A flight obstacle assessment method, system, electronic device and product

Abstract

The present application belongs to the technical field of aviation flight safety, and aims to provide a flight obstacle assessment method, system, electronic device and product. The present application performs flight obstacle assessment by fusing virtual obstacles and actual published obstacles, can dynamically simulate the flight characteristics of the aircraft flying at a constant height, and can dynamically update the characteristics of the virtual obstacles, so as to dynamically simulate and limit the weight optimization of the flight trajectory of the aircraft in the constant height turning flight program and the distribution relationship of the obstacles, thereby effectively improving the obstacle assessment accuracy, reasonably releasing the take-off performance potential of the aircraft, maximizing the take-off weight of the aircraft, and improving the operation efficiency and economic benefits of the airline, and having the value of popularization and application.

Description

Technical Field

[0001] This invention belongs to the field of aviation flight safety technology, specifically relating to a flight obstacle assessment method, system, electronic equipment, and product. Background Technology

[0002] Obstacle assessment is a crucial technical step in the design and review of civil aviation flight procedures to ensure flight safety. According to the International Civil Aviation Organization (ICAO) and relevant domestic flight procedure design standards, aircraft must maintain safe vertical and horizontal clearance from obstacles during departure procedures to avoid flight conflicts. Common departure procedures include point-of-flight turns and altitude-hold turns. Altitude-hold turns, in particular, require the aircraft to reach a fixed altitude before turning.

[0003] In altitude-hold turn departure procedures, aircraft must climb to a predetermined altitude before performing a turn. To ensure flight safety during this phase, a flight obstacle assessment is typically required beforehand. Existing obstacle assessment methods are usually based on the assumption of an idealized fixed flight trajectory and rely on a static set of obstacles for judgment. However, in practice, the inventors have discovered at least the following problems with the existing technology:

[0004] Due to the influence of various factors such as flight weight, climb performance, and atmospheric conditions, the actual turning position of an aircraft is highly uncertain, leading to horizontal deviations in the flight path. This makes it difficult to accurately define the flight protection zone, increasing the complexity of obstacle identification and assessment. Traditional obstacle assessment methods rely solely on static models for analysis and cannot dynamically address the uncertainty of current altitude-hold turning positions. This results in conservative or even distorted assessments, potentially impacting flight safety and reducing the accuracy of takeoff weight assessments. Consequently, aircraft takeoff weight is restricted, affecting airline capacity planning and reducing operational efficiency and economic benefits. Summary of the Invention

[0005] The present invention aims to solve the above-mentioned technical problems to at least a certain extent, and provides a method, system, electronic device and product for flight obstacle assessment.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a method for assessing flight obstacles, comprising:

[0008] The aircraft's initial climb trajectory and the corresponding initial altitude hold-turn trajectory are obtained, and initial virtual obstacles are set according to the altitude hold-start point in the initial climb trajectory.

[0009] Obtain the initial set of obstacles in the fixed-altitude straight-line protection zone that matches the initial climb trajectory, add the initial virtual obstacles to the initial set of obstacles in the fixed-altitude straight-line protection zone, and then obtain the initial takeoff weight limit of the aircraft based on the initial set of obstacles in the fixed-altitude straight-line protection zone;

[0010] Based on the initial takeoff weight limit and the aircraft's preset maximum takeoff weight, determine whether the aircraft can take off fully loaded. If so, take the altitude hold starting point corresponding to the initial virtual obstacle as the aircraft's optimal altitude hold turning point and take the maximum takeoff weight as the aircraft's optimal takeoff load. If not, proceed to the next step.

[0011] The virtual obstacles are updated based on the initial virtual obstacles to obtain the aircraft's optimal altitude hold turning point and optimal takeoff load.

[0012] In one possible design, obtaining the aircraft's initial climb trajectory includes:

[0013] The system acquires airport identification, aircraft configuration information, and altitude-hold turn departure procedure parameters, and obtains the initial climb trajectory of the aircraft based on the airport identification, the configuration information, and the altitude-hold turn departure procedure parameters.

[0014] In one possible design, when the initial takeoff weight limit of the aircraft is obtained based on the set of obstacles in the initial altitude-fixed straight-line protection zone, the TLO module is invoked. The TLO module is used to calculate the maximum takeoff weight of the aircraft when it is a single engine based on the set of obstacles in the initial altitude-fixed straight-line protection zone, and to use the maximum takeoff weight as the initial takeoff weight limit of the aircraft.

[0015] In one possible design, the virtual obstacles are updated based on the initial virtual obstacles to obtain the aircraft's optimal altitude hold turning point and optimal takeoff load, including:

[0016] The initial virtual obstacle is set as the first virtual obstacle;

[0017] The first virtual obstacle is moved horizontally backward a specified distance along the aircraft's climb direction to obtain a second virtual obstacle. The updated climb trajectory and the updated altitude-holding turn trajectory corresponding to the updated climb trajectory are obtained based on the second virtual obstacle. The specified distance is twice the half-width of the altitude-holding straight-line protection zone corresponding to the first virtual obstacle.

[0018] Obtain the updated set of obstacles in the altitude-fixed straight-line protection zone that matches the updated climb trajectory, add the second virtual obstacle to the updated altitude-fixed straight-line protection zone obstacle set, and then obtain the updated takeoff weight limit of the aircraft based on the updated altitude-fixed straight-line protection zone obstacle set;

[0019] Obtain the set of obstacles in the updated post-turn protection zone that matches the updated altitude-holding turn trajectory, and determine whether the aircraft can safely clear the obstacles based on the set of obstacles in the updated post-turn protection zone. If yes, proceed to the next step; otherwise, take the altitude-holding starting point corresponding to the first virtual obstacle as the optimal altitude-holding turn point of the aircraft, and obtain the optimal takeoff load of the aircraft based on the takeoff weight limit corresponding to the first virtual obstacle.

[0020] Based on the updated takeoff weight limit and the maximum takeoff weight of the aircraft, determine whether the aircraft can take off fully loaded. If so, take the altitude hold starting point corresponding to the second virtual obstacle as the optimal altitude hold turning point of the aircraft and take the maximum takeoff weight as the optimal takeoff load of the aircraft. If not, proceed to the next step.

[0021] The second virtual obstacle is set as the new first virtual obstacle, and the first virtual obstacle is moved horizontally backward a specified distance along the aircraft's climb direction until the aircraft's optimal altitude hold turning point and optimal takeoff load are obtained.

