CN118168534A - Method, device, computer equipment and medium for determining airborne vertical navigation deviation - Google Patents

Abstract

The present invention relates to the field of data processing technology. The present invention discloses a method, device, computer equipment and medium for determining an airborne vertical navigation deviation. The method comprises: obtaining the current height of a target object, the current position of the target object and the final approach positioning point; determining the first horizontal distance corresponding to a first key navigation point and the second horizontal distance corresponding to a second key navigation point based on the final approach positioning point, an aeronautical chart and a preset database; determining the first expected height corresponding to the first horizontal distance and the second expected height corresponding to the second horizontal distance based on the aeronautical chart; determining the vertical navigation deviation using an integral method based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height and the second expected height. The present invention uses the height integration method to monitor the vertical deviation of an aircraft in the final approach phase with high precision to ensure flight safety.

Description

Method, device, computer equipment and medium for determining airborne vertical navigation deviation

Technical Field

The present invention relates to the technical field of data processing, and in particular to a method, device, computer equipment and medium for determining an airborne vertical navigation deviation.

Background technique

High plateau airports are airports with an altitude of more than 2,438 meters. Due to the terrain environment, the minimum safe altitude of the routes in these areas exceeds 7,000 meters. When operating in high plateaus, we face the harsh conditions of complex terrain obstacles and changeable weather conditions. The high plateau RNP AR procedure operation has extremely strict requirements on the vertical deviation in the final approach phase. Since the terrain in high plateau areas is often very complex, excessive vertical deviation will increase the risk of controlled collision of the aircraft. Therefore, once the deviation limit is exceeded, an immediate go-around is required, threatening operational safety.

At present, FOQA data is used to record the key parameters of the aircraft every second according to the data recording specifications and transmitted to the ground decoding server after the flight. According to the proposed risk determination rules, the abnormal flight status in the flight segment is labeled with the risk type and trigger time. FOQA data is an effective source of quantification of civil aviation operation risks. It can effectively evaluate the operation risks and formulate corresponding operation risk mitigation plans and measures. It plays a key role in improving the control quality of flight crews, investigating unsafe incidents, optimizing airspace utilization, and reducing aircraft repair and maintenance costs.

However, the current FOQA event database lacks monitoring items for high-altitude RNP AR procedures, resulting in the inability to detect from the data the operational risks encountered by aircraft when operating in RNP AR procedures, especially the operational risks of vertical deviation in the final approach phase before the aircraft is about to land.

Summary of the invention

In view of this, the present invention provides a method, device, computer equipment and medium for determining airborne vertical navigation deviation, so as to solve the problem that the current FOQA event library lacks monitoring items for high-altitude RNP AR procedures, resulting in the inability to detect from the data the operational risks encountered by the aircraft when operating in the RNP AR procedure, especially the operational risks of vertical deviation in the final approach phase before the aircraft is about to land.

In a first aspect, the present invention provides a method for determining an airborne vertical navigation deviation, the method comprising: obtaining a current height of a target object, a current position of the target object, and a final approach positioning point; determining a first horizontal distance corresponding to a first key navigation point and a second horizontal distance corresponding to a second key navigation point based on the final approach positioning point, an aeronautical chart, and a preset database; wherein the first horizontal distance is the horizontal distance from the first key navigation point to the final approach positioning point, and the second horizontal distance is the horizontal distance from the second key navigation point to the final approach positioning point; based on the aeronautical chart, determining a first expected height corresponding to the first horizontal distance and a second expected height corresponding to the second horizontal distance; wherein the first expected height is greater than the second expected height; and determining the vertical navigation deviation using an integral method based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height, and the second expected height.

The method for determining the airborne vertical navigation deviation provided in this embodiment determines a first horizontal distance corresponding to a first key navigation point and a second horizontal distance corresponding to a second key navigation point through a final approach positioning point, an aeronautical chart, and a preset database, determines a first expected height corresponding to the first horizontal distance and a second expected height corresponding to the second horizontal distance through the aeronautical chart, and utilizes an altitude integration method to monitor the vertical deviation of the aircraft in the final approach phase with high precision to ensure flight safety.

In an optional embodiment, the above method further includes: detecting whether the vertical navigation deviation is greater than a preset safety deviation value; if the vertical navigation deviation is greater than the preset safety deviation value, controlling the target object to make a go-around.

The method for determining the airborne vertical navigation deviation provided in this embodiment detects whether the vertical navigation deviation is greater than a preset safety deviation value. If the vertical navigation deviation is greater than the preset safety deviation value, the target object is controlled to make a go-around, thereby ensuring the flight safety of the target object.

In an optional embodiment, based on the navigation chart, determining a first expected height corresponding to the first horizontal distance and a second expected height corresponding to the second horizontal distance includes: based on the navigation chart, determining the height limits corresponding to the first key navigation point and the second key navigation point; based on the height limit, determining the first expected height and the second expected height.

