Methods and systems for determining the descent peak of an aircraft
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-06-23
- Publication Date
- 2026-08-11
Smart Images
Figure CN122551618A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aircraft, and more particularly to a method and system for determining the descent peak of an aircraft. Background Technology
[0002] Flight management systems, such as flight management computers (FMC), predict the horizontal and vertical trajectories of an aircraft based on flight plans, aircraft performance, and other information. During flight operations, the crew uses horizontal and vertical guidance to maneuver the aircraft along these trajectories. Calculating the Top of Descent (T / D) is a challenge in predicting the vertical trajectory. A T / D that occurs too early leads to premature descent, increasing range and fuel consumption. A T / D that occurs too late results in a steep descent path, increasing the risk of overspeeding.
[0003] Therefore, there is a need in the art for improved methods and systems for determining the position of a descending vertex. Summary of the Invention
[0004] This application discloses a method and system for determining the descent peak of an aircraft. This method combines table lookup and integral iteration, taking into account the aircraft's current state, weather factors along the route, speed plan, waypoint altitude and speed limits, and the aircraft's performance envelope, to calculate the descent peak that best fits the aircraft's performance. This reduces the number of iterations and improves the efficiency of calculating the aircraft's descent peak.
[0005] In one embodiment of this application, a method for determining the descent peak of an aircraft is provided, comprising the following steps: S1: Calculate the predicted weight at the descent bottom based on the aircraft's performance database; S2: Based on the predicted weight at the descent bottom point, the first predicted position of the descent peak and the corresponding first predicted weight are obtained by reverse calculation to the cruising altitude according to the descent speed planning and the route constraints of the descent profile. S3: Calculate the second predicted weight corresponding to the first predicted descent peak position from the aircraft's current position in a forward direction; S4: In response to the difference between the first predicted weight and the second predicted weight being within a preset threshold, the predicted position of the first falling vertex is determined to be the falling vertex.
[0006] In an optional implementation, step S2 includes: based on the predicted weight at the descent bottom point, and according to the descent speed planning, the route restrictions and weather factors of the descent profile, and the aircraft's performance, integrating backward to the cruising altitude to obtain the predicted position of the first descent peak and the corresponding first predicted weight.
[0007] In an optional implementation, step S3 includes: based on climb speed planning, climb profile route constraints and route weather factors, and aircraft performance, integrating positively from the aircraft's current position and current state to the first predicted descent peak position to obtain a second predicted weight corresponding to the first predicted descent peak position.
[0008] In an optional implementation, the method further includes: S5: in response to the difference exceeding the preset threshold, updating the predicted weight of the descent bottom point and performing steps S2-S3.
[0009] In one alternative implementation, updating the predicted weight of the descent bottom point includes: increasing the predicted weight of the descent bottom point by a first predetermined step size in response to the second predicted weight being greater than the first predicted weight; or decreasing the predicted weight of the descent bottom point by a second predetermined step size in response to the second predicted weight being less than the first predicted weight.
[0010] In an optional implementation, step S1 includes: calculating the predicted weight of the descent bottom point by iteratively assuming the weight of the descent peak based on the climb profile estimation parameters, cruise profile estimation parameters and descent profile estimation parameters in the performance database.
[0011] In one optional implementation, step S1 includes: S11: Assume the initial weight of the descending vertex is m1; S12: Calculate the descent vertex position based on the descent profile estimation parameters in the performance database and the initial descent vertex weight; S13: Calculate the weight m2 at the descent peak position based on the aircraft's current position, the climb profile estimation parameters and cruise profile estimation parameters in the performance database; S14: In response to the difference between m1 and m2 being within the convergence threshold, calculate the predicted weight of the descent bottom point based on m1 and the descent profile estimation parameters; or S15: In response to the difference between m1 and m2 being outside the convergence threshold, update the value of m1 and execute steps S12-S14.
[0012] In one alternative implementation, updating the value of m1 includes: setting m1 to the value of m2; or setting m1 to a value closer to m2.