[0022] In one possible design, the optimal takeoff payload of the aircraft is obtained based on the takeoff weight limit corresponding to the first virtual obstacle, including:

[0023] Obtain the takeoff weight limit of the aircraft corresponding to the first virtual obstacle;

[0024] Obtain the set of obstacles in the fixed-altitude straight-line protection zone including the first virtual obstacle and the set of obstacles in the turning protection zone corresponding to the first virtual obstacle, and merge the two to obtain the set of obstacles in the comprehensive protection zone corresponding to the first virtual obstacle. Then, obtain the comprehensive weight limit of the aircraft based on the set of obstacles in the comprehensive protection zone.

[0025] Select the maximum value between the takeoff weight limit and the comprehensive weight limit of the aircraft corresponding to the first virtual obstacle, and use this maximum value as the optimal takeoff load of the aircraft.

[0026] In a second aspect, the present invention provides a flight obstacle assessment system, comprising:

[0027] The virtual obstacle setting module is used to acquire the aircraft's initial climb trajectory and the initial altitude hold-turn trajectory corresponding to the initial climb trajectory, and to set initial virtual obstacles according to the altitude hold-start point in the initial climb trajectory;

[0028] The takeoff weight limit calculation module is communicatively connected to the virtual obstacle setting module. It is used to obtain the set of obstacles in the initial altitude-fixed straight protection zone that matches the initial climb trajectory, add the initial virtual obstacles to the set of obstacles in the initial altitude-fixed straight protection zone, and then obtain the initial takeoff weight limit of the aircraft based on the set of obstacles in the initial altitude-fixed straight protection zone.

[0029] The obstacle crossing analysis module is communicatively connected to the takeoff weight limit calculation module. It is used to obtain the set of obstacles in the initial post-turn protection zone that matches the initial altitude-holding turn trajectory, and to determine whether the aircraft can safely cross the obstacles based on the set of obstacles in the initial post-turn protection zone. If yes, the initial takeoff weight limit is input into the evaluation result acquisition module. If no, the altitude-holding starting point corresponding to the initial virtual obstacle is taken as the optimal altitude-holding turn point of the aircraft, and the optimal takeoff load of the aircraft is obtained based on the takeoff weight limit corresponding to the initial virtual obstacle.

[0030] The evaluation result acquisition module is communicatively connected to the obstacle crossing analysis module. It is used to determine whether the aircraft can take off fully loaded based on the initial takeoff weight limit and the aircraft's preset maximum takeoff weight. If so, the altitude hold starting point corresponding to the initial virtual obstacle is taken as the aircraft's optimal altitude hold turning point, and the maximum takeoff weight is taken as the aircraft's optimal takeoff load. If not, the virtual obstacle is updated based on the initial virtual obstacle to obtain the aircraft's optimal altitude hold turning point and optimal takeoff load.

[0031] Thirdly, the present invention provides an electronic device, comprising:

[0032] Memory, used to store computer program instructions; and,

[0033] A processor for executing the computer program instructions to perform the operation of a flight obstacle assessment method as described in any of the preceding claims.

[0034] Fourthly, the present invention provides a computer program product, including a computer program or instructions, wherein the computer program or instructions, when executed by a computer, implement a flight obstacle assessment method as described in any of the preceding claims.

[0035] The beneficial effects of this invention are as follows:

[0036] This invention discloses a method, system, electronic device, and product for flight obstacle assessment. By setting virtual obstacles and utilizing them to control the optimal altitude hold-turn point and optimal takeoff load of an aircraft, the accuracy of obstacle assessment can be improved, which is beneficial for ensuring flight safety and increasing the takeoff load of the aircraft. In implementation, this invention integrates virtual and actual published obstacles for flight obstacle assessment, dynamically simulating the flight characteristics of an aircraft at altitude hold-turn. Combined with the dynamically updateable nature of virtual obstacles, it dynamically simulates and optimizes the relationship between the aircraft's flight trajectory and obstacle distribution during the altitude hold-turn flight procedure, thereby effectively improving obstacle assessment accuracy, rationally releasing the aircraft's takeoff performance potential, maximizing the aircraft's takeoff weight, and ultimately improving the operational efficiency and economic benefits of airlines. This invention has significant value for widespread application.

[0037] Other beneficial effects of the present invention will be further explained in the specific embodiments. Attached Figure Description

[0038] Figure 1 This is a flowchart of the flight obstacle assessment method in Example 1.

[0039] Figure 2 This is a horizontal cross-sectional schematic diagram of the flight trajectory before and after the virtual obstacle update in Example 1.

[0040] Figure 3 This is a schematic diagram of the initial virtual obstacle position as illustrated in Example 1.

[0041] Figure 4 This is a schematic diagram illustrating the updating of virtual obstacles as exemplified in Example 1.

[0042] Figure 5 This is a block diagram of the flight obstacle assessment system in Example 2.

[0043] Figure 6 This is a block diagram of the electronic device in Example 3. Detailed Implementation

[0044] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the present invention will be briefly introduced below in conjunction with the accompanying drawings and descriptions of the embodiments or the prior art. Obviously, the following description of the structure of the accompanying drawings is only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. It should be noted that the description of these embodiments is for the purpose of helping to understand the present invention, but does not constitute a limitation of the present invention. Example 1

[0045] This embodiment discloses a flight obstacle assessment method, which can be executed, but is not limited to, by a computer device or virtual machine with certain computing resources, such as an electronic device like a personal computer, smartphone, personal digital assistant or wearable device, or by a virtual machine.

[0046] like Figure 1 As shown, a flight obstacle assessment method may include, but is not limited to, the following steps:

[0047] S1. Obtain the aircraft's initial climb trajectory and the corresponding initial altitude hold-turn trajectory, and set initial virtual obstacles based on the altitude hold-start point in the initial climb trajectory. It should be understood that the aircraft in this embodiment is a fixed-wing aircraft, including but not limited to Airbus, Boeing, and COMAC models.

[0048] Specifically, in step S1, the initial climb trajectory of the aircraft is obtained, including:

[0049] The system acquires airport identification, aircraft configuration information, and altitude-hold turn departure procedure parameters, and obtains the initial climb trajectory of the aircraft based on the airport identification, the configuration information, and the altitude-hold turn departure procedure parameters.

[0050] It should be noted that different airport environments, aircraft configuration information, and departure procedure parameters will directly affect subsequent obstacle assessments. For example, different airport markings correspond to different terrains and topography, and the distribution of obstacles varies. The aircraft configuration information determines its flight performance parameters, such as turning radius and rate of climb. These parameters are closely related to the altitude hold-turn flight procedure and can be used together to calculate the flight trajectory.

