Descending path construction method for continuous descending operation of large passenger plane

Abstract

The invention particularly relates to a descending path construction method for continuous descending operation of a large passenger plane, which comprises the following steps of: according to speed and height information of a cruising stage of the plane, waypoint speed constraint and height constraint information of a descending stage and speed and height information of a descending end point, combining a performance database of the plane in different flight modes; and constructing an optimal slow vehicle descending path by using a dynamic programming algorithm. According to the method, the slow vehicle descending path which meets performance requirements and air route constraints and is minimum in oil consumption or shortest in flight time can be constructed, and the method is of great significance to reduction of the operation cost of the civil aviation passenger plane and reduction of pollutant emission.

Description

Technical Field

[0001] This invention relates to the field of civil aviation technology, specifically to a method for constructing a descent path for continuous descent operations of a large passenger aircraft. Background Technology

[0002] In recent years, with increasing demands for economy and safety in the civil aviation industry, continuous descent operations have gained more and more attention. Traditional aircraft descent approaches involve a stepped descent, where the aircraft, at an altitude above the obstacle clearance threshold, receives a descent altitude set by air traffic controllers. This method requires frequent control instructions, increasing the controller's workload. Furthermore, the stepped descent profile differs significantly from the optimal descent profile, and the aircraft typically flies at a fixed speed during the level flight phase, requiring additional thrust, which significantly increases fuel consumption, greenhouse gas emissions, and noise. Continuous descent operations, on the other hand, involve the aircraft descending with constant idle thrust from the cruise phase, using elevators to regulate speed during the descent. This speed-controlled descent method places higher demands on aircraft path planning, requiring the integration of idle performance databases and consideration of speed and altitude constraints along the descent path to rationally plan the speed and altitude at various points during the idle descent, while simultaneously minimizing fuel consumption or flight time.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] To address the issues of high fuel consumption, complex operation, and high carbon emissions associated with traditional stepped descent paths, this invention provides a method for constructing continuous descent paths based on route altitude and speed constraints and using dynamic programming to build the optimal profile. The simple and efficient algorithm ensures that the planned continuous descent paths meet waypoint constraints while minimizing fuel consumption or flight time.

[0005] Other features and advantages of the invention will become apparent from the following detailed description, or may be learned in part by practice of the invention.

[0006] According to a first aspect of the present invention, a method for constructing a descent path for a large passenger aircraft during continuous descent is provided, the method comprising: Load the route information for the descent segment from the airborne navigation database; Obtain the aircraft performance database from the aircraft performance module; Based on the route constraint information during the descent process, the node information required for dynamic planning is generated, and the descent path is divided into several levels from top to bottom based on the node information; Ignoring changes in aircraft weight, the connectivity costs of each stage and the minimum connectivity cost from the end of the slow descent segment to the current state point are calculated in reverse order based on the dynamic programming recursive equation, combined with the route information of the descent segment and the aircraft performance database, until the start of the slow descent segment is calculated, thus forming all the route information of the entire descent path. Select the path with the lowest cost, calculate the accurate prediction information of each level node from the starting point of profile planning in the forward direction; input the identity array information of the selected nodes in sequence according to the flight segment arrangement, and output the flight time, fuel consumption, waypoint altitude and waypoint speed of each waypoint to obtain the altitude profile and speed profile of the optimal path for slow train descent.

[0007] In some exemplary embodiments, the route information includes the aircraft's cruising altitude, cruising Mach number, Mach number required for the descent peak, crossing altitude, route constraint information during descent, and altitude and speed at the descent endpoint, wherein the route constraint information includes upper and lower limits for altitude constraints, upper and lower limits for speed constraints, and constraint positions.

[0008] In some exemplary embodiments, the aircraft performance database includes a reduced Mach number level flight performance database, a constant Mach number descent performance database, a constant indicated airspeed descent performance database, and a reduced indicated airspeed descent performance database, and the performance database is given in the form of an integral function or an interpolation table based on the first rule.