[0013] In an alternative implementation, the method further includes: calculating a first latest descent peak in the slow-moving and speed bump closed state, and / or calculating a second latest descent peak in the slow-moving and speed bump partially deployed state.
[0014] In one embodiment of this application, a flight management system is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the method as described in any of the preceding claims.
[0015] In one embodiment of this application, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described in any of the preceding claims. Attached Figure Description
[0016] Figure 1 This is a flowchart of a method for determining the descent peak of an aircraft according to an embodiment of this application.
[0017] Figure 2 This is a schematic diagram of the trajectory vertical cross-section according to an embodiment of this application.
[0018] Figure 3 This is a flowchart of a method for calculating the predicted weight of the descent bottom point according to an embodiment of this application.
[0019] Figure 4 This is a schematic diagram of a simplified vertical cross-section according to an embodiment of this application.
[0020] Figure 5 This is a schematic diagram showing the descending vertex according to an embodiment of this application. Detailed Implementation
[0021] The present invention will be further described below with reference to specific embodiments and accompanying drawings, but this should not be construed as limiting the scope of protection of the present invention.
[0022] This application relates to a method and system for determining the descent peak of an aircraft, which is based on a combination of table lookup and integral iteration, reducing the number of iterations, and taking into account the aircraft's current state, weather factors along the route, speed plan, waypoint altitude and speed limits, aircraft performance envelope, etc., to calculate the descent peak that fits the aircraft's performance.
[0023] Figure 1 This is a flowchart of a method 100 for determining the descent peak of an aircraft according to an embodiment of this application. In one embodiment, method 100 may be executed by a flight management system, such as a flight management computer (FMC). In other embodiments, method 100 may be executed by a computer, processor, server, or other device.
[0024] In step S1, the predicted weight at the descent bottom can be calculated based on the aircraft's performance database. The aircraft's performance database may include aircraft performance parameters, such as climb profile estimation parameters, cruise profile estimation parameters, and descent profile estimation parameters.
[0025] In one embodiment, a lookup table method can be used. This involves querying the aircraft's performance database and constructing a simplified profile, such as a simplified vertical profile of the flight path, based on the climb, cruise, and descent profile estimation parameters from the database. A simplified vertical profile is a simplified profile that does not consider dynamic factors such as speed planning, en-route weather factors (e.g., wind, rain, and temperature), waypoint altitude, and speed limits. The climb, cruise, and descent segments in the simplified vertical profile are determined using estimated data obtained from the performance database, such as estimated climb distance, estimated climb fuel consumption, and estimated horizontal climb distance.
[0026] By iteratively assuming the weight at the descent peak and calculating fuel consumption along the vertical profile, the fuel consumption and predicted weight at the descent bottom can be predicted. The predicted weight at the descent bottom, also known as the predicted landing weight, refers to the predicted weight of the aircraft at the end of the approach.
[0027] In step S2, based on the predicted weight at the descent bottom point, the first predicted position of the descent peak and the corresponding first predicted weight are obtained by reverse calculation to the cruising altitude according to the descent speed planning and the route constraints of the descent profile.
[0028] refer to Figure 2 This diagram illustrates a trajectory vertical profile according to an embodiment of this application, which incorporates dynamic factors such as speed planning, en-route meteorological factors (e.g., wind, rain, and temperature), waypoint altitude, and speed limits. The descent bottom point can refer to the horizontal position and altitude of the airport. For example, the descent bottom point can be set as the landing point of the airport runway (at airport elevation) or a fixed point in the approach procedure (such as the final approach positioning point). According to step S2, the predicted descent apex position and corresponding predicted weight can be obtained by calculating backwards from the descent bottom point to the cruising altitude based on the descent speed planning and the en-route limitations of the descent profile. For example, the backward calculation refers to the integral calculation from the arrival airport to the departure airport, considering speed planning, waypoint speed and altitude limits, and the aircraft's performance envelope.
[0029] Descent speed planning may include target speed values for each segment of the descent profile, descent rate profile, use of speed brakes / spoilers, and changes in flap and landing gear configurations. Route constraints for the descent profile may include programmed altitude and speed limits, obstacle clearance requirements, segment distance and turn angle limits, and continuous descent operating characteristics. Since fuel consumption during descent is related to aircraft weight, reverse calculations can be performed through piecewise iteration or numerical integration.