The method for determining the airborne vertical navigation deviation provided in this embodiment determines the altitude limits corresponding to the first key navigation point and the second key navigation point through the flight chart, and then determines the first expected altitude and the second expected altitude through the altitude limits, which can help improve the safety, efficiency and standardization level of flight.

In an optional embodiment, determining the vertical navigation deviation based on the current position, the current altitude, the position of the first key navigation point, the position of the second key navigation point, the first expected altitude, and the second expected altitude includes:

Among them, VD is the vertical deviation, ALT BARO ADC1(0) is the current altitude, ALT1 is the first desired altitude, ALT2 is the second desired altitude, d1 is the position of the first key navigation point, d2 is the position of the second key navigation point and x is the current position.

In an optional embodiment, the above method also includes: updating the height data of the target object and the current position of the target object in real time; based on the updated height data of the target object and the current position of the target object, repeating the step of determining the first horizontal distance corresponding to the first key navigation point and the second horizontal distance corresponding to the second key navigation point based on the final approach positioning point, the flight chart and the preset database, and determining the vertical navigation deviation based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height and the second expected height.

The method for determining the airborne vertical navigation deviation provided in this embodiment can ensure the flight safety of the aircraft throughout the entire process by updating the altitude data of the target object and the current position of the target object in real time, and then re-determining the vertical navigation deviation based on the updated altitude data of the target object and the current position of the target object.

In an optional embodiment, the method further includes: recording the height data of the target object, the current position of the target object, and the vertical navigation deviation.

The method for determining the airborne vertical navigation deviation provided in this embodiment can provide strong support for subsequent safety investigation and analysis by recording the height data of the target object, the current position of the target object and the vertical navigation deviation.

In an optional embodiment, the above method further includes: if the vertical navigation deviation is not greater than a preset safety deviation value, controlling the target object to continue landing.

The method for determining the airborne vertical navigation deviation provided in this embodiment also indicates that the target object is flying safely if the vertical navigation deviation is not greater than the preset safety deviation value, thereby controlling the target object to continue landing.

In a second aspect, the present invention provides an airborne vertical navigation deviation determination device, the device comprising: an acquisition module, used to acquire the current height of the target object, the current position of the target object and the final approach positioning point; a first determination module, used to determine a first horizontal distance corresponding to a first key navigation point and a second horizontal distance corresponding to a second key navigation point based on the final approach positioning point, an aeronautical chart and a preset database; wherein the first horizontal distance is the horizontal distance from the first key navigation point to the final approach positioning point, and the second horizontal distance is the horizontal distance from the second key navigation point to the final approach positioning point; a second determination module, used to determine a first expected height corresponding to the first horizontal distance and a second expected height corresponding to the second horizontal distance based on the aeronautical chart; wherein the first expected height is greater than the second expected height; a third determination module, used to determine the vertical navigation deviation using an integral method based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height and the second expected height.

In a third aspect, the present invention provides a computer device, comprising: a memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, and the processor executing the method for determining the airborne vertical navigation deviation of the above-mentioned first aspect or any corresponding embodiment thereof by executing the computer instructions.

In a fourth aspect, the present invention provides a computer-readable storage medium having computer instructions stored thereon, the computer instructions being used to enable a computer to execute the method for determining the airborne vertical navigation deviation of the above-mentioned first aspect or any corresponding embodiment thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

FIG1 is a schematic flow chart of a method for determining an airborne vertical navigation deviation according to an embodiment of the present invention;

FIG2 is a schematic flow chart of another method for determining an airborne vertical navigation deviation according to an embodiment of the present invention;

3 is a structural block diagram of an apparatus for determining an airborne vertical navigation deviation according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of the hardware structure of a computer device according to an embodiment of the present invention.

Detailed ways

In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

Based on relevant technologies, high-plateau airports are airports with an altitude of more than 2,438 meters. Due to the terrain environment, the minimum safe altitude of the routes in these areas exceeds 7,000 meters. When operating in high-plateau areas, we face harsh conditions with complex terrain obstacles and changeable weather conditions. The high-plateau RNP AR procedure has extremely strict requirements on the vertical deviation in the final approach phase. Since the terrain in high-plateau areas is often very complex, excessive vertical deviation will increase the risk of controlled aircraft collision. Therefore, once the deviation limit is exceeded, an immediate go-around is required, threatening operational safety. In order to further expand the operational efficiency and safety of high-plateau routes. At present, most high-plateau airports with good facilities and equipment adopt the Required Navigation Performance Authorization Required (RNP AR) operation procedure, which can provide good obstacle-jumping performance while also relying solely on the GPS system for horizontal navigation.

At present, FOQA data is used to record the key parameters of the aircraft every second according to the data recording specifications and transmit them to the ground decoding server after the flight. According to the proposed risk determination rules, the abnormal flight status in the flight segment is labeled with the risk type and trigger time. FOQA data is an effective source of quantification of civil aviation operation risks. It can effectively evaluate the operation risks and formulate corresponding operation risk mitigation plans and measures. It plays a key role in improving the control quality of flight crews, investigating unsafe incidents, optimizing airspace utilization, and reducing aircraft repair and maintenance costs.

