real-time optimizing the flight plan of the aircraft according to the deviation value between the planned waypoint data and the overflight waypoint data.
8. The flight waypoint monitoring system according to claim 7, wherein The flight waypoint monitoring system further includes a data transmission-back module and a user interaction module: The data transmission-back module is used for: After the flight ends, transmit all the overflight waypoint data to the air-ground system; Compare and analyze all the planned waypoint data and all the overflight waypoint data to optimize the next flight plan of the aircraft; The user interaction module is used for: Display the planned waypoint data, the overflight waypoint data, and the comparison data between the planned waypoint data and the overflight waypoint data; Determine the final overflight waypoint data according to the overflight waypoint data manually entered by the user or the adjusted overflight waypoint data by the user.
9. A flight waypoint monitoring device, characterized in that It includes: A processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, it implements the flight waypoint monitoring method according to any one of claims 1 to 6.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program. When the computer program runs, it controls the device where the computer-readable storage medium is located to execute the flight waypoint monitoring method according to any one of claims 1 to 6.