Design method of aircraft overlarge descent rate alarm envelope
By combining the airport's surrounding environment and aircraft overload limits to design an alarm envelope for excessive descent rate, the problem of false alarms was solved, and flight safety and alarm accuracy were improved.
Patent Information
- Application Number
- CN202511075544.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-08-01
- Publication Date
- 2025-11-07
AI Technical Summary
In existing technologies, excessive descent rate warning envelopes do not take into account the surrounding environment of different airports and the limitations of airway gradients, resulting in frequent false alarms during approach, landing, and cruise descent phases.
A method for designing an excessive descent rate warning envelope for aircraft is proposed. This method combines the surrounding environment of different airports, airway gradient restrictions, and the aircraft's own overload restrictions. By calculating the glide slope altitude and descent rate, the warning envelope for the approach, landing, and cruise descent phases is plotted.
It reduced the false alarm rate, ensured that the alarm envelope was more applicable to different airport and aircraft conditions, and improved flight safety and alarm accuracy.
Smart Images
Figure CN120913458A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application belongs to the field of aviation technology of aviation aircraft, and particularly relates to a method for designing an excessive descent rate warning envelope of an aircraft. BACKGROUND
[0002] The near-ground warning system is a warning system for providing a warning to a crew to avoid collision when an aircraft approaches the ground, and increasing the safety of the aircraft. The near-ground warning system receives flight parameters of the aircraft, such as flight height, attitude, heading, airspeed and geographical position, and utilizes a built-in terrain database, obstacle database and the like to make a judgment on whether the aircraft is in a dangerous area according to a pre-defined near-ground warning envelope limit or a near-ground warning algorithm, and timely provides a warning prompt such as voice, light and terrain display light to the crew to avoid a mountain crash or a ground crash accident of the aircraft, and to ensure flight safety.
[0003] The excessive descent rate warning mode is one of the most important modes of the near-ground warning system of the aircraft, and the core of the mode is to determine an accurate warning envelope. The accuracy of the determination of the excessive descent rate warning envelope is directly related to the flight safety of the aircraft, and can effectively avoid a controllable flight ground crash accident of the aircraft caused by negligence of the pilot. At present, most aircrafts adopt the TSO-151b Terrain Awareness and Warning System general standard formulated by the FAA (Federal Aviation Administration of the United States) to design the warning envelope, but the warning envelope designed according to the standard does not consider the terrain features and the surrounding environment of different landing airports, and does not consider the loss height of the aircraft under the actual overload limit from the flight characteristics of the aircraft. The warning envelope designed by using the TSO-151b general standard is either too conservative or too severe, and often leads to frequent false warning of the aircraft in the approach landing phase or the cruise descent phase. SUMMARY
[0004] In order to solve the problem of the excessive descent rate warning envelope in the prior art which does not combine the gradient limit of the surrounding environment and the airway of different airports and does not consider the actual overload limit requirement of the aircraft in the approach landing phase and the cruise descent phase, and which causes frequent false warning, the present application provides a method for designing an excessive descent rate warning envelope of an aircraft. The method for designing an excessive descent rate warning envelope of an aircraft includes approach landing segment warning envelope design and cruise descent segment warning envelope design. The approach landing segment warning envelope design combines the gradient limit requirement of the surrounding environment and the airway of different airports, and the cruise descent segment warning envelope design designs the loss height of the aircraft in a dive pull-up.
[0005] The approach landing segment warning envelope includes glide path height Hi and corresponding descent rate Vyi.
[0006] Optionally, the calculation process of the glide slope height Hi is as follows: based on the glide slope angle of the glide slope, the glide slope height value Hi of the aircraft at different horizontal distances Li from the airport during the approach landing section is calculated, and the calculation formula is: (1) Wherein, alpha is the glide slope angle of the glide slope.
[0007] Optionally, the calculation process of the descent rate Vyi of the approach landing section warning envelope is as follows: the descent rate Vyi corresponding to different glide slope heights Hi of the aircraft is calculated to obtain the height-descent rate correspondence, and the calculation formula of Vyi is: (2) Wherein, Vi is the glide speed of the aircraft at height Hi.
