CN113012479B

CN113012479B - Flight weight limit measurement method, device and system based on obstacle analysis

Info

Publication number: CN113012479B
Application number: CN202110201653.6A
Authority: CN
Inventors: 欧阳嘉兰; 张佳
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-02-23
Filing date: 2021-02-23
Publication date: 2022-07-22
Anticipated expiration: 2041-02-23
Also published as: CN113012479A

Abstract

The invention provides a flight weight limit measuring method, a flight weight limit measuring device and a flight weight limit measuring system based on obstacle analysis, wherein the method comprises the following steps: acquiring flight environment information and a flying starting coordinate point, and calculating to obtain M flight track points by taking the starting coordinate point as a starting point according to the flight environment information; connecting two adjacent flight track points into N flight sections; connecting the N flying navigation sections into a flying track; determining a flight protection zone based on the flight trajectory; searching for the barrier distance between the barrier in the flight protection area and the flight track; determining a flight weight limit based on the obstacle distance and the flight environment information. The invention can improve the accuracy of the calculation of the flight path and the protected area, improve the efficiency of the calculation, reduce the manual operation, reduce the manual error, improve the safety of the flight and reduce the accident risk.

Description

Flight weight limit measurement method, device and system based on obstacle analysis

Technical Field

The invention relates to the field of airplanes, in particular to a flight weight limit measuring method, device and system based on obstacle analysis.

Background

With the rapid development of economy, the aviation industry is gradually developed, and meanwhile, more convenience is brought to the appearance of people.

The aircraft takes off and runs at a high speed due to the heavier weight, the slow flight speed and the poor flight performance of the aircraft. In order to improve the safety of the flight, the obstacles in the airport area are analyzed and detected before the flight, safety evaluation is generally carried out along the flight path of the airplane, and if the evaluation cannot meet the requirement, a new route is designed for the airplane with poor performance again. The conventional method comprises the steps of manually detecting, drawing a flight track and the position of an obstacle on a map, and calculating the take-off gradient requirement by using parameters such as the distance along the flight track, the lateral distance and the height of the obstacle.

However, the prior art mainly has the following defects: firstly, the artificial error is large, the identification is inaccurate, and factors such as map projection are easily ignored in the artificially drawn flight track and the protection area, so that the measured parameter error is large; second, inefficiency: manual obstacle analysis often requires a lot of time to draw a flight procedure trajectory and a protection area thereof and to dote the obstacle position on a map, which not only increases the time but also increases the labor cost.

Disclosure of Invention

The invention provides a flight weight limit measuring method, a flight weight limit measuring device and a flight weight limit measuring system based on obstacle analysis.

An embodiment of the present invention provides a flight weight limit measurement method based on obstacle analysis, where the method may include:

acquiring flight environment information and a flying initial coordinate point, and calculating M flight track points by taking the initial coordinate point as a starting point according to the flight environment information, wherein M is greater than 1;

connecting two adjacent flight track points into N flight sections, wherein N is more than 1;

connecting the N flying navigation sections into a flying track;

determining a flight protection zone based on the flight trajectory;

searching for the barrier distance between the barrier in the flight protection area and the flight track;

determining a flight weight limit based on the obstacle distance and the flight environment information.

Further, the flight environment information includes: obstacle position information, the obstacle distance comprising an along-track distance and a lateral distance of the obstacle;

the finding of the obstacle distance between the obstacle in the flight protection zone and the flight trajectory comprises:

judging whether the obstacle corresponding to the obstacle position information is in the flight protection area or not by adopting a GIS geometric algorithm;

if the obstacle corresponding to the obstacle position information is in the flight protection area, determining the distance between each flight track point and the obstacle along M flight track points of the flight track to obtain K flight track distances;

searching the coordinate position of each obstacle and a distance point corresponding to two flight path distances with the minimum distance value of the coordinate position of the obstacle according to the obstacle position information;

and connecting the position information of the obstacle and distance points corresponding to the two track distances to form an obstacle triangle, and calculating the obstacle triangle by using a trigonometric function to obtain the along-track distance and the lateral distance of the obstacle.

Further, the flight environment information further comprises height information of obstacles, airport elevation information, runway length information, airport atmospheric condition information and model information;

the determining a flight weight limit based on the obstacle distance and the flight environment information includes:

determining an obstacle gradient by using the height information of the obstacle, the along-track distance and the lateral distance;

and calculating the flight weight limit according to the barrier gradient, the airport elevation information, the runway length information, the airport atmospheric condition information and the model information.

Further, the flight environment information further includes: navigation information, magnetic azimuth information, runway distance information, turning radius information and turning direction information;

the method for calculating and obtaining M flight track points by taking the initial coordinate point as a starting point according to the flight environment information comprises the following steps:

calculating to obtain a first flight track point by taking the initial position as a first starting point according to the navigation station information, the magnetic azimuth information, the runway distance information, the turning radius information and the turning direction information;

calculating to obtain a second flight track point according to the information of the navigation station, the information of the magnetic azimuth, the information of the runway distance, the information of the turning radius and the information of the turning direction by taking the first flight track point as a second starting point;

and calculating to obtain an M flight track point according to the information of the navigation station, the magnetic azimuth information, the runway distance information, the turning radius information and the turning direction information to obtain M flight track points, wherein the M flight track point is a target position coordinate point of the user.