However, the current FOQA event database lacks monitoring items for high-altitude RNP AR procedures, resulting in the inability to detect from the data the operational risks encountered by aircraft when operating in RNP AR procedures, especially the operational risks of vertical deviation in the final approach phase before the aircraft is about to land.

According to an embodiment of the present invention, an embodiment of a method for determining an airborne vertical navigation deviation is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

In this embodiment, a method for determining an airborne vertical navigation deviation is provided, which can be used for the above-mentioned computer device, such as a computer, a server, etc. FIG. 1 is a flow chart of a method for determining an airborne vertical navigation deviation according to an embodiment of the present invention. As shown in FIG. 1 , the flow chart includes the following steps:

Step S101, obtaining the current height of the target object, the current position of the target object and the final approach positioning point.

The target object can be used to characterize an object in flight; wherein the target object can be an aircraft, etc., which is not specifically limited here. The current position can be used to characterize the current flight position of the target object. wherein the current position can be A or B, which is not specifically limited here. Specifically, the current height of the target object can be obtained by detection by detection equipment, wherein the detection equipment instrument equipment, navigation system, autopilot, radio altimeter, antenna compass, inertial navigation system and flight data recorder, etc., are not specifically limited here.

It should be noted that instrument equipment is used to monitor and display various operating conditions of the aircraft, including altitude, speed, attitude, direction, etc. Common instrument equipment includes altimeter, airspeed indicator, direction indicator, artificial horizon, etc. Navigation system: equipment used to determine the position and heading of the aircraft, including global positioning system (GPS), inertial navigation system (INS), omnidirectional beacon (VOR), distance measurement equipment (DME) and instrument landing system (ILS). Autopilot is used to assist the pilot in controlling the aircraft. Radio altimeter is an instrument used to measure the height of the aircraft from the ground. Antenna compass is a basic instrument used to measure the heading of the aircraft. Inertial navigation system: an autonomous navigation system that uses gyroscopes and accelerometers to determine the position, speed and attitude of the aircraft. Flight data recorder: used to record various parameters of the aircraft during flight, such as speed, altitude, heading, etc.

The current height of the target object can be used to characterize the height of the target object from the ground. The current height can be C or D, which is not specifically limited here. Specifically, the current height of the target object can be determined by a barometric altimeter, a radio altimeter, a radar altimeter, a (Global Positioning System, GPS) positioning system, a terrain database, and a height map, etc., which is not specifically limited here and can be implemented by those skilled in the art.

It should be noted that the barometric altimeter is an instrument that uses the relationship between air pressure and altitude to measure altitude. The altitude of the aircraft is calculated by comparing the air pressure values around the aircraft. The radio altimeter uses the reflection of radio waves to measure the actual altitude of the aircraft from the ground. It is usually used for landing and low-altitude flight because the propagation of radio waves at low altitudes is less affected by ground obstacles. The radar altimeter calculates the altitude by transmitting radio waves to the ground and measuring the time it takes to reflect back. The GPS positioning system can provide aircraft altitude information, but it should be noted that the altitude provided by GPS is relative to the mean sea level, not relative to the ground. The terrain database and altitude map are used to provide the position information of the aircraft relative to the terrain, so that the altitude of the aircraft can be calculated by comparing the terrain features around the aircraft with the map data.

The final approach fix point, also known as the Final Missed Point (FAP), is a key navigation point in the aircraft's approach and landing process. It corresponds to the starting point of the aircraft's final approach phase, after which the aircraft will make final descent and landing preparations. The final approach fix point is a fixed point determined by the navigation equipment, which may be a ground radio station, navigation station or a specific geographical location. The final approach phase is the phase from the final descent point to the decision height.

It should be noted that the monitoring of the final approach phase (the height at which the aircraft can clearly identify the visual reference conditions of the runway before continuing to land on the runway, otherwise a go-around is required) generated during the RNP AR operation. The final descent point is the final approach fix point (FAP) waypoint in the aeronautical chart.) Vertical deviation excessive events. Among them, the decision height can be used to characterize the height at which the aircraft can clearly identify the visual reference conditions of the runway before continuing to land on the runway, otherwise a go-around is required.

Visual reference conditions can be used to characterize the necessary conditions for a safe landing of an aircraft. The pilot should be able to clearly see and identify at least one of the following visual references for the planned landing runway: approach lighting system, runway threshold, runway threshold marking, runway threshold lights, runway end identification lights, visual approach glide path indicator lights, touchdown area or touchdown area markings, touchdown area lights, runway or runway markings, and runway lights.

