Aircraft landing assistance method, apparatus and device, and storage medium

Abstract

An aircraft landing assistance method, apparatus and device, and a storage medium. The aircraft landing assistance method is applied to an aircraft, and the aircraft comprises a windshield. The aircraft landing assistance method comprises: receiving an initial deceleration instruction, adjusting a deceleration of the aircraft, and taking the adjusted deceleration as a target deceleration (S110); calculating a first predicted distance to a landing point on the basis of the target deceleration (S120); and on the basis of the first predicted distance to the landing point and a distance identifier on the windshield, readjusting the deceleration of the aircraft until the aircraft reaches the landing point (S130). By means of the aircraft landing assistance method, when satellite navigation position information of an aircraft is rejected or lost, etc., the prediction accuracy of a landing point of the aircraft during landing can be improved, and a pilot can be assisted in landing the aircraft.

Description

Aircraft landing assistance methods, devices, equipment and storage media

[0001] Related applications

[0002] This application claims priority to Chinese patent application No. 202411505372.X, filed on October 28, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of aircraft control technology, and in particular to an aircraft landing assistance method, apparatus, device, and storage medium. Background Technology

[0004] In situations such as rejection or loss of satellite navigation position information, malfunction of the aircraft's avionics system, or other emergencies, the aircraft is no longer able to fly autonomously according to the preset mission route and can only rely on the pilot for control. Summary of the Invention

[0005] This application proposes a landing assistance method for an aircraft, the method being applied to an aircraft including a windshield, through which a distance indicator is displayed, the method comprising:

[0006] Upon receiving the initial deceleration command, the aircraft's deceleration is adjusted, and the adjusted deceleration is used as the target deceleration.

[0007] Based on the target deceleration, the predicted distance to the first landing point is calculated;

[0008] Based on the predicted distance to the first landing point and the distance marker on the windshield, the aircraft's deceleration is readjusted until the aircraft reaches the landing point.

[0009] In one embodiment, the step of calculating the predicted distance to the first landing point based on the target deceleration includes:

[0010] Based on the preset flight envelope, the aircraft ground speed and the target deceleration, the first deceleration strategy is selected from the preset deceleration strategies;

[0011] Based on the landing point prediction algorithm, the distance between the aircraft and the landing point is predicted according to the first deceleration strategy, and the predicted distance to the first landing point is calculated.

[0012] In one embodiment, the step of readjusting the aircraft's deceleration based on the predicted distance to the first landing point and the distance marker on the windshield until the aircraft reaches the landing point includes:

[0013] Provide the pilot with the distance markings on the windshield;

[0014] Upon receiving the pilot's first deceleration command, the aircraft's deceleration is adjusted, and the adjusted deceleration is used as the target deceleration, until no further deceleration command is received from the pilot or the aircraft reaches the landing point. The first deceleration command is a control command made by the pilot based on the deviation between the second predicted landing point distance (obtained by the pilot through the distance marker under visual conditions) and the first predicted landing point distance.

[0015] In one embodiment, the distance indicator is electronically displayed on the windshield, and after the step of providing the distance indicator on the windshield to the pilot, the method further includes:

[0016] Receive the pilot's altitude adjustment instruction, update the distance indicator, and obtain the updated distance indicator;

[0017] Upon receiving the pilot's first deceleration command, the aircraft's deceleration is adjusted, and the adjusted deceleration is used as the target deceleration, until no further deceleration command is received from the pilot or the aircraft reaches the landing point. The first deceleration command is a control command issued by the pilot based on the deviation between the second predicted landing point distance (obtained by the pilot based on the distance between the aircraft and the landing point under visual conditions and the updated distance marker) and the first predicted landing point distance.

[0018] In one embodiment, after the step of providing the distance indicator on the windshield to the pilot, the method further includes:

[0019] Receive the second predicted landing point distance input by the pilot, wherein the second predicted landing point distance is obtained by the pilot predicting the distance between the aircraft and the landing point based on the distance marker under visual conditions;

[0020] Determine the difference between the predicted distances to the first landing point and the predicted distances to the second landing point;

[0021] When the predicted distance to the first landing point is greater than the predicted distance to the second landing point, the deceleration of the aircraft is reduced, and the adjusted deceleration is used as the target deceleration;

[0022] When the predicted distance to the first landing point is less than the predicted distance to the second landing point, the deceleration of the aircraft is increased, and the adjusted deceleration is used as the target deceleration.

[0023] When the aircraft fails to reach the landing point, the following steps are performed: calculate the predicted distance to the first landing point based on the target deceleration, until the difference between the predicted distance to the first landing point and the predicted distance to the second landing point is within a preset deviation range.

[0024] In one embodiment, the distance marker includes a plurality of semi-transparent closed loop curves, the semi-transparent closed loop curves corresponding to the projection area of ​​the landing point displayed on the windshield under different predicted landing point distances.

[0025] Furthermore, to achieve the above objectives, this application also proposes an aircraft landing assistance device, which is applied to an aircraft, the aircraft including a windshield through which distance markers are displayed, and the aircraft landing assistance device comprising:

[0026] The receiving module is used to receive the initial deceleration command, adjust the deceleration of the aircraft, and use the adjusted deceleration as the target deceleration;

[0027] The landing point prediction module is used to calculate the predicted distance to the first landing point based on the target deceleration;

[0028] The landing assistance module is used to readjust the deceleration of the aircraft based on the predicted distance to the first landing point and the distance marking on the windshield until the aircraft reaches the landing point.

