CN116129677A - Flight plan generation method, device, computer equipment and storage medium - Google Patents

Abstract

The present application relates to a flight plan generation method, apparatus, computer device, storage medium and computer program product. The method comprises the following steps: acquiring landing data and route data; selecting, based on the landing data, a height of a descent vertex from the candidate heights of the route data; determining the position of the descending vertex according to the height of the descending vertex and the route data; screening the height of each waypoint from the alternative height according to the landing data and the height of the descending vertex; determining the position of the waypoint according to the altitude of the waypoint and the route data; and determining the position of the climbing vertex according to the position of the waypoint and the data of the take-off airport. By adopting the method, the complete flight plan can be screened according to the resources consumed in each stage according to the three parts of the landing stage, the navigation stage and the climbing stage, so that the resource consumption of each stage is controlled, the resource consumption is reduced, and the fuel oil resource is saved.

Description

Flight plan generation method, device, computer equipment and storage medium

technical field

The present application relates to the field of aviation technology, in particular to a flight plan generation method, device, computer equipment, storage medium and computer program product.

Background technique

At present, the operation of aircraft mainly adopts the operation method of selecting the cost index, which requires the airline to select the cost index suitable for the aircraft of the company. The aircraft operating under this cost index can minimize the sum of these two costs, so as to save costs. The cost index does not indicate what altitude the aircraft should take under real weather conditions.

At present, there is no domestically produced computerized flight planning system with cruising altitude optimization function in my country, and domestic airlines mainly rely on foreign advanced flight planning systems to make flight plans. The traditional cruising altitude optimization method uses the method of checking aircraft performance charts, which is time-consuming and laborious, and the performance charts only have a few specific altitudes and weights, making it difficult to accurately formulate flight plans that consume less resources.

Contents of the invention

Based on this, it is necessary to provide a flight plan generation method, device, computer equipment, computer-readable storage medium and computer program product capable of reducing resource consumption in order to address the above technical problems.

In a first aspect, the present application provides a method for generating a flight plan. The methods include:

Obtain landing data and route data;

Based on the landing data, selecting the altitude of the descending apex from the alternative altitudes of the route data; determining the position of the descending apex according to the height of the descending apex and the route data;

According to the landing data and the height of the descent apex, the height of each waypoint is screened from the candidate height;

determining the position of the waypoint according to the altitude of the waypoint and the route data;

The position of the top of climb is determined according to the position of the waypoint and the departure airport data.

In one of the embodiments, the landing data includes the landing weight, the location of the landing airport, and the meteorological data of the landing airport; the selection of the height of the descent apex from the alternative heights of the route data based on the landing data includes :

Determine that each of the candidate heights is the height of each candidate descending vertex;

determining the fuel flow at each of the alternative altitudes based on the landing weight and the meteorological data of the landing airport;

Based on the meteorological data of the landing airport, determine the landing speed of the aircraft under the wind speed of each of the alternative heights;

According to the fuel flow at each of the alternative altitudes and the aircraft speed at the wind speed at each of the alternative altitudes, the unit fuel consumption at each of the alternative altitudes corresponding to the landing airport is calculated;

According to the unit fuel consumption at each of the candidate heights, the height of the descending top is selected from the heights of the candidate descending peaks.

In one of the embodiments, according to the landing data and the altitude of the descent apex, the altitude of each waypoint is screened from the candidate altitude, including:

According to the landing data and the altitude of the descent apex, determine the weight of the aircraft at different alternative altitudes for each of the waypoints;

According to the geographical position of each said waypoint, determine the flight segment divided by each said waypoint;

According to the weight of the aircraft at different alternative altitudes for each of the waypoints, determine the unit fuel consumption at different alternative altitudes corresponding to each of the flight segments;

According to the unit fuel consumption at different alternative altitudes corresponding to each flight segment, the altitude of each waypoint is screened from the alternative altitudes.

In one of the embodiments, according to the landing data and the altitude of the descent apex, determining the weight of the aircraft at different alternative altitudes for each waypoint includes:

determining a landing distance between the apex of descent and a landing airport location based on the height of the apex of descent;

Mapping the landing weight based on the landing distance to obtain the weight of the aircraft at the top of the descent;

Determine the corresponding waypoint of the descending vertex according to the order of each waypoint; according to the distance between the descending vertex and the corresponding waypoint, map the weight of the aircraft at the descending vertex to obtain the corresponding waypoint aircraft weight;

The weight of the aircraft at the corresponding waypoints is mapped sequentially according to the distance between adjacent waypoints at different candidate altitudes, and the weight of the aircraft at each of the waypoints at different candidate altitudes is determined.

In one of the embodiments, according to the weight of the aircraft at different alternative altitudes at each of the waypoints, the unit fuel consumption at different alternative altitudes corresponding to each of the flight segments is determined, including:

According to the weight of the aircraft at different alternative altitudes for each of the waypoints, determine the true air speed of each of the flight segments at different alternative altitudes;

According to the weight of the aircraft at different alternative altitudes for each of the waypoints, and the meteorological data of each of the flight segments at different alternative altitudes, determine the fuel flow of each of the flight segments at different alternative altitudes;

From the meteorological data of each of the flight segments at different alternative heights, obtain the wind speed of each of the flight segments at different alternative heights; The true air speed of different alternative altitudes, to determine the speed of each said flight segment in each said alternative altitude;

According to the fuel flow rate of each flight segment at different alternative altitudes, and the speed of each of the flight segments at each of the alternative altitudes, the unit fuel consumption at different alternative altitudes corresponding to each of the flight segments is obtained.

In one of the embodiments, the determining the position of the waypoint according to the height of the waypoint and the route data includes:

performing an availability adjustment on the altitude of the waypoint to obtain an adjusted altitude of the waypoint;

extracting geographic coordinates of the waypoint from the route data;

The position of the waypoint is obtained by combining the adjusted height of the waypoint with the geographic coordinates of the waypoint.

In one of the embodiments, the determining the position of the climbing apex according to the position of the waypoint and the departure airport data includes:

According to the position of the waypoint and the take-off airport data, determine the position of the initial waypoint and the take-off weight;

determining the reference aircraft weight of the initial waypoint; the reference aircraft weight of the initial waypoint is obtained by calculating each of the waypoints one by one according to the landing data;

Based on the take-off airport data and the position of the initial waypoint, the take-off weight is mapped to obtain the corrected aircraft weight of the initial waypoint;

If the weight difference between the aircraft weight for correction at the initial waypoint and the reference aircraft weight is greater than a preset weight threshold, after adjusting the take-off weight according to the weight difference, perform the The step of mapping the take-off weight to the field position and the position of each waypoint;

If the weight difference between the aircraft weight for correction at the initial waypoint and the reference aircraft weight is less than the preset weight threshold, then according to the take-off weight, select the take-off airport from the waypoints. A target waypoint: according to the target waypoint, determine the position of the climbing apex corresponding to the target waypoint.

In one of the embodiments, the departure airport data includes departure airport location and departure airport meteorological data; based on the departure airport data and the position of the initial waypoint, the take-off weight is mapped , to obtain the corrected aircraft weight for the initial waypoint, including:

Determine the aircraft climb performance data under the take-off airport meteorological data according to the take-off weight, and determine the aircraft weight of each candidate climb apex;

The weight of the aircraft for correction at the initial waypoint is determined according to the aircraft cruising performance data of the aircraft weight at each of the candidate climbing points under the meteorological data of the departure airport.

In one of the embodiments, the determining the position of the initial waypoint and the take-off weight according to the position of the waypoint and the take-off airport data includes:

When there is no initial candidate waypoint, from the positions of each of the waypoints, select a waypoint with a preset distance from the departure airport to obtain an initial candidate waypoint;

determining an initial takeoff weight based on the initial candidate waypoint and the location of the takeoff airport;

determining an initial candidate waypoint and adjacent waypoints of the initial candidate waypoint according to the order of the waypoints from the initial airport to the landing airport;

judging whether the initial candidate waypoint satisfies the initial waypoint condition according to the adjacent waypoint;

If not, after updating the initial candidate waypoints according to the adjacent waypoints, perform the step of determining an initial take-off weight based on the initial candidate waypoints and the location of the take-off airport;

If so, determine the position of the initial candidate waypoint as the position of the initial waypoint, and use the initial take-off weight as the take-off weight.

In one of the embodiments, the adjacent waypoints include the previous waypoint and the next waypoint of the initial candidate waypoint; according to the adjacent waypoints, it is judged whether the initial candidate waypoint satisfies Initial waypoint conditions, including:

calculating a climb distance between the departure airport and the location of the initial candidate waypoint based on the location of the initial candidate waypoint and the location of the departure airport;

determining a first climb threshold between the departure airport and the initial candidate waypoint based on the location of the initial candidate waypoint and the location of the departure airport;

calculating a second climb threshold between the departure airport and the initial candidate waypoint based on the location of the subsequent waypoint and the location of the departure airport;

If the climb distance is between the first climb threshold and the second climb threshold, the initial candidate waypoint satisfies an initial waypoint condition.