[0051] It should be understood that the altitude hold-turn departure procedure is a standard departure path arrangement that requires an aircraft to climb to a certain fixed altitude before it can begin to perform a turn. In this embodiment, the altitude hold-turn departure procedure parameters include flight procedure parameters such as the turning altitude, the altitude hold-direction flight direction (i.e., the flight heading before the turn), the turning direction (left or right turn), and whether there are special path restrictions or navigation point requirements. Based on this, information such as the aircraft's climb trajectory and altitude hold-turn trajectory can be obtained.

[0052] It should be noted that, in this embodiment, the fixed altitude starting point is the spatial position point in the initial climb trajectory where the fixed altitude turning departure procedure parameters are first reached. In this embodiment, a new spatial position point can be obtained by vertically moving the height of the fixed altitude starting point downward by the same distance as the minimum obstacle clearance margin. This new spatial position point is then used as the highest point of the initial virtual obstacle. Correspondingly, the height of the initial virtual obstacle is equal to the difference between the height of the fixed altitude starting point and the preset minimum obstacle clearance margin, and the horizontal distance between the initial virtual obstacle and the end of the aircraft's available takeoff distance is equal to the horizontal distance between the fixed altitude starting point and the end of the aircraft's available takeoff distance.

[0053] Specifically, the initial climb trajectory can be calculated according to the gradient in the altitude-hold turn departure procedure parameters. If the gradient is not explicitly specified in the altitude-hold turn departure procedure parameters, the default configuration gradient of 3.3% can be used (refer to the "Standard Procedure Design Specification for Visual and Instrument Flight" (MHT4023-2007) which stipulates that "the standard procedure design gradient is 3.3%"). Furthermore, the initial climb trajectory can be accurately calculated based on data such as atmospheric temperature and pressure altitude corresponding to the airport markings, as well as performance parameters such as aircraft weight, engine thrust, flap configuration, and climb rate corresponding to the configuration information. On this basis, taking a twin-engine aircraft as an example, an obstacle clearance margin of 0.8% can be further considered (refer to the "Specification for the Production of Emergency Procedures for One Engine Failure During Takeoff and Emergency Procedures for One Engine Failure During Go-Ahead Flight" which stipulates that for twin-engine aircraft, the obstacle clearance safety margin to be considered during takeoff is 0.8%). Then, the position information of the initial virtual obstacles (Vobs) can be obtained based on the position information of the altitude-hold starting point in the initial climb trajectory.

[0054] S2. Obtain the initial set of obstacles in the fixed-altitude straight-line protection zone that matches the initial climb trajectory, and add the initial virtual obstacles to the initial set of obstacles in the fixed-altitude straight-line protection zone. Then, obtain the initial takeoff weight limit of the aircraft based on the initial set of obstacles in the fixed-altitude straight-line protection zone. Specifically, in this embodiment, the initial set of obstacles in the fixed-altitude straight-line protection zone that matches the initial climb trajectory can be extracted from a database published by organizations such as the Civil Aviation Information Center, which includes airport geographic information and obstacle information within the protected area surrounding the airport, based on the airport identifier.

[0055] In step S2, when the initial takeoff weight limit of the aircraft is obtained based on the set of obstacles in the initial altitude-fixed straight-line protection zone, the TLO (Takeoff or Landing Optimization) module is invoked. The TLO module is used to calculate the maximum takeoff weight of the aircraft when it is a single engine based on the set of obstacles in the initial altitude-fixed straight-line protection zone, and to use the maximum takeoff weight as the initial takeoff weight limit of the aircraft.

[0056] S3. Obtain the set of obstacles in the initial post-turn protection zone that matches the initial altitude-holding turning trajectory, and determine whether the aircraft can safely pass the obstacles based on the set of obstacles in the initial post-turn protection zone. If yes, proceed to the next step, i.e., proceed to step S4. If no, take the altitude-holding starting point corresponding to the initial virtual obstacle as the optimal altitude-holding turning point of the aircraft, and obtain the optimal takeoff load of the aircraft based on the takeoff weight limit corresponding to the initial virtual obstacle.

[0057] The optimal takeoff payload of the aircraft is obtained based on the takeoff weight limit corresponding to the initial virtual obstacle, including:

[0058] S301. Obtain the new takeoff weight limit of the aircraft corresponding to the initial virtual obstacle.

[0059] S302. Obtain the initial fixed-altitude straight-line protection zone obstacle set including the initial virtual obstacle and the initial turning protection zone obstacle set corresponding to the initial virtual obstacle, and merge the two to obtain the initial integrated protection zone obstacle set corresponding to the initial virtual obstacle, and then obtain the initial integrated weight limit of the aircraft based on the initial integrated protection zone obstacle set.

[0060] S303. Select the maximum value between the new takeoff weight limit of the aircraft corresponding to the initial virtual obstacle and the initial comprehensive weight limit, and take the maximum value as the optimal takeoff load of the aircraft.

[0061] S4. Based on the initial takeoff weight limit and the aircraft's preset maximum takeoff weight, determine whether the aircraft can take off fully loaded. If so, take the altitude hold starting point corresponding to the initial virtual obstacle as the aircraft's optimal altitude hold turning point, and take the maximum takeoff weight as the aircraft's optimal takeoff payload. If not, proceed to the next step, i.e., step S5. It should be understood that the altitude hold starting point corresponding to the initial virtual obstacle is also the altitude hold starting point in the initial climb trajectory.

[0062] In step S4, determining whether the aircraft can take off fully loaded based on the initial takeoff weight limit and the aircraft's preset maximum takeoff weight includes:

[0063] If the initial takeoff limit is greater than or equal to the maximum takeoff weight of the aircraft, then the aircraft is determined to be able to take off fully loaded; otherwise, the aircraft is determined to be unable to take off fully loaded.

[0064] It should be noted that the maximum takeoff weight refers to the maximum weight allowed for takeoff by the aircraft due to design or operational limitations. In this embodiment, if the initial takeoff limit is greater than or equal to the aircraft's maximum takeoff weight, it indicates that the current obstacle conditions will not limit the aircraft's takeoff weight, and the aircraft can take off fully loaded. For example, if the maximum takeoff weight of a certain configuration of aircraft is 70 tons, and the calculated initial takeoff weight limit is also 70 tons, then it can be determined that the aircraft can take off fully loaded under the current obstacle settings.