[0030] In one implementation, the descent path can be divided into several segments, such as by altitude intervals or waypoints, based on descent speed planning and route constraints. Starting from the descent nadir, the fuel consumption of each reverse segment is calculated upwards in the opposite direction of flight. The first predicted weight of the descent apex is equal to the predicted weight of the descent nadir plus the total fuel consumption of the descent path. The predicted position of the first descent apex is the horizontal distance from the descent apex to the nadir, which is the cumulative distance of each reverse segment along the flight path.
[0031] Based on descent profile constraints, such as speed or altitude limitations (e.g., waypoint constraints), it is necessary to ensure that these constraints are followed during reverse calculations. For example, the altitude and speed of each reverse segment must adhere to the descent constraints. Furthermore, the fuel flow model must consider changes in aircraft morphology (e.g., flaps, landing gear) and adjust parameters accordingly for the relevant segments.
[0032] In one embodiment, step S2 may include predicting the weight based on the descent bottom point by inversely integrating to the cruising altitude, taking into account descent speed planning, descent profile route constraints and weather factors, and aircraft performance, to obtain the first predicted descent peak position and the corresponding first predicted weight. By further considering aircraft performance and weather factors of the descent profile, such as wind, rain, and temperature, and adjusting the parameters applied in the inverse calculation accordingly, a first predicted descent peak position and the corresponding first predicted weight that better reflect aircraft performance and the actual environment can be obtained.
[0033] In an optional embodiment, in step S21, it can be determined whether the reverse calculation has reached the cruising altitude. If the reverse calculation has not reached the cruising altitude, the process can return to step S2 and re-execute the calculation. If the reverse calculation has reached the cruising altitude, the process can proceed to step S3.
[0034] In step S3, the second predicted weight corresponding to the first predicted descent peak position is obtained by calculating forward from the aircraft's current position.
[0035] refer to Figure 2 Based on the aircraft's current position, a profile from the current position to the predicted position of the first descent peak can be determined, including a climb profile and / or a cruise profile. Following step S3, based on the aircraft's current position, and according to climb speed planning and the route constraints of the climb profile, cruise speed planning and the route constraints of the cruise profile, a forward calculation to the predicted position of the first descent peak can be performed to obtain the second predicted weight corresponding to the predicted position of the first descent peak. For example, the forward calculation refers to the integral calculation from the takeoff airport to the arrival airport, considering speed planning, waypoint speed and altitude restrictions, aircraft performance envelope, etc.
[0036] Climb speed planning may include target speed values for each segment of the climb profile, climb rate profile, and changes in flap and landing gear configurations. Climb profile constraints may include programmed altitude and speed limits, obstacle clearance requirements, segment distance and turn angle limits, and continuous climb characteristics. Fuel consumption during climb is related to aircraft weight, and forward calculations can be performed through piecewise iteration or numerical integration.
[0037] In one implementation, the climb path can be divided into several segments, such as by altitude intervals or waypoints, based on climb rate planning and route constraints. Starting from the current position, the fuel consumption of each forward climb segment is calculated segment by segment along the flight direction.
[0038] Route constraints based on the climb profile, such as speed or altitude limitations (e.g., waypoint constraints), must be ensured to be followed during forward calculations. For example, the altitude and speed of each forward segment must adhere to route constraints. Furthermore, the fuel flow model must consider changes in aircraft configuration (e.g., flap deployment, landing gear deployment) and adjust parameters accordingly for the relevant segments.
[0039] Cruise speed planning may include target speed values for each segment of the cruise profile and cruise altitude layer change (step-up) plans. Route constraints for the cruise profile may include programmed altitude and speed limits, obstacle clearance requirements, segment distance and turning angle limits, etc. In one implementation, the cruise path can be divided into several segments based on the cruise speed planning and route constraints, for example, by calculating the fuel consumption of each forward cruise segment along the flight direction segment by waypoint.
