CN118168534A

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

Info

Publication number: CN118168534A
Application number: CN202410123388.8A
Authority: CN
Inventors: 谢昊; 王新; 陈东程; 丁旋; 吴越; 张登; 文科新; 李思淼; 严福斌; 钟育鸣
Original assignee: China Academy of Civil Aviation Science and Technology
Current assignee: China Academy of Civil Aviation Science and Technology
Priority date: 2024-01-29
Filing date: 2024-01-29
Publication date: 2024-06-11

Abstract

The invention relates to the technical field of data processing, and discloses a method, a device, computer equipment and a medium for determining airborne vertical navigation deviation, wherein the method comprises the following steps: acquiring the current height of the 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; 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 aerial map; the vertical navigation bias is determined 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. The invention can monitor the vertical deviation of the aircraft in the final approach stage with high precision by utilizing the height integral method, and ensure the flight safety.

Description

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

Technical Field

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

Background

Gao Gaoyuan the airport is an airport with an airport altitude exceeding 2438 meters and the minimum safe altitude of the route of the areas affected by the terrain environment exceeds 7000 meters. Gao Gaoyuan are faced with severe conditions of complex terrain obstacles and variable meteorological conditions during operation. The Gao Gaoyuan RNP AR program runs with extremely stringent requirements on the vertical deviation of the final approach stage, and as the plateau areas tend to be very complex in topography, excessive vertical deviation increases the risk of controlled collision of the aircraft, so that once the deviation limit is exceeded, immediate flying is required, and running safety is threatened.

At present, key parameters of an airplane are recorded every second through FOQA data according to data recording specifications and transmitted to a ground decoding server after voyage, and abnormal flight states in a voyage section are labeled according to a formulated risk judging rule by risk types and triggering moments. The FOQA data is an effective quantitative source of civil aviation operation risk, can effectively evaluate the operation risk and formulate corresponding operation risk relief plans and measures, and plays a key role in improving the operation quality of a flight unit, investigating unsafe events, optimizing airspace utilization, reducing the maintenance cost of an aircraft and the like.

However, the lack of monitoring items for the plateau RNP AR program in the FOQA event library at present results in the inability to detect from the data the operational risk encountered when the aircraft is operating in the RNP AR program, particularly the operational risk of vertical deviations in the last approach phase immediately prior to landing the aircraft.

Disclosure of Invention

In view of this, the present invention provides a method, apparatus, computer device and medium for determining airborne vertical navigation deviation, so as to solve the problem that the lack of monitoring items for the plateau RNP AR program in the existing FOQA event library results in failure to detect the running risk of the aircraft running in the RNP AR program from the data, especially the running risk of the vertical deviation in the last approach stage immediately before the aircraft lands.

In a first aspect, the present invention provides a method for determining an airborne vertical navigation deviation, the method comprising: acquiring the current height of the 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 from the first key navigation point to the final close positioning point, and the second horizontal distance is the horizontal distance from the second key navigation point to the final close positioning point; 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 aerial map; wherein the first desired height is greater than the second desired height; the vertical navigation bias is determined 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.

According to the method for determining the airborne vertical navigation deviation, the first horizontal distance corresponding to the first key navigation point and the second horizontal distance corresponding to the second key navigation point are determined through the final approach positioning point, the navigation chart and the preset database, the first expected height corresponding to the first horizontal distance and the second expected height corresponding to the second horizontal distance are determined through the navigation chart, and the vertical deviation of the aircraft in the final approach stage can be monitored with high precision by utilizing a height integration method, so that flight safety is ensured.

In an alternative embodiment, the method further comprises: detecting whether the vertical navigation deviation is larger than a preset safety deviation value; and if the vertical navigation deviation is larger than the preset safety deviation value, controlling the object to fly away.

According to the method for determining the airborne vertical navigation deviation, whether the vertical navigation deviation is larger than the preset safety deviation value is detected, and if the vertical navigation deviation is larger than the preset safety deviation value, the object is controlled to fly away, so that the flight safety of the object is ensured.