Further, connect two adjacent flight track points into N flight legs, include:

calculating track longitude and latitude values of adjacent flight track points from the initial coordinate point to obtain M track longitude and latitude values;

and performing point-to-point connection on the adjacent track longitude and latitude values according to a first condition value or a second condition value by taking the starting longitude and latitude of the starting coordinate point as a starting point to obtain N flight legs, wherein the first condition value is a fixed radius and a fixed turning angle, and the second condition value is a non-fixed radius and a non-fixed turning angle.

Further, the track longitude and latitude value comprises a straight line longitude and latitude value and a turning longitude and latitude value;

calculating track longitude and latitude values of adjacent flight track points from the starting coordinate point to obtain M track longitude and latitude values, and the method comprises the following steps:

calculating the track azimuth angles and the track distances of the adjacent flight track points one by adopting a differential mode from the initial coordinate point to obtain M linear track azimuth angles and M linear track distances;

respectively calculating the M linear track azimuth angles and the M linear track distances by using a GIS algorithm to calculate linear longitude and latitude values of adjacent flight track points to obtain M linear longitude and latitude values;

determining the circle centers of adjacent flight track points according to a preset turning radius and the M straight line track azimuth angles to obtain M turning circle centers;

respectively calculating a turning track azimuth angle and a turning track distance between each turning circle center and the corresponding flight track point to obtain an M turning track azimuth angle and an M turning track distance;

and calculating the turn longitude and latitude values of the adjacent flight track points according to the M turn track azimuth angle and the M turn track distance to obtain M turn longitude and latitude values.

Further, the determining a flight protection zone based on the flight trajectory includes:

dividing the flight path into a straight flight path and a turning flight path;

expanding the linear flight trajectory to a preset width according to a preset linear expansion rate to obtain a linear protection area;

expanding the turning flight path according to a preset turning expansion rate to obtain a turning protection area;

and adding the straight line protection area and the turning protection area to obtain a flight protection area.

Further, the method further comprises:

adding the flight environment information and the flight track to a preset display map image;

and displaying the flight environment information and the flight track in three dimensions in the preset map image.

Correspondingly, an embodiment of the present invention further provides a flight weight limit measuring device based on obstacle analysis, where the device includes:

the acquiring module is used for acquiring flight environment information and a flying starting coordinate point, and calculating M flight track points by taking the starting coordinate point as a starting point according to the flight environment information, wherein M is greater than 1;

the flight segment module is used for connecting two adjacent flight track points into N flight segments, wherein N is greater than 1;

the track module is used for connecting the N flying navigation sections into a flying track;

a protected zone module for determining a flight protected zone based on the flight trajectory;

the searching distance module is used for searching the barrier distance between the barrier in the flight protection area and the flight track;

and the weight limit determining module is used for determining the flight weight limit based on the obstacle distance and the flight environment information.

Correspondingly, an embodiment of the present invention further provides a flight weight limit measurement system based on obstacle analysis, where the system includes:

the system comprises an airport basic information management module, a runway information management module, a navigation station information management module, an obstacle information management module, a take-off track description management module, a take-off track calculation module, a take-off track protection area calculation module, an obstacle automatic analysis module, a take-off weight limit calculation module and a geographical visualization display module;

wherein the runway information management module and the navigation platform information management module are respectively connected with the takeoff track description management module, the airport basic information management module and the takeoff track description management module are respectively connected with the takeoff track calculation module, the takeoff track calculation module is connected with the takeoff track protection area calculation module, the takeoff track protection area calculation module and the obstacle information management module are respectively connected with the obstacle automatic analysis module, the automatic obstacle analysis module is connected with the takeoff weight limit calculation module, the geographical visualization display module is respectively connected with the automatic obstacle analysis module, the obstacle information management module, the takeoff track calculation module and the navigation platform information management module, the runway information management module is also respectively connected with the airport basic information management module and the take-off weight limit calculation module.

Accordingly, an embodiment of the present invention further provides an electronic device, including:

one or more processors; and

one or more machine-readable media having instructions stored thereon that, when executed by the one or more processors, cause the apparatus to perform a method for flight weight limit measurement for obstacle analysis according to an embodiment of the present invention.

Accordingly, an embodiment of the present invention also provides one or more machine-readable media having instructions stored thereon, which when executed by one or more processors, cause the processors to perform a method for flight weight limit measurement for obstacle analysis according to an embodiment of the present invention.