[0065] In this embodiment, if it is determined that the aircraft can take off fully loaded, the entire evaluation process ends, and the altitude hold starting point corresponding to the initial virtual obstacle is taken as the optimal altitude hold turning point of the aircraft, and the maximum takeoff weight is taken as the optimal takeoff load of the aircraft. Otherwise, the subsequent virtual obstacle iterative inference stage is entered to determine the maximum takeoff weight.

[0066] S5. Update the virtual obstacles based on the initial virtual obstacles to obtain the optimal altitude hold turning point and optimal takeoff load of the aircraft.

[0067] In step S5, the virtual obstacles are updated based on the initial virtual obstacles to obtain the optimal altitude hold turning point and optimal takeoff load for the aircraft, including:

[0068] S501. Set the initial virtual obstacle as the first virtual obstacle;

[0069] S502. The first virtual obstacle is horizontally moved backward a specified distance along the aircraft's climb direction (i.e., the flight heading before the turn) to obtain a second virtual obstacle. Based on the second virtual obstacle, the updated climb trajectory of the aircraft and the updated altitude-hold turn trajectory corresponding to the updated climb trajectory are obtained. It should be understood that the position of the second virtual obstacle is also the position of the first virtual obstacle after being horizontally moved backward a specified distance along the aircraft's climb direction.

[0070] In step S502, the specified distance is twice the half-width of the fixed-elevation straight-line protection zone corresponding to the first virtual obstacle.

[0071] It should be noted that during the process of moving the first virtual obstacle backward, the full coverage of the turning protection zone and the number of iterations need to be fully considered. In this embodiment, considering various factors, the specified backward movement distance (i.e., the iteration step size) is set to twice the half-width of the current protection zone (the "Specifications for the Production of Emergency Procedures for One-Engine Failure and One-Engine Failure Go-Around Emergency Procedures" stipulates that the protection zone starts from the end of the runway or the end of the clear lane, i.e., the end of TODA (Take Off Distance Available), starting from half-width 90 meters, expanding at an expansion rate of 12.5% ​​to 900 meters, and then maintaining an equidistant distance of 900 meters on both sides of the nominal track until the end of the takeoff track). For example, if the current half-width of the protection zone is 900 meters, then the backward movement distance is 1800 meters. The horizontal profile diagram of the flight trajectory (climb trajectory and post-turn trajectory) before and after the virtual obstacle update is shown in the figure. Figure 2 As shown. This design ensures a comprehensive assessment of obstacles in different areas while finding relatively accurate results within a reasonable number of iterations. In this embodiment, by continuously moving the virtual obstacles backward, the situation of an aircraft making a constant-altitude turn at different positions can be simulated.

[0072] Specifically, assuming no turn spread rate is considered, the width of the constant-altitude turn protection zone after a turn is the same as the width of the constant-altitude straight-line protection zone, both being equidistant lines of the aircraft trajectory. If the turn direction θ is determined, when the first virtual obstacle translates backward along the aircraft's climb direction, the trajectory after the turn also translates backward along the climb direction. When θ is less than 90 degrees or greater than 90 degrees but less than 180 degrees, and the protection zone width is wid, assuming the protection zones before and after translation are exactly continuous but do not overlap, let the translation distance be Sx. According to the mathematical theorem "the shortest distance from a point to a line is the perpendicular segment," Sx must be greater than wid; while when θ equals 90 degrees, the translation distance Sx is equal to wid. Therefore, the specified distance should be at most twice half the width of the constant-altitude straight-line protection zone to ensure the continuity of the protection zone. If the turn spread rate is considered, the protection zone near the turn will only be larger, and using this distance at the turn will be more conservative, also ensuring the continuity of the protection zone during the translation iteration process.

[0073] If we assume that the distance from the virtual obstacle to the end of the runway or the end of the clearance lane (if any) is x meters, then the current width D(x) of the fixed-elevation straight-line protection zone is:

[0074] When 0 ≤ x ≤ 6480 meters, D(x) = 2 * (90 + 0.125x) = 180 + 0.25x meters;

[0075] When x > 6480 meters, D(x) = 2 * 900 = 1800 meters.

[0076] S503. Obtain the set of obstacles in the updated altitude-fixed straight-line protection zone that matches the updated climb trajectory, add the second virtual obstacle to the set of obstacles in the updated altitude-fixed straight-line protection zone, and then obtain the updated takeoff weight limit of the aircraft based on the set of obstacles in the updated altitude-fixed straight-line protection zone.

[0077] Specifically, in this embodiment, the following process is used to screen obstacles within the obstacle set: First, for the shape of the fixed-elevation straight-line protection zone, the boundary of the fixed-elevation straight-line protection zone is set to have n vertices arranged in order as P1(x1,y1), P2(x2,y2),...,P n (x n ,y n ), and vertex P n (x n ,y n First, the boundary is closed with vertex P1(x1,y1); second, the starting position of the obstacle is set to O(x0,y0), and the direction of the horizontal ray to the right of the fixed-height straight-line protection zone (i.e., y=y0, x≥x0) is selected; then, each edge P of the polygon corresponding to the fixed-height straight-line protection zone is traversed. i P i+1 (i∈{1,2,……,n-1}), calculate the number of intersections between the ray and the edge. If the total number of intersections is odd, the obstacle is considered to be within the protected area and added to the obstacle set. If the total number of intersections is even, the obstacle is considered to be outside the protected area. In calculating the number of intersections between the ray and the edge, assume that edge P... i P i+1 The coordinates of the two endpoints are: P i (x i ,y i ), P i+1 (x i+1 ,y i+1 If an edge satisfies one of the following conditions, it may intersect with a horizontal ray to the right (i.e., y=y0, x≥x0) within the fixed-elevation straight-line protection zone:

[0078] (y i ≤y0 <y i+1 ) or (y i+1 ≤y0 <y i );

[0079] If the above intersection conditions are met, the x-coordinate of the intersection point is calculated using the following formula. c :

[0080] x c =x i +(y0-y i (x) i+1 -x i ) / y i+1-y i ;

[0081] If x c If x ≥ 0, then the intersection point lies on the ray, and the count of obstacles within the set is incremented by 1.