In an alternative embodiment, 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 aerial 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, a first desired height and a second desired height are determined.

According to the method for determining the airborne vertical navigation deviation, the altitude limit corresponding to the first key navigation point and the second key navigation point is determined through the aerial map, and then the first expected altitude and the second expected altitude are determined through the altitude limit, so that the safety, the efficiency and the standardization level of flight can be improved.

In an alternative embodiment, determining the vertical navigation bias 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 includes:

Where 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 location of the first critical navigation point, d2 is the location of the second critical navigation point, and x is the current location.

In an alternative embodiment, the method further comprises: 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 the first key navigation point and a second horizontal distance corresponding to the second key navigation point to determine a 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 based on the final approach positioning point, the navigation map and the preset database based on the updated height data of the target object and the current position of the target object.

According to the method for determining the airborne vertical navigation deviation, the flight safety of the whole aircraft process can be ensured by updating the height data of the target object and the current position of the target object in real time and then determining the vertical navigation deviation again through the updated height data of the target object and the updated current position of the target object.

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

According to the method for determining the airborne vertical navigation deviation, provided by the embodiment, powerful support can be provided 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 alternative embodiment, the method further comprises: and if the vertical navigation deviation is not greater than the preset safety deviation value, controlling the target object to continuously fall.

According to the method for determining the airborne vertical navigation deviation, if the vertical navigation deviation is not larger than the preset safety deviation value, the object is also represented to fly safely, and accordingly the object is controlled to continue to land.

In a second aspect, the present invention provides 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 from the first key navigation point to the final close positioning point, and the second horizontal distance is the horizontal distance from the second key navigation point to the final close 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 the third determining module is used for determining the vertical navigation deviation by utilizing 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.

In a third aspect, the present invention provides a computer device comprising: the processor is in communication connection with the memory, and the memory stores computer instructions, so that the processor executes the computer instructions to perform the method for determining the onboard vertical navigation deviation according to the first aspect or any implementation manner corresponding to the first aspect.

In a fourth aspect, the present invention provides a computer readable storage medium having stored thereon computer instructions for causing a computer to execute the method for determining an on-board vertical navigation bias of the first aspect or any one of its corresponding embodiments.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a flow chart of a method for determining onboard vertical navigation deviation in accordance with an embodiment of the present invention;

FIG. 2 is a flow chart of another method for determining onboard vertical navigation deviation in accordance with an embodiment of the present invention;

FIG. 3 is a block diagram of an on-board vertical navigation bias determination apparatus according to an embodiment of the present invention;

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

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

As known in the related art, a plateau airport is an airport with an airport altitude exceeding 2438 meters, and the minimum safe altitude of the route of the areas affected by the terrain environment exceeds 7000 meters. Gao Gaoyuan are faced with severe conditions of complex terrain obstacles and variable meteorological conditions during operation. The Gao Gaoyuan RNP AR program runs with extremely stringent requirements on the vertical deviation of the final approach stage, and as the plateau areas tend to be very complex in topography, excessive vertical deviation increases the risk of controlled collision of the aircraft, so that once the deviation limit is exceeded, immediate flying is required, and running safety is threatened. In order to further expand the operational efficiency and operational safety of the altitude route. At present, a high altitude airport with good facilities and equipment adopts a (Required Navigation Performance Authorization Required, RNP AR) running program, and the program can navigate in the horizontal direction only by means of a GPS system while providing good flying obstacle performance.

In accordance with an embodiment of the present invention, there is provided an on-board vertical navigation bias determination method embodiment, it being noted that the steps illustrated in the flowchart of the figures may be performed in a computer system, such as a set of computer executable instructions, and that although a logical sequence is illustrated in the flowchart, in some cases the steps illustrated or described may be performed in a different order than that illustrated herein.