The embodiment of the invention discloses a flight weight limit measuring method, a flight weight limit measuring device and a flight weight limit measuring system for obstacle analysis, which have the beneficial effects that: the invention can use GIS sphere algorithm to calculate the takeoff track and simulate the track protection area, because the track calculation and simulation are based on WGS84 coordinate system, the accuracy of the track and protection area calculation result is greatly improved, and the efficiency of the whole process is greatly improved by automatic calculation, the manual operation is reduced, the human resource cost is also reduced, meanwhile, because the position and distance of the obstacle are automatically analyzed, the human error is reduced, the accuracy of the analysis result is improved, the safety of the flight is also improved, and the accident risk is reduced.

Drawings

FIG. 1 is a flow chart of the steps of a flight weight limit measurement method based on obstacle analysis according to the present invention;

FIG. 2 is a schematic view of the connection of the flight trajectory points of the present invention;

FIG. 3 is a first schematic diagram illustrating the calculation of the direction angle according to the present invention;

FIG. 4 is a second schematic view of the calculation of the azimuth angle of the present invention;

FIG. 5 is a schematic diagram of an analysis structure of an obstacle according to the present invention;

FIG. 6 is a schematic diagram of the analysis structure of the obstacle according to the present invention;

FIG. 7 is a schematic diagram of the calculation of lateral distance of the present invention;

FIG. 8 is a schematic representation of the calculation of flight weight limits of the present invention;

FIG. 9 is a schematic structural diagram of a flight weight limit measuring device based on obstacle analysis according to the present invention;

fig. 10 is a schematic structural diagram of a flight weight limit measurement system based on obstacle analysis according to the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1, a flow chart of flight weight limit measurement method based on obstacle analysis according to the present invention is shown.

In this embodiment, the method may be applied to a server. The server may be a cloud server, or may be a server group including one or more servers. The user terminal is connected with the server.

Specifically, the flight weight limit measurement method based on obstacle analysis comprises the following steps:

s1, acquiring flight environment information and a flying starting coordinate point, and calculating to obtain M flight track points according to the flight environment information by taking the starting coordinate point as a starting point, wherein M is greater than 1.

In the present embodiment, the flight environment information may include airport ICAO and IATA codes, airport chinese names, airport english names, airport latitudes and longitudes (based on WGS84 coordinate system), airport magnetic differences, ICAO codes of airports to which runways belong, runway codes at both ends of runways, latitude and longitude coordinates of both ends of runways, ICAO codes of airports to which navigation stations belong, navigation station names, navigation station types, navigation station elevations, navigation station latitudes and latitudes, ICAO codes of airports to which obstacles belong, obstacle names, obstacle types, obstacle elevations, obstacle latitudes and latitudes, azimuth angles and distances of obstacles with respect to an ARP point of an airport, ICAO codes of airports to which takeoff tracks belong, takeoff track names, takeoff track descriptions, and the like.

The start coordinate point is a coordinate point at which the user takes off. The flight track points are all points in a flight track from the starting coordinate point to the end point of the user.

The position of the barrier can be determined through the flight environment information, so that flight track points bypassing the barriers are calculated according to the position of the barrier, the flight track points are connected together, a flight route can be obtained, and meanwhile, the flight route can accurately avoid the barriers.

In order to accurately avoid each obstacle, each flight track point is accurately calculated, and meanwhile, the calculation efficiency can be improved. In an optional embodiment, the flight environment information further comprises: navigation information, magnetic bearing information, runway distance information, turning radius information, and turning direction information. As an example, step S1 may include the following sub-steps:

and S11, calculating to obtain a first flight track point by taking the initial position as a first starting point according to the information of the navigation station, the information of the magnetic azimuth, the information of the runway distance, the information of the turning radius and the information of the turning direction.

And S12, calculating to obtain a second flight track point by taking the first flight track point as a second starting point according to the information of the navigation station, the information of the magnetic azimuth, the information of the runway distance, the information of the turning radius and the information of the turning direction.

And S13, calculating according to the information of the navigation station, the magnetic azimuth information, the runway distance information, the turning radius information and the turning direction information to obtain an Mth flight track point by taking the second flight track point as a third starting point, and obtaining M flight track points, wherein the Mth flight track point is a target position coordinate point of the user.

Specifically, the first flight track point can be calculated by taking the initial coordinate point as the starting point, then the second flight track point is calculated by adopting the same calculation mode by taking the first flight track point as the starting point, and the analogy is carried out until the Mth flight track point is obtained by calculation, and the Mth flight track point is the target position coordinate point reached by the user.

And the destination coordinate information required by the user can be determined through the starting coordinate point and the flight environment information. The end point coordinate of each section is the starting point coordinate of the next section, the starting point coordinate is always ensured not to be empty, and the connection of the coordinates of each point can form a complete flight path.

In the calculation process, the condition input by the user can be judged, the intention of the user is automatically recognized, and the completion is automatically completed, such as the turning radius and the turning direction are automatically determined according to the distance and the direction between two points.