[0009] In some exemplary embodiments, the node information includes the indicated airspeed, Mach number, k-value of the segment starting at that point, waypoint distance, and waypoint altitude. The k-value indicates the position of the deceleration segment between two waypoints. When k=0, it means that the aircraft first flies at a constant speed at the previous speed, then decelerates to reach the target speed point, and there is no subsequent constant speed transition segment. When k=1, it means that after passing the previous speed point, the aircraft directly decelerates and flies at a constant speed after reaching the next required target speed until it reaches the next target speed point. When k is between 0 and 1, it means that there is a constant speed segment connecting the speed point before and after the deceleration segment.

[0010] In some exemplary embodiments, the hierarchy specifically includes: Planning starting point: includes starting point Mach number, indicated airspeed, and cruising altitude information; TOD point: contains the descent Mach number, indicated airspeed at the cross height, and k-value information for the segment from the cross height to the first constrained waypoint; Constrained waypoints above 10,000 ft / 250 kt: include indicated airspeed, k value, and distance from descent endpoint for each waypoint; 10000ft / 250kt point: This means that the speed of the aircraft at an altitude of 10000ft and below cannot exceed 250kt, so the speed of the aircraft at the 10000ft point is set to 250kt. Constrained waypoints below 10000ft / 250kt: include indicated airspeed, k value, and distance from descent endpoint for each waypoint; Descent endpoint: Includes endpoint airspeed and altitude information.

[0011] In some exemplary embodiments, the reverse calculation of the connectivity costs at each stage and the minimum connectivity cost from the end of the slow train's descent segment to the current state point constitutes all the route information for the entire descent path; specifically: Suppose the entire descent path is divided into N levels, and let stage variable i, i=1,2,…,N represent the stage in the multi-level decision problem, and state variable… Represents the final state of the i-th level, and the decision variables are... The decision variable represents the choice made at level i, and the set of possible decisions is allowed. This indicates the range of values ​​for the decision variable at level i. Let represent the initial state of level 1; let the direct cost of the decision at level i be denoted as . Record the starting state from level 1 To the final state of level N The cost function is

[0012] The flight segments between waypoints constitute a hierarchy, and the nodes within that hierarchy form the set of decision variables for that hierarchy. Each node represents a possible value for a decision variable, with segment fuel consumption or flight time serving as the direct cost at that level. The total fuel consumption or total flight time during the entire descent phase is the total cost. ; The descent endpoint is used as the endpoint of the Nth level, and the process is repeated. Each decision in the process yields a corresponding direct cost. Records allow Minimal decision variable Simultaneously record the total cost from level N to level N-1. At the same time, the location information of the second-to-last waypoint can be obtained; According to the cost The principle of minimization identifies all decision variables from the penultimate waypoint to the planned starting point, thus forming all the route information for the entire descent path.

[0013] According to a second aspect of the present invention, a storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the descent path construction method for continuous descent operation of a large passenger aircraft as described in the first aspect.

[0014] According to a third aspect of the present invention, a computer program product is provided, on which a computer program is stored, wherein when the computer program is executed by a processor, the descent path construction method for continuous descent operation of a large passenger aircraft as described in the first aspect is implemented.

[0015] According to a fourth aspect of the present invention, an electronic device is provided, comprising: Processor; and Memory for storing the executable instructions of the processor; The processor is configured to implement the descent path construction method for continuous descent operation of a large passenger aircraft as described in the first aspect above by executing the executable instructions.

[0016] The descent path construction method for continuous descent of large passenger aircraft provided by the embodiments of the present invention, compared with the existing stepped descent path, comprehensively considers the performance data of the aircraft's idle descent and the altitude and speed constraint information provided by air traffic control, and uses a dynamic programming algorithm to construct the continuous descent path of the aircraft. This allows the aircraft to meet the air traffic control constraints when descending according to the planned path, while minimizing fuel consumption or time costs, thereby improving the economy and environmental protection of civil aviation.