In one of the embodiments, the updating the initial candidate waypoint according to the adjacent waypoint includes:

If the climb distance is less than the first climb threshold, then use the latter waypoint as the initial candidate waypoint;

If the climb distance is greater than the second climb threshold, the previous waypoint is used as the initial candidate waypoint.

In one embodiment, the method also includes:

Determine the landing distance according to the position of the landing airport and the position of the descending apex; calculate the landing fuel consumption based on the landing distance and the target unit fuel consumption corresponding to the landing airport; the target unit fuel consumption corresponding to the landing airport , is determined according to the aircraft speed and fuel flow under the influence of the meteorological data of the landing airport;

Determine the cruising distance according to the position of the waypoint; calculate the cruising fuel consumption based on the cruising distance and the cruising unit fuel consumption of each voyage section; the cruising unit fuel consumption is based on the meteorological data of each voyage section cruising Under the influence of aircraft speed and fuel flow determined;

Determine the climb distance according to the position of the take-off airport and the position of the climb apex; calculate the climb fuel consumption based on the climb distance and the target unit fuel consumption corresponding to the take-off airport; the target unit fuel consumption corresponding to the take-off airport , is determined from the aircraft speed and fuel flow under the influence of meteorological data at the location of the departure airport.

In a second aspect, the present application also provides a flight plan generation device. The devices include:

The data acquisition module is used to acquire landing data and route data;

The descending apex positioning module is used to select the height of the descending apex from the alternative heights of the route data based on the landing data; determine the position of the descending apex according to the height of the descending apex and the route data;

a waypoint height determination module, configured to screen the height of each waypoint from the candidate heights according to the landing data and the height of the descent apex;

a waypoint height adjustment module, configured to determine the position of the waypoint according to the height of the waypoint and the route data;

The climbing apex determination module is used to determine the position of the climbing apex according to the position of the waypoint and the departure airport data.

In a third aspect, the present application also provides a computer device. The computer device includes a memory and a processor, the memory stores a computer program, and the processor implements the steps of generating the flight plan in any of the above embodiments when executing the computer program.

In a fourth aspect, the present application also provides a computer-readable storage medium. The computer-readable storage medium has a computer program stored thereon, and when the computer program is executed by a processor, the steps of generating the flight plan in any of the above-mentioned embodiments are realized.

In a fifth aspect, the present application also provides a computer program product. The computer program product includes a computer program, and when the computer program is executed by a processor, the steps of generating the flight plan in any of the above embodiments are realized.

In the above-mentioned flight plan generation method, device, computer equipment, storage medium and computer program product, the route data can reflect the geographic location and alternative altitude of the descending apex, and then filter the alternative altitudes through the landing data to obtain the altitude of the descending apex, Then determine the position where the aircraft in the aircraft plan enters the landing stage; then, start to select the height of the waypoint in the route data according to the position of the apex of descent, and then cooperate with the route data to determine the position of the waypoint, and then determine that the aircraft in the aircraft plan is cruising Then, the position of the climb apex is determined by the position of the waypoint and the departure airport data, and then the position of the aircraft in the flight plan to end the climb phase is determined. In this process, the complete flight plan can be screened according to the resources consumed in each stage according to the three parts of the landing stage, the navigation stage, and the climbing stage, and then control the resource consumption of each stage, thereby reducing resource consumption. Consumption, saving fuel resources.

Description of drawings

Fig. 1 is an application environment diagram of a flight plan generation method in an embodiment;

FIG. 2 is a schematic flow diagram of a method for generating a flight plan in an embodiment;

Fig. 3 is a schematic flow chart of unit fuel consumption generation in an embodiment;

Fig. 4 is a schematic flow chart of determining the descent apex and corresponding waypoints in one embodiment;

Fig. 5 is a schematic flow chart of determining the top of climbing in one embodiment;

Fig. 6 is a schematic flow chart of determining the top of climbing in one embodiment;

Fig. 7 is a schematic flowchart of a method for generating a flight plan in an embodiment;

Fig. 8 is a structural block diagram of a flight plan generating device in an embodiment;

Figure 9 is an internal block diagram of a computer device in one embodiment.

Detailed ways

In order to make the purpose, technical solution and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only used to explain the present application, and are not intended to limit the present application.

The method for generating a flight plan provided in the embodiment of the present application may be applied in the application environment shown in FIG. 1 . Wherein, the terminal 102 communicates with the server 104 through the network. The data storage system can store data that needs to be processed by the server 104 . The data storage system can be integrated on the server 104, or placed on the cloud or other network servers.

Wherein, the terminal 102 may be, but not limited to, various personal computers, Internet of Things devices, and portable wearable devices, and the Internet of Things devices may be smart airborne devices, smart vehicle-mounted devices, and the like. Portable wearable devices can be smart watches, smart bracelets, head-mounted devices, and the like. The server 104 can be implemented by an independent server or a server cluster composed of multiple servers.

In the operating costs of airlines, fuel costs and time costs occupy a large part. With the increase of international fuel prices and labor costs of service personnel, airlines have a huge demand for the control of operating costs. In the field of airline operation and control, optimized computerized flight plans can save airlines a lot of cost.

At present, the operation of aircraft mainly adopts the operation method of selected cost index. The airline has selected a cost index suitable for the company's aircraft based on the company's service personnel salary standards and the current international oil price. Aircraft operating under this cost index can minimize the sum of these two costs, so as to save costs. The cost index does not indicate the altitude profile of the aircraft under real weather conditions.

For airlines, a route from departure to destination airport is generally fixed because it needs to apply to the control unit, that is, the horizontal path of the route is relatively fixed. However, due to the meteorological conditions of the day, the different airspace conditions, and the change in aircraft weight due to fuel consumption, a single cruising level is not always fuel efficient. For intercontinental flights, the most important voyage time is in the cruising stage, and a small percentage of cost savings in the cruising stage can bring considerable economic benefits to airlines. Therefore, airlines are in urgent need of a means to know when to adjust the flight altitude of the aircraft so that it is in a dynamic optimal state.

The traditional cruising altitude optimization method uses the method of checking aircraft performance charts, which is time-consuming and laborious, and the performance charts only have a few specific altitudes and weights, which cannot take into account the real weather conditions. In order to improve the degree of localization of the flight plan making system, improve the economic benefits of airlines, and fill the gaps in the domestic flight plan system, in view of this, a computerized flight plan making method considering the optimization of cruising altitude is proposed, which can reduce the operating costs of airlines. Purpose.

In one embodiment, as shown in FIG. 2 , a method for generating a flight plan is provided. The application of the method to the terminal 102 in FIG. 1 is used as an example for illustration, including the following steps:

Step 202, acquiring landing data and route data.

The landing data can plan the information of the aircraft during the landing process to a certain extent, and then more accurately plan the relevant information of the aircraft during the flight. Exemplarily, the landing data includes, but is not limited to: the landing condition of the aircraft, the location of the landing airport, the weather data of the landing airport, and the landing weight of the aircraft.

Route data includes alternate altitudes and lateral paths. The alternative altitude can be determined by checking the aircraft performance chart; the alternative altitude includes the alternative altitude of the landing apex at the landing airport, as well as the alternative altitude of each waypoint. The alternative altitude of each waypoint needs to be determined according to the principle of alternative altitude. definition. Exemplarily, the principle of alternative altitudes includes the principle of east single and west double (that is, flying eastwards uses even-numbered altitudes, and flying westwards uses odd-numbered altitudes).

The transverse path includes the geographic location of each waypoint; the geographic location of each waypoint is arranged sequentially, and can reflect at least part of the geographic location of the way from the landing airport to the departure airport. These geographical positions can be the geographical position of the waypoint in the absolute coordinate system, or the geographical position of the waypoint in some relative coordinate system; one of the typical geographical position of the waypoint in the absolute coordinate system is the route The latitude and longitude of the point. Both the landing data and the route data can be stored in the database, and can also be manually input into the terminal, so that the terminal can execute corresponding processes based on the acquired data.

Step 204, based on the landing data, select the altitude of the descent apex from the alternative altitudes of the route data; determine the position of the descent apex according to the height of the descent apex and the route data.

The position of the apex of descent is the position from which the aircraft descends from the cruising altitude so that the aircraft reaches the landing airport. The top of descent may coincide with the waypoint, but in most cases the aircraft arrives from the waypoint cruise. The height of the descent peak is calculated based on the landing data, which can be defined according to the aircraft dynamic performance and other data under the meteorological data of the landing airport. The geographic coordinates of the descending vertex may be preset data in the route data. The position of the descent apex is an exact position that the aircraft can reach. Exemplarily, the position of the descent apex includes latitude, longitude and altitude.