[0082] It should be noted that as the location of the virtual obstacle changes, the actual obstacles within the altitude-fixed straight-line protection zone will also change. Timely updating the obstacle set within the altitude-fixed straight-line protection zone and recalculating the weight limit can ensure the accuracy of the assessment results. In this embodiment, the second virtual obstacle can be represented as Vobs'. The updated altitude-fixed straight-line protection zone obstacle set includes an updated altitude-fixed straight-line protection zone obstacle set H1' consisting of all published obstacles within the altitude-fixed straight-line protection zone from the end of TODA to the second virtual obstacle. The second virtual obstacle Vobs' is added to the updated altitude-fixed straight-line protection zone obstacle set H1', ​​and then the updated takeoff weight limit of the aircraft can be calculated by calling the TLO module.

[0083] S504. Obtain the set of obstacles in the updated post-turn protection zone that matches the updated altitude hold-turn trajectory, and determine whether the aircraft can safely pass the obstacles based on the set of obstacles in the updated post-turn protection zone. If yes, proceed to the next step, i.e., step S505. If no, take the altitude hold starting point corresponding to the first virtual obstacle as the optimal altitude hold-turn point of the aircraft, and obtain the optimal takeoff load of the aircraft based on the takeoff weight limit corresponding to the first virtual obstacle.

[0084] It should be understood that if there are no obstacles in the updated obstacle set of the post-turn protection zone, the aircraft can be directly determined to be able to safely clear the obstacles. In this embodiment, the aircraft's ability to safely clear obstacles is determined based on the updated obstacle set of the post-turn protection zone to ensure that the aircraft will not be threatened by obstacles on its subsequent flight path after completing the altitude hold turn maneuver.

[0085] In this embodiment, the takeoff weight limit corresponding to the first virtual obstacle is also the takeoff weight limit of the aircraft obtained from the set of obstacles in the fixed-altitude straight-line protection zone including the first virtual obstacle. Correspondingly, in step S504, obtaining the optimal takeoff load of the aircraft based on the takeoff weight limit corresponding to the first virtual obstacle includes:

[0086] S5041. Obtain the takeoff weight limit of the aircraft corresponding to the first virtual obstacle. It should be understood that the takeoff weight limit of the aircraft corresponding to the first virtual obstacle is the takeoff weight limit of the aircraft obtained based on the set of obstacles in the fixed-altitude straight-line protection zone including the first virtual obstacle. For example, if this is the first virtual obstacle update iteration, i.e., the first virtual obstacle is the initial virtual obstacle, then the takeoff weight limit of the aircraft corresponding to the first virtual obstacle is also the initial takeoff weight limit;

[0087] S5042. Obtain the obstacle set of the fixed-altitude straight-line protection zone including the first virtual obstacle and the obstacle set of the turning protection zone corresponding to the first virtual obstacle, and merge the two to obtain the comprehensive protection zone obstacle set corresponding to the first virtual obstacle, and then obtain the comprehensive weight limit of the aircraft based on the comprehensive protection zone obstacle set;

[0088] S5043. Select the maximum value between the takeoff weight limit and the comprehensive weight limit of the aircraft corresponding to the first virtual obstacle, and take the maximum value as the optimal takeoff load of the aircraft.

[0089] It should be noted that, in this embodiment, when it is determined that the aircraft cannot safely pass the obstacle, that is, the aircraft cannot safely pass the obstacle in the obstacle set of the protection zone after the turn, based on the above steps S5041-S5043, the maximum value of the takeoff weight limit and the comprehensive weight limit in the previous iteration step is taken as the optimal takeoff load of the aircraft. For example, if the takeoff weight limit of the aircraft corresponding to the first virtual obstacle is W1 and the comprehensive weight limit is W2, then the maximum value can be expressed as Max(W1,W2). The maximum value Max(W1,W2) is taken as the optimal takeoff load of the aircraft. Thus, the maximum takeoff weight that the aircraft can achieve can be determined as much as possible while ensuring flight safety.

[0090] S505. Based on the updated takeoff weight limit and the aircraft's maximum takeoff weight, determine whether the aircraft can take off fully loaded. If so, take the altitude hold starting point corresponding to the second virtual obstacle as the aircraft's optimal altitude hold turning point, and take the maximum takeoff weight as the aircraft's optimal takeoff payload. If not, proceed to the next step, i.e., step S506. It should be understood that the altitude hold starting point corresponding to the second virtual obstacle is also the altitude hold starting point in the updated climb trajectory.

[0091] S506. Set the second virtual obstacle as the new first virtual obstacle, and move the first virtual obstacle horizontally backward a specified distance along the aircraft's climb direction, i.e., return to step S502, until the optimal altitude hold turning point and optimal takeoff load of the aircraft are obtained. It should be understood that the further the virtual obstacle is moved backward, the longer the aircraft is allowed to climb to the altitude hold, thereby reducing the requirement for net climb gradient and allowing for a larger takeoff weight. Based on this, by updating the virtual obstacle, the takeoff load of the aircraft can be made as close as possible to the aircraft's maximum takeoff weight.

[0092] This embodiment improves the accuracy of obstacle assessment by setting virtual obstacles and using them to control the aircraft's optimal altitude turn point and optimal takeoff load, which helps ensure flight safety and increase the aircraft's takeoff load. Specifically, in this embodiment, during implementation, firstly, the initial climb trajectory of the aircraft and the initial altitude hold-turn trajectory corresponding to the initial climb trajectory are obtained, and initial virtual obstacles are set according to the altitude hold-start point in the initial climb trajectory; then, an initial altitude hold-straight-line protection zone obstacle set matching the initial climb trajectory is obtained, and the initial virtual obstacles are added to the initial altitude hold-straight-line protection zone obstacle set, and the initial takeoff weight limit of the aircraft is obtained according to the initial altitude hold-straight-line protection zone obstacle set; subsequently, an initial turn-after protection zone obstacle set matching the initial altitude hold-turn trajectory is obtained, and when it is determined that the aircraft can safely clear the obstacles according to the initial turn-after protection zone obstacle set, it is determined whether the aircraft can take off fully loaded according to the initial takeoff weight limit and the aircraft's preset maximum takeoff weight. If so, the altitude hold-start point corresponding to the initial virtual obstacles is taken as the optimal altitude hold-turn point of the aircraft, and the maximum takeoff weight is taken as the optimal takeoff load of the aircraft; if not, the virtual obstacles are updated according to the initial virtual obstacles in order to obtain the optimal altitude hold-turn point and optimal takeoff load of the aircraft. Based on this, this embodiment integrates virtual obstacles and actual published obstacles for flight obstacle assessment, which can dynamically simulate the flight characteristics of an aircraft at a fixed altitude and turn. By combining the dynamic update capability of virtual obstacles, it can dynamically simulate and optimize the relationship between the aircraft's flight trajectory and obstacle distribution during the flight at a fixed altitude and turn, thereby effectively improving the accuracy of obstacle assessment, reasonably releasing the aircraft's takeoff performance potential, maximizing the aircraft's takeoff weight, and thus improving the airline's operational efficiency and economic benefits. It has the value of widespread application.