[0017] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0018] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0019] Figure 1 This is a flowchart of the method of the present invention; Figure 2 A schematic diagram illustrating the composition of the constructed slow train descent path segment; Figure 3 This is a schematic diagram of the connected graph for the dynamic programming algorithm. Figure 4 The constructed elevation profile of the slow train's descent path; Figure 5 This is a speed profile of the slow train's descent path. Detailed Implementation

[0020] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that the invention will be more comprehensive and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0021] Furthermore, the accompanying drawings are merely illustrative of the invention and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0022] To improve the functionality and operational efficiency of the flight management system for large passenger aircraft and to respond to the call for green and low-carbon aviation, this invention proposes a method for constructing a descent path for continuous descent operations of large passenger aircraft. Based on the aircraft descent performance database, and combining the trajectory information during the descent phase with the speed and altitude constraints imposed by air traffic control, a dynamic programming algorithm is used to construct a continuous descent path that minimizes the fuel consumption or flight time cost of the aircraft while satisfying the altitude and speed constraints.

[0023] refer to Figure 1 As shown, the specific steps may include: Step 1: Load the route information for the descent segment from the airborne navigation database, including the aircraft's cruising altitude, cruising Mach number, Mach number required for the descent peak, crossing altitude, route constraint information during the descent process (altitude constraint upper and lower limits, speed constraint upper and lower limits, constraint position), and the altitude and speed at the descent endpoint.

[0024] Step 2: Obtain the aircraft performance database from the aircraft performance module, including the Mach-reduced level flight performance database, the constant Mach-number descent performance database, the constant indicated airspeed descent performance database, and the decreased indicated airspeed descent performance database. The performance database is given in the form of an integral function based on the first rule or in the form of an interpolation table.

[0025] Step 3: Based on the route constraint information during the descent process, generate the node information required for dynamic programming.

[0026] Step 3.1: Deceleration Segment Position Coefficient k. The speed-altitude change between two waypoints is achieved through a constant-speed descent-deceleration descent-constant-speed descent pattern. The k value indicates the position of the deceleration segment between the two waypoints. When k=0, it means the aircraft first flies at a constant speed from the previous speed, then decelerates to reach the target speed point, with no subsequent constant-speed transition segment. When k=1, it means the aircraft decelerates directly after passing the previous speed point, then resumes constant-speed flight after reaching the next target speed point, until reaching the next target speed point. When k is between 0 and 1, it indicates that there is a constant-speed segment connecting the deceleration segment and the speed point.

[0027] Step 3.2: Based on the vertical trajectory composition of the aircraft during the descent phase, the descent process passes through the planned starting point, TOD point (Top of Descent), intersection altitude point, several constrained waypoints, a point at an altitude of 10000ft and a speed of 250kt, several constrained waypoints again, and the descent endpoint. Based on the possible Mach number (selected within constraints), indicated airspeed (selected within constraints), and k-value (selected between 0 and 1) of the descent vertical trajectory, each key point is designated as a track layer. Each layer is further divided into several track nodes based on their possible values, for selection by the program during dynamic programming. Each node is described by an array of the following form, named the identity array for each node at each layer: [Indicates airspeed, Mach number, k-value (of the segment originating from this point), waypoint distance, waypoint altitude] Step 3.3: Divide the descent path into the following levels from top to bottom: ① Planning starting point. This includes the starting point Mach number, indicated airspeed (derived from Mach number), and cruising altitude information.

[0028] ②TOD point. Includes descent Mach number, indicated airspeed at the crossing altitude, and k-value information for the segment from the crossing altitude to the first constrained waypoint.

[0029] ③ Waypoints above 10000ft / 250kt. Includes information such as indicated airspeed, k-value, and distance from the descent endpoint (determined by the position given by the constraint) for each waypoint.

[0030] ④ 10000ft / 250kt point. That is, the speed of the aircraft at an altitude of 10000ft and below cannot exceed 250kt, so we set the speed of the aircraft at the 10000ft point to 250kt.

[0031] ⑤ Constrained waypoints below 10000ft / 250kt. Includes information such as indicated airspeed, k-value, and distance from the descent endpoint (determined by the constraint-given position) for each waypoint.

[0032] ⑥ Descent endpoint. Includes endpoint airspeed and altitude information.