In one embodiment, the landing data includes the landing weight, the location of the landing airport, and the meteorological data of the landing airport; based on the landing data, selecting the altitude of the descending apex from the alternative altitudes of the route data includes: determining each alternative altitude as each alternative altitude The height of the selected descent apex; based on the landing weight and the meteorological data of the landing airport, determine the fuel flow of each alternative height; based on the meteorological data of the landing airport, determine the aircraft landing speed under the wind speed of each alternative height; According to the fuel flow rate and the aircraft speed under the wind speed of each alternative altitude, the unit fuel consumption at each alternative altitude corresponding to the landing airport is calculated; Pick the height of the descending apex.

The geographic location of the alternative descent apex can be defined according to the location of the landing airport, which is equivalent to a preset; while the landing weight is the weight of the aircraft landing, and the landing weight changes according to the distance between the landing airport and the alternative descent apex, which can reflect The weight of the aircraft at each alternative descent peak, and then calculate the power performance of the aircraft under the influence of the meteorological data of the alternative altitude, and then calculate the fuel flow according to the power performance.

The landing speed of the aircraft under the wind speed of each alternative altitude is the aircraft speed under the influence of the wind temperature and wind speed in the meteorological data. Thus, according to the fuel flow of each alternative altitude and the aircraft speed under the wind speed of each alternative altitude, the unit fuel consumption at each alternative altitude corresponding to the landing airport is calculated, jumping out of the shackles of traditional charts, and can accurately calculate Specific fuel consumption for different alternative descent tops.

Exemplarily, the expression of unit fuel consumption at each alternative altitude corresponding to the landing airport is as follows:

Among them, Mileage is the mileage fuel of the aircraft at each alternative descent level; ff is the fuel flow at each alternative altitude at the landing airport, V _tas is the true air speed at each alternative altitude at the landing airport, and V _ws is based on meteorological data Interpolated wind speed.

After obtaining the unit fuel consumption at each alternative altitude corresponding to the landing airport, each select an alternative altitude with the smallest unit fuel consumption as the height of the descent apex. Therefore, at least in the landing stage of the aircraft, the descent peak with the smallest unit fuel consumption can be accurately selected, so that the aircraft can land with less unit fuel consumption, saving fuel consumption during the voyage.

Step 206, according to the landing data and the altitude of the descent apex, the altitude of each waypoint is screened from the alternative altitudes.

Since the altitude of the descending apex is the virtual point where the aircraft changes from the cruising state to the landing state after the aircraft passes through each waypoint for cruising, and the geographic coordinates of the descending apex are equivalent to being preset; the height of the descending apex can be directly or indirectly used The distances to waypoints at different alternative altitudes, and the landing data are processed to filter out the altitudes of each waypoint. The altitude of the waypoint is the final result of the iterative process of the aircraft in the process of determining the altitude of the aircraft by the geographical location of the waypoint. Two waypoints connect a leg in the route data.

In a possible embodiment, according to the landing data and the altitude of the descending apex, the height of each waypoint is screened from the alternative altitudes, including: according to the landing data and the altitude of the descending apex, determining the aircraft whose waypoints are at different alternative altitudes Weight; according to the geographic location of each waypoint, determine the flight segments divided by each waypoint; Unit fuel consumption at different alternative altitudes corresponding to the flight segment, and filter the altitude of each waypoint from the alternative altitudes.

The landing data can reflect the status of the aircraft at the landing airport, and the status of the aircraft at the landing airport can be mapped to the weight of the aircraft at different alternative altitudes at each waypoint through the height of the descent apex. The mapping process can be queried according to the preset chart. owned.

The flight segments divided by each waypoint further refine the aircraft cruise process, and the respective meteorological data of each flight segment can affect the process of the aircraft in each flight segment. The process can be obtained by mapping according to a certain order of each waypoint. To directly determine the weight of the aircraft at different alternative altitudes at each waypoint, and then use the weight of the aircraft at the same alternative altitude and the meteorological data to determine the dynamic performance of the aircraft at this alternative altitude, and then calculate the different alternative altitudes of the aircraft in each flight segment. Select the unit fuel consumption at the altitude, and then select the altitude of each waypoint from the alternative altitudes according to the unit fuel consumption at different alternative altitudes corresponding to each flight segment. Therefore, the unit fuel consumption is selected for the altitude of each waypoint, and the alternative altitude with the least unit fuel consumption is selected as the cruising altitude of this flight segment, so as to more accurately reduce the fuel consumption of the aircraft during cruising.

Step 208, determine the position of the waypoint according to the height of the waypoint and the route data.

The altitude of the waypoint is selected through steps 202-206, and the geographic location of the waypoint can be obtained from the route data, and the altitude and geographic location of the same waypoint are combined to obtain the location of the waypoint. The position of the waypoint can clarify exactly where the waypoint is in the cruise of the aircraft.

In a possible embodiment, determining the position of the waypoint according to the height of the waypoint and the route data includes: adjusting the height of the waypoint for availability to obtain the adjusted height of the waypoint; extracting the geographic coordinates of the waypoint from the route data ; According to the combination of the adjusted altitude of the waypoint and the geographic coordinates of the waypoint, the position of the waypoint is obtained.

Optionally, adjusting the height of the waypoint includes: adjusting according to at least one of the cruise conditions such as the requirement of step descent, the limitation on the number of climbs, the height of a single climb, the interval between continuous climbs, etc., to obtain the height of the waypoint Adjusted height.

After the adjusted altitude of the waypoint is combined with the geographical coordinates of the waypoint, the position of the waypoint is more suitable for the needs of different airlines, so as to avoid excessive turbulence of the aircraft or other events that affect the user experience.

Step 210, determine the position of the climbing apex according to the position of the waypoint and the departure airport data.

The position of the top of climb is the transition from the climb phase of the aircraft to the cruise phase, so that the aircraft proceeds to the waypoint at the cruise altitude. It is possible that the top of climb is coincident with a waypoint, more likely it is between two waypoints. The climbing apex is defined based on the data of the departure airport, and the position of the waypoint calculated according to the landing data and flight data is adjusted so that the forward calculation result of the fuel is similar to the reverse calculation result, on the premise of ensuring safety to reduce fuel consumption.

In an exemplary embodiment, steps 202-210 include acquiring meteorological data and preset landing data of the aircraft on the route data; determining the descending peak of the aircraft under the meteorological data based on the preset landing data, and according to Altitude to determine each alternative altitude; obtain the geographic coordinates of the waypoint from the route data; filter out the altitude of the waypoint from each alternative altitude according to the preset landing data and the geographic coordinates of the waypoint; according to the geographic coordinates of the waypoint and the waypoint Altitude, generate the flight plan of the aircraft.

In one embodiment, the method also includes:

The landing distance is determined according to the position of the landing airport and the position of the apex of descent; the landing fuel consumption is calculated based on the landing distance and the fuel consumption of the target unit corresponding to the landing airport; the fuel consumption of the target unit corresponding to the landing airport is influenced by the meteorological data of the landing airport location determined by the aircraft speed and fuel flow;

Determine the cruising distance according to the position of the waypoint; calculate the cruising fuel consumption based on the cruising distance and the cruising unit fuel consumption of each voyage section; the cruising unit fuel consumption is based on the aircraft speed and fuel flow under the influence of the meteorological data of each voyage section cruising definite;

The climb distance is determined according to the location of the departure airport and the position of the climb apex; the climb fuel consumption is calculated based on the climb distance and the fuel consumption of the target unit corresponding to the departure airport; the fuel consumption of the target unit corresponding to the departure airport is based on the location of the departure airport Determined by aircraft speed and fuel flow under the influence of meteorological data.

The climb distance is the distance during the climb of the aircraft, the cruising distance is the distance obtained by the aircraft cruising in each flight segment, and the landing distance is the distance during the landing process of the aircraft. The target unit fuel consumption corresponding to the landing airport is the minimum unit fuel consumption during the landing stage of the aircraft at the landing airport; The target unit fuel consumption is the minimum unit fuel consumption of the aircraft during the climb phase at the departure airport. Among them, the target unit fuel consumption corresponding to the landing airport, the cruise unit fuel consumption, and the target unit fuel consumption corresponding to the departure airport are all determined according to the unit fuel consumption of the respective alternative altitudes. Thus, the final fuel consumption of the flight plan can be accurately measured through the fuel consumption during climb, cruise and descent.

Optionally, the method further includes combining climb fuel consumption, cruising fuel consumption and descent fuel consumption to obtain voyage fuel, and using the voyage fuel to determine the fuel consumption of the flight plan.