In addition, in this embodiment, the rule of judgment is: starting point, course, track distance- > end point coordinate; starting point, course, certain DME distance- > terminal point coordinate, track distance; the initial point, the initial course, the turning radius and direction, the ending course- > the terminal point coordinate and the track distance; starting point, starting course, turning direction, ending course- > turning radius, end point coordinate and track distance; starting point, starting course, turning direction, DME arc length, ending course- > terminal point coordinate and track distance.

And S2, connecting the two adjacent flight track points into N flight sections, wherein N is larger than 1.

After M flight track points are obtained through calculation, the flight track points can be sequentially connected with the M flight track points from the initial coordinate point. And connecting the two flight track points pairwise from the initial coordinate point to obtain N flight navigation sections. For example, the start coordinate point is connected with the first flight track point, the second flight track point is connected with the third flight track point, the fourth flight track point is connected with the fifth flight track point, and the M-1 flight track point is connected with the Mth flight track point.

Since the horizontal position and the latitude and longitude position of the aircraft are changed during the flight process, in order to match the flight trajectory with the actual flight status of the aircraft, the step S2 may include the following sub-steps:

and S21, calculating the track longitude and latitude values of the adjacent flight track points from the starting coordinate point to obtain M track longitude and latitude values.

The track longitude and latitude values of a first flight track point adjacent to the starting coordinate point can be calculated from the starting coordinate point, then a second flight track point adjacent to the first flight track point is calculated, and the like is carried out until the track longitude and latitude values of the M flight track points are calculated.

In actual operation, the aircraft may turn when flying along a straight line, and in order to improve the calculation accuracy, in this embodiment, the track longitude and latitude value includes a straight line longitude and latitude value and a turning longitude and latitude value. As an example, the sub-step S21 may include the following sub-steps:

and S211, calculating the track azimuth angles and the track distances of the adjacent flight track points one by adopting a differentiation mode from the initial coordinate point to obtain M linear track azimuth angles and M linear track distances.

S212, calculating the M linear track azimuth angles and the M linear track distances respectively by using a GIS algorithm to calculate linear longitude and latitude values of adjacent flight track points, and obtaining M linear longitude and latitude values.

Specifically, referring to fig. 2-4, a schematic diagram of the connection of the flight trace points, a schematic diagram of the calculation of the direction angle of the present invention, and a schematic diagram of the calculation of the direction angle of the present invention are respectively shown.

Where the earth radius is assumed to be R, when the side lengths are used for trigonometric calculations, all should be divided by R to obtain the arc value:

calculating the longitude and latitude of the point B according to the longitude and latitude of the point A, the relative azimuth angle from the point A to the point B and the distance: and (4) selecting N points of the north pole of the earth by knowing the longitude and latitude of the point A, so that A, B, N points can form a spherical triangle. According to the spherical distance algorithm, the distance of AN is calculated to be B, the distance between AB is known, the angle A is assumed to be n, and a can be calculated by the spherical cosine formula cos (a) ═ sin (B) × sin (n) + cos (B) × cos (n) × cos (A), and 90-a is the latitude of B. Then, using the spherical sine formula sin (N)/N ═ sin (a)/a, the size of call N can be obtained, and N + lonA is the longitude of point B.

Then, the distance and the azimuth angle between A, B are calculated according to the longitude and latitude of the point A and the longitude and latitude of the point B:

the algorithm for the trajectory distance is as follows: assuming a point A and a point B, wherein the longitude and latitude coordinates of the point A are (latA, lonA); the coordinates of point B are (latB, lonB); and (3) establishing a three-dimensional coordinate by taking the earth center O as an origin and taking the north pole as a Z axis, and converting the longitude and latitude coordinates of the A, B points into the three-dimensional coordinate. The formula for the conversion is as follows: x ═ R ═ cos (lata) · cos (lona), Y ═ R ═ cos (lata) · sin (lona), Z ═ R ═ sin (lata); calculating A (Xa, Ya, Za) and B (Xb, Yb, Zb); the OA vector is (Xa, Ya, Za), the OB vector is (Xb, Yb, Zb), the angle θ between the OA vector and the OB vector can be calculated using the three-dimensional vector angle calculation formula cos θ ═ OA · OB/(| OA | OB |), and the spherical distance to the point a and the point B can be finally obtained as R × [ θ ].

The algorithm for the track direction angle is as follows: assuming a point A and a point B, wherein the longitude and latitude coordinates of the point A are (latA, lonA); the coordinates of point B are (latB, lonB); selecting a point C at the position of the point A with the same longitude and different latitudes, and ensuring that the absolute value of the latitude of the point C is greater than the absolute value of the latitude of the point A to obtain the longitude and latitude (latA + dleta, lonA) of the point C; the AC distance b, the AB distance c, the BC distance a, the azimuth angle to be calculated, which is the size of the angle a of the spherical triangle, are calculated according to a distance algorithm, and finally the value a is calculated according to a spherical cosine formula cos (a) ═ sin (b) × sin (c) + cos (b) × cos (c) × cos (a).

S213, determining the circle centers of the adjacent flight track points according to the preset turning radius and the M straight line track azimuth angles to obtain M turning circle centers.