[0040] The second predicted weight corresponding to the first predicted descent peak position is equal to the current weight minus the total fuel consumed during the climb and cruise paths.
[0041] In one embodiment, step S3 may include, based on the current position, and according to climb and cruise speed planning, climb and cruise profile route constraints and weather factors, and aircraft performance, performing a forward integration from the aircraft's current position and current state to a first predicted descent peak position to obtain a second predicted weight corresponding to the first predicted descent peak position. By further considering aircraft performance and weather factors of the climb profile, such as wind, rain, and temperature, and adjusting the parameters applied in the forward calculation accordingly, a second predicted weight that better reflects aircraft performance and the actual environment can be obtained.
[0042] In step S31, it can be determined whether the difference between the first predicted weight and the second predicted weight is within a preset threshold (e.g., whether it is less than a preset threshold). If the difference is within the preset threshold, method 100 can proceed to step S4. If the difference exceeds the preset threshold, method 100 can proceed to step S5.
[0043] In step S4, in response to the difference between the first predicted weight and the second predicted weight being within a preset threshold, the predicted position of the first descending vertex is determined as the descending vertex. That is, the first predicted weight and the second predicted weight converge, and the predicted position of the first descending vertex can be used as the descending vertex. Alternatively, the predicted position of the second descending vertex can also be used as the descending vertex.
[0044] In step S5, in response to the difference between the first predicted weight and the second predicted weight exceeding a preset threshold, the predicted weight of the descent bottom point can be updated and the process can return to step S2, and steps S2-S3 can be executed.
[0045] In one embodiment, updating the predicted weight of the descent bottom point may include: increasing the predicted weight of the descent bottom point by a first step size in response to the second predicted weight being greater than the first predicted weight; or decreasing the predicted weight of the descent bottom point by a second step size in response to the second predicted weight being less than the first predicted weight. The first step size and the second step size may be equal or unequal.
[0046] In another embodiment, updating the predicted weight of the descent bottom point may include: increasing the predicted weight of the descent bottom point by a step size corresponding to a positive range in response to the difference between the second predicted weight and the first predicted weight falling within a positive range; or decreasing the predicted weight of the descent bottom point by a step size corresponding to a negative range in response to the difference between the second predicted weight and the first predicted weight falling within a negative range. The larger the absolute value of the difference, the larger the corresponding step size can be, thereby accelerating the convergence speed when the difference between the first predicted weight and the second predicted weight is large.
[0047] Accordingly, steps S2-S3 can be executed iteratively, such as Figure 2 The method iteratively determines multiple descent vertex positions until the difference between the first predicted weight and the second predicted weight converges to within a preset threshold (e.g., less than the preset threshold), and the descent vertex prediction position that meets the convergence condition is taken as the descent vertex.
[0048] According to embodiments of the present invention, determining the initial value of the descent peak using a lookup table method reduces the number of iterations for the descent peak, saving computational resources for the airborne flight management system. By combining forward and backward calculations, the predicted weight of the descent peak is calculated forward from the aircraft's current position along the horizontal trajectory, and the predicted weight of the descent peak is calculated backward from the descent bottom point. The predicted landing weight and descent peak position are iteratively updated until both the forward-calculated and backward-calculated predicted weights of the descent peak are within a threshold range. Backward calculation can satisfy the altitude and speed restrictions of the airport terminal area, avoiding the addition of unnecessary level flight segments.
[0049] Furthermore, during the iterative process of forward and backward calculations, the current state of the aircraft (such as altitude, weight, speed, flap and slat configuration, whether the landing gear is retracted, etc.), weather factors along the route, fuel consumption for future flight, speed plan, waypoint altitude and speed limits, and the aircraft's performance envelope are all included in the calculation of the predicted descent peak, which improves the accuracy of the descent peak calculation.
[0050] Figure 3 This is a flowchart of a method 300 for calculating the predicted weight of the descent bottom point according to an embodiment of this application. Method 300 can be as described above. Figure 1 One embodiment of step S1 described involves calculating the predicted descent bottom weight in a simplified profile (e.g., a simplified vertical profile of the flight trajectory) constructed based on a performance database. (See reference...) Figure 4 The diagram illustrates a simplified vertical profile according to an embodiment of the present application, which may include, for example, an ascent profile, a cruise profile, and a descent profile.