In the above-mentioned flight plan generation method, the route data can reflect the geographic location and alternative altitude of the descending apex, and then screen the alternative altitudes through the landing data to obtain the altitude of the descending apex, and then determine the time when the aircraft in the aircraft plan enters the landing stage. Then, start to select the height of the waypoint in the route data according to the position of the descending apex, and then cooperate with the route data to determine the position of the waypoint, and then determine the various positions of the aircraft in the aircraft plan in the cruising stage; then, use the waypoint The position and departure airport data determine the position of the apex of climb, which in turn determines the position in the flight plan where the aircraft ends the climb phase. In this process, the complete flight plan can be screened according to the resources consumed in each stage according to the three parts of the landing stage, the navigation stage, and the climbing stage, and then control the resource consumption of each stage, thereby reducing resource consumption. Consumption, saving fuel resources.

In one embodiment, as shown in FIG. 3 , according to the height of the landing data and the apex of descent, the height of each waypoint is screened from alternative heights, including:

Step 302, according to the landing data and the altitude of the descent apex, determine the weight of the aircraft at different alternative altitudes for each waypoint.

In one embodiment, according to the landing data and the altitude of the descent apex, determining the weight of the aircraft at different alternative altitudes for each waypoint includes: determining the landing distance between the descent apex and the landing airport position based on the height of the descent apex; The landing distance is mapped to the landing weight to obtain the weight of the aircraft at the top of the descent; the corresponding waypoints at the top of the descent are determined according to the order of the waypoints; according to the distance between the top of the descent and the corresponding waypoint, the weight of the aircraft at the top of the descent is mapped to obtain the corresponding The weight of the aircraft at the waypoints; in turn, according to the distance between adjacent waypoints at different alternative heights, the weight of the aircraft corresponding to the waypoints is mapped to determine the weight of the aircraft at each waypoint at different alternative altitudes.

The landing distance refers to the distance from the cruising state to the landing airport after the aircraft changes from the cruising state to the landing state. Optionally, in order to further ensure the accurate calculation of the landing distance and the weight of the aircraft at different alternative altitudes at each waypoint, the landing distance can be calculated according to the meteorological data at different alternative altitudes.

The order of each waypoint is obtained by arranging the geographic location of each waypoint according to the route from the departure airport to the landing airport. Optionally, determining the corresponding waypoints of the descending apex according to the order of the waypoints includes: determining the waypoints at preset sequence positions as the corresponding waypoints of the descending apex according to the order of the waypoints. Wherein, the waypoint at the preset sequential position may be the last waypoint among the waypoints.

In an exemplary embodiment, according to the distance between the descent apex and the corresponding waypoint, the aircraft weight at the descent apex is mapped to obtain the aircraft weight corresponding to the waypoint, including: determining the distance and the distance between the descent apex and the corresponding waypoint Weight change value conversion relationship; according to the distance and weight change value conversion relationship, determine the weight conversion coefficient of the distance between the descending peak and the corresponding waypoint; according to the weight conversion coefficient, adjust the weight of the aircraft at the descending peak to obtain the aircraft weight corresponding to the waypoint .

In an optional embodiment, according to the distance between adjacent waypoints at different alternative heights, the weight of the aircraft corresponding to the waypoints is mapped to determine the weight of the aircraft at different alternative heights for each waypoint, including : From the corresponding waypoint to the first waypoint, according to the distance between adjacent waypoints at different alternative altitudes, map the weight of the aircraft corresponding to the waypoints, and determine the aircraft at different alternative altitudes for each waypoint weight.

Therefore, the landing distance is mapped to the landing weight according to the corresponding chart, and the weight of the aircraft at the top of the descent is obtained; and then the weight of the aircraft at different alternative altitudes at each waypoint is gradually determined according to the weight of the aircraft at the top of the descent, so as to accurately determine each route Point the weight at the corresponding height.

Step 304, according to the geographic location of each waypoint, determine the flight segments divided by each waypoint.

Step 306, according to the weight of the aircraft at different alternative altitudes at each waypoint, determine the unit fuel consumption at different alternative altitudes corresponding to each flight segment.

In one embodiment, according to the weight of the aircraft at different alternative altitudes at each waypoint, the unit fuel consumption at different alternative altitudes corresponding to each flight segment is determined, including: according to the weight of the aircraft at different alternative altitudes at each waypoint, Determine the true air speed of each flight segment at different alternative altitudes; determine the fuel consumption of each flight segment at different alternative altitudes according to the weight of the aircraft at each waypoint at different alternative altitudes, and the meteorological data of each flight segment at different alternative altitudes Flow rate; from the meteorological data of each flight segment at different alternate heights, obtain the wind speed of each flight segment at different alternate heights; according to the wind speed of each flight segment at different alternate heights and the vacuum of each flight segment at different alternate heights Determine the speed of each flight segment at each alternative altitude; according to the fuel flow of each flight segment at different alternative altitudes, and the speed of each flight segment at each alternative altitude, obtain the corresponding alternatives for each flight segment. Unit fuel consumption at altitude.

The true air speed of each flight segment at different alternative altitudes is the speed at which the aircraft navigates in each flight segment with the power of the aircraft under the influence of the weight change of the aircraft at different alternative altitudes. Without considering the influence of wind temperature and wind speed, the accuracy of true air speed is relatively high.

In one embodiment, according to the wind speed of each flight segment at different alternative heights and the true air speed of each flight segment at different alternative heights, determining the speed of each flight segment at each candidate height includes: determining the speed of each flight segment at each candidate height. The wind speed at a certain alternative height, and determine the true air speed of each flight segment at the alternate height; under the same alternative height, combine the respective wind speeds of each flight segment with the respective true air speeds of each flight segment to obtain The velocity of the segment at this alternative altitude.

Exemplarily, for the unit fuel consumption at different alternative altitudes corresponding to each flight segment, its expression is as follows:

Among them, Mileage is the mileage fuel of the aircraft at each alternative descent level; ff is the fuel flow rate of each flight segment at each alternate altitude, V _tas is the true air speed of each flight segment at each alternate altitude, and V _ws is based on Wind speed interpolated from meteorological data.

Therefore, the cruising stage is subdivided into multiple flight segments, and the unit fuel consumption at different alternative altitudes is selected based on each flight segment, and then the minimum fuel consumption,

Step 308 , according to the unit fuel consumption at different alternative altitudes corresponding to each flight segment, the altitude of each waypoint is screened from the alternative altitudes.

In an exemplary embodiment, as shown in FIG. 4 , the calculation process is shown starting from human-computer interaction. Firstly, input the landing weight, and calculate the distance from each alternative altitude level to the landing airport based on the meteorological and performance data of the day, determine the height of each alternative descent apex, and obtain the alternative TOD positions of each altitude layer; secondly, calculate each alternative TOD point The unit fuel under the current aircraft weight and meteorological data, that is, the mileage fuel; finally, the alternative TOD position at the altitude where the minimum mileage fuel is located is the final TOD position, and the first TOD before TOD is determined according to the landing distance and the positional relationship of each waypoint. Waypoints are the corresponding waypoints, and the last waypoint of the cruise is obtained.

Optionally, according to the landing data and the height of the descent apex, determine the weight of the aircraft at different alternative heights at each waypoint, including: generating a reference profile based on the height of the TOD point and the weight of the aircraft; Select the database corresponding to the level and the reference profile, and reversely calculate the weight of the aircraft passing through each waypoint from the last waypoint to the first waypoint;

Correspondingly, according to the weight of the aircraft at different alternative altitudes at each waypoint, determine the unit fuel consumption at different alternative altitudes corresponding to each flight segment, including: based on the average wind temperature between flight segments and the average weight of each flight segment, calculate the Mileage fuel at each alternate level between points.

Wherein, the reference profile includes an initial profile equal to the TOD height generated according to the flight route, and the profile connects the TOD point and the waypoint before the TOD, and the waypoint to the cruising start waypoint. According to the average wind temperature and the aircraft weight at the next waypoint between each flight segment, the interpolation calculation can obtain the aircraft weight at the previous waypoint, and iteratively calculate to the first waypoint. Among them, according to the average wind temperature and aircraft weight at the next waypoint between each flight segment, the weight of the aircraft at the previous waypoint is calculated by interpolation, and the fuel consumption between each waypoint is determined based on the weight difference between adjacent waypoints .

According to the unit fuel consumption at different alternative altitudes corresponding to each flight segment, the altitude of each waypoint is screened from the alternative altitude, including: generating an altitude profile based on the minimum fuel mileage of each altitude layer between each waypoint.

Optionally, performing an availability adjustment on the altitude of the waypoint to obtain an adjusted altitude of the waypoint includes: performing an availability adjustment on the generated altitude profile. Among them, the usability adjustment includes: according to the airline's requirements for step descent, the limit on the number of climbs, the height of a single climb, the interval between consecutive climbs, etc.

In one embodiment, as shown in FIG. 5, the position of the climbing apex is determined according to the position of the waypoint and the departure airport data, including:

Step 502, according to the position of the waypoint and the data of the departure airport, determine the position of the initial waypoint and the take-off weight.

The initial waypoint is the first waypoint that the aircraft will reach according to the flight plan after the aircraft changes from the climbing state to the cruising state; the cruising starts from the first waypoint, and passes through various waypoints during the cruising process until the aircraft reaches the final When a waypoint is reached, the cruise is basically completed.