[0029] In addition, to achieve the above objectives, this application also proposes an aircraft landing assistance device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the aircraft landing assistance method as described above.

[0030] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the aircraft landing assistance method described above.

[0031] One or more technical solutions proposed in this application have at least the following technical effects:

[0032] The aircraft landing assistance method, apparatus, device, and storage medium proposed in this application specifically involve receiving an initial deceleration command, adjusting the aircraft's deceleration, and using the adjusted deceleration as a target deceleration; calculating a first landing point prediction distance based on the target deceleration; and readjusting the aircraft's deceleration based on the first landing point prediction distance and the distance marker on the windshield until the aircraft reaches the landing point.

[0033] This application receives an initial deceleration command, adjusts the aircraft's deceleration, and then predicts the distance between the aircraft and the landing point based on the adjusted deceleration to obtain a first predicted landing distance. By comparing this first predicted landing distance with the distance marker on the windshield, the pilot is assisted in readjusting the aircraft's deceleration until the aircraft reaches the landing point. Through this scheme, this application improves the accuracy of landing point prediction during the landing process under visual, manual pilot control. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 is a flowchart of an embodiment of the aircraft landing assistance method of this application;

[0037] Figure 2 is a flowchart of the second embodiment of the aircraft landing assistance method of this application;

[0038] Figure 3 is a flowchart of the third embodiment of the aircraft landing assistance method of this application;

[0039] Figure 4 is an example diagram of the flight envelope of the aircraft involved in Embodiment 1 of this application;

[0040] Figure 5 is a schematic diagram of a deceleration change curve of an aircraft involved in Embodiment 1 of this application;

[0041] Figure 6 is a schematic diagram of the modular structure of the aircraft landing assistance device according to an embodiment of this application;

[0042] Figure 7 is a schematic diagram of the equipment structure of the hardware operating environment involved in the aircraft landing assistance method in the embodiments of this application;

[0043] Figure 8 is an example diagram showing the relationship between landing point projection, flight altitude, and predicted landing point distance in Embodiment 1 of this application;

[0044] Figure 9 is a schematic diagram of the distance markers involved in the aircraft landing assistance method in the embodiments of this application.

[0045] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0046] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0047] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0048] In situations such as rejection or loss of satellite navigation position information, malfunction of the aircraft's avionics system, or other emergencies, the aircraft is no longer able to fly autonomously according to the preset mission route and can only rely on the pilot for control.

[0049] However, current pilot control methods rely solely on visual assessment of the landing point, and are heavily dependent on pilot training and experience. Furthermore, differences in pilot techniques lead to significant variations in landing accuracy during manual landings, sometimes even failing to meet precision requirements.

[0050] Therefore, how to improve the accuracy of predicting the landing point of an aircraft during landing under the condition of pilots' visual manual control is a technical problem that urgently needs to be solved.

[0051] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art.

[0052] The main solution of this application embodiment is: receiving an initial deceleration command, adjusting the deceleration of the aircraft, and taking the adjusted deceleration as the target deceleration; calculating the predicted distance to the first landing point based on the target deceleration; and readjusting the deceleration of the aircraft based on the predicted distance to the first landing point and the distance marking on the windshield until the aircraft reaches the landing point.

[0053] In situations such as rejection or loss of satellite navigation position information, malfunction of the aircraft's avionics system, or other emergencies, the aircraft is no longer able to fly autonomously according to the preset mission route and can only rely entirely on the pilot to land the aircraft based on experience and visual observation.

[0054] However, relying on pilots' flight experience and visual assessment when landing an aircraft, and depending solely on the pilot's subjective evaluation of the landing point, can lead to significant differences in the accuracy of the landing point when different pilots attempt to land the aircraft manually. In some cases, the accuracy of the landing point may even fail to meet the requirements.

[0055] For eVTOL (electric vertical take-off and landing) aircraft, especially tiltrotor vertical take-off and landing aircraft, there are strict requirements for landing range and accuracy. In order to avoid passenger discomfort or even safety problems caused by repeated position corrections or overshoot, it is necessary to solve the problem of improving the prediction accuracy of the aircraft's landing point during landing under the condition of pilot visual manual control, so as to ensure that the aircraft can land smoothly.

[0056] This application provides a solution that receives an initial deceleration command, adjusts the aircraft's deceleration, and then predicts the distance between the aircraft and the landing point based on the adjusted deceleration to obtain a first predicted landing distance. By comparing this first predicted landing distance with the distance marker on the windshield, the pilot is assisted in readjusting the aircraft's deceleration until the aircraft reaches the landing point. This solution improves the accuracy of landing point prediction during landing under visual, manual pilot control conditions.

[0057] The executing entity in this embodiment can be a computing service device with functions such as aircraft landing assistance, network communication, and program execution, such as a personal computer, flight control computer, avionics computer, embedded computing device, etc., or a flight control computer capable of performing the above functions. The following description uses a flight control computer as an example to illustrate this embodiment and the subsequent embodiments.

[0058] Based on this, the present application provides an aircraft landing assistance method. Referring to FIG1, FIG1 is a flowchart of the first embodiment of the aircraft landing assistance method of the present application.