[0051] In step S11, an initial descent peak weight m1 is assumed. In one embodiment, the initial descent peak weight m1 can be assumed based on the aircraft's current weight. For example, m1 can be equal to the aircraft's current weight, or equal to the aircraft's current weight minus a predetermined value.
[0052] In step S12: Based on the descent profile estimation parameters in the performance database and the initial descent vertex weight m1, calculate the descent vertex position tod_dist. The descent vertex position tod_dist can be the horizontal track distance from the descent vertex to the descent bottom point or a waypoint.
[0053] In the first example, step S12 can be implemented using a lookup table. For instance, based on the aircraft performance model and standard descent profile, the aircraft manufacturer or airline calculates the corresponding descent peak position (tod_dist), fuel consumption, and other results for possible combinations of parameters such as descent peak weight, cruising altitude, speed, temperature, wind, and airport altitude, and constructs a multidimensional performance lookup table. In actual flight, the Flight Management System (FMS) uses the descent peak weight (m1) and cruising altitude as parameters, and calls the descent profile estimation parameters (speed, temperature, wind, airport altitude, etc.) from the performance database to look up the corresponding tod_dist. The lookup table method avoids real-time iterative integration, reducing the online computational load on the onboard computer.
[0054] In the second example, step S12 can be implemented using a model. For example, a neural network or Gaussian process regression model can be constructed, using the descent peak weight m1, cruise altitude, and estimated descent profile parameters (such as temperature deviation, average headwind, Mach number / airspeed conversion altitude corresponding to the economic speed plan, airport altitude, etc.) as input features, and tod_dist as the output. The model is trained offline using real or simulated samples. In actual flight, the flight management system inputs the current parameter vector into the trained model for calculation to obtain the tod_dist prediction.
[0055] In step S13, the weight m2 at the descent peak position tod_dist is calculated based on the aircraft's current position, the climb profile estimation parameters in the performance database, and the cruise profile estimation parameters. For example, the fuel consumption during the climb and cruise paths can be calculated separately, and the weight m2 at the descent peak position tod_dist is equal to the aircraft's current weight minus the fuel consumption during the climb and cruise paths.
[0056] The amount of fuel consumed during the climb path can be obtained by calling the climb profile estimation parameters from the aircraft's current position to the cruising altitude. For example, the amount of fuel consumed during the climb path can be calculated using a lookup table or a model.
[0057] The amount of fuel consumed along the cruise path can be calculated using a forward integral from the cruise start point to the descent peak position (tod_dist). For example, based on cruise profile estimation parameters (such as cruise speed planning), the cruise path can be divided into several segments, for example, by waypoints. The fuel consumed in each forward cruise segment along the flight direction can be calculated segment by segment, and the fuel consumed in each segment can be added together to obtain the total amount of fuel consumed along the cruise path.
[0058] In step S131, it can be determined whether the difference between m1 and m2 is within the convergence threshold, for example, whether the absolute value of the difference is less than the threshold.
[0059] In step S14, in response to the difference between m1 and m2 being within the convergence threshold, the predicted weight of the descent bottom point is calculated based on m1 and the descent profile estimation parameters in the performance database.
[0060] In step S15, in response to the difference between m1 and m2 being outside the convergence threshold, the value of m1 is updated, and steps S12-S13 are executed. For example, updating the value of m1 may include: setting m1 to the value of m2; or setting m1 to a value closer to m2.
[0061] Therefore, steps S12-S13 can be executed iteratively to calculate the position of the descent vertex and the weight of the descent vertex m2 until m1 and m2 converge. When m1 and m2 converge, the predicted weight of the descent bottom point can be calculated based on the current value of m1 (or m2).
[0062] In this process of Method 300, a simplified vertical profile is constructed without considering any aircraft performance envelope, flight plan limitations, weather, or other factors, which can simplify computational complexity and improve computational efficiency.