The position of the initial waypoint is the waypoint obtained by performing forward calculation based on the position of the departure airport after the position of each waypoint is reversely calculated through the climb apex. Correspondingly, the reference aircraft weight of the initial waypoint is obtained by reverse calculation of the position of each waypoint through the climbing apex, and then the distance between each waypoint and the landing airport is determined directly or indirectly through the position, and then according to these distances Determine the reference aircraft weight for each waypoint one by one until the reference aircraft weight for the initial waypoint is confirmed. The reference aircraft weight for the initial waypoint is the aircraft weight with the lowest unit fuel consumption determined from the aircraft weights at different alternative altitudes at the initial waypoint.

In one embodiment, determining the position of the initial waypoint and the take-off weight according to the position of the waypoint and the data of the departure airport includes: when there is no initial candidate waypoint, selecting and taking off the aircraft from the positions of each waypoint Determine the initial candidate waypoint based on the waypoint whose field position is the preset distance; determine the initial take-off weight based on the initial candidate waypoint and the location of the departure airport; determine the initial candidate waypoint according to the position sequence of the waypoints from the initial airport to the landing airport and the adjacent waypoints of the initial candidate waypoints; according to the adjacent waypoints, it is judged whether the initial candidate waypoints meet the initial waypoint conditions; if not, after updating the initial candidate waypoints according to the adjacent waypoints, execute point and the location of the take-off airport, the step of determining the initial take-off weight; if so, determine the position of the initial candidate waypoint as the position of the initial waypoint.

The initial candidate waypoint is the candidate initial waypoint, and the initial candidate waypoint includes the initial candidate waypoint before the iteration, and the initial candidate waypoint during the iteration; the initial candidate waypoint before the iteration is a preset distance from the departure airport Waypoints, waypoints with a preset distance from the departure airport can improve the accuracy to a certain extent and reduce the number of iterations. For the initial candidate route in the iterative process, it is judged whether the initial candidate waypoint is the initial waypoint based on the adjacent waypoints of the initial candidate waypoint, so as to save fuel.

Wherein, when it is judged that the initial candidate waypoint satisfies the condition of the initial waypoint according to the adjacent waypoints, the current position of the initial candidate waypoint is taken as the position of the initial waypoint.

When it is judged that the initial candidate waypoint does not meet the initial waypoint condition according to the adjacent waypoint, after updating the initial candidate waypoint according to the adjacent waypoint, perform the step of determining the initial take-off weight based on the initial candidate waypoint and the location of the departure airport .

Optionally, after updating the initial candidate waypoints according to the adjacent waypoints, it specifically includes: determining the updated initial take-off weight based on the updated initial candidate waypoints and the location of the take-off airport; determine the updated initial candidate waypoint and the adjacent waypoints of the updated initial candidate waypoint; according to the updated adjacent waypoints, determine whether the updated initial candidate waypoint satisfies the updated initial waypoint condition; if If not, update the initial candidate waypoint again according to the updated adjacent waypoint, and so on; if yes, determine the position of the updated initial candidate waypoint as the position of the initial waypoint, and use the updated initial take-off weight as the take-off weight. Therefore, through iterative calculation, the initial candidate waypoints within a reasonable range are gradually determined, and then the initial waypoints under the current take-off weight are selected based on this, so as to ensure low fuel consumption.

Optionally, the adjacent waypoint may be one of the previous waypoint and the next waypoint, but it is not excluded to include the adjacent previous waypoint and the next waypoint at the same time. When the adjacent waypoint is the previous waypoint, the preset distance used to determine the initial candidate waypoint before the iteration is larger; when the adjacent waypoint is the next waypoint, it is used to determine the initial candidate waypoint before the iteration. The preset distance of the candidate waypoint is small; when the adjacent waypoints include the previous waypoint and the next waypoint, the preset distance used to determine the initial candidate waypoint before iteration is moderate, and the adaptability is strong.

In an alternative embodiment, this process of more accurately determining the initial waypoint is set forth. Adjacent waypoints include the previous waypoint and the next waypoint of the initial candidate waypoint; according to the adjacent waypoints, determine whether the initial take-off weight meets the conditions of the initial waypoint, including: based on the position of the initial candidate waypoint and the take-off airport position, calculate the climb distance between the departure airport and the position of the initial candidate waypoint; based on the position of the initial candidate waypoint and the position of the departure airport, determine the first climb threshold between the departure airport and the initial candidate waypoint; based on Calculate the second climb threshold between the departure airport and the initial candidate waypoint based on the position of the latter waypoint and the departure airport; if the climb distance is between the first climb threshold and the second climb threshold, the initial candidate waypoint Satisfy the initial waypoint condition.

The climb distance is the distance the aircraft climbs from the departure airport to the initial candidate waypoint, and the first climb threshold and the second climb threshold are linear distances. Controlling the second climbing distance between the first climbing threshold and the second climbing threshold can make the climbing apex between the initial candidate waypoint and the previous waypoint of the initial candidate waypoint, so as to select the shortest climbing distance, so as to Makes the specific fuel during the climb phase lower, thereby saving resources.

In an optional embodiment, updating the initial candidate waypoint according to adjacent waypoints includes: if the climb distance is less than the first climb threshold, then using the latter waypoint as the initial candidate waypoint; if the climb distance is greater than the second climb threshold threshold, the previous waypoint is used as the initial candidate waypoint. Thus, iterations are performed based on dynamically changing initial candidate waypoints, and each waypoint is screened one by one during the iterative process to more accurately determine the initial candidate waypoint with the lowest fuel consumption as the initial waypoint in the flight plan.

Step 504, determining the reference aircraft weight of the initial waypoint; the reference aircraft weight of the initial waypoint is obtained by calculating each waypoint one by one according to the landing data.

The reference aircraft weight for the initial waypoint is obtained when determining the aircraft weight at the alternative altitude for the initial waypoint based on the landing data and the height of the descent apex. It is the weight of the aircraft at the initial waypoint with the lowest fuel consumption, which is screened out from the weight of the aircraft at different alternative altitudes at each waypoint. What needs to be understood is that the reference aircraft weight at the initial waypoint cannot be used to directly calculate the take-off weight, but it can be used to correct the take-off weight at the initial waypoint. When the aircraft weight difference is less than the preset value, the iterative process of the initial candidate waypoint is ended, and then the take-off weight in the flight plan is obtained, so as to reduce the fuel consumption caused by the take-off weight.

Step 506 , based on the departure airport data and the position of the initial waypoint, the takeoff weight is mapped to obtain the aircraft weight for correction of the initial waypoint.

The aircraft weight for correction of the initial waypoint is the weight of the aircraft obtained by forward calculation of the current take-off weight according to the mapping relationship between position and distance; the weight of the aircraft for correction of the initial waypoint and the reference aircraft weight are based on the initial waypoint as Data corrected by the media to select a takeoff weight with less variance from the initial candidate takeoff weights.

Wherein, the initial take-off weight is mapped according to the flight distance in the process of flying from the departure airport position to the initial waypoint, so as to determine the correction aircraft weight corresponding to the initial take-off weight at the initial waypoint. Because the waypoints are based on the altitude determined by the landing data, the correlation between these altitudes and the departure airport is weak, and it is necessary to adjust the corrected aircraft weight through iterative calculations to meet the corresponding needs of the flight plan.

In one embodiment, the departure airport data includes departure airport location and departure airport weather data.

Correspondingly, based on the take-off airport data and the position of the initial waypoint, the take-off weight is mapped to obtain the corrected aircraft weight for the initial waypoint, including: determining the aircraft climb performance data under the meteorological data of the take-off airport according to the take-off weight, Determine the aircraft weight of each candidate climb point; determine the corrected aircraft weight for the initial waypoint according to the aircraft cruise performance data of the aircraft weight of each candidate climb point under the meteorological data of the departure airport.

According to the position of the initial waypoint and the position of the departure airport, the initial take-off weight and the candidate climb point can be determined by performing a table lookup or other strategic methods for mapping. The candidate climb point and initial take-off weight are a set of parameters used to generate the flight plan during the process of finding the climb point. This set of parameters is obtained by reverse calculation based on the landing data. It has certain reference value and can Minimize the number of cycles to more quickly determine the initial waypoint with the least fuel consumption.

Therefore, the aircraft weight of the candidate climb apex is determined based on the difference value of the climb weight through charts and other means, and then the two processes are refined to quickly determine the required data.

Step 508, if the weight difference between the corrected aircraft weight of the initial waypoint and the reference aircraft weight is greater than the preset weight threshold, after adjusting the take-off weight according to the weight difference, perform the method based on the location of the departure airport and the positions of each waypoint, Steps to map takeoff weight.