[0033] Step 4: Ignoring changes in aircraft weight, calculate the connectivity cost of each level and the minimum connectivity cost from the end of the slow descent segment to the current state point in reverse order according to the dynamic programming recursive equation, until the start of the slow segment is calculated. Starting from the descent end altitude, calculate upwards in reverse order according to the segment arrangement of equal indicated airspeed descent - reduced indicated airspeed descent - equal indicated airspeed descent to the last constrained waypoint. Calculate in reverse order level by level in the same way until the intersection altitude. From the intersection altitude point, calculate upwards in reverse order according to the equal Mach number descent method to the cruise altitude, which is the arrival at the TOD point. From the TOD point, calculate in reverse order according to the reduced Mach number level flight method to the cruise Mach number, which is the arrival at the planned starting point. It should be noted that in the identity arrays of levels ③ and ⑤ described in Step 3, the waypoint altitude is an unknown quantity, while the other parameters are known quantities. During the calculation, the waypoint altitude needs to be calculated based on the other parameters to determine whether it meets the altitude constraint read in Step 1. If it does not meet the constraint, it is considered an invalid node, and this node will not participate in the optimization of this level.

[0034] The relevant parameters mentioned above are all obtained from step 1. The reverse calculations for descent at indicated airspeed, descent at reduced indicated airspeed, descent at constant Mach number, and level flight at reduced Mach number are performed according to the corresponding performance databases obtained in step 2. Each performance database can input the aircraft's current state and output the aircraft's altitude change, distance change, flight time, and fuel consumption during this flight segment. The minimum cost search between each level is described in detail below: Step 4.1: Suppose the entire descent route is divided into N levels. Let stage variable i (i=1,2,…,N) represent the stage in the multi-level decision problem, and state variable… Represents the final state of the i-th level, and the decision variables are... The decision variable represents the choice made at level i, and the set of possible decisions is allowed. This indicates the range of values ​​for the decision variable at level i. Let represent the initial state of level 1. Let the direct cost (stage cost) of the decision at level i be denoted as . Record the starting state from level 1 To the final state of level N The performance metric (cost function) is

[0035] In this method, the flight segments between waypoints constitute a hierarchy, and the nodes in this hierarchy constructed in step 3 form the set of decision variables for that hierarchy. Each node represents a possible value for a decision variable, with segment fuel consumption or flight time serving as the direct cost at that level. The total fuel consumption or total flight time during the entire descent phase is the total cost. .

[0036] Step 4.2: Use the descent endpoint as the endpoint of the Nth level, and iterate through the levels. Each decision in the process yields a corresponding direct cost. Records allow Minimal decision variable Simultaneously record the total cost from level N to level N-1. At the same time, the location information of the second-to-last waypoint can be obtained.

[0037] Step 4.3: Repeat step 4.2, according to the cost. The principle of minimization identifies all decision variables from the penultimate waypoint to the planned starting point, thus forming all the route information for the entire descent path.

[0038] Step 5: Select the path with the lowest cost obtained in Step 4, and then perform forward calculations from the starting point of the profile planning to obtain more accurate prediction information for each level of nodes. Forward calculations require accessing the performance database of each flight segment obtained in Step 2. Starting from the planning starting point, input the identity array information of the nodes selected at each level in Step 4 into the corresponding performance database according to the flight segment arrangement. This will output the flight time, fuel consumption, waypoint altitude, and waypoint speed of each waypoint, resulting in the altitude and speed profiles of the optimal path for the slow-moving vehicle descent.

[0039] The steps in this exemplary embodiment will now be described in more detail with reference to the accompanying drawings and embodiments.

[0040] Example 1 Problem Description: The aircraft cruises at an altitude of 32,000 ft, with a cruise Mach number of 0.78. The DECEL point at the end of the descent path requires an altitude of 2,000 ft, and the CAS (Cross-Action) requirement is 200 kt. The goal is to minimize fuel consumption along the constructed path. The constraints on the descent path are: ① Descent Mach number of 0.75; ② Cross-point altitude of 30,000 ft; ③ Speed ​​at an altitude of at least 250 kt at 10,000 ft (planned based on a speed of 250 kt); ④ The descent path has the altitude and speed constraints shown in the table below.

[0041]

[0042] The specific solution is as follows: Step 1: Load the initial route information and altitude and speed constraints mentioned in the problem description.