Step S102, based on the final approach fix point, the flight chart and the preset database, determine the first horizontal distance corresponding to the first key navigation point and the second horizontal distance corresponding to the second key navigation point; wherein the first horizontal distance is the horizontal distance from the first key navigation point to the final approach fix point, and the second horizontal distance is the horizontal distance from the second key navigation point to the final approach fix point.

Aeronautical charts can be used to assist in the navigation of target objects. Aeronautical charts are uniformly drawn and published based on flight rules, aircraft performance, airspace conditions, etc., and are timely and targeted. By using these aeronautical charts, it is possible to determine the location of the aircraft being driven, safe flight altitude, best flight path, navigation equipment along the way, and the best airport/site for emergency landing in the event of a plane crash.

The preset database may be a navigation database. The navigation database refers to a collection of navigation data, packaged and formatted files stored in electronic form in a flight management computer. It is used to support navigation applications, including but not limited to data types such as routes, navigation stations, location points, airport and runway location information, and terminal area procedures.

Key Navigational Point (KNP) refers to a place that is of great significance in aircraft navigation. These places are usually key points on the route, such as route intersections, turning points, starting and ending points, etc. Key navigation points are used to determine the position and heading of the aircraft on the route, as well as key points in the flight plan. During the flight, these key navigation points are used to determine the aircraft's position, heading and estimated arrival time, so as to adjust the flight plan in time. In the present embodiment, the first key navigation point and the second key navigation point can be navigation points in the final approach phase. Among them, the final approach phase is the final stage of the aircraft's approach and landing, which generally refers to the flight process from the aircraft's descent from the cruising terminal altitude until the landing is completed.

The first horizontal distance can be used to characterize the horizontal distance between the first key navigation point and the final approach positioning point. The first horizontal distance can be M1, M2, etc., which is not specifically limited here. The second horizontal distance can be used to characterize the horizontal distance between the second key navigation point and the final approach positioning point. The second horizontal distance can be N1, N2, etc., which is not specifically limited here.

Specifically, firstly, by querying a preset database, detailed information of key navigation points (such as the first key navigation point and the second key navigation point) can be obtained, including their positions and geographic coordinates on the chart.

Then, using this coordinate information, combined with the current flight position and heading of the aircraft, a navigation algorithm or a flight management computer (FMC) can be used to calculate the horizontal distance between the aircraft and each key navigation point (that is, the first key navigation point and the second key navigation point). These horizontal distances usually represent the distance of the aircraft on the horizontal plane, which can help the pilot understand the position of the aircraft relative to the key navigation points. The first horizontal distance corresponding to the first key navigation point and the second horizontal distance corresponding to the second key navigation point can be determined in the above manner. The pilot needs to adjust the flight speed and heading based on this information to ensure that the approach and landing are completed safely and accurately.

Step S103: determining a first desired height corresponding to the first horizontal distance and a second desired height corresponding to the second horizontal distance based on the flight chart.

The expected altitude can be used to characterize the altitude that the aircraft expects to reach during the flight. This altitude is determined based on factors such as the flight plan, meteorological conditions, and flight mission requirements. Among them, the first expected altitude can be the expected altitude of the target at the first key navigation point, and the second expected altitude can be the expected altitude of the target at the second key navigation point. The specific method can be: first, identify the key navigation points (that is, the first key navigation point and the second key navigation point mentioned above) from the aeronautical chart, and analyze the flight conditions such as aircraft performance, meteorological conditions (such as wind direction, wind speed), flight altitude restrictions, etc. according to the marks and information on the aeronautical chart. Based on the flight conditions and horizontal distance, use the navigation algorithm or flight management computer (FMC) to calculate the altitude that the aircraft expects to reach. This altitude should enable the aircraft to complete the flight mission in the best way while ensuring safety and meeting flight requirements.

Step S104, based on the current position, the current altitude, the position of the first key navigation point, the position of the second key navigation point, the first expected altitude and the second expected altitude, determine the vertical navigation deviation by using an integral method.

Vertical navigation deviation refers to the difference between the position displayed by the navigation device and the actual position of the aircraft in the vertical direction. The position of the key navigation point can be used to characterize the coordinates of the key navigation point. Among them, the position of the first key navigation point can be X1, or X2, etc., which is not specifically limited here. The position of the second key navigation point can be Y1, or Y2, etc., which is not specifically limited here. Specifically, by determining the above-mentioned current position, current altitude, the position of the first key navigation point, the position of the second key navigation point, the first expected altitude and the second expected altitude, the vertical navigation deviation can be determined by the integral method. The specific determination method is described in detail below.

The method for determining the airborne vertical navigation deviation provided in this embodiment determines a first horizontal distance corresponding to a first key navigation point and a second horizontal distance corresponding to a second key navigation point through a final approach positioning point, an aeronautical chart, and a preset database, determines a first expected height corresponding to the first horizontal distance and a second expected height corresponding to the second horizontal distance through the aeronautical chart, and utilizes an altitude integration method to monitor the vertical deviation of the aircraft in the final approach phase with high precision to ensure flight safety.