S214, respectively calculating the turning track azimuth angle and the turning track distance between each turning circle center and the corresponding flight track point to obtain an M turning track azimuth angle and an M turning track distance.

S215, calculating turn longitude and latitude values of adjacent flight track points according to the M turn track azimuth angle and the M turn track distance to obtain M turn longitude and latitude values.

When the aircraft turns, because the two flight track points are not on the original straight line, the turning radius can be determined firstly, then the circle centers of the two flight track points are determined according to the turning radius, and then the direction angle and the distance are determined according to the circle centers.

The specific calculation method is also as described above, and the above calculation can be specifically referred to. The difference is that the straight line longitude and latitude value is calculated by adopting two adjacent flight track points, and the turning longitude and latitude value is calculated by adopting the flight track points and the adjacent circle centers.

It should be noted that the longitude and latitude values, specifically, the longitude and latitude of the flight track point, are obtained through calculation.

And S22, performing point-to-point connection on the adjacent track longitude and latitude values according to a first condition value or a second condition value by taking the initial longitude and latitude of the initial coordinate point as a starting point to obtain N flight legs, wherein the first condition value is a fixed radius and a fixed turning angle, and the second condition value is a non-fixed radius and a non-fixed turning angle.

After calculating the track longitude and latitude values, a point-to-point connection mode can be adopted, and the adjacent track longitude and latitude values are connected together from the starting coordinate point, so that N flight legs are formed. For example, the starting coordinate point is connected with the first track longitude and latitude value to form a first flight leg, then the second track longitude and latitude value is connected with the third track longitude and latitude value to form a second flight leg, and so on, to obtain N flight legs.

In practical operation, the connection modes of the legs mainly include a straight line connection and a turning connection: one of them is fixed radius and fixed turning angle turning connection; the other is a non-fixed radius turn tangent connection.

And S3, connecting the N flight legs into a flight track.

After N flight legs are obtained, the N flight legs can be connected into a flight track in a point-to-point connection mode, the flight legs are connected one by one, the whole flight track can be obtained, and the flight track comprises longitude and latitude values of the whole flight track.

And S4, determining a flight protection area based on the flight trajectory.

After the flight trajectory of the airplane is obtained through calculation, in order to ensure that the airplane can fly safely, a flight protection area needs to be divided, wherein the flight protection area is a minimum safe flight area when the airplane flies and is also an area meeting the safe flight requirement of the airplane.

In order to ensure that the aircraft is flying to meet the flight requirements, step S4 may include the following sub-steps, as an example:

and S41, dividing the flight path into a straight flight path and a turning flight path.

And S42, expanding the linear flight trajectory to a preset width according to a preset linear expansion rate to obtain a linear protection area.

And S43, expanding the turning flight path according to a preset turning expansion rate to obtain a turning protection area.

And S44, adding the straight protection area and the turning protection area to obtain a flight protection area.

For example, the initial width of the flight protection zone where the flight trajectory is located may be set to be 90 meters, if the flight trajectory is a straight flight trajectory, the width of the protection zone may be expanded outward to 900 meters according to an expansion rate of 12.5%, if the flight trajectory is a turning flight trajectory, the limit of the width of 900 meters may be ignored, the protection zone may be expanded outward continuously according to an expansion rate of 12.5%, after the turning flight trajectory is shifted to the straight flight trajectory from the turning flight trajectory, if the width of the protection zone is greater than 900 meters, the protection zone may be contracted to 900 meters according to a contraction rate of 25%, and if the width of the protection zone is less than 900 meters, the expansion rate of 12.5% may be used to expand outward to 900 meters.

The flight protection area can also be calculated according to the set of flight track points, the protection area width of the flight track points is calculated one by one aiming at the set of flight track points, and then the left and right protection area boundaries of the flight track points are calculated according to the protection area width of the flight track points and the azimuth angle of a vertical flight track, so that the flight protection area is obtained.

S5, finding the obstacle distance between the obstacle in the flight protection area and the flight path.

After the flight track and the flight protection area are determined, the position information of the barrier can be searched from the flight environment information, then the barrier distance between the barrier and the flight track is calculated according to the position information of the barrier, whether collision with the barrier exists during flight according to the flight track is determined, and safe flight is ensured.

In one embodiment, in order to accurately calculate the obstacle distance between the flight trajectory and the obstacle, the flight environment information includes: obstacle position information, the obstacle distance comprising an along-track distance and a lateral distance of the obstacle. As an example, the step S5 may include the following sub-steps:

and S51, judging whether the obstacle corresponding to the obstacle position information is in the flight protection area by adopting a GIS geometric algorithm.

Referring to fig. 5 to 6, a first schematic diagram of an analysis structure of the obstacle of the present invention and a second schematic diagram of an analysis structure of the obstacle of the present invention are respectively shown.