Optionally, if the weight difference between the correction aircraft weight at the initial waypoint and the reference aircraft weight is greater than the preset weight threshold, adjust the take-off weight according to the weight difference, perform steps 502-506 according to the adjusted take-off weight, and perform steps 502-506 according to As a result of the execution of steps 502-506, it is determined whether to execute step 508 or step 510.

Step 510, if the weight difference between the correcting aircraft weight of the initial waypoint and the reference aircraft weight is less than the preset weight threshold, then according to the take-off weight, filter out the target waypoint of the take-off airport from each waypoint; according to the target waypoint point, determine the position of the corresponding candidate climbing apex as the position of the climbing apex.

The target waypoint at the departure airport is the first waypoint finally selected, and the position of the corresponding candidate climbing apex can be obtained through table lookup, mapping, etc., so as to determine the position of the climbing apex in the flight plan.

In this embodiment, after the position of each waypoint is reversely calculated through the climbing apex, forward calculation is carried out based on the position of the departure airport to determine the initial cruising point arriving from the departure place and the correcting method for the initial waypoint. Aircraft weight, and then gradually correct the aircraft weight for correction with the reference aircraft weight at the initial waypoint, so as to more accurately determine the climb stage with the lowest fuel consumption.

In an exemplary embodiment, as shown in FIG. 6, step 502-step 510 are specifically as follows:

First, select a waypoint P that is closer to the departure airport as the initial candidate waypoint before iteration, which includes the preferred position of 100 nautical miles from the departure airport; obtain the height _HP and aircraft weight W _P of the initial waypoint, As the position of the initial candidate waypoint and the corresponding initial take-off weight before the iteration; then calculate the climb distance D _climb and the weight of the aircraft climbing to the position of the initial candidate waypoint based on the initial take-off weight and the meteorological data of the take-off airport, and judge The relationship between the climbing distance D _climb and the first climbing threshold D _AP between the waypoint P and the departure airport A, if the climbing distance D _climb is greater than the first climbing threshold D _AP , then iterate one waypoint backward, namely P=P+1, and re-judgment until the climb distance is less than the distance from the waypoint to the departure airport. Then judge the relationship between the climb distance D _climb and the waypoint P-1 before the waypoint to the second climb threshold D _AP-1 of the departure airport A. If it is less than the second climb threshold, select the previous waypoint of the initial candidate waypoint Waypoint, that is, P=P-1, and re-judgment until the climb distance of the initial candidate waypoint is greater than the second climb threshold, and then determine that the current initial candidate waypoint is the initial waypoint P ₁ ; then the initial waypoint P ₁ The altitude and aircraft weight are used as the initial altitude and initial take-off weight BRW, and the position and weight of the TOC point are calculated;

进而确定预设重量阈值ε，包括50千克这一优选阈值。若从起飞机场正向计算得到的重量

与反向得到的初始航路点重量

误差之绝对值超过接收阈值，则更新起飞重量BRW＝BRW+(Wp1-Wp1’)进行迭代计算，直到满足接收阈值，则输出最后一次迭代的起飞重量和燃油信息为最终起飞重量和燃油信息。输出航程燃油，航程燃油为下降、巡航和爬升阶段耗油之和。Calculate the take-off airport and climb to the TOC position, and then cruise from the TOC position to the initial waypoint P ₁ to obtain the P ₁ point weight

Further, a preset weight threshold ε is determined, including the preferred threshold of 50 kilograms. If the weight is calculated forward from the departure airport

Initial waypoint weight obtained in reverse

If the absolute value of the error exceeds the receiving threshold, update the take-off weight BRW=BRW+(Wp1-Wp1') for iterative calculation until the receiving threshold is met, then output the take-off weight and fuel information of the last iteration as the final take-off weight and fuel information. Output trip fuel, trip fuel is the sum of fuel consumption during descent, cruise and climb.

In one embodiment, as shown in FIG. 7 , the method for making a computerized flight plan considering cruising altitude optimization according to an embodiment of the present disclosure is described from an operational point of view, discussing specific details and associated parameters, including: inputting landing weight, Obtain aircraft performance data, meteorological data, and air route data; determine the alternative altitude with the lowest cruising mileage fuel according to the landing weight, aircraft performance data, meteorological data, and air route data, and then calculate the position of the TOD point and the aircraft's arrival at TOD The weight at point time; based on the TOD point height and aircraft weight, a reference profile is generated; based on the database and the reference profile, reverse calculation of the weight of the aircraft passing through each waypoint from the last waypoint to the first waypoint; Based on the average wind temperature and average weight of the flight segment, calculate the mileage fuel at each alternative level between each waypoint; generate an altitude profile based on the lowest mileage fuel at each level between each waypoint; generate an altitude profile based on the generated altitude profile , to adjust the availability; based on the database and the adjusted profile, reversely calculate the aircraft weight and fuel consumption when the aircraft passes through each waypoint from the last waypoint to the first waypoint; see step 202 of the above-mentioned embodiment for details -210. Further, the method further includes: iteratively calculating the take-off weight and TOC position based on the weight and altitude of the aircraft at the initial waypoint, see steps 502-510 of the above-mentioned embodiment for details;

Among them, the performance data of the aircraft is the data improved by the aircraft manufacturer of the flight, including climb, cruise, descent, and waiting data; the meteorological data is the global grid wind temperature data provided by the world area forecast system; the air route data is Contains waypoint coordinates and altitude data in json format. Mileage fuel is the fuel consumed per unit mileage, and the unit is kilograms per kilometer. The smaller the value, the less fuel is required for the unit mileage. The TOD point is the aircraft's descent apex for all altitudes under the West Double principle (that is, use even-numbered altitudes for eastbound flights and odd-numbered altitudes for westbound flights).

It should be understood that although the steps in the flow charts involved in the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed sequentially in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least some of the steps in the flow charts involved in the above-mentioned embodiments may include multiple steps or stages, and these steps or stages are not necessarily executed at the same time, but may be performed at different times For execution, the execution order of these steps or stages is not necessarily performed sequentially, but may be executed in turn or alternately with other steps or at least a part of steps or stages in other steps.

Based on the same inventive concept, an embodiment of the present application further provides a flight plan generating device for implementing the above-mentioned method for generating a flight plan. The solution to the problem provided by the device is similar to the implementation described in the above method, so the specific limitations in one or more embodiments of the flight plan generation device provided below can be referred to above for the flight plan generation method limited and will not be repeated here.

In one embodiment, as shown in FIG. 8 , a flight plan generation device is provided, including:

A data acquisition module 802, configured to acquire landing data and route data;

The descending apex positioning module 804 is configured to select the height of the descending apex from the alternative heights of the route data based on the landing data; determine the position of the descending apex according to the height of the descending apex and the route data;

A waypoint height determination module 806, configured to screen the height of each waypoint from the candidate heights according to the landing data and the height of the descent apex;

A waypoint height adjustment module 808, configured to adjust the position of the waypoint according to the height of the waypoint;

The climbing top determination module 810 is configured to determine the position of the climbing top according to the adjusted position of the waypoint and the departure airport data.

In one of the embodiments, the landing data includes the landing weight, the location of the landing airport and the meteorological data of the landing airport; the falling apex positioning module 804 is used for:

Determine that each of the candidate heights is the height of each candidate descending vertex;

determining the fuel flow at each of the alternative altitudes based on the landing weight and the meteorological data of the landing airport;

Based on the meteorological data of the landing airport, determine the landing speed of the aircraft under the wind speed of each of the alternative heights;

According to the fuel flow at each of the alternative altitudes and the aircraft speed at the wind speed at each of the alternative altitudes, the unit fuel consumption at each of the alternative altitudes corresponding to the landing airport is calculated;

According to the unit fuel consumption at each of the candidate heights, the height of the descending top is selected from the heights of the candidate descending peaks.

In one of the embodiments, the waypoint altitude determination module 806 is used for:

According to the landing data and the altitude of the descent apex, determine the weight of the aircraft at different alternative altitudes for each of the waypoints;

According to the geographical position of each said waypoint, determine the flight segment divided by each said waypoint;

According to the weight of the aircraft at different alternative altitudes for each of the waypoints, determine the unit fuel consumption at different alternative altitudes corresponding to each of the flight segments;

According to the unit fuel consumption at different alternative altitudes corresponding to each flight segment, the altitude of each waypoint is screened from the alternative altitudes.

In one of the embodiments, the waypoint altitude determination module 806 is used for:

determining a landing distance between the apex of descent and a landing airport location based on the height of the apex of descent;

Mapping the landing weight based on the landing distance to obtain the weight of the aircraft at the top of the descent;

Determine the corresponding waypoint of the descending vertex according to the order of each waypoint; according to the distance between the descending vertex and the corresponding waypoint, map the weight of the aircraft at the descending vertex to obtain the corresponding waypoint aircraft weight;

The weight of the aircraft at the corresponding waypoints is mapped sequentially according to the distance between adjacent waypoints at different candidate altitudes, and the weight of the aircraft at each of the waypoints at different candidate altitudes is determined.