[0043] Step 2: Obtain the aircraft performance database from the aircraft performance module, including the reduced Mach number level flight performance database, the constant Mach number descent performance database, the constant CAS descent performance database, and the reduced CAS descent performance database. The performance database is given in the form of an integral function based on the first rule or in the form of an interpolation table.

[0044] Step 3: Based on the route constraint information during the descent process, generate the node information required for dynamic programming.

[0045] Step 3.1: Set the deceleration section position coefficient k. In this example, k can take three values: 0.1, 0.5, and 0.9.

[0046] Step 3.2: The vertical trajectory composition of the aircraft during the descent phase is as follows: Figure 2 As shown. Based on the vertical trajectory composition of the aircraft during the descent phase, the descent process passes through the planned starting point, TOD point, intersection altitude point, constrained waypoint 1, point at altitude of 10000ft and speed of 250kt, constrained waypoint 2, constrained waypoint 3, and descent endpoint. Based on the possible Mach number, indicated airspeed (CAS), and k value of the descent vertical trajectory, each key point is designated as a track layer. Each layer is further divided into several track nodes based on their possible values, for selection by the program during dynamic programming. Each node consists of an array of the following form, named the identity array for each node at each layer: [Indicates airspeed, Mach number, k-value (of the segment originating from this point), waypoint distance, waypoint altitude] In this example, the upper and lower limits of the airspeed indicated by the constraint point are the upper and lower limits of the constraint point velocity constraint, with a value interval of 1kt; the distance of the constraint point is given in the constraint information; the height of the constraint point is obtained by reverse performance calculation based on the database, and it is determined whether the upper and lower limits of the constraint point height are met. If they are met, they are retained; otherwise, they are discarded.

[0047] Step 3.3: Divide the descent path into the following levels from top to bottom: ① Planning starting point. This includes the starting point Mach number, indicated airspeed (derived from Mach number), and cruising altitude information.

[0048] ②TOD point. Includes descent Mach number, indicated airspeed at the cross height (derived from descent Mach number at the cross height), and k-value information for the segment from the cross height to the first constrained waypoint.

[0049] ③ Constraint point 1. Contains information on airspeed, k-value, and distance from the DECEL point.

[0050] ④ Constraint point 2. Contains information on airspeed, k-value, and distance from the DECEL point.

[0051] ⑤ 10000ft / 250kt point. Indicates airspeed of 250kt and altitude of 10000ft.

[0052] ⑥ Constraint point 3. Contains information on indicated airspeed, k-value, and distance from DECEL point for each waypoint.

[0053] ⑦ Planned destination. This refers to the DECEL point, which includes destination indicator airspeed and altitude information.

[0054] Step 4: Ignoring changes in aircraft weight, calculate the connectivity cost of each stage in reverse order based on the dynamic programming recursive equation, and the minimum connectivity cost from the end of the slow train's descent segment to the current state point, until the starting point of the slow train segment is calculated, thus constructing a connection as follows: Figure 2 The descent path is shown. A connected graph is illustrated as follows: Figure 3 As shown. Starting from the descent endpoint altitude, the flight segments are arranged in reverse order of equal indicated airspeed descent - reduced indicated airspeed descent - equal indicated airspeed descent, calculating upwards to constraint point 3. This process is repeated level by level until the intersection altitude is reached. From the intersection altitude, the flight segments are calculated upwards in reverse order of equal Mach number descent to the cruising altitude, which is the TOD point. From the TOD point, the flight segments are calculated in reverse order of reduced Mach number level flight to the cruising Mach number, which is the planned starting point. It is important to note that in the identity arrays of levels ③, ④, and ⑥ described in step 3, the waypoint altitude is an unknown quantity, while the other parameters are known quantities. During the calculation, the waypoint altitude needs to be calculated based on the other parameters to determine if it meets the altitude constraint read in step 1. If it does not meet the constraint, it is considered an invalid node, and this node will not participate in the optimization of this level.

[0055] The relevant parameters mentioned above are all obtained from step 1. The reverse calculations for descent at indicated airspeed, descent at reduced indicated airspeed, descent at constant Mach number, and level flight at reduced Mach number are performed according to the corresponding performance databases obtained in step 2. Each performance database can input the aircraft's current state and output the aircraft's altitude change, distance change, flight time, and fuel consumption during this flight segment. The minimum cost search between each level is described in detail below: Step 4.1: Suppose the entire descent path is divided into 7 levels. Let stage variable i (i=1,2,…,7) represent the stage in the multi-level decision problem, and state variable… Represents the final state of the i-th level, and the decision variables are... The decision variable represents the choice made at level i, and the set of possible decisions is allowed. This indicates the range of values ​​for the decision variable at level i. Let represent the initial state of level 1. Let the direct cost (stage cost) of the decision at level i be denoted as . Record the starting state from level 1 To the final state of level 7 The performance metric (cost function) is

[0056] In this method, the flight segments between waypoints constitute a hierarchy, and the nodes in this hierarchy constructed in step 3 form the set of decision variables for that hierarchy. Each node It is one possible value for the decision variable, with segment fuel consumption serving as the direct cost at this level. The total fuel consumption during the entire descent phase is the total cost. .

[0057] Step 4.2: Using the descent endpoint as the endpoint of the 7th level, iterate through each decision in the process and obtain the corresponding direct cost. Records allow Minimal decision variable Simultaneously record the total cost from level 7 to level 6. At the same time, the location information of the 6th waypoint can be obtained.

[0058] Step 4.3: Repeat step 4.2, according to the cost. The principle of minimization is used to find all decision variables from the penultimate waypoint to the planned starting point. This constitutes all the route information for the entire descent path.

[0059] Step 5: The path with the lowest cost obtained in step 4 is selected, and then forward calculation is performed from the starting point of the profile planning to obtain more accurate prediction information for each level of nodes. Forward calculation requires accessing the performance database of each flight segment obtained in step 2. Starting from the planning starting point, the identity array information of the nodes selected at each level in step 4 is input into the corresponding performance database according to the flight segment arrangement. This outputs the flight time, fuel consumption, waypoint altitude, and waypoint speed of each waypoint, resulting in the altitude and speed profiles of the planned optimal path for the slow-moving vehicle descent. The altitude profile is as follows: Figure 4 As shown, the velocity profile is as follows Figure 5 As shown.

[0060] The results show that the continuous descent path constructed using this method fully satisfies the aircraft's route information, adheres to the altitude and speed constraints of waypoints, and minimizes fuel consumption throughout the descent. Since the descent path is constructed using an aircraft performance database based on the first law of flight, the constructed descent path is reasonable and feasible. In actual flight, the pilot needs to place the aircraft engine in idle mode and control the aircraft speed via the elevator to control the aircraft to fly along the constructed descent path.

[0061] It should be noted that, as another aspect, this application also provides a storage medium, which may be included in an electronic device or may exist independently without being assembled into the electronic device. The storage medium carries one or more programs, which, when executed by an electronic device, cause the electronic device to perform the methods described in the following embodiments.

[0062] In one embodiment, this application provides a computer program product including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0063] Furthermore, the above figures are merely illustrative of the processes included in the method according to exemplary embodiments of the present invention, and are not intended to be limiting. It is readily understood that the processes shown in the above figures do not indicate or limit the temporal order of these processes. Additionally, it is readily understood that these processes may be executed synchronously or asynchronously, for example, in multiple modules.

[0064] Other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention herein. This application is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of the invention are indicated by the claims.

[0065] It should be understood that the present invention is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is defined only by the appended claims.

Claims

1. A method for constructing a descent path for continuous descent operations of a large passenger aircraft, characterized in that, The method includes: Load the route information for the descent segment from the airborne navigation database; Obtain the aircraft performance database from the aircraft performance module; Based on the route constraint information during the descent process, the node information required for dynamic planning is generated, and the descent path is divided into several levels from top to bottom based on the node information; Ignoring changes in aircraft weight, the connectivity costs of each stage and the minimum connectivity cost from the end of the slow descent segment to the current state point are calculated in reverse order based on the dynamic programming recursive equation, combined with the route information of the descent segment and the aircraft performance database, until the start of the slow descent segment is calculated, thus forming all the route information of the entire descent path. Select the path with the lowest cost, calculate the accurate prediction information of each level node from the starting point of profile planning in the forward direction; input the identity array information of the selected nodes in sequence according to the flight segment arrangement, and output the flight time, fuel consumption, waypoint altitude and waypoint speed of each waypoint to obtain the altitude profile and speed profile of the optimal path for slow train descent.