[0093] The following example, using a specific airport A, details the obstacle assessment process in this embodiment when the aircraft is a type B passenger plane:

[0094] a1. Basic Conditions Selection: Airport A is selected. This airport has a relatively complex terrain, with hills and some tall buildings in the surrounding area. A Type B passenger aircraft is selected, whose configuration has specific flight performance parameters. A hold-altitude turn departure procedure is determined. This procedure explicitly stipulates that turns can only be made at an altitude above 3000 ft (900 meters, ft being "feet"). There is no specific climb gradient specified for the hold-altitude turn segment.

[0095] a2. Initial Virtual Obstacle Setting: Since no climb gradient is specified for the altitude-fixed turn segment, the default gradient of 3.3% is adopted. Considering the actual operating conditions of the aircraft during takeoff at this airport, and taking into account a 0.8% gradient loss, the gradient of the initial climb trajectory is 2.5% (3.3% - 0.8%). The obstacle clearance margin is set to 50ft (15.2 meters). The "Specifications for the Production of Emergency Procedures for One-Engine Failure and One-Engine Failure Go-Around Emergency Procedures" stipulate that if the turn bank angle is greater than 15°, the net takeoff flight trajectory should be calculated as either 10.7 meters / 35ft plus the value of the lowest point of the aircraft being lower than the flight trajectory, or 15.2 meters / 50ft, whichever is larger. Calculations show that the initial virtual obstacle Vobs height is 885 meters (900 meters - 15 meters), and the distance from the end of TODA is 35400 meters (885 / 0.025). Figure 3 The image shows a schematic diagram of the initial virtual obstacle positions.

[0096] a3. Initial Takeoff Weight Limit Calculation: The initial virtual obstacles Vobs are added to the initial obstacle set H1 of the fixed-altitude straight-line protection zone, and the TLO module is called to calculate the initial takeoff weight limit. The calculated initial takeoff weight limit is 70 tons, while the maximum takeoff weight of the B-type passenger aircraft is 75 tons, indicating that the aircraft cannot take off fully loaded (TLO takeoff and landing performance calculation calculates the weight of the aircraft when one engine fails; this weight is the maximum allowable weight to ensure safe obstacle clearance based on the input obstacle data; exceeding this weight means that safe obstacle clearance is not possible). To maximize the takeoff weight, subsequent iterative inference steps are required.

[0097] a4. Virtual Obstacle Relocation and Related Calculations: The initial virtual obstacle Vobs is horizontally moved backward a specified distance along the aircraft's climb direction. The current half-width of the protected area is 900 meters. Following the rules, the backward movement distance (iteration step) is 1800 meters. At this point, the updated climb trajectory, the updated virtual obstacle Vobs', and the updated obstacle set H1' of the constant-altitude straight-line protected area are obtained. The aircraft is then simulated to perform a constant-altitude turn at the new position, resulting in the updated constant-altitude turn trajectory corresponding to the updated climb trajectory. For example... Figure 4 The diagram shown illustrates the updating of virtual obstacles.

[0098] a5. Obstacle Set Update and Weight Limit Calculation: Add the updated virtual obstacle Vobs' to the updated obstacle set H1' of the fixed altitude straight-line protection zone, and call the TLO module again to obtain the updated takeoff weight limit of the aircraft based on the updated obstacle set H1' of the fixed altitude straight-line protection zone. The updated takeoff weight limit is 72 tons.

[0099] a6. Obstacle check in the protection zone after turning: Extract the obstacle set H2 of the updated protection zone after turning that matches the updated constant-altitude turning trajectory. It is found that there are 2 obstacles in the obstacle set of the updated protection zone after turning. At this time, obstacle crossing check is required.

[0100] a7. Evaluation Result Processing: After obstacle clearance inspection, it was found that the aircraft could not safely pass through the obstacles in the post-turn protection zone. Assuming the weight limit W1 calculated in the previous step was 72 tons, the comprehensive weight limit W2 was recalculated using the published obstacles, virtual obstacles Vobs, and their corresponding post-turn obstacles in the fixed-altitude straight-line protection zone from the previous step, resulting in W2 of 71 tons. At this point, the weight limit corresponding to Max(72,71)=72 tons was selected as the optimal takeoff load for the aircraft under this fixed-altitude turn departure procedure and B-type passenger aircraft conditions.

[0101] As can be seen from the above specific examples, this embodiment can effectively assess obstacles in the flight procedure of an aircraft during altitude hold-turn, providing a scientific basis for airlines to reasonably determine the takeoff weight of the aircraft, and has good practical application value.

[0102] The following example, using a specific airport C, details the obstacle assessment process in this embodiment when the aircraft is a type D passenger plane:

[0103] b1. Basic conditions selection: Select Airport C (such as runway 08 of ZBHH Airport), select D-type passenger aircraft (such as A320-271), and determine its altitude hold turn departure procedure as TUS01D departure procedure. This procedure clearly stipulates that it is necessary to climb along the runway direction to 5250ft before turning left to fly directly to HET (Hohhot).

[0104] b2. Following the obstacle assessment process in this embodiment, the height of the initial virtual obstacle Vobs can be calculated to be 1464.5 meters, and its distance from the end of TODA is 16006 meters.

[0105] b3. Initial Takeoff Weight Limit Calculation: The initial virtual obstacle Vobs is added to the initial obstacle set H1 in the fixed-altitude straight-line protection zone, and the TLO module is called to calculate the initial takeoff weight limit. The calculated initial takeoff weight limit is 76784KG, while the maximum takeoff weight of the D-type passenger aircraft is 79000KG, a load limit of over two tons. Considering the obstacles in the turning protection zone, 76784KG is used as the takeoff weight for obstacle clearance checks, and the aircraft successfully clears the obstacles.

[0106] b4. Virtual Obstacle Relocation and Related Calculations: The initial virtual obstacle Vobs is horizontally moved backward a specified distance along the aircraft's climb direction. The current half-width of the protected area is 900 meters. Following the rules, the backward movement distance (iteration step) is 1800 meters. At this point, the virtual obstacle is 17806 meters from the end of TODA. The updated climb trajectory, the updated virtual obstacle Vobs', and the updated obstacle set H1' in the fixed-altitude straight-line protected area are obtained. The TLO module is called again to calculate the updated takeoff weight limit as 77956 kg. Considering the obstacles in the turning protected area, 77956 kg is used as the takeoff weight to call OFP for obstacle clearance check. The obstacle clearance is successful.

[0107] b5. Repeat the above steps in sequence to obtain:

[0108] When the virtual obstacle distance is 21,406 meters, the takeoff weight limit is 77,956 kg, which allows for safe obstacle clearance.

[0109] When the virtual obstacle distance is 23,206 meters, the takeoff weight limit is 78,892 kg, which allows for safe obstacle clearance.

[0110] When the distance to the virtual obstacle is 25006 meters, the takeoff weight limit is 79632KG, which allows for safe obstacle clearance. At this point, the weight limit is greater than the maximum takeoff weight of 79000KG required for this aircraft type, allowing for full load. The iteration ends, and it can be concluded that this altitude hold-turn procedure has no load limit for this aircraft type (D type). Example 2

[0111] This embodiment discloses a flight obstacle assessment system for implementing the flight obstacle assessment method in Embodiment 1; such as Figure 5 As shown, the flight obstacle assessment system includes:

[0112] The virtual obstacle setting module is used to acquire the aircraft's initial climb trajectory and the initial altitude hold-turn trajectory corresponding to the initial climb trajectory, and to set initial virtual obstacles according to the altitude hold-start point in the initial climb trajectory.

[0113] The takeoff weight limit calculation module is communicatively connected to the virtual obstacle setting module. It is used to obtain the set of obstacles in the initial altitude-fixed straight-line protection zone that matches the initial climb trajectory, add the initial virtual obstacles to the set of obstacles in the initial altitude-fixed straight-line protection zone, and then obtain the initial takeoff weight limit of the aircraft based on the set of obstacles in the initial altitude-fixed straight-line protection zone.

[0114] The obstacle clearance analysis module, which is communicatively connected to the takeoff weight limit calculation module, is used to obtain the set of obstacles in the initial post-turn protection zone that matches the initial altitude-hold turning trajectory. Based on the set of obstacles in the initial post-turn protection zone, it determines whether the aircraft can safely clear the obstacles. If so, the initial takeoff weight limit is input into the evaluation result acquisition module. If not, the altitude-hold starting point corresponding to the initial virtual obstacle is taken as the optimal altitude-hold turning point of the aircraft, and the optimal takeoff load of the aircraft is obtained based on the takeoff weight limit corresponding to the initial virtual obstacle.

[0115] The evaluation result acquisition module is communicatively connected to the obstacle crossing analysis module. It is used to determine whether the aircraft can take off fully loaded based on the initial takeoff weight limit and the aircraft's preset maximum takeoff weight. If so, the altitude hold starting point corresponding to the initial virtual obstacle is taken as the aircraft's optimal altitude hold turning point, and the maximum takeoff weight is taken as the aircraft's optimal takeoff load. If not, the virtual obstacle is updated based on the initial virtual obstacle to obtain the aircraft's optimal altitude hold turning point and optimal takeoff load.

[0116] It should be noted that the working process, working details and technical effects of the flight obstacle assessment system provided in this embodiment 2 can be found in embodiment 1, and will not be repeated here. Example 3

[0117] Based on Embodiment 1 or 2, this embodiment discloses an electronic device, which may be a smartphone, tablet computer, laptop computer, or desktop computer, etc. The electronic device may be referred to as a user terminal, portable terminal, desktop terminal, etc. Figure 6 As shown, the electronic device includes:

[0118] Memory is used to store computer program instructions;

[0119] And a processor for executing the computer program instructions to perform the operation of a flight obstacle assessment method as described in any of Embodiment 1.

[0120] Specifically, processor 301 may include one or more processing cores, such as a quad-core processor or an octa-core processor. Processor 301 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 301 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 301 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content required to be displayed on the screen.

[0121] The memory 302 may include one or more computer-readable storage media, which may be non-transitory. The memory 302 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 302 are used to store at least one instruction, which is executed by the processor 301 to implement the flight obstacle assessment method provided in Embodiment 1 of this application.

[0122] In some embodiments, the terminal may also optionally include a communication interface 303 and at least one peripheral device. The processor 301, memory 302, and communication interface 303 can be connected via a bus or signal line. Each peripheral device can be connected to the communication interface 303 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit 304, a display screen 305, and a power supply 306.

[0123] The communication interface 303 can be used to connect at least one I / O (Input / Output) related peripheral device to the processor 301 and the memory 302. In some embodiments, the processor 301, the memory 302, and the communication interface 303 are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor 301, the memory 302, and the communication interface 303 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0124] The radio frequency (RF) circuit 304 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 304 communicates with communication networks and other communication devices via electromagnetic signals.

[0125] Display screen 305 is used to display the UI (User Interface). The UI may include any combination of graphics, text, icons, and video.

[0126] Power supply 306 is used to supply power to various components in electronic devices. Example 4

[0127] Based on any one of Embodiments 1 to 3, this embodiment discloses a computer program product, including a computer program or instructions, which, when executed by a computer, implements a flight obstacle assessment method as described in any one of Embodiments 1. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device.

[0128] Obviously, those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computing devices. They can be centralized on a single computing device or distributed across a network of multiple computing devices. Optionally, they can be implemented using computer-executable program code, thereby storing them in a storage device for execution by a computing device, or fabricating them separately as individual integrated circuit modules, or fabricating multiple modules or steps as a single integrated circuit module. Thus, the present invention is not limited to any particular hardware and software combination.

[0129] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for assessing flight obstacles, characterized in that, include: The aircraft's initial climb trajectory and the corresponding initial altitude hold-turn trajectory are obtained, and initial virtual obstacles are set according to the altitude hold-start point in the initial climb trajectory. Obtain the initial set of obstacles in the fixed-altitude straight-line protection zone that matches the initial climb trajectory, add the initial virtual obstacles to the initial set of obstacles in the fixed-altitude straight-line protection zone, and then obtain the initial takeoff weight limit of the aircraft based on the initial set of obstacles in the fixed-altitude straight-line protection zone; Obtain the set of obstacles in the initial post-turn protection zone that matches the initial altitude-holding turning trajectory, and determine whether the aircraft can safely pass the obstacles based on the set of obstacles in the initial post-turn protection zone. If yes, proceed to the next step; otherwise, take the altitude-holding starting point corresponding to the initial virtual obstacle as the optimal altitude-holding turning point of the aircraft, and obtain the optimal takeoff load of the aircraft based on the takeoff weight limit corresponding to the initial virtual obstacle. Based on the initial takeoff weight limit and the aircraft's preset maximum takeoff weight, determine whether the aircraft can take off fully loaded. If so, take the altitude hold starting point corresponding to the initial virtual obstacle as the aircraft's optimal altitude hold turning point and take the maximum takeoff weight as the aircraft's optimal takeoff load. If not, proceed to the next step. The virtual obstacles are updated based on the initial virtual obstacles to obtain the aircraft's optimal altitude hold turning point and optimal takeoff load.