[0059] In this embodiment, the method is applied to an aircraft, which includes a windshield that displays distance markers. The aircraft landing assistance method includes steps S110 to S130:

[0060] Step S110: Receive the initial deceleration command, adjust the deceleration of the aircraft, and use the adjusted deceleration as the target deceleration;

[0061] A windshield is a transparent protective structure made of material at the front of an aircraft, used to provide the pilot with a clear view; it is essentially the aircraft's windshield glass. Visual distance markers are markings that are directly visible to the pilot under visual conditions and do not obstruct the windshield's view. They are used to determine the distance between the landing point and the aircraft. Examples include semi-transparent scale lines on the windshield, which can help the pilot estimate the distance between the landing point and the aircraft based on the landing point's position on these lines under visual conditions. These distance markers can be pre-defined by relevant personnel using the corresponding changes in the distance between the landing point area and the aircraft at a preset flight altitude and the projection of the landing point area onto the windshield.

[0062] At a preset flight altitude, under human visual conditions, the size of the landing point area's projection on the windshield varies with the distance between the aircraft and the landing point area. Based on this perspective geometry, and given the known aircraft windshield position and landing point area dimensions, experts in the relevant field can pre-determine the relationship between the distance between the landing point area and the aircraft, and the landing point area's projection on the windshield. Furthermore, when the flight altitude changes, the landing point area's projection on the windshield resembles an ellipse, and the projection exhibits varying degrees of flattening.

[0063] As shown in Figure 8, at the same flight altitude, the projected flatness of the landing field (i.e., the landing point area) as observed by the pilot under visual conditions from the aircraft's position is the same. However, the closer the aircraft is to the landing field, i.e., the smaller the predicted landing point distance, the larger the projected area. At different flight altitudes, even with the same predicted landing point distance, the flatness of the landing field as observed by the aircraft under visual conditions varies, and thus the projected area also differs. Distance markings can be based on this relationship to pre-determine the projection of the landing field on the windshield (i.e., the projection observed by the pilot under visual conditions) at different flight altitudes or at the same flight altitude, corresponding to different distances between the landing point area and the aircraft. The predicted landing point distance refers to the distance between the landing point area and the aircraft.

[0064] In one embodiment, the flight control computer receives the initial deceleration command input by the pilot through the aircraft's receiving unit (e.g., display screen, joystick, buttons, etc.). Then, in response to the initial deceleration command, it adjusts the aircraft's deceleration to the deceleration indicated by the command, and uses this adjusted deceleration as the target deceleration. This target deceleration is then used to predict the distance between the aircraft and the landing point, thereby assisting the pilot in controlling the aircraft for landing. It should be understood that in this embodiment, deceleration refers to the acceleration of the aircraft during deceleration.

[0065] Step S120: Calculate the predicted distance to the first landing point based on the target deceleration;

[0066] In one embodiment, in situations such as satellite navigation position information rejection or loss, avionics system malfunction, or other emergencies, the precise position information of the aircraft cannot be obtained. Therefore, the flight control computer needs to estimate the distance between the aircraft's current position and the predicted landing point based on the obtained target deceleration and the real-time true airspeed (TAS) of the aircraft, thereby obtaining a first predicted landing point distance. This first predicted landing point distance is then displayed on the aircraft's display (e.g., main flight display, multifunction display, head-up display system, or other display), or announced to the pilot via voice for reference. The true airspeed is the actual speed of the aircraft relative to the surrounding air, displayed on the aircraft's instrument panel, and is typically measured based on the pressure difference and temperature of the air around the aircraft.

[0067] The landing point information that the aircraft needs to land can be pre-set in the aircraft's avionics system. The landing point information includes the landing point location, altitude, surrounding terrain, and other information. The landing point information can also be calculated by the aircraft using data from onboard cameras, lidar, and other sensors.

[0068] In one embodiment, step 120 includes steps A01 to A02:

[0069] Step A01: Select the first deceleration strategy from the preset deceleration strategies based on the preset flight envelope diagram, the aircraft ground speed and the target deceleration.

[0070] A preset flight envelope refers to the safe operating limits of an aircraft under different flight conditions set by relevant personnel based on the aircraft's design characteristics, engine performance, aerodynamic characteristics, and limitations of the flight control system. The flight envelope can show the range of the aircraft's flight capabilities under different speeds, altitudes, accelerations, and other key parameters.

[0071] In this embodiment, referring to Figure 4, the preset flight envelope diagram is the acceleration range that the aircraft can support under different speed conditions. Acc refers to the acceleration of the aircraft, Vgnd refers to the ground speed of the aircraft, Vcru refers to the current ground speed of the aircraft, and Acc_cmd refers to the acceleration recommended by the flight control computer based on the current ground speed.

[0072] In one embodiment, the flight control computer obtains the actual velocity of the aircraft relative to the surrounding air using real airspeed, then obtains the wind speed from the aircraft's atmospheric data sensors, and finally performs vector calculations on the real airspeed and wind speed to obtain the current aircraft velocity, i.e., the aircraft ground speed. Combined with the current aircraft deceleration, i.e., the target deceleration, the computer determines the coordinates of the point corresponding to the current aircraft's flight state within a preset flight envelope diagram. Then, based on indicators such as landing time and landing power consumption, the computer selects the deceleration strategy with the shortest landing time and / or the lowest landing power consumption from preset deceleration strategies, thus obtaining a first deceleration strategy. Then, based on the first deceleration strategy, the computer automatically generates a deceleration change curve between the coordinates of the point corresponding to the current aircraft's flight state and the origin of the preset flight envelope diagram (representing the aircraft's landing state where both acceleration and velocity are zero). The deceleration strategy includes a deceleration change mode and parameters for the deceleration change curve. The deceleration change mode includes, but is not limited to, linear change, exponential change, trapezoidal piecewise function, or other polygonal piecewise function; the parameters for the deceleration change curve include, but are not limited to, the rate of change of deceleration, the peak deceleration value, and the deceleration change time constant.