In one of the embodiments, the waypoint altitude determination module 806 is used for:

According to the weight of the aircraft at different alternative altitudes for each of the waypoints, determine the true air speed of each of the flight segments at different alternative altitudes;

According to the weight of the aircraft at different alternative altitudes for each of the waypoints, and the meteorological data of each of the flight segments at different alternative altitudes, determine the fuel flow of each of the flight segments at different alternative altitudes;

From the meteorological data of each of the flight segments at different alternative heights, obtain the wind speed of each of the flight segments at different alternative heights; The true air speed of different alternative altitudes, to determine the speed of each said flight segment in each said alternative altitude;

According to the fuel flow rate of each flight segment at different alternative altitudes, and the speed of each of the flight segments at each of the alternative altitudes, the unit fuel consumption at different alternative altitudes corresponding to each of the flight segments is obtained.

In one of the embodiments, the waypoint altitude adjustment module 808 is used for:

performing an availability adjustment on the altitude of the waypoint to obtain an adjusted altitude of the waypoint;

extracting geographic coordinates of the waypoint from the route data;

The position of the waypoint is obtained by combining the adjusted height of the waypoint with the geographic coordinates of the waypoint.

In one of the embodiments, the climb point determining module 810 is configured to:

According to the position of the waypoint and the take-off airport data, determine the position of the initial waypoint and the take-off weight;

determining the reference aircraft weight of the initial waypoint; the reference aircraft weight of the initial waypoint is obtained by calculating each of the waypoints one by one according to the landing data;

Based on the take-off airport data and the position of the initial waypoint, the take-off weight is mapped to obtain the corrected aircraft weight of the initial waypoint;

If the weight difference between the aircraft weight for correction at the initial waypoint and the reference aircraft weight is greater than a preset weight threshold, after adjusting the take-off weight according to the weight difference, perform the The step of mapping the take-off weight to the field position and the position of each waypoint;

If the weight difference between the aircraft weight for correction at the initial waypoint and the reference aircraft weight is less than the preset weight threshold, then according to the take-off weight, select the take-off airport from the waypoints. A target waypoint: according to the target waypoint, determine the position of the climbing apex corresponding to the target waypoint.

In one of the embodiments, the departure airport data includes departure airport location and departure airport meteorological data; the climbing peak determination module 810 is used for:

Determine the aircraft climb performance data under the take-off airport meteorological data according to the take-off weight, and determine the aircraft weight of each candidate climb apex;

The weight of the aircraft for correction at the initial waypoint is determined according to the aircraft cruising performance data of the aircraft weight at each of the candidate climbing points under the meteorological data of the departure airport.

In one of the embodiments, the climb point determining module 810 is configured to:

When there is no initial candidate waypoint, from the positions of each of the waypoints, select a waypoint with a preset distance from the departure airport to obtain an initial candidate waypoint;

determining an initial takeoff weight based on the initial candidate waypoint and the location of the takeoff airport;

determining an initial candidate waypoint and adjacent waypoints of the initial candidate waypoint according to the order of the waypoints from the initial airport to the landing airport;

judging whether the initial candidate waypoint satisfies the initial waypoint condition according to the adjacent waypoint;

If not, after updating the initial candidate waypoints according to the adjacent waypoints, perform the step of determining an initial take-off weight based on the initial candidate waypoints and the location of the take-off airport;

If so, determine the position of the initial candidate waypoint as the position of the initial waypoint, and use the initial take-off weight as the take-off weight.

In one of the embodiments, the adjacent waypoints include the previous waypoint and the next waypoint of the initial candidate waypoint; the climbing apex determination module 810 is configured to:

calculating a climb distance between the departure airport and the location of the initial candidate waypoint based on the location of the initial candidate waypoint and the location of the departure airport;

determining a first climb threshold between the departure airport and the initial candidate waypoint based on the location of the initial candidate waypoint and the location of the departure airport;

calculating a second climb threshold between the departure airport and the initial candidate waypoint based on the location of the subsequent waypoint and the location of the departure airport;

If the climb distance is between the first climb threshold and the second climb threshold, the initial candidate waypoint satisfies an initial waypoint condition.

In one of the embodiments, the climbing apex determining module 810 is configured to: if the climbing distance is less than the first climbing threshold, use the latter waypoint as the initial candidate waypoint;

If the climb distance is greater than the second climb threshold, the previous waypoint is used as the initial candidate waypoint.

In one of the embodiments, the device further includes a voyage fuel calculation module, and the voyage fuel calculation module is used for:

Determine the landing distance according to the position of the landing airport and the position of the descending apex; calculate the landing fuel consumption based on the landing distance and the target unit fuel consumption corresponding to the landing airport; the target unit fuel consumption corresponding to the landing airport , is determined according to the aircraft speed and fuel flow under the influence of the meteorological data of the landing airport;

Determine the cruising distance according to the position of the waypoint; calculate the cruising fuel consumption based on the cruising distance and the cruising unit fuel consumption of each voyage section; the cruising unit fuel consumption is based on the meteorological data of each voyage section cruising Under the influence of aircraft speed and fuel flow determined;

Determine the climb distance according to the position of the take-off airport and the position of the climb apex; calculate the climb fuel consumption based on the climb distance and the target unit fuel consumption corresponding to the take-off airport; the target unit fuel consumption corresponding to the take-off airport , is determined from the aircraft speed and fuel flow under the influence of meteorological data at the location of the departure airport.

Each module in the above-mentioned flight plan generation device can be fully or partially realized by software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, and can also be stored in the memory of the computer device in the form of software, so that the processor can invoke and execute the corresponding operations of the above-mentioned modules.

In one embodiment, a computer device is provided. The computer device may be a terminal, and its internal structure may be as shown in FIG. 9 . The computer device includes a processor, a memory, an input/output interface, a communication interface, a display unit and an input device. Wherein, the processor, the memory and the input/output interface are connected through the system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input/output interface. Wherein, the processor of the computer device is used to provide calculation and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input/output interface of the computer device is used for exchanging information between the processor and external devices. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be realized through WIFI, mobile cellular network, NFC (Near Field Communication) or other technologies. When the computer program is executed by the processor, a method for generating a flight plan is realized. The display unit of the computer equipment is used to form a visually visible picture, and may be a display screen, a projection device or a virtual reality imaging device, the display screen may be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer equipment may be a display screen The touch layer covered on the upper surface may also be a button, a trackball or a touch pad arranged on the casing of the computer device, or an external keyboard, touch pad or mouse.

Those skilled in the art can understand that the structure shown in FIG. 9 is only a block diagram of a part of the structure related to the solution of this application, and does not constitute a limitation on the computer equipment on which the solution of this application is applied. The specific computer equipment can be More or fewer components than shown in the figures may be included, or some components may be combined, or have a different arrangement of components.

In one embodiment, there is also provided a computer device, including a memory and a processor, where a computer program is stored in the memory, and the processor implements the steps in the above method embodiments when executing the computer program.

In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps in the foregoing method embodiments are implemented.

In one embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the steps in the foregoing method embodiments are implemented.

It should be noted that the user information (including but not limited to user equipment information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all It is information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data need to comply with relevant laws, regulations and standards of relevant countries and regions.

Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above-mentioned embodiments can be completed by instructing related hardware through computer programs, and the computer programs can be stored in a non-volatile computer-readable memory In the medium, when the computer program is executed, it may include the processes of the embodiments of the above-mentioned methods. Wherein, any reference to storage, database or other media used in the various embodiments provided in the present application may include at least one of non-volatile and volatile storage. Non-volatile memory can include read-only memory (Read-Only Memory, ROM), tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive variable memory (ReRAM), magnetic variable memory (Magnetoresistive Random Access Memory, MRAM), Ferroelectric Random Access Memory (FRAM), Phase Change Memory (Phase Change Memory, PCM), graphene memory, etc. The volatile memory may include random access memory (Random Access Memory, RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the various embodiments provided in this application may include at least one of a relational database and a non-relational database. The non-relational database may include a blockchain-based distributed database, etc., but is not limited thereto. The processors involved in the various embodiments provided by this application can be general-purpose processors, central processing units, graphics processors, digital signal processors, programmable logic devices, data processing logic devices based on quantum computing, etc., and are not limited to this.

The technical features of the above embodiments can be combined arbitrarily. To make the description concise, all possible combinations of the technical features in the above embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, they should be It is considered to be within the range described in this specification.

The above-mentioned embodiments only express several implementation modes of the present application, and the description thereof is relatively specific and detailed, but should not be construed as limiting the patent scope of the present application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application should be determined by the appended claims.

Claims (15)

1. A method of generating a flight plan, the method comprising:

acquiring landing data and route data;

selecting, based on the landing data, a height of a descent vertex from the candidate heights of the route data; determining the position of the descending vertex according to the height of the descending vertex and the route data;

screening the height of each waypoint from the alternative height according to the landing data and the height of the descending vertex;

Determining the position of the waypoint according to the altitude of the waypoint and the route data;

and determining the position of the climbing vertex according to the position of the waypoint and the data of the take-off airport.