The GIS geometric algorithm can be used to determine whether an obstacle is within the flight protection zone. The flight protection zone may be provided as a closed polygonal area, coordinates of each vertex of the polygonal area being represented by longitude and latitude coordinates using WGS84, the longitude and latitude coordinates may be analogized to planar two-dimensional X-axis and Y-axis coordinates, the longitude of a point being represented by X and the latitude being represented by Y, such that it is judged that the value of X is between-180 and the value of Y is between-90 and 90, wherein a negative value of longitude represents west longitude and a negative value of latitude represents south latitude. Then, the GIS geometric algorithm takes the point of the obstacle as a starting point to make a ray, if the number of intersection points of the ray and the polygon edge is even, the point is in the region, and if the number is odd, the point is not in the region.

The key point of the GIS geometric algorithm is to calculate the number of the intersection points of the ray and the polygon with the point of the obstacle as the starting point, thus judging whether the intersection point exists on each side of the ray and the polygon, then counting the number of the intersection points, as shown in the following figures 5-6, the T point is the point to be judged, AB is one side of the polygon, TC is the ray parallel to the X axis, obviously, when the T point is positioned between two dotted lines with the A point and the B point as the starting points in the following figures, the TC ray and the AB line segment have the intersection point, the two dotted lines are both parallel to the X axis, the intersection point is converted into a mathematical formula to judge that yb < ═ yt < (ya), and the slope of the BT line segment is smaller than that of the BA line segment; namely (yt-yb)/(xt-xb) < (ya-yb)/(xa-xb); and (4) performing intersection point judgment on each edge of the polygon and counting the number, wherein if the final number is an even number, the point is outside the polygon, and if the number is an odd number, the point is inside the polygon.

And S52, if the obstacle corresponding to the obstacle position information is in the flight protection area, determining the distance between each flight track point and the obstacle along M flight track points of the flight track to obtain K flight track distances.

The position information of the obstacle is the coordinate position information of the obstacle, and after the obstacle is determined, the distance between each flight track point and the obstacle can be calculated, and particularly, the distance can be calculated through the flight track points and the coordinate points of the obstacle. If there is one obstacle, K may be equal to M.

S53, searching the coordinate position of each obstacle and the distance point corresponding to the two track distances with the minimum distance value of the coordinate position of the obstacle according to the obstacle position information.

And then screening two track distances with the minimum distance value from the K track distances. For example, the track distances include six, 1, 2, 3, 4, 5, and 6, wherein the two track distances with the smallest distance values are 1 and 2, respectively.

And S54, connecting the obstacle position information and distance points corresponding to the two track distances into an obstacle triangle, and calculating the obstacle triangle by utilizing a trigonometric function to obtain the track-following distance and the lateral distance of the obstacle.

In actual operation, the distance along the track can be calculated by utilizing a trigonometric cosine function according to a triangle formed by points corresponding to the two track distances with the minimum calculated distance values and the obstacle points.

Specifically, referring to FIG. 7, a schematic diagram of the calculation of the lateral distance of the present invention is shown. The vertical distance from an obstacle point to two points on a track can be calculated according to a triangle formed by the obstacle point and the two points closest to the obstacle point, the vertical distance from the obstacle point to the two points can be calculated according to a Helen formula S √ p (p-a) (p-b) (p-c), wherein a, b and c are the three side lengths of the triangle respectively, the calculation can be carried out according to the longitude and latitude of the three points, and p ═ is (a + b + c)/2, after the area of the triangle is obtained, the vertical distance from the obstacle to the bottom edge formed by the two points can be calculated by multiplying the bottom edge of the triangle 1/2 by a high area calculation formula. This vertical distance is the lateral distance.

And S6, determining the flight weight limit based on the obstacle distance and the flight environment information.

Since the aircraft takes off from a low altitude, the flight weight limit can be calculated by using the flight environment information and the distance between the obstacles in order to match the takeoff altitude and the airport.

In one embodiment, in order to match with the airport and each environment information to meet the requirement of flight weight limit, the flight environment information further comprises the height information of the obstacles, the elevation information of the airport, the length information of the runway, the atmospheric condition information of the airport and the model information. As an example, step S6 may include the following sub-steps:

and S61, determining the gradient of the obstacle by adopting the height information of the obstacle, the distance along the flight path and the lateral distance.

And S62, calculating the flight weight limit according to the obstacle gradient, the airport elevation information, the runway length information, the airport atmospheric condition information and the airplane type information.

In actual operation, the gradient of the obstacle can be calculated according to the distance along the flight path, the lateral distance and the height of the obstacle, the gradient of the obstacle is obtained by subtracting the elevation of the tail end of the runway (the elevation of a flight track point for taking off) from the height of the obstacle and dividing the altitude by the distance along the flight path of the obstacle, and the taking off weight limit requirement of the flight program based on the obstacle is calculated according to the information of the gradient of the obstacle, the elevation of the airport, the length of the runway, the atmospheric condition of the airport, the model and the like.

In order to meet different model requirements, referring to fig. 8, a schematic diagram of the calculation of the flight weight limit of the present invention is shown.