2. The method according to claim 1, characterized in that, The route information includes the aircraft's cruising altitude, cruising Mach number, Mach number required for the descent peak, crossing altitude, route constraint information during descent, and altitude and speed at the descent endpoint. The route constraint information includes upper and lower limits for altitude constraints, upper and lower limits for speed constraints, and constraint positions.

3. The method according to claim 1, characterized in that, The aircraft performance database includes a reduced Mach number level flight performance database, a constant Mach number descent performance database, a constant indicated airspeed descent performance database, and a reduced indicated airspeed descent performance database. The performance database is given in the form of an integral function or an interpolation table based on the first rule.

4. The method according to claim 1, characterized in that, The node information includes the indicated airspeed, Mach number, k-value of the segment starting at that point, waypoint distance, and waypoint altitude. The k-value indicates the position of the deceleration segment between two waypoints. When k=0, it means that the aircraft flies at a constant speed from the previous speed, decelerates, and reaches the target speed point, with no subsequent constant speed transition segment. When k=1, it means that after passing the previous speed point, the aircraft directly decelerates, reaches the next target speed, and then switches to constant speed until reaching the next target speed point. When k is between 0 and 1, it means that there is a constant speed segment connecting the speed point before and after the deceleration segment.

5. The method according to claim 4, characterized in that, The hierarchy specifically includes: Planning starting point: includes starting point Mach number, indicated airspeed, and cruising altitude information; TOD point: contains the descent Mach number, indicated airspeed at the cross height, and k-value information for the segment from the cross height to the first constrained waypoint; Constrained waypoints above 10,000 ft / 250 kt: include indicated airspeed, k value, and distance from descent endpoint for each waypoint; 10000ft / 250kt point: This means that the speed of the aircraft at an altitude of 10000ft and below cannot exceed 250kt, so the speed of the aircraft at the 10000ft point is set to 250kt. Constrained waypoints below 10000ft / 250kt: include indicated airspeed, k value, and distance from descent endpoint for each waypoint; Descent endpoint: Includes endpoint airspeed and altitude information.

6. The method according to claim 1, characterized in that, The reverse-order calculation of connectivity costs at each stage and the minimum connectivity cost from the end of the slow train's descent segment to the current state point constitutes all the route information for the entire descent path; specifically: Suppose the entire descent path is divided into N levels, and let stage variable i, i=1,2,…,N represent the stage in the multi-level decision problem, and state variable… Represents the final state of the i-th level, and the decision variables are... The decision variable represents the choice made at level i, and the set of possible decisions is allowed. This indicates the range of values ​​for the decision variable at level i. This indicates the initial state of level 1; Let the direct cost of the i-th level decision be . Record the starting state from level 1 To the final state of level N The cost function is The flight segments between waypoints constitute a hierarchy, and the nodes within that hierarchy form the set of decision variables for that hierarchy. Each node represents a possible value for a decision variable, with segment fuel consumption or flight time serving as the direct cost at that level. The total fuel consumption or total flight time during the entire descent phase is the total cost. ; The descent endpoint is used as the endpoint of the Nth level, and the process is repeated. Each decision in the process yields a corresponding direct cost. Records allow Minimal decision variable Simultaneously record the total cost from level N to level N-1. At the same time, the location information of the second-to-last waypoint can be obtained; According to the cost The principle of minimization identifies all decision variables from the penultimate waypoint to the planned starting point, thus forming all the route information for the entire descent path.

7. A storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the descent path construction method for continuous descent operation of a large passenger aircraft as described in any one of claims 1 to 6.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the descent path construction method for continuous descent operation of a large passenger aircraft as described in any one of claims 1 to 6.

9. An electronic device, characterized in that, include: processor; as well as Memory for storing the executable instructions of the processor; The processor is configured to execute the descent path construction method for continuous descent operation of a large passenger aircraft as described in any one of claims 1 to 6 by executing the executable instructions.

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