2. The method of claim 1, wherein the landing data comprises landing weight, landing airport location, and meteorological data for a landing airport; the selecting, based on the landing data, a height of a descent vertex from the candidate heights of the route data, comprising:

determining the height of each alternative falling vertex as the height of each alternative falling vertex;

determining a fuel flow for each of the alternative altitudes based on the landing weight and meteorological data for the landing airport;

determining an aircraft landing speed at a wind speed of each of the alternative altitudes based on meteorological data of the landing airport;

calculating unit fuel consumption under each alternative altitude corresponding to the landing airport according to the fuel flow of each alternative altitude and the aircraft speed under the wind speed of each alternative altitude;

and selecting the height of the descending peak from the heights of the alternative descending peaks according to the unit oil consumption under each alternative height.

3. The method of claim 1, wherein said screening the altitude of each waypoint from the alternative altitude based on the landing data and the altitude of the descent vertex comprises:

Determining the weight of the aircraft at different alternative heights of each waypoint according to the landing data and the height of the descending vertex;

determining the navigation segments divided by the navigation points according to the geographic position of the navigation points;

according to the weight of the aircraft at different alternative heights of each route point, determining unit oil consumption under different alternative heights corresponding to each route section;

and screening the height of each route point from the alternative heights according to the unit oil consumption under different alternative heights corresponding to each route section.

4. A method according to claim 3, wherein said determining the aircraft weight at different alternative altitudes for each of said waypoints based on said landing data and the altitude of said descent vertex comprises:

determining a landing distance between the descent vertex and a landing airport location based on the height of the descent vertex;

mapping landing weight based on the landing distance to obtain aircraft weight of the descent vertex;

determining corresponding waypoints of the descending vertex according to the sequence of the waypoints; according to the distance between the descending vertex and the corresponding waypoint, mapping the aircraft weight of the descending vertex to obtain the aircraft weight of the corresponding waypoint;

And mapping the aircraft weight of the corresponding waypoints according to the distance between adjacent waypoints at different alternative heights in sequence, and determining the aircraft weight of each waypoint at different alternative heights.

5. A method according to claim 3, wherein determining the unit fuel consumption at different alternative altitudes for each leg according to the aircraft weight at the different alternative altitudes for each waypoint comprises:

determining the vacuum speed of each air section at different alternative heights according to the weight of the aircraft at different alternative heights at each air route point;

determining the fuel oil flow of each air section at different alternative heights according to the aircraft weight of each air route point at different alternative heights and the meteorological data of each air section at different alternative heights;

acquiring wind speeds of the air sections at different alternative heights from meteorological data of the air sections at different alternative heights; determining the speed of each air section in each alternative height according to the wind speed of each air section in different alternative heights and the vacuum speed of each air section in different alternative heights;

and obtaining unit fuel consumption under different alternative heights corresponding to the air sections according to the fuel flow of the air sections at the different alternative heights and the speed of the air sections at the alternative heights.

6. The method of claim 1, wherein said determining the location of the waypoint from the altitude of the waypoint and the route data comprises:

carrying out availability adjustment on the height of the waypoints to obtain the adjusted height of the waypoints;

extracting geographic coordinates of the waypoints from the route data;

and combining the adjusted altitude of the waypoint with the geographic coordinates of the waypoint to obtain the position of the waypoint.

7. The method of claim 1, wherein said determining the location of the climb vertex in accordance with the location of the waypoint and the takeoff airport data comprises:

determining the position and the take-off weight of the initial waypoint according to the position and the take-off airport data of the waypoint;

determining a reference aircraft weight for the initial waypoint; the reference aircraft weight of the initial waypoints is obtained by calculating the waypoints one by one according to the landing data;

mapping the takeoff weight based on the takeoff airport data and the position of the initial waypoint to obtain the aircraft weight for correcting the initial waypoint;

if the weight difference between the corrected aircraft weight of the initial waypoint and the reference aircraft weight is greater than a preset weight threshold, after the takeoff weight is adjusted according to the weight difference, executing the step of mapping the takeoff weight based on the position of the takeoff airport and the position of each waypoint;

If the weight difference between the weight of the aircraft for correcting the initial waypoint and the weight of the reference aircraft is smaller than a preset weight threshold value, screening a target waypoint of the take-off airport from the waypoints according to the take-off weight; and determining the position of the climbing vertex corresponding to the target waypoint according to the target waypoint.

8. The method of claim 7, wherein the departure airport data comprises departure airport location and departure airport weather data; the method for obtaining the aircraft weight for correcting the initial waypoint by mapping the takeoff weight based on the takeoff airport data and the position of the initial waypoint comprises the following steps:

determining aircraft climbing performance data under the meteorological data of the take-off airport according to take-off weight, and determining the aircraft weight of each candidate climbing vertex;

and determining the aircraft weight for correcting the initial waypoint according to the aircraft cruising performance data of the aircraft weight of each candidate climbing vertex under the meteorological data of the take-off airport.

9. The method of claim 7, wherein said determining the location and takeoff weight of the initial waypoint based on the location and takeoff airport data comprises:

When the initial candidate waypoints do not exist, selecting the waypoints which are at a preset distance from the position of the take-off airport from the positions of the waypoints, and obtaining the initial candidate waypoints;

determining an initial takeoff weight based on the initial candidate waypoint and the takeoff airport location;

determining an initial candidate waypoint and adjacent waypoints of the initial candidate waypoint according to the position sequence from the initial airport to the waypoint of the landing airport;

judging whether the initial candidate waypoint meets the initial waypoint condition according to the adjacent waypoints;

if not, after updating the initial candidate waypoint according to the adjacent waypoints, executing the step of determining initial takeoff weight based on the initial candidate waypoint and the takeoff airport position;

if yes, determining the position of the initial candidate waypoint as the position of the initial waypoint, and taking the initial take-off weight as the take-off weight.

10. The method of claim 9, wherein the adjacent waypoints comprise a previous waypoint and a subsequent waypoint of the initial candidate waypoint; the step of judging whether the initial candidate waypoint meets the initial waypoint condition according to the adjacent waypoints comprises the following steps:

Calculating a climb distance between the takeoff airport and the position of the initial candidate waypoint based on the position of the initial candidate waypoint and the takeoff airport position;

determining a first climb threshold between the takeoff airport and the initial candidate waypoint based on the location of the initial candidate waypoint and the takeoff airport location;

calculating a second climb threshold between the takeoff airport and the initial candidate waypoint based on the position of the subsequent waypoint and the takeoff airport position;

and if the climbing distance is between the first climbing threshold and the second climbing threshold, the initial candidate waypoint meets an initial waypoint condition.

11. The method of claim 10, wherein the updating the initial candidate waypoint from the neighboring waypoints comprises:

if the climbing distance is smaller than the first climbing threshold, taking the latter route point as the initial candidate route point;

and if the climbing distance is greater than the second climbing threshold, taking the previous waypoint as the initial candidate waypoint.

12. The method according to claim 1, wherein the method further comprises:

Determining a landing distance according to the position of the landing airport and the position of the descent vertex; calculating landing oil consumption based on the landing distance and the target unit oil consumption corresponding to the landing airport; the target unit fuel consumption corresponding to the landing airport is determined according to the aircraft speed and the fuel flow under the influence of meteorological data of the landing airport;

determining cruising distance according to the position of the waypoint; calculating cruising oil consumption based on the cruising distance and the unit oil consumption of each route section in cruising; the cruising unit fuel consumption is determined according to the aircraft speed and the fuel flow under the influence of the meteorological data cruising at each navigation segment;

determining a climbing distance according to the position of the take-off airport and the position of the climbing vertex; calculating climbing oil consumption based on the climbing distance and the target unit oil consumption corresponding to the take-off airport; the target unit oil consumption corresponding to the take-off airport is determined according to the aircraft speed and the fuel flow under the influence of meteorological data of the take-off airport position.

13. A flight plan generation apparatus, the apparatus comprising:

the data acquisition module is used for acquiring landing data and route data;

A descent vertex positioning module for selecting a height of a descent vertex from the candidate heights of the route data based on the landing data; determining the position of the descending vertex according to the height of the descending vertex and the route data;

the route point height determining module is used for screening the height of each route point from the alternative height according to the landing data and the height of the descending vertex;

the route point height adjusting module is used for determining the position of the route point according to the height of the route point and the route data;

and the climbing vertex determining module is used for determining the position of the climbing vertex according to the position of the waypoint and the data of the take-off airport.

14. A computer device comprising a memory and a processor, the memory storing a computer program, characterized in that the processor implements the steps of the method of any one of claims 1 to 12 when the computer program is executed.

15. A computer readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, implements the steps of the method of any of claims 1 to 12.

Images