[0063] After obtaining the predicted descent point weight, steps S2-S4 of method 100 can be executed, for example, calculating backwards from the destination airport to the cruising altitude to obtain the position and weight of the descent peak. ; Calculate forward from the aircraft's current state until the descent peak, to obtain the predicted descent peak weight calculated in the forward direction. Predicted weight of the descending vertex in the forward calculation And the predicted weight of the descending vertex calculated in reverse The difference is compared; if it is within the threshold, the descent vertex calculation is successful; if the difference is not within the threshold, the predicted weight of the descent bottom point is updated, and the reverse and forward calculation processes are re-executed until the threshold is met, as shown in the reference. Figure 1 The description states that steps S2 and S3 must consider factors such as speed planning, speed and altitude restrictions at waypoints, weather conditions, and the aircraft's performance envelope.
[0064] Figure 5 This is a schematic diagram showing the descending peak according to an embodiment of this application. For example, the present invention can calculate the latest descending peak in the slow-moving and speed bump closed states. The latest descent peak of the slow train and the half state of the speed bump (i.e., the intermediate stop). The calculated descent vertex is then displayed on the navigation display (ND) page in the aircraft cockpit. In other embodiments, the descent vertex under other conditions can be calculated and displayed.
[0065] like Figure 5 As shown, T / D Clean can be marked at the corresponding track position to indicate the latest descent peak with the engine idle and speed brakes closed; and T / D Half can be marked at the corresponding track position to indicate the latest descent peak with the engine idle and speed brakes half. With the speed brakes deployed or partially deployed, drag increases, allowing the aircraft to decelerate faster without increasing the dive angle. Therefore, the horizontal track position of T / D Half is closer to the track end than the horizontal track position of T / D Clean.
[0066] The autopilot system or crew can make a decision to end the cruise phase and begin descent based on the indications from the descent peak.
[0067] This invention proposes a descent peak calculation method based on a combination of table lookup and iterative methods. It takes into account factors such as route weather, and achieves accurate calculation of the descent peak that fits the aircraft performance and actual flight path conditions. This reduces the number of iterations and improves the efficiency and accuracy of calculating the aircraft's descent peak.
[0068] In domestic airspace, air traffic control frequently issues instructions to flight crews via CPDLC (Controller-Pilot Data Link Communications) to modify flight plans, such as maintaining the current altitude and missing the optimal descent peak, or descending earlier than the optimal descent peak. According to this application, in cases of flight plan modification, the flight management system can calculate a recommended descent peak. In some situations, the flight crew receives instructions from air traffic control to maintain cruising altitude. In these cases, the flight management system can provide the flight crew with the latest descent peak to aid in their decision-making.
[0069] In one embodiment of the present invention, a flight management system is provided, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the method for determining the descent peak of an aircraft as described in this application.
[0070] In one embodiment of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method for determining the descent peak of an aircraft as described in this application.
[0071] The various steps and modules of the methods and apparatus described above can be implemented in hardware, software, or a combination thereof. If implemented in hardware, the various illustrative steps, modules, and circuits described in connection with this disclosure can be implemented or executed using a general-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), or other programmable logic components, hardware components, or any combination thereof. A general-purpose processor can be a processor, microprocessor, controller, microcontroller, or state machine, etc. If implemented in software, the various illustrative steps and modules described in connection with this disclosure can be stored as one or more instructions or codes on a computer-readable medium or transmitted. Software modules implementing the various operations of this disclosure can reside in a storage medium, such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, removable disk, CD-ROM, cloud storage, etc. The storage medium can be coupled to a processor so that the processor can read and write information from / to the storage medium and execute the corresponding program modules to implement the various steps of this disclosure.
[0072] The numerical values given in the various embodiments are merely examples and are not intended to limit the scope of the invention. In practice, the specific parameters of each component and various thresholds can be appropriately set as needed, and are not limited to the specific values given as examples herein. Furthermore, as a whole technical solution, there are other components or steps not listed in the claims or specification of this invention. Moreover, a single name for a component does not preclude other names for that component.
[0073] It should also be noted that these embodiments may be described as processes depicted as flowcharts, flow diagrams, structure diagrams, or block diagrams. Although a flowchart may describe the operations as a sequential process, many of these operations can be executed in parallel or concurrently. Furthermore, the order of these operations can be rearranged.
[0074] The directional terms used in the description of this application, such as "front, back, up, down, left, right", "horizontal, vertical, horizontal", "top, bottom", "inner, outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this application.
[0075] Furthermore, it should be noted that the use of sequential terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this application.
[0076] The disclosed methods, apparatuses, and systems should not be limited in any way. Rather, this disclosure covers all novel and non-obvious features and aspects of the various disclosed embodiments (individually and in various combinations and sub-combinations of each other). The disclosed methods, apparatuses, and systems are not limited to any particular aspect or feature or combination thereof, and no disclosed embodiment is required to have any one or more specific advantages or to solve any particular or all technical problems.
[0077] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the scope of protection of the present invention.
Claims
1. A method for determining the descent peak of an aircraft, characterized in that, Includes the following steps: S1: Calculate the predicted weight at the descent bottom based on the aircraft's performance database; S2: Based on the predicted weight at the descent bottom point, the first predicted position of the descent peak and the corresponding first predicted weight are obtained by reverse calculation to the cruising altitude according to the descent speed planning and the route constraints of the descent profile. S3: Calculate the second predicted weight corresponding to the first predicted descent peak position from the aircraft's current position in a forward direction; S4: In response to the difference between the first predicted weight and the second predicted weight being within a preset threshold, the predicted position of the first falling vertex is determined to be the falling vertex.
2. The method according to claim 1, characterized in that, Step S2 includes: Based on the predicted weight at the descent bottom point, and taking into account the descent speed planning, the route limitations and weather factors of the descent profile, as well as the aircraft's performance, the weight is integrated backward to the cruising altitude to obtain the predicted position of the first descent peak and the corresponding first predicted weight.
3. The method according to claim 2, characterized in that, Step S3 includes: Based on the climb rate planning, the route constraints and weather factors of the climb profile, and the aircraft's performance, the second predicted weight corresponding to the first predicted descent peak position is obtained by positive integration from the aircraft's current position and current state.
4. The method according to claim 1, characterized in that, The method further includes: S5: In response to the difference exceeding the preset threshold, update the predicted weight of the descent bottom point and execute steps S2-S3.
5. The method according to claim 4, characterized in that, Updating the predicted weight of the descent bottom includes: In response to the second predicted weight being greater than the first predicted weight, the predicted weight of the descent bottom is increased by a first predetermined step size; or In response to the second predicted weight being less than the first predicted weight, the predicted weight of the descent bottom is reduced by a second predetermined step size.
6. The method according to any one of claims 1 to 5, characterized in that, Step S1 includes: Based on the climb profile estimation parameters, cruise profile estimation parameters, and descent profile estimation parameters from the performance database, the predicted weight of the descent bottom point is calculated by iteratively assuming the weight of the descent peak.
7. The method according to any one of claims 1 to 5, characterized in that, Step S1 includes: S11: Assume the initial weight of the descending vertex is m1; S12: Calculate the descent vertex position based on the descent profile estimation parameters in the performance database and the initial descent vertex weight; S13: Calculate the weight m2 at the descent peak position based on the aircraft's current position, the climb profile estimation parameters and cruise profile estimation parameters in the performance database; S14: In response to the difference between m1 and m2 being within the convergence threshold, calculate the predicted weight of the descent bottom point based on m1 and the descent profile estimation parameters; or S15: In response to the difference between m1 and m2 being outside the convergence threshold, update the value of m1 and execute steps S12-S14.
8. The method according to claim 7, characterized in that, The updated value of m1 includes: Set m1 to the value of m2; or Set m1 to a value closer to m2.
9. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Calculate the first latest descent peak when the vehicle is at slow speed and the speed bump is closed, and / or Calculate the second latest descending peak in the slow-moving state with the speed bumps partially deployed.
10. A flight management system, characterized in that, It includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method as described in any one of claims 1-9.
11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method as described in any one of claims 1-9.