In this embodiment, the limit for the boeing and airbus models can be recalculated.

For example, the model templates of the wave sound or the airbus model may be filled according to the calculation conditions, then the wave sound and airbus limit re-calculation modules are called, then the limit re-calculation of the wave sound and the airbus is performed respectively, and the final limit re-calculation result is generated.

In order to improve the practicability, after the corresponding flight weight limit is generated, key information such as weight limit, V1, VR, V2 and the like can be extracted and then displayed in a preset interface. The preset interface can be a server interface or a terminal interface. The terminal may be communicatively coupled to the server.

In addition, in order to enable the user to know the flight track and various flight data more intuitively, the server is provided with a display interface, and information such as flight environment information, the flight track, flight track points and the like can be displayed in the display interface. In order to increase the display effect, three-dimensional display can be performed.

Wherein, as an example, the method may further comprise the steps of:

and S7, adding the flight environment information and the flight track to a preset display map image.

In this embodiment, as the flight track points, the coordinate points corresponding to the obstacles, the start coordinate point or the flight destination point can be defined by using the longitude and latitude of the WGS84 coordinate system, the longitude and latitude can be displayed on a map, and thus, a three-dimensional map display effect is achieved.

And S8, three-dimensionally displaying the flight environment information and the flight trajectory in the preset map image.

Specifically, the API of ArcGIS Earth and Google Earth can be called for graphical three-dimensional display.

The embodiment of the invention discloses a flight weight limit measuring method based on obstacle analysis, which has the beneficial effects that: the invention can use GIS sphere algorithm to calculate the takeoff track and simulate the track protection area, because the track calculation and simulation are based on WGS84 coordinate system, the accuracy of the track and protection area calculation result is greatly improved, and the efficiency of the whole process is greatly improved by automatic calculation, the manual operation is reduced, and the human resource cost is reduced.

Referring to fig. 9, a schematic structural diagram of a flight weight limit measuring device based on obstacle analysis according to the present invention is shown. Specifically, the flight weight limit measuring device based on obstacle analysis may include:

an obtaining module 901, configured to obtain flight environment information and a starting coordinate point of a flight, and calculate M flight trajectory points according to the flight environment information with the starting coordinate point as a starting point, where M is greater than 1;

the flight segment module 902 is configured to connect two adjacent flight track points into N flight segments, where N is greater than 1;

a trajectory module 903, configured to connect the N flight legs into a flight trajectory;

a protected zone module 904 for determining a flight protected zone based on the flight trajectory;

a finding distance module 905, configured to find a barrier distance between a barrier in the flight protection area and the flight trajectory;

a weight limit determining module 906 configured to determine a flight weight limit based on the obstacle distance and the flight environment information.

the lookup distance module is further to:

searching the coordinate position of each obstacle and a distance point corresponding to two flight path distances with the minimum distance value with the coordinate position of the obstacle according to the obstacle position information;

the weight limit determining module is further configured to:

the acquisition module is further configured to:

calculating to obtain a first flight track point according to the information of the navigation station, the magnetic azimuth information, the runway distance information, the turning radius information and the turning direction information by taking the starting position as a first starting point;

calculating to obtain a second flight track point by taking the first flight track point as a second starting point according to the information of the navigation station, the information of the magnetic azimuth, the information of the runway distance, the information of the turning radius and the information of the turning direction;

and calculating to obtain an Mth flight track point according to the navigation station information, the magnetic azimuth information, the runway distance information, the turning radius information and the turning direction information by taking the second flight track point as a third starting point, and obtaining M flight track points, wherein the Mth flight track point is a target position coordinate point of the user.

Further, the leg module is further configured to:

and performing point-to-point connection on the adjacent track longitude and latitude values according to a first condition value or a second condition value by taking the initial longitude and latitude of the initial coordinate point as a starting point to obtain N flight legs, wherein the first condition value is a fixed radius and a fixed turning angle, and the second condition value is a non-fixed radius and a non-fixed turning angle.

the leg module is further configured to:

Further, the protection area module is further configured to:

dividing the flight path into a straight flight path and a turning flight path;

Further, the apparatus further comprises:

the adding module is used for adding the flight environment information and the flight track into a preset display map image;

and the three-dimensional display module is used for three-dimensionally displaying the flight environment information and the flight track in the preset map image.

Referring to fig. 10, a schematic structural diagram of a flight weight limit measuring system based on obstacle analysis according to the present invention is shown. Specifically, the flight weight limit measurement system based on obstacle analysis may include:

wherein the runway information management module and the navigation platform information management module are respectively connected with the takeoff track description management module, the airport basic information management module and the takeoff track description management module are respectively connected with the takeoff track calculation module, the takeoff track calculation module is connected with the takeoff track protection area calculation module, the takeoff track protection area calculation module and the obstacle information management module are respectively connected with the obstacle automatic analysis module, the automatic obstacle analysis module is connected with the takeoff weight limit calculation module, the geographical visualization display module is respectively connected with the automatic obstacle analysis module, the obstacle information management module, the takeoff track calculation module and the navigation platform information management module, the runway information management module is also respectively connected with the airport basic information management module and the takeoff weight limit calculation module.