[0073] In this embodiment, the preset deceleration strategy includes, but is not limited to, uniform deceleration strategy, deceleration strategy with uniform deceleration, and deceleration strategy with multi-segment segmented deceleration variation. The parameters of the deceleration variation curve corresponding to the preset deceleration strategy can be preset by relevant personnel based on their experience in the field of aircraft.

[0074] In this embodiment, based on a variety of preset deceleration strategies and combined with optimization algorithms, and according to indicators such as landing time and landing power consumption, the deceleration strategy with the shortest landing time and / or the lowest landing power consumption can be automatically recommended by comparing the landing time and power consumption of each preset deceleration strategy.

[0075] When the preset deceleration strategy is a piecewise trapezoidal deceleration strategy, that is, a deceleration strategy in which the deceleration changes piecewise with velocity in a trapezoidal pattern, and the target deceleration, i.e., the initial deceleration, is a... m The corresponding deceleration curve is shown in Figure 5. Figure 5 illustrates a deceleration curve that is segmented by velocity in a trapezoidal pattern, i.e., the segmented trapezoidal deceleration curve corresponding to the segmented trapezoidal deceleration strategy. Based on the segmented trapezoidal deceleration curve, the landing time and landing power consumption are analyzed according to the following optimization algorithm. The specific analysis process is as follows:

[0076] First, based on the fundamental relationship between distance, velocity, and time in physics, the relationship between distance, velocity, and acceleration is calculated as follows: s=∫v(t)dt a(t)=v'(t)

[0077] Let q = v(t), then by calculating using the total differential, we obtain the following formula: dq = v'(t)dt

[0078] Further calculation yields the following formula:

[0079] Further, we can obtain:

[0080] When a trapezoidal deceleration curve is adopted, the deceleration mileage can be obtained by piecewise integration of the trapezoidal curve. Here, q represents the velocity v. Let v be the acceleration with respect to the independent variable, as shown in the av graph in Figure 5, representing the functional relationship. For ease of use, in the following text, v will be used to represent q as velocity, and a to represent... As acceleration with v as the independent variable.

[0081] As shown in Figure 5, the segmented trapezoidal deceleration curve has three segments, which can be expressed as follows: f2(v)=a c v1 <v≤v2

[0082] Note that the above derivation requires the velocity to be a monotonically changing function, which means that the deceleration curve in the av graph cannot cross or touch the horizontal axis (i.e., introducing a). m The function of a m (It should be as close to 0 as possible). Therefore, if there is a process that involves both the acceleration and deceleration of the aircraft's speed, the integrals must be calculated separately.

[0083] Since the same trapezoidal deceleration curve is used to accelerate the aircraft from 0 to the current ground speed or decelerate it from the current ground speed to 0, the landing time and landing power consumption are the same. For ease of calculation, only the landing time and landing power consumption of the aircraft's acceleration motion from 0 to the current ground speed need to be derived.

[0084] Ultimately, the predicted landing time is: t(v3,a) c v1,v2,a m )=t1+t2+t3

[0085] Then, based on the aircraft's drag function f(v,α,a), where v is the velocity, α is the angle of attack, and a is the acceleration, f(v,α,a) can be calculated according to the aircraft's performance, and then a continuous function expression can be obtained through fitting.

[0086] The power consumption and speed function is then ∫PdP=f(v,α,a)*dv

[0087] By performing numerical integration, the landing power consumption can be obtained.

[0088] Step A02: Based on the landing point prediction algorithm, the distance between the aircraft and the landing point is predicted according to the first deceleration strategy, and the predicted distance to the first landing point is calculated.

[0089] The landing point prediction algorithm is based on kinematic equations from physics. Given a target acceleration, it calculates the predicted landing point distance required for the aircraft to decelerate from its current ground speed to rest (or near rest) by integrating the deceleration curve. The deceleration curve is determined based on a first deceleration strategy.

[0090] Finally, based on the deceleration change curve corresponding to the first deceleration strategy, the deceleration change curve is integrated using the landing point prediction algorithm to determine the mileage required for the aircraft to decelerate from the current ground speed to 0 according to the current deceleration change curve, thereby obtaining the predicted distance to the first landing point.

[0091] When the first deceleration strategy is a trapezoidal deceleration curve, the deceleration mileage, i.e., the predicted distance to the first landing point, can be obtained by piecewise integration of the trapezoidal deceleration curve shown in Figure 5 according to the following landing point prediction algorithm. Referring to the trapezoidal deceleration curve shown in Figure 5, the method for obtaining the predicted distance to the first landing point by piecewise integration of this curve is as follows:

[0092] As can be seen from the above:

[0093] When v(t) is an injective function (strictly monotonic), that is, when v′(t) does not change sign, we can obtain the following equation: t = v -1 (q)

[0094] Substituting the two expressions for dt and t into the integral, we get:

[0095] Now let the composite function have:

[0096] At this point, q represents the velocity v. Let v be the acceleration with respect to the independent variable, as shown in the av graph in Figure 5, representing the functional relationship. For ease of use, in the following text, v will be used to represent q as velocity, and a to represent... As acceleration with v as the independent variable.

[0097] Note that the above derivation requires the velocity to be a monotonically changing function, which means that the deceleration curve in the av graph cannot cross or touch the horizontal axis (i.e., introducing a). m The function of a m (It should be as close to 0 as possible). Therefore, if there is a process that involves both the acceleration and deceleration of the aircraft's speed, the integrals must be calculated separately.

[0098] Since the same trapezoidal deceleration curve is used to accelerate the aircraft from 0 to the current ground speed or decelerate it from the current ground speed to 0, the mileage is the same. Therefore, for ease of calculation, only the mileage of the aircraft's acceleration motion from 0 to the current ground speed needs to be derived.

[0099] When using the trapezoidal deceleration curve shown in Figure 5, the deceleration mileage can be obtained by piecewise integration of the curve. As shown in Figure 5, the curve has three segments, which can be expressed as follows: f2(v)=a c v1 <v≤v2

[0100] By performing indefinite integrals over the corresponding velocity range, we can further obtain:

[0101] Where p is:

[0102] Finally, the predicted odometer value can be expressed as: s(v3,a c v1,v2,a m )=s1+s2+s3

[0103] In this embodiment, by combining a preset flight envelope map, a first deceleration strategy is selected from preset deceleration strategies, and then a landing point prediction algorithm is used to predict the distance between the aircraft and the landing point, thereby obtaining the first landing point prediction distance, so as to assist the pilot in controlling the aircraft to perform landing operations.

[0104] Step S130: Based on the predicted distance to the first landing point and the distance marker on the windshield, readjust the deceleration of the aircraft until the aircraft reaches the landing point.

[0105] In one embodiment, the flight control computer displays the predicted distance to the first landing point to the pilot through a display system, and assists the pilot in further confirming the distance between the aircraft's current position and the landing point through distance markers on the windshield. This allows the pilot to determine whether to readjust the aircraft's deceleration, resulting in pilot-assisted operations. Specifically, the pilot sends a deceleration adjustment command to the flight control computer through the aircraft's controllable units (control stick, touch screen, buttons, etc.). Then, the flight control computer, in conjunction with the pilot's assisted operations, receives the pilot's deceleration adjustment command, readjusts the aircraft's deceleration, and recalculates the predicted distance to the first landing point until the aircraft has reached the landing point.

[0106] The display system includes, but is not limited to, the Primary Flight Display (PFD), the Multi-Function Display (MFD), and the Heads-Up Display (HUD).

[0107] In the event of a malfunction in the aircraft's display system, the flight control computer can provide the pilot with the predicted distance to the first landing point via voice broadcast.

[0108] This embodiment provides a landing assistance method for an aircraft. By receiving an initial deceleration command, the deceleration of the aircraft is adjusted, and the adjusted deceleration is used as the target deceleration. Based on the target deceleration, a first landing point prediction distance is calculated. Based on the first landing point prediction distance and the distance marking on the windshield, the aircraft deceleration is readjusted until the aircraft reaches the landing point.

[0109] This embodiment, through the above-described scheme, receives the pilot's initial deceleration command, adjusts the aircraft's deceleration, and then, based on a landing point prediction algorithm, predicts the distance between the aircraft and the landing point according to the adjusted deceleration, obtaining a first predicted landing distance. This first predicted landing distance, along with the distance marker on the windshield, assists the pilot in determining whether to readjust the aircraft's deceleration. Combined with the pilot's subsequent adjustments, the aircraft's deceleration is readjusted until the aircraft reaches the landing point. This application, through the above scheme, improves the accuracy of landing point prediction during landing under visual, manual pilot control.

[0110] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in the first embodiment described above can be referred to the above description and will not be repeated hereafter. Based on this, please refer to Figure 2, step S130 further includes steps S210 to S220:

[0111] Step S210: Provide the pilot with the distance markings on the windshield;

[0112] Step S220: Receive the pilot's first deceleration command, adjust the aircraft's deceleration, and use the adjusted deceleration as the target deceleration until no further deceleration command is received from the pilot or the aircraft reaches the landing point. The first deceleration command is a control command made by the pilot based on the deviation between the second predicted landing point distance (obtained by predicting the distance between the aircraft and the landing point under visual conditions through the distance marker) and the first predicted landing point distance.

[0113] In one embodiment, the flight control computer provides the pilot with distance markers on the windshield so that the pilot can visually identify the distance markers corresponding to the projection area of ​​the landing point on the windshield, thereby assisting the pilot in predicting the distance between the aircraft and the landing point, i.e., the second landing point prediction distance.

[0114] As shown in Figure 9, the distance markers consist of several semi-transparent closed loop curves. These curves correspond to the projection areas of the landing point on the windshield at different predicted landing point distances. When the pilot is under visual conditions, and the projection of the target landing point completely covers one of the semi-transparent loop curves, the corresponding distance marker represents the distance from the current landing point to the aircraft. For example, in Figure 9, the target landing point projection largely overlaps with the semi-transparent closed loop curve marked 30m. In this case, the pilot can estimate the distance from the current landing point to the aircraft as 30m.

[0115] Then, when the pilot determines that there is a difference between the predicted distance to the first landing point and the predicted distance to the second landing point, it means that the aircraft cannot reach the landing point by decelerating at the current target deceleration. At this time, the pilot judges whether the deceleration needs to be increased or decreased based on the difference. If the pilot determines that the deceleration needs to be increased or decreased, he sends a deceleration adjustment command (the first deceleration command) to the flight control computer through the aircraft's controllable units (control stick, touch screen, buttons, etc.). The flight control computer receives the pilot's first deceleration command, adjusts the aircraft's deceleration based on the command, and uses the adjusted deceleration as the target deceleration. It then continues to recalculate the predicted distance to the first landing point based on the landing point prediction algorithm and the target deceleration, until the pilot determines that the difference between the predicted distance to the first landing point and the predicted distance to the second landing point is within a preset deviation range. At this point, the flight control computer will not receive the pilot's deceleration command, and the aircraft can decelerate at the current deceleration and reach the landing point autonomously, or the aircraft has already reached the landing point. The preset deviation range is the allowable deviation between the aircraft's landing point and the target landing point, pre-set in the flight control computer by relevant personnel based on a comprehensive consideration of factors such as the size of the landing area, aircraft performance limitations, and safe landing standards. It should be understood that during the actual landing process, the pilot can modify the preset deviation range according to the current landing environment.

[0116] In one embodiment, when the pilot manually controls the aircraft to fly, there may be situations where the flight altitude needs to be adjusted. However, the distance indicator changes with the relative altitude between the aircraft and the landing point. Therefore, the distance indicator can be electronically displayed on the windshield. After step 210 above, steps B01 to B02 are included:

[0117] Step B01: Receive the pilot's altitude adjustment instruction, update the distance indicator, and obtain the updated distance indicator;

[0118] Step B02: Receive the pilot's first deceleration command, adjust the aircraft's deceleration, and use the adjusted deceleration as the target deceleration until no further deceleration command is received from the pilot or the aircraft reaches the landing point. The first deceleration command is a control command made by the pilot based on the deviation between the second predicted landing point distance (obtained by predicting the distance between the aircraft and the landing point under visual conditions using the updated distance marker) and the first predicted landing point distance.

[0119] In this embodiment, the distance markers can be projected onto the windshield via a head-up display system. Furthermore, the relative altitude between the aircraft and the landing point changes at different aircraft altitudes, resulting in different distance markers.

[0120] Therefore, when the aircraft's altitude changes, the pilot obtains the aircraft's current altitude through the aircraft's sensors (such as the barometric altimeter) and further obtains the relative altitude between the aircraft and the landing point by combining the known landing point information. Then, the pilot interacts with the flight control computer, which receives the pilot's altitude adjustment command and automatically updates the distance indicator displayed on the windshield, thus obtaining the updated distance indicator. The semi-transparent closed loop curve in the updated distance indicator will change accordingly.

[0121] Then, the flight control computer helps the pilot predict the distance between the aircraft and the landing point, i.e., the second landing point prediction distance, by visually confirming the digital marker of the semi-transparent closed loop curve corresponding to the projection area of ​​the landing point on the windshield.

[0122] Then, the pilot determines whether to adjust the deceleration based on the deviation between the predicted distance to the first landing point and the predicted distance to the second landing point. The flight control computer then receives the pilot's first deceleration command and continuously corrects the deviation between the predicted distance to the first landing point and the predicted distance to the second landing point until the flight control computer no longer receives the pilot's deceleration command. At this point, the aircraft can decelerate according to the current deceleration and autonomously reach the landing point, or the aircraft has already reached the landing point.

[0123] This embodiment provides a landing assistance method for an aircraft. It involves receiving an initial deceleration command, adjusting the aircraft's deceleration, and using the adjusted deceleration as a target deceleration. Based on the target deceleration, a first predicted landing point distance is calculated. A distance marker on the windshield is provided to the pilot. Upon receiving the pilot's first deceleration command, the aircraft's deceleration is adjusted, and the adjusted deceleration is used as the target deceleration, until no further deceleration command is received from the pilot or the aircraft reaches the landing point. The first deceleration command is a control command issued by the pilot based on a second predicted landing point distance (obtained by visually predicting the distance between the aircraft and the landing point using the distance marker) and a judgment made between this second predicted landing point distance and the first predicted landing point distance.

[0124] This embodiment, through the above-described scheme, provides the pilot with distance markings on the windshield, enabling the pilot to predict the distance to the second landing point. This assists the pilot in determining whether to adjust deceleration based on the deviation between the predicted distances to the first and second landing points. Then, by receiving the pilot's first deceleration command, the deviation between the predicted distances to the first and second landing points is continuously corrected. This effectively improves the accuracy of predicting the landing point of the aircraft during landing under visual manual control conditions.

[0125] Based on the first and / or second embodiments of this application, in the third embodiment of this application, the content that is the same as or similar to the first and / or second embodiments described above can be referred to the above description and will not be repeated hereafter. Based on this, please refer to Figure 3, after step S210 above, steps S310 to S350 are also included:

[0126] Step S310: Receive the second landing point prediction distance input by the pilot, wherein the second landing point prediction distance is obtained by the pilot predicting the distance between the aircraft and the landing point based on the distance marker under visual conditions;

[0127] In one embodiment, the flight control computer receives the second landing point prediction distance input by the pilot through a receiving unit. The second landing point prediction distance is the distance between the aircraft and the landing point estimated by the pilot based on visual conditions and distance markings on the windshield. This allows the flight control computer to automatically adjust the aircraft's deceleration based on the second landing point prediction distance.