As shown in FIG. 2 , in some optional implementations, after the above step S104, the above method further includes:

Step S105, detecting whether the vertical navigation deviation is greater than a preset safety deviation value.

The preset safety deviation value can be used to characterize the safe landing deviation value between the position displayed by the navigation device and the actual position of the aircraft in the vertical direction. Among them, the preset safety deviation value can be L1, or it can be L2, etc., which is not specifically limited here. Specifically, after obtaining the vertical navigation deviation of the target object, it can be detected whether the vertical navigation deviation is greater than the preset safety deviation value. Among them, there are two situations: Situation 1: The vertical navigation deviation is greater than the preset safety deviation value; Situation 2: The vertical navigation deviation is not greater than the preset safety deviation value.

If the vertical navigation deviation is greater than the preset safety deviation value, step S106 is executed; if the vertical navigation deviation is not greater than the preset safety deviation value, step S107 is executed.

Step S106: If the vertical navigation deviation is greater than the preset safety deviation value, the target object is controlled to make a go-around.

If the vertical navigation deviation is greater than the preset safety deviation value, it indicates that the target object may be in danger during the landing process, and it is necessary to control the target object to make a go-around to avoid the danger. Among them, a go-around refers to the operation of taking off again when the aircraft cannot land safely due to some reason before the aircraft lands. Specifically, when the vertical navigation deviation is greater than the preset safety deviation value, in order to ensure safety, the pilot can control the target object to make a go-around. During the go-around process, it is necessary to re-evaluate the flight conditions and the status of the navigation equipment, and take appropriate operations to ensure the safety of the aircraft. This may include adjusting parameters such as flight altitude, heading, speed, etc. to ensure that the aircraft attempts to land again in a safe manner.

It should be noted that controlling the target to go around is a conservative safety measure, which may involve re-planning the flight route, delaying the landing time, etc. Therefore, it is necessary to weigh the pros and cons and make decisions based on the actual situation to ensure the safety and smooth flight of the aircraft.

Step S107: If the vertical navigation deviation is not greater than the preset safety deviation value, the target object is controlled to continue landing.

If the vertical navigation deviation is not greater than the preset safety deviation value, it indicates that there is no danger, and the target object will continue to be controlled to land.

The method for determining the airborne vertical navigation deviation provided in this embodiment detects whether the vertical navigation deviation is greater than a preset safety deviation value. If the vertical navigation deviation is greater than the preset safety deviation value, the target object is controlled to make a go-around, thereby ensuring the flight safety of the target object.

In addition, if the vertical navigation deviation is not greater than the preset safety deviation value, it also indicates that the target object is flying safely, thereby controlling the target object to continue landing.

In an optional implementation, the above step S103 includes:

Step a1: determine the altitude limits corresponding to the first key navigation point and the second key navigation point based on the flight chart.

Computer equipment can identify key navigation points from the aeronautical chart, such as the first key navigation point and the second key navigation point. These key navigation points usually have clear markings and information on the aeronautical chart. Analyze flight conditions: Study flight conditions, including aircraft performance, meteorological conditions (such as wind direction, wind speed, atmospheric density), flight altitude restrictions, etc. These factors will affect the safe and efficient flight of the aircraft at key navigation points. Understand the applicable flight rules to ensure that the flight complies with relevant regulations and standards. These rules may specify the maximum and minimum altitudes allowed for aircraft at key navigation points. By querying the data in the navigation database or flight management computer, information on altitude restrictions for key navigation points can be obtained. These restrictions are usually related to airports, obstacles, and air traffic control requirements. Comprehensively analyze and determine the altitude restrictions corresponding to the first and second key navigation points. These restrictions may be expressed in the form of altitude, relative altitude, or specific altitude layers.

Step a2: determining a first desired altitude and a second desired altitude based on the altitude restriction.

Based on the aircraft performance, mission requirements and flight conditions, a navigation algorithm or a flight management computer (FMC) is used to calculate the first desired altitude and the second desired altitude. The calculation of the desired altitude should ensure that the aircraft complies with the corresponding altitude restrictions at key navigation points, while taking into account the requirements of safety, economy and efficiency.

The method for determining the airborne vertical navigation deviation provided in this embodiment determines the altitude limits corresponding to the first key navigation point and the second key navigation point through the flight chart, and then determines the first expected altitude and the second expected altitude through the altitude limits, which can help improve the safety, efficiency and standardization level of flight.

In an optional implementation, the above step S104 includes:

Among them, VD is the vertical deviation, ALT BARO ADC1(0) is the current altitude, ALT1 is the first desired altitude, ALT2 is the second desired altitude, d1 is the position of the first key navigation point, d2 is the position of the second key navigation point and x is the current position.

The following example illustrates the application scenario of this method:

Assume that an aircraft is executing an RNP AR procedure in a high plateau area and entering the final approach phase. The system is first initialized, including the preset vertical deviation threshold of 75 feet and the monitoring parameters are configured to update once per second.