In this embodiment, a method for determining an airborne vertical navigation deviation is provided, which may be used in the above-mentioned computer device, such as a computer, a server, etc., fig. 1is a schematic flow chart of the 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 may be used to characterize an object being flown; the target may be an aircraft or the like, and is not particularly limited herein. The current position may be used to characterize the current flight position of the target object. The current position may be a or B, which is not particularly limited herein. Specifically, the current height of the target object may be detected by a detection device, where the detection device includes an instrument device, a navigation system, an autopilot, a radio altimeter, an antenna compass, an inertial navigation system, and a flight data recorder, and the like, and is not specifically limited herein.

It should be noted that the instrumentation is used to monitor and display various operational states of the aircraft, including altitude, speed, attitude, azimuth, etc. Common instrumentation includes altimeters, airspeed meters, directional meters, manual horizon meters, and the like. Navigation system: devices for determining aircraft position and heading include Global Positioning System (GPS), inertial Navigation System (INS), omni-directional beacons (VOR), rangefinders (DME), and Instrumentation Landing System (ILS), among others. Autopilots are used to assist pilots in controlling aircraft. Radio altimeters are instruments for measuring the altitude of an aircraft from the ground. The antenna compass is used as a basic instrument for measuring the heading of an aircraft. Inertial navigation system: an autonomous navigation system uses gyroscopes and accelerometers to determine the position, velocity, and attitude of an aircraft. Flight data recorder: for recording various parameters of the aircraft during flight, such as speed, altitude, heading, etc.

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

The air pressure type altimeter is a meter for measuring the altitude by using the relation between the air pressure and the altitude. The altitude of the aircraft is calculated by comparing the air pressure values around the aircraft. Radio altimeters are devices that use the reflection of radio waves to measure the actual altitude of an aircraft from the ground. It is commonly used for landing and low-altitude flights because the propagation of radio waves at low altitudes is less affected by ground obstructions. Radar altimeters are those that calculate altitude by transmitting radio waves to the ground and measuring the time of reflection. The GPS positioning system may provide altitude information for the aircraft, but it is noted that the altitude provided by GPS is relative to the mean sea level, not relative to the ground. The terrain database and the altitude map are used to provide information on the position of the aircraft relative to the terrain, so that the altitude of the aircraft is calculated by comparing the terrain features around the aircraft with the map data.

The final approach anchor Point, i.e., (FINAL MISSED Point, FAP) waypoint, is a key navigation Point in the approach landing process of the aircraft. It corresponds to the starting point of the last approach phase of the aircraft, after which the aircraft will make the final descent and landing preparations. Wherein the final approach anchor point is a fixed point determined by the navigation device, possibly a radio station, a navigation station or a specific geographical location on the ground. The final approach stage is a stage from the final descent point to the decision height.

It should be noted that, the stage of monitoring the final approach stage (the stage where the aircraft is at such a height or altitude that the visual reference condition of the runway can be clearly recognized to continue landing on the runway or else must fly off) generated during the operation of the RNP AR. The final descent point is the final approach location point (FAP) waypoint in the waymap. ) Excessive vertical deviation event. The determination altitude can be used for representing the altitude at which the aircraft is or the altitude at which visual reference conditions of the runway can be clearly recognized to continue landing on the runway or the altitude must be flown.

Visual reference conditions may be used to characterize the requisite of safe landing of an aircraft, and the pilot should be able to clearly see and recognize at least one of the following visual references of the planned landing runway: an approach lighting system, a runway threshold sign, a runway threshold light, a runway end identification light, a visual approach glide indicator light, a ground area or ground area sign, a ground area light, a runway or runway sign, a runway light.

Step S102, 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 a final approach positioning point, a navigation chart and a preset database; the first horizontal distance is the horizontal distance between the first key navigation point and the final close positioning point, and the second horizontal distance is the horizontal distance between the second key navigation point and the final close positioning point.

The navigational map may be used to aid a map of the target object. The aerograms are uniformly drawn and released according to the contents such as flight rules, aircraft performances, airspace conditions and the like, and the aerograms are timeliness and pertinence. By using these maps, information such as the azimuth of the piloted aircraft, the safe flight altitude, the optimal flight path, the on-road navigation equipment, and the optimal forced landing airport/field when the aircraft is lost can be determined.