[0128] Step S320: Determine the difference between the predicted distance of the first landing point and the predicted distance of the second landing point;

[0129] Step S330: When the predicted distance to the first landing point is greater than the predicted distance to the second landing point, reduce the deceleration of the aircraft and use the adjusted deceleration as the target deceleration;

[0130] Step S340: When the predicted distance to the first landing point is less than the predicted distance to the second landing point, increase the deceleration of the aircraft and use the adjusted deceleration as the target deceleration;

[0131] In one embodiment, the flight control computer automatically adjusts the deceleration of the aircraft by determining the relationship between the predicted distance to the second landing point and the predicted distance to the first landing point.

[0132] When the predicted distance to the first landing point is greater than the predicted distance to the second landing point, it means that when the aircraft decelerates at the current target deceleration, the flight distance will exceed the distance between the aircraft and the landing point, causing the aircraft to fail to land accurately at the landing point. In this case, the flight control computer needs to reduce the aircraft's deceleration and use the adjusted deceleration as the target deceleration.

[0133] When the predicted distance to the first landing point is greater than the predicted distance to the second landing point, it means that when the aircraft decelerates at the current target deceleration, the flight distance of the aircraft is less than the distance between the aircraft and the landing point, causing the aircraft to be unable to land accurately at the landing point. At this time, the flight control computer needs to increase the deceleration of the aircraft and use the adjusted deceleration as the target deceleration.

[0134] Step S350: When the aircraft has not reached the landing point, the following steps are performed: Calculate the predicted distance to the first landing point based on the target deceleration until the difference between the predicted distance to the first landing point and the predicted distance to the second landing point is within a preset deviation range.

[0135] Finally, after the flight control computer automatically adjusts the deceleration of the aircraft, it continues to execute step S120: calculate the predicted distance to the first landing point based on the target deceleration, until the difference between the predicted distance to the first landing point and the predicted distance to the second landing point is within the preset deviation range. At this time, the aircraft can decelerate at the current target deceleration and land at the landing point.

[0136] During the landing process, the pilot can continuously predict the distance to the second landing point through the windshield. When the predicted distance to the second landing point changes, the pilot can continue to input the predicted distance to the flight control computer through the receiving unit, so that the flight control computer can automatically adjust the deceleration of the aircraft.

[0137] This embodiment provides a landing assistance method for aircraft. By directly receiving the predicted distance to the second landing point obtained by the pilot through the windshield under visual conditions, the flight control computer can automatically adjust the deceleration of the aircraft, thereby improving the accuracy of the pilot's prediction of the aircraft's landing point under visual flight and manual control conditions.

[0138] This application also provides an aircraft landing assistance device. Referring to Figure 6, the aircraft landing assistance device is applied to an aircraft, which includes a windshield through which distance markers are displayed. The aircraft landing assistance device includes:

[0139] The receiving module 10 is used to receive the initial deceleration command, adjust the deceleration of the aircraft, and use the adjusted deceleration as the target deceleration;

[0140] The landing point prediction module 20 is used to calculate the predicted distance to the first landing point based on the target deceleration;

[0141] The landing assistance module 30 is used to readjust the deceleration of the aircraft based on the predicted distance to the first landing point and the distance marking on the windshield until the aircraft reaches the landing point.

[0142] The aircraft landing assistance device provided in this application, employing the aircraft landing assistance method described in the above embodiments, can solve the technical problem of improving the accuracy of predicting the landing point of the aircraft during landing under visual manual control conditions. Compared with the prior art, the beneficial effects of the aircraft landing assistance device provided in this application are the same as those of the aircraft landing assistance method provided in the above embodiments, and other technical features in the aircraft landing assistance device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0143] This application provides an aircraft landing assistance device, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the aircraft landing assistance method in the above embodiment.

[0144] Referring to Figure 7 below, a schematic diagram of a suitable aircraft landing assistance device for implementing embodiments of this application is shown. The aircraft landing assistance device in the embodiments of this application includes, but is not limited to, flight control computers, avionics computers, embedded computing devices, flight sensors (such as ultrasonic sensors, atmospheric data sensors, etc.), various flight instruments (such as barometric altimeters, etc.), and vehicle-mounted terminals (such as vehicle-mounted navigation terminals). The aircraft landing assistance device shown in Figure 7 is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0145] As shown in Figure 7, the aircraft landing aid includes a processing unit 1001 (e.g., a central processing unit, graphics processor, etc.), which can perform various appropriate actions and processes according to programs stored in read-only memory (ROM) 1002 or programs loaded from storage device 1003 into random access memory (RAM) 1004. RAM 1004 also stores various programs and data required for the operation of the aircraft landing aid. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the aircraft landing aid equipment to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows an aircraft landing aid equipment with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0146] According to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0147] The aircraft landing assistance device provided in this application, employing the aircraft landing assistance method described in the above embodiments, can solve the technical problem of improving the accuracy of predicting the landing point of the aircraft during landing under visual manual control conditions. Compared with the prior art, the beneficial effects of the aircraft landing assistance device provided in this application are the same as those of the aircraft landing assistance method provided in the above embodiments, and other technical features of this aircraft landing assistance device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0148] The various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0149] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0150] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the aircraft landing assistance method in the above embodiments.