2. The method for assessing flight obstacles according to claim 1, characterized in that, Obtain the aircraft's initial climb trajectory, including: The system acquires airport identification, aircraft configuration information, and altitude-hold turn departure procedure parameters, and obtains the initial climb trajectory of the aircraft based on the airport identification, the configuration information, and the altitude-hold turn departure procedure parameters.

3. The method for assessing flight obstacles according to claim 1, characterized in that, When the initial takeoff weight limit of the aircraft is obtained based on the set of obstacles in the initial altitude-fixed straight-line protection zone, the TLO module is invoked. The TLO module is used to calculate the maximum takeoff weight of the aircraft when it is a single engine based on the set of obstacles in the initial altitude-fixed straight-line protection zone, and to use the maximum takeoff weight as the initial takeoff weight limit of the aircraft.

4. The method for assessing flight obstacles according to claim 1, characterized in that, The optimal takeoff payload of the aircraft is obtained based on the takeoff weight limit corresponding to the initial virtual obstacle, including: Obtain the new takeoff weight limit of the aircraft corresponding to the initial virtual obstacle; Obtain the initial fixed-altitude straight-line protection zone obstacle set including the initial virtual obstacle and the initial turning protection zone obstacle set corresponding to the initial virtual obstacle, and merge the two to obtain the initial comprehensive protection zone obstacle set corresponding to the initial virtual obstacle. Then, obtain the initial comprehensive weight limit of the aircraft based on the initial comprehensive protection zone obstacle set. Select the maximum value between the new takeoff weight limit of the aircraft corresponding to the initial virtual obstacle and the initial comprehensive weight limit, and use this maximum value as the optimal takeoff load of the aircraft.

5. The method for assessing flight obstacles according to claim 1, characterized in that, The virtual obstacles are updated based on the initial virtual obstacles to obtain the aircraft's optimal altitude hold turning point and optimal takeoff load, including: The initial virtual obstacle is set as the first virtual obstacle; The first virtual obstacle is moved horizontally backward a specified distance along the aircraft's climb direction to obtain a second virtual obstacle. The updated climb trajectory and the updated altitude-holding turn trajectory corresponding to the updated climb trajectory are obtained based on the second virtual obstacle. The specified distance is twice the half-width of the altitude-holding straight-line protection zone corresponding to the first virtual obstacle. Obtain the updated set of obstacles in the altitude-fixed straight-line protection zone that matches the updated climb trajectory, add the second virtual obstacle to the updated altitude-fixed straight-line protection zone obstacle set, and then obtain the updated takeoff weight limit of the aircraft based on the updated altitude-fixed straight-line protection zone obstacle set; Obtain the set of obstacles in the updated post-turn protection zone that matches the updated altitude-holding turn trajectory, and determine whether the aircraft can safely clear the obstacles based on the set of obstacles in the updated post-turn protection zone. If yes, proceed to the next step; otherwise, take the altitude-holding starting point corresponding to the first virtual obstacle as the optimal altitude-holding turn point of the aircraft, and obtain the optimal takeoff load of the aircraft based on the takeoff weight limit corresponding to the first virtual obstacle. Based on the updated takeoff weight limit and the maximum takeoff weight of the aircraft, determine whether the aircraft can take off fully loaded. If so, take the altitude hold starting point corresponding to the second virtual obstacle as the optimal altitude hold turning point of the aircraft and take the maximum takeoff weight as the optimal takeoff load of the aircraft. If not, proceed to the next step. The second virtual obstacle is set as the new first virtual obstacle, and the first virtual obstacle is moved horizontally backward a specified distance along the aircraft's climb direction until the aircraft's optimal altitude hold turning point and optimal takeoff load are obtained.

6. A flight obstacle assessment system, characterized in that, include: The virtual obstacle setting module is used to acquire the aircraft's initial climb trajectory and the initial altitude hold-turn trajectory corresponding to the initial climb trajectory, and to set initial virtual obstacles according to the altitude hold-start point in the initial climb trajectory; The takeoff weight limit calculation module is communicatively connected to the virtual obstacle setting module. It is used to obtain the set of obstacles in the initial altitude-fixed straight protection zone that matches the initial climb trajectory, add the initial virtual obstacles to the set of obstacles in the initial altitude-fixed straight protection zone, and then obtain the initial takeoff weight limit of the aircraft based on the set of obstacles in the initial altitude-fixed straight protection zone. The obstacle crossing analysis module is communicatively connected to the takeoff weight limit calculation module. It is used to obtain the set of obstacles in the initial post-turn protection zone that matches the initial altitude-holding turn trajectory, and to determine whether the aircraft can safely cross the obstacles based on the set of obstacles in the initial post-turn protection zone. If yes, the initial takeoff weight limit is input into the evaluation result acquisition module. If no, the altitude-holding starting point corresponding to the initial virtual obstacle is taken as the optimal altitude-holding turn point of the aircraft, and the optimal takeoff load of the aircraft is obtained based on the takeoff weight limit corresponding to the initial virtual obstacle. The evaluation result acquisition module is communicatively connected to the obstacle crossing analysis module. It is used to determine whether the aircraft can take off fully loaded based on the initial takeoff weight limit and the aircraft's preset maximum takeoff weight. If so, the altitude hold starting point corresponding to the initial virtual obstacle is taken as the aircraft's optimal altitude hold turning point, and the maximum takeoff weight is taken as the aircraft's optimal takeoff load. If not, the virtual obstacle is updated based on the initial virtual obstacle to obtain the aircraft's optimal altitude hold turning point and optimal takeoff load.

7. An electronic device, characterized in that, include: Memory is used to store computer program instructions; as well as, A processor for executing the computer program instructions to perform the operation of a flight obstacle assessment method as described in any one of claims 1 to 5.

8. A computer program product, comprising a computer program or instructions, characterized in that, When the computer program or the instructions are executed by the computer, they implement a flight obstacle assessment method as described in any one of claims 1 to 5.

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