As the aircraft approaches the final approach fix point (FAP), the system begins to collect the aircraft's altitude data and distance data, and uses the altitude integration formula to calculate the vertical deviation. Assume that the current aircraft altitude is 10,000 feet, the previous navigation point (first key navigation point) is 9,800 feet, the next navigation point (second key navigation point) is 10,200 feet, the horizontal distance from the previous navigation point to the final approach fix point (first horizontal distance) is 5 nautical miles, and the horizontal distance from the next navigation point to the final approach fix point (second horizontal distance) is 4 nautical miles. According to the integration formula, we can calculate that the vertical deviation is 60 feet.

The computer equipment monitors this deviation value in real time and compares it with the preset threshold. If the vertical deviation exceeds the threshold of 75 feet, the system will immediately trigger an event.

In some optional implementations, the above method further includes:

Step b1, updating the height data of the target object and the current position of the target object in real time.

Step b2, based on the updated height data of the target object and the current position of the target object, repeatedly execute the step of determining the first horizontal distance corresponding to the first key navigation point and the second horizontal distance corresponding to the second key navigation point based on the final approach positioning point, the flight chart and the preset database, and determining the vertical navigation deviation by using the integral method based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height and the second expected height.

Specifically, the height data of the target object and the current position of the target object change in real time, and the height data of the target object and the current position of the target object can be updated in real time. Then, the above steps S102 to S104 are repeatedly executed using the updated height data of the target object and the current position of the target object to determine the vertical navigation deviation corresponding to each position.

The method for determining the airborne vertical navigation deviation provided in this embodiment can ensure the flight safety of the aircraft throughout the entire process by updating the altitude data of the target object and the current position of the target object in real time, and then re-determining the vertical navigation deviation based on the updated altitude data of the target object and the current position of the target object.

In an optional embodiment, the method further includes: recording the height data of the target object, the current position of the target object, and the vertical navigation deviation.

Specifically, after obtaining the height data of the target object, the current position of the target object, and the vertical navigation deviation, the computer device can record the height data of the target object, the current position of the target object, and the vertical navigation deviation. The height data of the target object, the current position of the target object, and the vertical navigation deviation can be recorded in a corresponding database or in a table for subsequent analysis and review.

The method for determining the airborne vertical navigation deviation provided in this embodiment can provide strong support for subsequent safety investigation and analysis by recording the height data of the target object, the current position of the target object and the vertical navigation deviation.

In an optional implementation, this embodiment relies on the characters and relative position in the aircraft flight control computer database for identification. Since the aircraft flight control computer integrates multiple GPS signals, airborne inertial navigation and other algorithms, the position obtained is relatively accurate. The jump of the characters of the previous waypoint and the next waypoint name in the flight control computer can be used to determine whether the aircraft has passed a certain waypoint.

in,

To fly over waypoints, is the waypoint for the current time period, /> Waypoint for the next time period.

However, in FOQA data, the recording of waypoint characters is based on a super time frame, that is, the character of the next waypoint is recorded every few seconds or tens of seconds. What is actually obtained is a time period I, the length of which depends on the length of the super frame of the character being collected. In the example, the azimuth angle Bear collected once per second from the next waypoint can be used to determine the accurate identification of the waypoints.

in,

To fly over waypoints, is the azimuth of the waypoint, /> is the azimuth of the next waypoint.

Therefore, by determining the timing of flying over each waypoint, the distance to the next waypoint at each time can be located, and then the vertical deviation of the final approach segment of the RNP AR procedure can be calculated.

The method for determining the airborne vertical navigation deviation provided by the present invention can monitor the vertical deviation of the aircraft in the final approach phase in real time and with high precision through the altitude integration technology, thereby ensuring flight safety.

In addition, the present invention monitors the entire process, and the system can immediately trigger events, which is convenient for reviewing and teaching subsequent events.

In addition, the system records flight data, providing strong support for subsequent safety investigations and analyses.

Thirdly, this method is applicable to RNP AR procedures in complex terrain conditions such as high plateau areas. This time, the compilation of airports such as Lhasa, Nyingchi, Shigatse, Ali, Bangda, and Jiuzhaigou was completed, which improved the applicability and safety.

In this embodiment, a device for determining an airborne vertical navigation deviation is also provided, and the device is used to implement the above-mentioned embodiments and preferred implementation modes, and the descriptions that have been made will not be repeated. As used below, the term "module" can implement a combination of software and/or hardware for a predetermined function. Although the device described in the following embodiments is preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

This embodiment provides an airborne vertical navigation deviation determination device, as shown in FIG3 , including:

The acquisition module 301 is used to acquire the current height of the target object, the current position of the target object and the final approach positioning point; the first determination module 302 is used to determine the first horizontal distance corresponding to the first key navigation point and the second horizontal distance corresponding to the second key navigation point based on the final approach positioning point, the navigation chart and the preset database; wherein the first horizontal distance is the horizontal distance from the first key navigation point to the final approach positioning point, and the second horizontal distance is the horizontal distance from the second key navigation point to the final approach positioning point; the second determination module 303 is used to determine the first expected height corresponding to the first horizontal distance and the second expected height corresponding to the second horizontal distance based on the navigation chart; wherein the first expected height is greater than the second expected height; the third determination module 304 is used to determine the vertical navigation deviation by using the integral method based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height and the second expected height.