[0151] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0152] The aforementioned computer-readable storage medium may be included in the aircraft landing aid or may exist independently and not incorporated into the aircraft landing aid.

[0153] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the aircraft landing aid device, cause the aircraft landing aid device to: receive an initial deceleration command, adjust the aircraft's deceleration, and use the adjusted deceleration as a target deceleration; calculate a first landing point prediction distance based on the target deceleration; and readjust the aircraft's deceleration based on the first landing point prediction distance and the distance marker on the windshield until the aircraft reaches the landing point.

[0154] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0155] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0156] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0157] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., computer programs) for executing the above-described aircraft landing assistance method. This solves the technical problem of improving the accuracy of predicting the landing point of an aircraft during landing under visual, manual control conditions. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the aircraft landing assistance method provided in the above embodiments, and will not be repeated here.

[0158] This application provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the aircraft landing assistance method described above.

[0159] The computer program product provided in this application solves the technical problem of improving the accuracy of predicting the landing point of an aircraft during landing under visual, manual control conditions. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the aircraft landing assistance method provided in the above embodiments, and will not be repeated here.

[0160] The above are merely embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent scope of this application.

Claims

1. A method for assisting aircraft landing, wherein, The method is applied to an aircraft, the aircraft including a windshield, through which a distance marker is displayed, the method comprising: Upon receiving the initial deceleration command, the aircraft's deceleration is adjusted, and the adjusted deceleration is used as the target deceleration. Based on the target deceleration, the predicted distance to the first landing point is calculated; Based on the predicted distance to the first landing point and the distance marker on the windshield, the aircraft's deceleration is readjusted until the aircraft reaches the landing point.

2. The method as described in claim 1, wherein, The step of calculating the predicted distance to the first landing point based on the target deceleration includes: Based on the preset flight envelope, the aircraft ground speed and the target deceleration, the first deceleration strategy is selected from the preset deceleration strategies; Based on the landing point prediction algorithm, the distance between the aircraft and the landing point is predicted according to the first deceleration strategy, and the predicted distance to the first landing point is calculated.

3. The method as described in claim 1 or 2, wherein, The step of readjusting the aircraft's deceleration based on the predicted distance to the first landing point and the distance marker on the windshield until the aircraft reaches the landing point includes: Provide the pilot with the distance markings on the windshield; Upon receiving the pilot's first deceleration command, the aircraft's deceleration is adjusted, and the adjusted deceleration is used as the target deceleration, until no further deceleration command is received from the pilot or the aircraft reaches the landing point. The first deceleration command is a control command made by the pilot based on the deviation between the second predicted landing point distance (obtained by the pilot through the distance marker under visual conditions) and the first predicted landing point distance.

4. The method of claim 3, wherein, The distance indicator is electronically displayed on the windshield, and after the step of providing the distance indicator on the windshield to the pilot, the method further includes: Receive the pilot's altitude adjustment instruction, update the distance indicator, and obtain the updated distance indicator; Upon receiving the pilot's first deceleration command, the aircraft's deceleration is adjusted, and the adjusted deceleration is used as the target deceleration, until no further deceleration command is received from the pilot or the aircraft reaches the landing point. The first deceleration command is a control command issued by the pilot based on the deviation between the second predicted landing point distance (obtained by the pilot based on the distance between the aircraft and the landing point under visual conditions and the updated distance marker) and the first predicted landing point distance.

5. The method as described in claim 3 or 4, wherein, Following the step of providing the pilot with the distance markers on the windshield, the method further includes: Receive the second predicted landing point distance input by the pilot, wherein the second predicted landing point distance is obtained by the pilot predicting the distance between the aircraft and the landing point based on the distance marker under visual conditions; Determine the difference between the predicted distances to the first landing point and the predicted distances to the second landing point; When the predicted distance to the first landing point is greater than the predicted distance to the second landing point, the deceleration of the aircraft is reduced, and the adjusted deceleration is used as the target deceleration; When the predicted distance to the first landing point is less than the predicted distance to the second landing point, the deceleration of the aircraft is increased, and the adjusted deceleration is used as the target deceleration. When the aircraft fails to reach the landing point, the following steps are performed: calculate the predicted distance to the first landing point based on the target deceleration, until the difference between the predicted distance to the first landing point and the predicted distance to the second landing point is within a preset deviation range.

6. The method according to any one of claims 1 to 5, wherein, The distance markers include several semi-transparent closed loop curves, which correspond to the projection areas of the landing points displayed on the windshield at different predicted landing point distances.

7. The method of claim 6, wherein, The distance markers are projected onto the windshield via a head-up display system, and different distance markers correspond to different aircraft altitudes.

8. An aircraft landing aid device, wherein, The aircraft landing assistance device is applied to an aircraft, which includes a windshield through which distance markers are displayed. The aircraft landing assistance device includes: The receiving module is used to receive the initial deceleration command, adjust the deceleration of the aircraft, and use the adjusted deceleration as the target deceleration; The landing point prediction module is used to calculate the predicted distance to the first landing point based on the target deceleration. The landing assistance module is used to readjust the deceleration of the aircraft based on the predicted distance to the first landing point and the distance marking on the windshield until the aircraft reaches the landing point.

9. An aircraft landing aid device, wherein, The aircraft landing assistance device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the aircraft landing assistance method as described in any one of claims 1 to 7.

10. A storage medium, wherein, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the aircraft landing assistance method as described in any one of claims 1 to 7.

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