[0008] Optionally, according to the obtained glide slope height Hi and descent rate Vyi, the approach landing section warning envelope is drawn.
[0009] Optionally, the cruise descent warning height in the cruise descent section warning envelope is composed of the height loss of T second delay of the pilot, the loss height of the aircraft diving pull-up, and the minimum warning level warning height. Among them, the height loss of T second delay of the pilot is T*descent rate, and the minimum warning level warning height is H meters.
[0010] Wherein, the loss height of the aircraft diving pull-up is limited by the maximum overload when the aircraft pulls up, and is calculated by six-degree-of-freedom flight simulation method.
[0011] Optionally, according to the obtained cruise descent warning height and the corresponding descent rate, the cruise descent section warning envelope is drawn.
[0012] Optionally, the approach landing section warning envelope and the cruise descent section warning envelope drawn are superimposed and drawn in a curve graph to obtain the final aircraft from cruise descent to approach landing full envelope overlarge descent rate warning envelope.
[0013] The beneficial effects of the present application are: A method for designing an aircraft overlarge descent rate warning envelope by combining different airport surrounding environment, gradient limitation of airway and considering the actual overload limitation requirement of the aircraft is proposed. The method can further improve the deficiencies of the aircraft approach landing section and cruise descent section warning envelope design method in TSO-151b general standard, ensure that the warning envelope of the aircraft during approach landing and cruise descent is more suitable for the limitation requirements of different aircraft and different airport conditions, reduce the false alarm rate under the premise of ensuring the safety of the aircraft, provide a new idea for the design of the aircraft near-earth warning envelope, and has very important engineering practical value and innovation. BRIEF DESCRIPTION OF DRAWINGS
[0014] Figure 1 The flow chart of the method for designing the excessive descent rate warning envelope of the airplane; Figure 2 The corresponding relationship diagram of the glide path angle α and the height H of a certain airport; Figure 3 The schematic diagram of the warning envelope of the approach and landing segment; Figure 4 The schematic diagram of the warning envelope of the cruising descent segment; Figure 5 The schematic diagram of the warning envelope of the airplane from the cruising descent to the approach and landing full envelope; Figure 6 The schematic diagram of the comparison between the warning envelope of the application and the warning envelope under the general standard. DETAILED DESCRIPTION
[0015] In view of the frequent false alarm phenomenon of the excessive descent rate warning envelope in the approach and landing stage and the cruising descent stage without considering the gradient limitation of the surrounding environment and the airway of different airports and without considering the actual overload limitation requirement of the airplane, the application provides a method for designing the excessive descent rate warning envelope of the airplane, which mainly combines the airport environment requirement during the actual landing of different airplanes and the overload limitation of the airplane itself, and designs the warning envelope of the airplane in the approach and landing stage and the cruising descent stage. Compared with the warning envelope in the existing TSO-151b, the method can ensure that the warning envelope of the airplane in the normal approach and landing and the cruising descent is more suitable for the glide path limitation of different airports and the overload limitation of different airplanes, and reduces the false alarm rate under the premise of ensuring the safety of the airplane.
[0016] The method for designing the excessive descent rate warning envelope of the airplane provided in the embodiment, as shown in Figure 1 includes the following steps: Step 1: The warning envelope design includes the approach and landing segment warning envelope design and the cruising descent segment warning envelope design.
[0017] Step 2: The approach and landing segment warning envelope includes the glide path height Hi and the corresponding descent rate Vyi.
[0018] Step 3: The calculation process of the glide path height Hi in the approach and landing segment warning envelope is as follows: Based on the glide path glide angle, the glide path height value Hi of the airplane at different horizontal distances Li from the airport in the approach and landing segment is calculated, and the calculation formula is as follows: (1) Wherein, α is the glide path glide angle.
[0019] Step 4: The calculation process of the descent rate Vyi of the approach landing segment warning envelope is as follows: The descent rate Vyi corresponding to the different glide path heights Hi of the aircraft is calculated, and the height-descent rate correspondence is obtained, and the calculation formula of Vyi is: (2) Wherein Vi is the glide speed of the aircraft at height Hi.
[0020] Step 5: According to the glide path height Hi and the descent rate Vyi, the approach landing segment warning envelope is drawn; Step 6: The cruise descent warning height in the cruise descent segment warning envelope is composed of the height loss of 3s delay of the pilot, the loss height of the aircraft diving and pulling up, and the minimum warning level warning height.
[0021] Step 7: According to the design method in TSO-151b, the height loss of 3s delay of the pilot is 3*descent rate, and the minimum warning level warning height is 152m; Step 8: The maximum overload of the aircraft when pulling up is limited, and the real loss height of the aircraft diving and pulling up is calculated by six-degree-of-freedom flight simulation method; this process can refer to related technologies, and will not be repeated here; Step 9: According to the obtained cruise descent warning height and the corresponding descent rate, the cruise descent segment warning envelope is drawn; Step 10: The newly designed approach landing segment warning envelope and the cruise descent segment warning envelope are superimposed and drawn in a curve graph to obtain the final aircraft from cruise descent to approach landing full envelope over large descent rate warning envelope.
[0022] In this embodiment, specifically, the known airport glide path restriction requirements are obtained through the Airport Use Rules, the glide path height is calculated according to the different horizontal distance from the airport in the approach landing process of the aircraft; the corresponding descent rate value of the aircraft at different heights is calculated according to the glide speed of the aircraft, and the approach landing segment warning envelope is drawn; according to TSO-151b and the maximum overload limit of the aircraft itself, the height loss of 3s delay of the pilot in the cruise descent stage, the loss height of the aircraft diving and pulling up, and the minimum warning level warning height are calculated, and the cruise descent segment warning envelope is drawn according to the cruise descent warning height and the descent rate data; the approach landing segment warning envelope and the cruise descent segment warning envelope are superimposed and drawn in a curve graph to obtain the final aircraft from cruise descent to approach landing full envelope over large descent rate warning envelope.
[0023] Next, the method described in the embodiment will be described in detail. Figures 2 to 6 The steps of the method described in the embodiment will be described in detail, which is a specific application of the calculation method.
[0024] In this implementation example, altitude refers to radio altitude and speed refers to vacuum speed.
[0025] In this implementation case, such as Figure 2 As shown, assuming the glide slope angle of a certain civil airport is limited to 3.5°, point A is the airport, and point B is at a horizontal distance Li = 3000m from the airport. According to formula (1), the glide slope height at this point is Hi = 3000 * sin(3.5) = 183m. Similarly, the glide slope heights at horizontal distances of 3000m, 2500m, 2000m, 1500m, 1000m, 500m, and 200m from the airport can be calculated. The specific data are shown in Table 1.
[0026] Table 1. Glide slope height at different horizontal distances from the airport
[0027] In this implementation case, the glide slope height at point B is Hi = 183m. Assuming the aircraft's descent speed at this point is Vi = 122m / s, according to formula (2), the corresponding descent rate at this point can be calculated as Vyi = 122 * sin(3.5) = 7.5m / s. Similarly, the descent rates corresponding to different glide slope heights in Table 1 can be calculated, and the specific data are shown in Table 2.
[0028] Table 2 Descent rates at different glide slope heights
[0029] In this implementation case, based on the altitude and descent rate data obtained in Table 2, the warning envelope for the approach and landing phase is plotted, as shown in the attached figure. Figure 3 As shown.
[0030] In this implementation case, firstly, according to the requirements of Section 1.2 Enroute Descent Requirement in Appendix 3 of the FAA's TSO-151b "Terrain Warning and Warning Systems" general standard, the altitude lost due to the pilot's 3-second hysteresis and the minimum warning level altitude were calculated. Secondly, the altitude loss due to the aircraft's dive pull-up was simulated and calculated based on the aircraft's maximum overload limit. The cruise descent warning altitude is the sum of these three factors, and the specific data is shown in Table 3. Based on the data in Table 3, the warning envelope for the aircraft's cruise descent phase was plotted, as shown in the attached figure. Figure 4 As shown.
[0031] Table 3 Alarm Envelope Data for Cruise Descent Phase
[0032] In this implementation case, combined with Figure 3 and Figure 4, the final aircraft from cruise to descent envelope over large descent rate warning envelope is plotted, as shown in Figure 5 Table 4.
[0033] Table 4. Aircraft from cruise to descent envelope over large descent rate warning envelope
[0034] In the present embodiment, as shown in Figure 6 , the final warning envelope obtained by the present application is plotted in the same graph as the warning envelope calculated according to TSO-151b (the dashed line in Figure 6 ), and it is found that the result calculated using the general standard TSO-151b is too conservative, and when the aircraft approaches landing according to the normal cruise descent procedure or the safe glide path guidance, the warning height at the same descent rate is too high, which easily triggers false warning and seriously affects the pilot operation. The warning envelope obtained by the present application has a smaller warning height at the same descent rate than the TSO-151b calculated value, is more in line with the actual situation, and is more accurate, and fully considers the descent speed of different aircrafts, the approach landing environment and glide path restrictions of different landing airports, and the overload limit of the aircraft itself, and the method has novelty and innovation.
[0035] In the present embodiment, it is assumed that the glide path restriction angle of the aircraft is 3.5°, and the restriction angle is different for different airport conditions, the approach speed of different aircrafts is different, and the maximum overload limit of different aircrafts is also different, so the calculated aircraft over large descent rate warning envelope is different, but the specific calculation method is the same.
[0036] The above only expresses the embodiments of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent. It should be noted that for ordinary skilled persons in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are all within the protection scope of the present application. In addition, the non-exhaustive parts of the present application are all conventional techniques.
Claims
1. A method for designing an alarm envelope for excessive descent rate of an aircraft, characterized in that, The warning envelope design includes an approach landing segment warning envelope design and a cruise descent segment warning envelope design, the approach landing segment warning envelope design combines gradient limit requirements of different airport surrounding environments and airways, and the cruise descent segment warning envelope design designs loss height of aircraft diving and pulling up.
2. The method of claim 1, wherein, The approach landing segment warning envelope includes glide path height Hi and corresponding descent speed Vyi.
3. The method of claim 2, wherein, The calculation process of the glide path height Hi in the approach landing segment warning envelope is as follows: Based on the glide angle of the glide path, the glide path height value Hi of the aircraft at different horizontal distances Li from the airport in the approach landing segment is calculated, and the calculation formula is: （1） Wherein, α is the glide angle of the glide path.
4. The method of claim 2, wherein, The calculation process of the descent speed Vyi in the approach landing segment warning envelope is as follows: The corresponding descent speed Vyi at different glide path heights Hi of the aircraft is calculated to obtain the height-descent speed corresponding relationship, and the calculation formula of Vyi is: （2） Wherein, Vi is the glide speed of the aircraft at height Hi.
5. The method of claim 2, wherein, According to the obtained glide path height Hi and descent speed Vyi, the approach landing segment warning envelope is drawn.
6. The method of claim 1, wherein, The cruise descent warning height in the cruise descent segment warning envelope of the aircraft is composed of three parts, i.e., T-second delay loss height of the pilot, loss height of the aircraft diving and pulling up, and minimum warning level warning height, wherein the T-second delay loss height of the pilot is T*descent speed, and the minimum warning level warning height is H meters.
7. The method of claim 6, wherein, The maximum overload when the aircraft pulls up is limited, and the six-degree-of-freedom flight simulation method is used to calculate the loss height of the aircraft diving and pulling up.
8. The method of claim 6, wherein, According to the obtained cruise descent warning height and corresponding descent speed, the cruise descent segment warning envelope is drawn.
9. The method of claim 1, wherein, The drawn approach landing segment warning envelope and cruise descent segment warning envelope are superimposed and drawn in a curve diagram to obtain the final aircraft from cruise descent to approach landing full envelope over large descent speed warning envelope.