In some optional embodiments, the above-mentioned device also includes: a detection module, used to detect whether the vertical navigation deviation is greater than a preset safety deviation value; and a control module, used to control the target object to go around if the vertical navigation deviation is greater than the preset safety deviation value.

In some optional embodiments, the second determination module 303 includes: a first determination unit, used to determine the height limits corresponding to the first key navigation point and the second key navigation point based on the flight chart; and a second determination unit, used to determine the first expected height and the second expected height based on the height limits.

In some optional implementations, the third determining module 304 includes:

Among them, VD is the vertical deviation, ALT BARO ADC1(0) is the current altitude, ALT1 is the first desired altitude, ALT2 is the second desired altitude, d1 is the position of the first key navigation point, d2 is the position of the second key navigation point and x is the current position.

In some optional embodiments, the above-mentioned device also includes: a real-time update module, which is used to update the height data of the target object and the current position of the target object in real time; a repeated execution module, which is used to repeatedly execute the step of determining the first horizontal distance corresponding to the first key navigation point and the second horizontal distance corresponding to the second key navigation point based on the final approach positioning point, the flight chart and the preset database, and determining the vertical navigation deviation based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height and the second expected height by using the integral method.

In some optional embodiments, the above-mentioned device further includes: a recording module, which is used to record the height data of the target object, the current position of the target object, and the vertical navigation deviation.

In some optional embodiments, the above-mentioned device also includes: a landing control module, which is used to control the target object to continue landing if the vertical navigation deviation is not greater than a preset safety deviation value.

The further functional description of each of the above modules and units is the same as that of the above corresponding embodiments and will not be repeated here.

The airborne vertical navigation deviation determination device in this embodiment is presented in the form of a functional unit, where the functional unit refers to an ASIC (Application Specific Integrated Circuit) circuit, a processor and memory that executes one or more software or fixed programs, and/or other devices that can provide the above functions.

An embodiment of the present invention further provides a computer device having the device for determining the airborne vertical navigation deviation shown in FIG. 3 above.

Please refer to Figure 4, which is a schematic diagram of the structure of a computer device provided by an optional embodiment of the present invention. As shown in Figure 4, the computer device includes: one or more processors 10, a memory 20, and interfaces for connecting various components, including high-speed interfaces and low-speed interfaces. The various components are connected to each other using different buses for communication, and can be installed on a common motherboard or installed in other ways as needed. The processor can process instructions executed in the computer device, including instructions stored in or on the memory to display graphical information of the GUI on an external input/output device (such as a display device coupled to the interface). In some optional embodiments, if necessary, multiple processors and/or multiple buses can be used together with multiple memories and multiple memories. Similarly, multiple computer devices can be connected, and each device provides some necessary operations (for example, as a server array, a group of blade servers, or a multi-processor system). In Figure 4, a processor 10 is taken as an example.

The processor 10 may be a central processing unit, a network processor or a combination thereof. The processor 10 may further include a hardware chip. The hardware chip may be a dedicated integrated circuit, a programmable logic device or a combination thereof. The programmable logic device may be a complex programmable logic device, a field programmable gate array, a general purpose array logic or any combination thereof.

The memory 20 stores instructions executable by at least one processor 10, so that at least one processor 10 executes the method shown in the above embodiment.

The memory 20 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required by at least one function; the data storage area may store data created according to the use of the computer device, etc. In addition, the memory 20 may include a high-speed random access memory, and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some optional embodiments, the memory 20 may optionally include a memory remotely arranged relative to the processor 10, and these remote memories may be connected to the computer device via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

The memory 20 may include a volatile memory, such as a random access memory; the memory may also include a non-volatile memory, such as a flash memory, a hard disk or a solid state drive; the memory 20 may also include a combination of the above types of memory.

The computer device further includes an input device 30 and an output device 40. The processor 10, the memory 20, the input device 30 and the output device 40 may be connected via a bus or other means, and FIG4 takes the bus connection as an example.

The input device 30 can receive input digital or character information, and generate key signal input related to the user settings and function control of the computer device, such as a touch screen, a keypad, a mouse, a track pad, a touch pad, an indicator bar, one or more mouse buttons, a trackball, a joystick, etc. The output device 40 may include a display device, an auxiliary lighting device (e.g., an LED) and a tactile feedback device (e.g., a vibration motor), etc. The above-mentioned display device includes but is not limited to a liquid crystal display, a light emitting diode, a display and a plasma display. In some optional embodiments, the display device can be a touch screen.

The computer device also includes a communication interface for the computer device to communicate with other devices or a communication network.

The embodiment of the present invention also provides a computer-readable storage medium. The method according to the embodiment of the present invention can be implemented in hardware, firmware, or can be implemented as a computer code that can be recorded in a storage medium, or can be implemented as a computer code that is originally stored in a remote storage medium or a non-temporary machine-readable storage medium and will be stored in a local storage medium through a network download, so that the method described herein can be stored in such software processing on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. Among them, the storage medium can be a magnetic disk, an optical disk, a read-only storage memory, a random access memory, a flash memory, a hard disk or a solid-state hard disk, etc.; further, the storage medium can also include a combination of the above types of memories. It can be understood that a computer, a processor, a microprocessor controller, or programmable hardware includes a storage component that can store or receive software or computer code. When the software or computer code is accessed and executed by a computer, a processor, or hardware, the method shown in the above embodiment is implemented.

Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims (10)

1. A method for determining an onboard vertical navigation deviation, comprising:

Acquiring the current height of a target object, the current position of the target object and a final approach positioning point;

Determining a first horizontal distance corresponding to a first key navigation point and a second horizontal distance corresponding to a second key navigation point based on the final approach positioning point, the navigation map and a preset database; the first horizontal distance is the horizontal distance between the first key navigation point and the final approach positioning point, and the second horizontal distance is the horizontal distance between the second key navigation point and the final approach positioning point;

determining a first expected height corresponding to a first horizontal distance and a second expected height corresponding to a second horizontal distance based on the aerial map; wherein the first desired height is greater than the second desired height;

and determining a vertical navigation deviation by an integration method based on the current position, the current height, the position of the first key navigation point, the position of the second key navigation point, the first expected height and the second expected height.

2. The method for determining an onboard vertical navigation deviation of claim 1, further comprising:

Detecting whether the vertical navigation deviation is larger than a preset safety deviation value;

And if the vertical navigation deviation is larger than a preset safety deviation value, controlling the object to fly away.

3. The method for determining the onboard vertical navigation deviation according to claim 1, wherein determining a first desired height corresponding to a first horizontal distance and a second desired height corresponding to the second horizontal distance based on the navigation map comprises:

Determining the altitude limit corresponding to the first key navigation point and the second key navigation point based on the navigation map;

based on the height limit, the first desired height and the second desired height are determined.

4. The method of claim 1, wherein determining the vertical navigation bias using an integration method based on the current location, the current altitude, the location of the first critical navigation point, the location of the second critical navigation point, the first desired altitude, and the second desired altitude comprises:

Where VD is the vertical deviation, ALT BARO ADC1 (0) is the current altitude, ALT ₁ is the first desired altitude, ALT ₂ is the second desired altitude, d1 is the location of the first critical navigation point, d2 is the location of the second critical navigation point, and x is the current location.

5. The method for determining an onboard vertical navigation deviation of claim 1, further comprising:

Updating the height data of the target object and the current position of the target object in real time;

And repeatedly executing the steps of determining a first horizontal distance corresponding to a first key navigation point and a second horizontal distance corresponding to a second key navigation point to determine a vertical navigation deviation by using an integration method based on the updated height data of the target object and the current position of the target object and based on the final approach positioning point, the navigation chart and the preset database.

6. The method for determining an onboard vertical navigation deviation of claim 1, further comprising:

And recording the height data of the target object, the current position of the target object and the vertical navigation deviation.

7. The method for determining an onboard vertical navigation deviation of claim 2, further comprising:

and if the vertical navigation deviation is not greater than a preset safety deviation value, controlling the target object to continuously fall.

8. An apparatus for determining an onboard vertical navigation deviation, the apparatus comprising:

the acquisition module is used for acquiring the current height of the target object, the current position of the target object and a final approach positioning point;

The first determining module is used for determining a first horizontal distance corresponding to the first key navigation point and a second horizontal distance corresponding to the second key navigation point based on the final approach positioning point, the navigation chart and the preset database; the first horizontal distance is the horizontal distance between the first key navigation point and the final approach positioning point, and the second horizontal distance is the horizontal distance between the second key navigation point and the final approach positioning point;

The second determining module is used for determining a first expected height corresponding to the first horizontal distance and a second expected height corresponding to the second horizontal distance based on the navigation chart; wherein the first desired height is greater than the second desired height;

and a third determining module, configured to determine a vertical navigation deviation by using an integration method based on the current position, the current altitude, the position of the first key navigation point, the position of the second key navigation point, the first desired altitude, and the second desired altitude.

9. A computer device, comprising:

A memory and a processor, the memory and the processor being communicatively connected to each other, the memory having stored therein computer instructions, the processor executing the computer instructions to perform the method of determining an onboard vertical navigation deviation of any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon computer instructions for causing a computer to perform the method of determining an onboard vertical navigation deviation of any of claims 1 to 7.