The preset database may be a navigation database. Wherein the navigation database (Navigation Database) refers to the collective term for navigation data sets, package and format files stored in electronic form in the flight management computer. It is used to support navigation applications including, but not limited to, data types such as airlines, navigation stations, location points, airport and runway location information, terminal area programs, and the like.

The key navigation points (Key Navigational Point, KNP) refer to places with important significance in the navigation of the aircraft. These locations are typically critical points on the route, such as route intersections, turn points, start and end points, and the like. The key navigation points are used for determining the position and heading of the aircraft on the route and the key points in the flight plan. During flight, these key navigation points are used to determine the location, heading, and predicted arrival time of the aircraft in order to adjust the flight plan in time. In this embodiment, the first key navigation point and the second key navigation point may be navigation points of the last approach stage. The final approach stage is the final stage of approach to landing of the aircraft, and generally refers to the flight process of the aircraft from the cruising end point altitude to the completion of landing.

The first horizontal distance may be used to characterize the horizontal distance of the first key navigation point from the final approach location point. The first horizontal distance may be M1, M2, or the like, and is not particularly limited herein. The second horizontal distance may be used to characterize the horizontal distance of the second key navigation point from the final approach location point. The second horizontal distance may be N1, N2, or the like, and is not particularly limited herein.

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

Next, using these coordinate information, in conjunction with the current flight position and heading of the aircraft, a navigation algorithm or flight management Computer (FLIGHT MANAGEMENT Computer System, FMC) may be used to calculate the horizontal distance between the aircraft and each key navigation point (i.e., the first key navigation point and the second key navigation point). These horizontal distances generally represent the distance of the aircraft in the horizontal plane and may help the pilot understand the position of the aircraft relative to the critical navigation points. By the method, 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. The pilot needs to adjust the speed and heading of the flight based on this information to ensure that approach and landing is accomplished safely and accurately.

Step S103, 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 aerial map.

The desired altitude may be used to characterize the altitude that an aircraft is expected to reach during flight. This altitude is determined by factors such as flight plan, weather conditions, flight mission requirements, etc. The first desired height may be a desired height of the target object at the first critical navigation point, and the second desired height may be a desired height of the target object at the second critical navigation point. The specific modes can be as follows: first, key navigation points (i.e., the first key navigation point and the second key navigation point) are identified from the chart, and flight conditions, such as aircraft performance, meteorological conditions (e.g., wind direction, wind speed), flight altitude restrictions, etc., are analyzed based on the labels and information on the chart. Depending on the flight conditions and horizontal distance, a navigation algorithm or Flight Management Computer (FMC) is used to calculate the altitude the aircraft is expected to reach. This altitude should be such that the aircraft can perform its flight mission in an optimal manner while ensuring safety and meeting the flight requirements.

Step S104, determining the 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.

The vertical navigation deviation refers to a difference between a position displayed by the navigation device in the vertical direction and an actual position of the aircraft. The location of the key navigation points may be used to characterize the coordinates of the key navigation points. The position of the first key navigation point may be X1, X2, or the like, which is not specifically limited herein. The position of the second key navigation point may be Y1, Y2, or the like, which is not particularly limited herein. Specifically, by determining the current position, the current altitude, the position of the first critical navigation point, the position of the second critical navigation point, the first desired altitude, and the second desired altitude, the vertical navigation bias may be determined using an integration method. Specific ways of determining are described in detail below.

In some alternative embodiments, as shown in fig. 2, after the step S104, the method further includes:

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

The preset safety deviation value may be used to characterize a safety landing deviation value between a position displayed by the navigation device in the vertical direction and an actual position of the aircraft. The preset security deviation value may be L1, L2, or the like, which is not specifically limited herein. Specifically, after the vertical navigation deviation of the target object is obtained, it may be detected whether the vertical navigation deviation is greater than a preset safety deviation value. Two situations are included: case one: the vertical navigation deviation is larger than a preset safety deviation value; and a second case: the vertical navigation deviation is not greater than a preset safety deviation value.

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

Step S106, if the vertical navigation deviation is larger than the preset safety deviation value, controlling the object to fly away.

If the vertical navigation deviation is larger than the preset safety deviation value, the dangerous situation is represented in the falling process of the target object, and the target object needs to be controlled to fly away, so that the dangerous situation is avoided. The flying-in refers to the operation of taking off again when the aircraft cannot land safely due to some reasons before landing. Specifically, when the vertical navigation deviation is greater than a preset safety deviation value, the pilot may control the target object to fly around in order to ensure safety. During the fly-away process, the flight conditions and the state of the navigation device need to be re-evaluated, and proper operations are adopted to ensure the safety of the aircraft. This may include adjusting flight altitude, heading, speed, etc. parameters to ensure that the aircraft re-attempts to land in a safe situation.

It should be noted that controlling the fly-away of the target is a conservative safety measure, which may involve problems such as re-planning the flight path, delaying the landing time, etc. Therefore, the advantages and disadvantages are weighed, the decision is made according to the actual situation, and the safety and smooth flight of the aircraft are ensured.

In step S107, if the vertical navigation deviation is not greater than the preset safety deviation value, the object is controlled to continue to drop.

If the vertical navigation deviation is not larger than the preset safety deviation value, the situation that the danger exists is indicated, and the object is continuously controlled to continuously land.

In addition, if the vertical navigation deviation is not greater than the preset safety deviation value, the object is also characterized to perform safe flight, so that the object is controlled to continue to land.

In an alternative embodiment, the step S103 includes:

And a step a1, determining the altitude limit corresponding to the first key navigation point and the second key navigation point based on the navigation map.

The computer device may identify key navigation points, such as a first key navigation point and a second key navigation point, from the navigational map. These key navigation points typically have explicit markings and information on the navigation map. Analyzing flight conditions: flight conditions are studied, including aircraft performance, meteorological conditions (e.g., wind direction, wind speed, barometric density), altitude limits, and the like. These factors will affect the safe and efficient flight of the aircraft at critical navigation points. Applicable flight rules are known to ensure that the flight complies with relevant regulations and standards. These rules may dictate the maximum and minimum altitude allowed for the aircraft at key navigation points. Altitude limit information about key navigation points may be obtained by querying data in a navigation database or flight management computer. These limitations are often related to airport, obstacle and air traffic control requirements. And comprehensively analyzing and determining the height limit corresponding to the first key navigation point and the second key navigation point. These limits may be expressed in terms of altitude, relative altitude, or a particular altitude layer, etc.

Step a2, determining a first desired height and a second desired height based on the height limit.

The first desired altitude and the second desired altitude are calculated based on aircraft performance, mission requirements, and flight conditions using a navigation algorithm or Flight Management Computer (FMC). Calculation of the desired altitude should ensure that the aircraft complies with the corresponding altitude limits at critical navigation points, while taking into account safety, economic and efficiency requirements.

In an alternative embodiment, the step S104 includes:

The following illustrates the application scenario of the present method:

Assume an aircraft is performing an RNP AR procedure in a plateau region, entering the final approach phase. The system first initializes settings, including a preset vertical deviation threshold of 75 feet, with the monitored parameters configured to be updated once per second.

As the aircraft approaches the final approach setpoint (FAP), the system begins to collect altitude data and distance data for the aircraft and calculates the vertical deviation using a altitude integration formula. Assuming that the current aircraft altitude is 10,000 feet, the former navigation point (first critical navigation point) altitude is 9,800 feet, the latter navigation point (second critical navigation point) altitude is 10,200 feet, the former navigation point is 5 seas from the horizontal distance (first horizontal distance) that ultimately approaches the locating point, and the latter navigation point is 4 seas from the horizontal distance (second horizontal distance) that ultimately approaches the locating point. From the integral formula we can calculate the vertical deviation to be 60 feet.

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

In some alternative embodiments, the above method further comprises:

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

And b2, repeatedly executing the steps of determining a first horizontal distance corresponding to the first key navigation point and a second horizontal distance corresponding to the second key navigation point to a position 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 based on the updated height data of the target object and the current position of the target object based on the final approach positioning point, the navigation map and the preset database, and determining the vertical navigation deviation by using an integration method.

Specifically, the height data of the target and the current position of the target are changed in real time, the height data of the target and the current position of the target can be updated in real time, and then the steps S102 to S104 are repeatedly executed to determine the vertical navigation deviation corresponding to each position through the updated height data of the target and the updated current position of the target.

Specifically, the computer device may record the height data of the target, the current position of the target, and the vertical navigation deviation after acquiring the height data of the target, the current position of the target, 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, and can also be recorded in a table for subsequent analysis and examination.

In an alternative implementation, the present embodiment relies on the characters and relative orientations of the database of the aircraft flight tube computer to identify that the aircraft flight tube computer integrates multiple GPS signals, onboard inertial navigation, etc., to obtain a relatively accurate position. The flight of the aircraft can be judged to jump a certain waypoint through the jump of the name characters of the last waypoint and the next waypoint in the flight management computer. I.e.

Wherein,

For flying past waypoints,/>Waypoints for the current time period,/>Waypoints for the next time period.

However, the entry of waypoint characters in FOQA data is based on super time frames, i.e., seconds or tens of seconds, before the character of the next waypoint is recorded. Thus the aboveThe actual result is a period I that depends on the length of the super frame in which the character is acquired. In this time interval/>In the method, the azimuth bearing of the next waypoint acquired once per second is used for judging the accurate cutting identification of the passing waypoint, namely

Wherein,

For flying past waypoints,/>Is the azimuth angle of the waypoint,/>Is the azimuth of the next waypoint.

Therefore, the distance from each moment to the next waypoint can be addressed by determining the moment of flying each waypoint, and then the vertical deviation of the RNP AR program to the last approach section is calculated.

The method for determining the airborne vertical navigation deviation provided by the invention can monitor the vertical deviation of the aircraft in the final approach stage in real time and with high precision by the high integration technology, and ensures the flight safety.

In addition, the whole process monitoring system can trigger the event immediately, and is convenient for the comment and teaching of the subsequent event.

In addition, the system records flight data, and provides powerful support for subsequent safety investigation and analysis.

And the method is suitable for RNP AR programs under complex terrain conditions such as plateau areas, and the like, and the writing of airports such as pizza, linzhi, day click, airy, bangda, jiuzhai and the like is completed this time, so that the applicability and the safety are improved.

The embodiment also provides a device for determining the airborne vertical navigation deviation, which is used for implementing the above embodiment and the preferred implementation manner, and is not described in detail. As used below, the term "module" may be a combination of software and/or hardware that implements a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

The embodiment provides a device for determining airborne vertical navigation deviation, as shown in fig. 3, including:

The acquiring module 301 is configured to acquire a current height of the target object, a current position of the target object, and a final approach positioning point; the first determining module 302 is configured to determine 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 map and the preset database; the first horizontal distance is the horizontal distance from the first key navigation point to the final close positioning point, and the second horizontal distance is the horizontal distance from the second key navigation point to the final close positioning point; a second determining module 303, configured to determine, based on the aerial image, a first desired height corresponding to the first horizontal distance and a second desired height corresponding to the second horizontal distance; wherein the first desired height is greater than the second desired height; the third determining module 304 is configured to determine the 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.

In some alternative embodiments, the apparatus further comprises: the detection module is used for detecting whether the vertical navigation deviation is larger than a preset safety deviation value; and the control module is used for controlling the object to fly away if the vertical navigation deviation is larger than a preset safety deviation value.

In some alternative embodiments, the second determining module 303 includes: the first determining unit is used for determining the altitude limit corresponding to the first key navigation point and the second key navigation point based on the navigation map; and a second determination unit configured to determine a first desired height and a second desired height based on the height limit.

In some alternative embodiments, the third determination module 304 includes:

In some alternative embodiments, the apparatus further comprises: the real-time updating module is used for updating the height data of the target object and the current position of the target object in real time; and the repeated execution module is used for repeatedly executing the steps of determining a first horizontal distance corresponding to the first key navigation point and a second horizontal distance corresponding to the second key navigation point to a position 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 based on the updated height data of the target object and the current position of the target object and determining the vertical navigation deviation by using an integration method based on the final approach positioning point, the navigation map and the preset database.

In some alternative embodiments, the apparatus further comprises: and the recording module is used for recording the height data of the target object, the current position of the target object and the vertical navigation deviation.

In some alternative embodiments, the apparatus further comprises: and the landing control module is used for controlling the target object to continue landing if the vertical navigation deviation is not greater than the preset safety deviation value.

Further functional descriptions of the above respective modules and units are the same as those of the above corresponding embodiments, and are not repeated here.

The on-board vertical navigation bias 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 a memory that execute one or more software or firmware programs, and/or other devices that can provide the above functions.

The embodiment of the invention also provides computer equipment, which is provided with the device for determining the airborne vertical navigation deviation shown in the figure 3.

Referring to fig. 4, fig. 4 is a schematic structural diagram of a computer device according to an alternative embodiment of the present invention, as shown in fig. 4, the computer device includes: one or more processors 10, memory 20, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components are communicatively coupled to each other using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions executing within the computer device, including instructions stored in or on 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 alternative embodiments, multiple processors and/or multiple buses may be used, if desired, along with multiple memories and multiple memories. Also, multiple computer devices may be connected, each providing a portion of the necessary operations (e.g., as a server array, a set of blade servers, or a multiprocessor system). One processor 10 is illustrated in fig. 4.

The processor 10 may be a central processor, a network processor, or a combination thereof. The processor 10 may further include a hardware chip, among others. The hardware chip may be an application specific 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.

Wherein the memory 20 stores instructions executable by the at least one processor 10 to cause the at least one processor 10 to perform a method for implementing the embodiments described above.

The memory 20 may include a storage program area that may store an operating system, at least one application program required for functions, and a storage data area; the storage data area may store data created according to the use of the computer device, etc. In addition, the memory 20 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, memory 20 may optionally include memory located remotely from processor 10, which may be connected to the computer device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

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

The computer device further comprises input means 30 and output means 40. The processor 10, memory 20, input device 30, and output device 40 may be connected by a bus or other means, for example in fig. 4.

The input device 30 may receive input numeric or character information and generate key signal inputs related to user settings and function control of the computer apparatus, such as a touch screen, a keypad, a mouse, a trackpad, a touchpad, a pointer stick, one or more mouse buttons, a trackball, a joystick, and the like. The output means 40 may include a display device, auxiliary lighting means (e.g., LEDs), tactile feedback means (e.g., vibration motors), and the like. Such display devices include, but are not limited to, liquid crystal displays, light emitting diodes, displays and plasma displays. In some alternative implementations, the display device may be a touch screen.

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

The embodiments of the present invention also provide a computer readable storage medium, and the method according to the embodiments of the present invention described above may be implemented in hardware, firmware, or as a computer code which may be recorded on a storage medium, or as original stored in a remote storage medium or a non-transitory machine readable storage medium downloaded through a network and to be stored in a local storage medium, so that the method described herein may be stored on such software process on a storage medium using a general purpose computer, a special purpose processor, or programmable or special purpose hardware. The storage medium can be a magnetic disk, an optical disk, a read-only memory, a random access memory, a flash memory, a hard disk, a solid state disk or the like; further, the storage medium may also comprise a combination of memories of the kind described above. It will be appreciated that a computer, processor, microprocessor controller or programmable hardware includes a storage element that can store or receive software or computer code that, when accessed and executed by the computer, processor or hardware, implements the methods illustrated by the above embodiments.

Although embodiments of the present invention have been described in connection with the accompanying drawings, various modifications and variations may be made by those skilled in the art without departing from the spirit and scope of the invention, and such modifications and variations fall within the scope of the invention as defined by the appended claims.

Claims

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.