The airport basic information management module is used for processing airport ICAO and IATA codes, airport Chinese names, airport English names, airport longitude and latitude (based on a WGS84 coordinate system), airport magnetic difference and other data. Such as insertion, deletion, querying or editing of data, etc.

The runway information management module is used for processing ICAO codes of airports to which the runways belong, runway codes at two ends of the runways, longitude and latitude coordinates at two ends of the runways and other data. Such as insertion, deletion, querying or editing of data, etc.

The navigation station information management module is used for processing the ICAO codes, the names, the types, the elevations, the longitudes and latitudes and other data of the airports to which the navigation station belongs.

The obstacle information management module is used for processing ICAO codes, the names, types, elevations and latitudes of the obstacles, azimuth angles and distances of the obstacles relative to ARP points of the airports and other data of the airports to which the obstacles belong.

And the takeoff track description management module is used for generating flight sections based on the flight environment information.

And the take-off track calculation module is used for connecting flight sections to generate a flight track.

And the takeoff track protection area calculation module is used for calculating a flight protection area.

The automatic obstacle analysis module is used for analyzing obstacles in the flight protection area and calculating the distance between the obstacles.

And the takeoff weight limit calculation module is used for calculating flight weight.

The geographical visualization display module is used for carrying out three-dimensional display on information such as flight tracks, flight track points and barrier positions.

For the apparatus embodiment, since it is substantially similar to the method embodiment, the description is relatively simple, and reference may be made to the partial description of the method embodiment for relevant points.

An embodiment of the present invention further provides an electronic device, including:

one or more processors; and

one or more machine-readable media having instructions stored thereon, which when executed by the one or more processors, cause the apparatus to perform methods as described in embodiments of the invention.

Embodiments of the invention also provide one or more machine-readable media having instructions stored thereon, which when executed by one or more processors, cause the processors to perform the methods described in embodiments of the invention.

The embodiments in the present specification are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

As will be appreciated by one of skill in the art, embodiments of the present invention may be provided as a method, apparatus, or computer program product. Accordingly, embodiments of the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

Embodiments of the present invention are described with reference to flowchart illustrations and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing terminal to cause a series of operational steps to be performed on the computer or other programmable terminal to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While preferred embodiments of the present invention have been described, additional variations and modifications of these embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the embodiments of the invention.

Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "include", "including" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or terminal device including a series of elements includes not only those elements but also other elements not explicitly listed or inherent to such process, method, article, or terminal device. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or terminal equipment comprising the element.

Claims

1. A flight weight limit measurement method based on obstacle analysis is characterized by comprising the following steps:

connecting the N flying navigation sections into a flying track;

determining a flight protection zone based on the flight trajectory;

determining a flight weight limit based on the obstacle distance and the flight environment information;

the flight environment information includes: obstacle position information, the obstacle distance comprising an along-track distance and a lateral distance of the obstacle;

2. The method for measuring flight weight limit based on obstacle analysis according to claim 1, wherein the flight environment information further includes altitude information of obstacles, airport elevation information, runway length information, airport atmospheric condition information, and model information;

and calculating flight weight limit according to the obstacle gradient, the airport elevation information, the runway length information, the airport atmospheric condition information and the airplane type information.

3. The method of claim 1, wherein the flight environment information further comprises: navigation station information, magnetic azimuth information, runway distance information, turning radius information and turning direction information;

the method for calculating and obtaining M flight track points by taking the starting coordinate point as a starting point according to the flight environment information comprises the following steps:

4. The method for flight weight limit measurement based on obstacle analysis according to claim 1, wherein the connecting two adjacent flight trajectory points into N flight segments comprises:

calculating track longitude and latitude values of adjacent flight track points from the starting coordinate point to obtain M track longitude and latitude values;

5. The method of claim 4, wherein the track latitude and longitude values include a straight line latitude and longitude value and a turn latitude and longitude value;

the following the initial coordinate point begins, calculates the orbit longitude and latitude value of adjacent flight path point, obtains M orbit longitude and latitude values, includes:

6. The method for flight weight limit measurement based on obstacle analysis according to claim 1, wherein the determining a flight protection zone based on the flight trajectory comprises:

dividing the flight path into a straight flight path and a turning flight path;

7. The method of flight weight limit measurement based on obstacle analysis of claim 1, further comprising:

8. A flight weight limit measurement device based on obstacle analysis, the device comprising:

the acquisition module is used for acquiring flight environment information and a flying starting coordinate point, and calculating M flight track points by taking the starting coordinate point as a starting point according to the flight environment information, wherein M is greater than 1;

a protection zone module for determining a flight protection zone based on the flight trajectory;

the weight determining module is used for determining flight weight limit based on the barrier distance and the flight environment information;

the lookup distance module is further configured to: