CN105427675B - Prediction method and device for landing time of aircraft - Google Patents
Prediction method and device for landing time of aircraft Download PDFInfo
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Abstract
The invention relates to the field of aviation management, in particular to a method and a device for predicting landing time of an aircraft. The method comprises the following steps: judging whether the flight range of the current position of the aircraft is a first flight range or not, and if so, calculating the flight time of the aircraft from the current position to the final route point of the first flight range; calculating the flight time of the aircraft from the first segment final waypoint to the landing waypoint; and predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint. According to the method for predicting the landing time of the aircraft provided by the embodiment of the invention, when the aircraft deviates from the planned route in part of time due to special conditions, the landing time of the aircraft can still be accurately predicted, the landing safety of the aircraft is ensured, the air traffic flow can also be accurately predicted, and the airport operation efficiency is improved.
Description
Technical Field
The invention relates to the field of aviation management, in particular to a method and a device for predicting landing time of an aircraft.
Background
Along with the rapid increase of the air traffic flow, the crowdedness degree of the airspace is greatly increased, so that the flight conflict in the air is very serious, if the air traffic flow can be accurately predicted, and measures are taken for the congested airspace in advance, the flight safety can be ensured, the airspace resources can be effectively utilized, and the operation efficiency of an airport is improved. Therefore, how to accurately predict the air traffic situation becomes a technology of great concern in the air traffic control field.
The prediction of the air traffic situation is based on the description of a four-dimensional track at present. The 4D track refers to the four-dimensional coordinates of the entire series of waypoints that the aircraft passes from takeoff to landing, including the longitude, latitude, altitude and time of the flight. In the prior art, the prediction of the four-dimensional flight path is based on a basic flight model, namely, a horizontal flight path, an altitude profile and a speed profile are constructed by using the basic flight model according to the characteristics of a flight stage, the flight state information of the characteristics of the flight stage comprises information such as position, altitude, speed and course, a complete 4D flight path is generated by fitting according to the flight state information of a flight path characteristic point, and then the landing time of an aircraft is predicted by using the basic flight model.
The inventor finds that the landing time of the aircraft can be rapidly predicted in the prior art in the process of implementing the invention, but when the aircraft deviates from the planned route in part of time due to special conditions, the landing time of the aircraft cannot be predicted by the method, so that the air traffic flow cannot be accurately predicted.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method and a device for predicting the landing time of an aircraft, and the method can accurately predict the landing time of the aircraft, ensure the landing safety of the aircraft, further accurately predict the air traffic flow and improve the operation efficiency of an airport.
The embodiment of the invention provides a method for predicting landing time of an aircraft, which comprises the following steps:
judging whether the flight range of the current position of the aircraft is a first flight range or not, and if so, calculating the flight time of the aircraft from the current position to the final route point of the first flight range;
calculating the flight time of the aircraft from the first segment final waypoint to the landing waypoint;
and predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint.
The specific steps of judging whether the current position of the aircraft is in the first leg are as follows:
judging whether the vertical distance from the current position of the aircraft to the first flight segment is within a preset range, if so, calculating a first distance from the vertical point to a first end point of the first flight segment, and calculating a second distance from the vertical point to a second end point of the first flight segment;
calculating the sum of the first distance and the second distance to obtain a third distance;
and when the third distance is equal to the length of the first segment, determining that the segment where the current position of the aircraft is located is the first segment.
Further, judging whether the segment where the aircraft current position is located is before the first segment, further comprising: aircraft information is obtained through an AFTN (Aeronautical Fixed format communication Network) takeoff message and radar monitoring information;
calculating the actual maximum speed of the aircraft according to the rated maximum speed in the aircraft information;
and when the current speed of the aircraft in the aircraft information is less than the actual maximum speed of the aircraft, executing the step of judging whether the segment where the current position of the aircraft is located is a first segment.
Specifically, when the first leg is a takeoff leg, calculating a flight time of the aircraft from a current position to a first leg terminal waypoint, specifically:
calculating the flight time length of the aircraft from the current position to the take-off segment terminal waypoint according to the airway distance and the climbing speed of the aircraft from the current position to the take-off segment terminal waypoint, and recording the flight time length as a first flight time length;
correspondingly, the flight time of the aircraft from the first segment final waypoint to the landing waypoint is calculated, specifically as follows:
calculating the flight time of the aircraft in the flat flight section according to the distance of the aircraft in the flat flight section and the actual maximum speed of the aircraft, and recording as a second flight time;
calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section, and recording as a third flight time;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the first flight time, the second flight time, the third flight time and the time of the current position of the aircraft.
Or, when the first leg is a flat flight leg, calculating the flight time of the aircraft from the current position to the first leg final waypoint, specifically:
calculating the flight time length from the current position of the aircraft to the final waypoint of the flat flight path according to the waypoint distance from the current position of the aircraft to the final waypoint of the flat flight path and the actual maximum speed of the aircraft, and recording the flight time length as a fourth flight time length;
correspondingly, the flight time of the aircraft from the first segment final waypoint to the landing waypoint is calculated, specifically as follows:
calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section, and recording as a third flight time;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the fourth flight time, the third flight time and the time of the current position of the aircraft.
Or, when the first leg is a landing leg, calculating a flight duration of the aircraft from a current position to a first leg final waypoint, and calculating a flight duration of the aircraft from the first leg final waypoint to the landing waypoint, specifically:
calculating the flight time length of the aircraft from the current position to the landing waypoint according to the waypoint distance and the landing speed of the aircraft from the current position to the landing waypoint, and recording the flight time length as fifth flight time length;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the fifth flight time and the time of the current position of the aircraft.
Further, after predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint, and the flight time of the aircraft from the first leg final waypoint to the landing waypoint, the method further comprises:
acquiring a time difference corresponding to the harboring course of the aircraft;
and calibrating the predicted landing time of the aircraft according to the time difference to obtain the final landing time of the aircraft.
The invention provides a device for predicting landing time of an aircraft, which comprises: the device comprises a first judgment module, a first calculation module and a prediction module;
the first judging module is used for judging whether the flight segment where the current position of the aircraft is located is a first flight segment, and if so, triggering the first calculating module;
the first calculation module is used for calculating the flight time of the aircraft from the current position to the first leg final waypoint and calculating the flight time of the aircraft from the first leg final waypoint to the landing waypoint;
the prediction module is used for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint, wherein the flight time is calculated by the first calculation module.
Further, the apparatus further comprises:
the first acquisition module is used for acquiring aircraft information through an AFTN take-off message and radar monitoring information;
the second calculation module is used for calculating the actual maximum speed of the aircraft according to the rated maximum speed in the aircraft information;
and the second judging module is used for judging whether the current speed of the aircraft in the aircraft information is less than the actual maximum speed of the aircraft obtained by the second calculating module, and if so, the first judging module is triggered.
Further, the apparatus further comprises:
the second acquisition module is used for acquiring the time difference corresponding to the harboring course of the aircraft;
and the calibration module is used for calibrating the landing time of the aircraft predicted by the prediction module according to the time difference acquired by the second acquisition module to obtain the final landing time of the aircraft.
In the embodiment of the invention, whether the flight section of the current position of the aircraft is a first flight section is judged firstly, if so, the flight time of the aircraft from the current position to the first flight section final route point and the flight time of the aircraft from the first flight section final route point to the landing route point are calculated, and when the aircraft deviates from the planned route in part of time due to special conditions, the landing time of the aircraft can be accurately predicted according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first flight section final route point and the flight time of the aircraft from the first flight section final route point to the landing route point, so that the landing safety of the aircraft is ensured, the air traffic flow can be accurately predicted, and the airport operation efficiency is improved; furthermore, the predicted landing time of the aircraft is calibrated according to the time difference, and the landing time accuracy of the aircraft is further improved.
Drawings
FIG. 1 is a schematic flow chart of a method for predicting landing time of an aircraft according to the present invention;
FIG. 2 is a schematic illustration of the leg determination provided by the present invention;
FIG. 3 is a schematic view of a flight path of an aircraft provided by the present invention;
fig. 4 is a schematic structural diagram of a device for predicting landing time of an aircraft according to the present invention.
Detailed Description
The following detailed description of embodiments of the invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
Referring to fig. 1, an embodiment of the present invention provides a method for predicting landing time of an aircraft, where the method includes the following steps:
step 101, judging whether a flight segment where the current position of the aircraft is located is a first flight segment, if so, executing step 102;
the method for judging whether the current position of the aircraft is in the first leg specifically comprises the following steps:
judging whether the vertical distance from the current position of the aircraft to the first flight segment is within a preset range, if so, calculating a first distance from the vertical point to a first end point of the first flight segment, and calculating a second distance from the vertical point to a second end point of the first flight segment;
calculating the sum of the first distance and the second distance to obtain a third distance;
and when the third distance is equal to the length of the first segment, determining that the segment where the current position of the aircraft is located is the first segment.
The preset range in the embodiment of the invention can be adjusted according to the air route width specified by the civil aviation administration, and is generally set to be less than or equal to 30 km. If the preset range is 30km, namely, whether the vertical distance from the current position of the aircraft to the first segment is within 30km or not is judged, if not, it is indicated that whether the current position of the aircraft is in the first segment cannot be determined, and if so, further judgment is needed. Fig. 2 is a schematic view of determining a flight segment, and as shown in fig. 2, assuming that the aircraft is at the F position, if the first flight segment is a CD flight segment, the vertical distance from the current position of the aircraft to the CD flight segment is the distance EF, E is a vertical point, and the first end point of the CD flight segment is C, the EC distance is the first distance, the second end point of the CD flight segment is D, the ED distance is the second distance, and the sum of the EC distance and the ED distance is the third distance. And if the EF length is within 30km, further judging whether the third distance is equal to the length of the first flight path, namely judging whether the sum of the EC distance and the ED distance is equal to the CD distance, and if so, determining that the flight path in which the current position of the aircraft is located is the CD flight path. Similarly, if the first leg is a DG leg, a perpendicular line FP is drawn from the F position where the aircraft is located to the DG leg, that is, the perpendicular distance from the F position where the aircraft is located to the DG leg is the distance of FP, P is a perpendicular point, and the first end point of the DG leg is set to D, the PD distance is a first distance, the second end point of the DG leg is set to G, the PG distance is a second distance, and the sum of the PD distance and the PG distance is a third distance. Firstly, judging whether FP is within 30km, if so, judging whether the sum of the PD distance and the PG distance is equal to the DG distance, and judging that the sum of the PD distance and the PG distance is not equal to the DG distance, thus determining that the flight section where the current position of the aircraft is located is not the DG flight section.
Specifically, a triangular area S formed by F, C, D can be obtained by a helen formula, and then a distance EF is obtained according to S, and a distance EC from the vertical point E to the first end point C of the CD leg and a distance ED from the vertical point E to the second end point D of the CD leg can be obtained according to the pythagorean theorem.
102, calculating the flight time length of the aircraft from the current position to the first leg final waypoint, and calculating the flight time length of the aircraft from the first leg final waypoint to the landing waypoint;
the two end points of the first flight section are a first flight section starting route point and a first flight section ending route point respectively, according to the flight direction of the aircraft, the aircraft firstly reaches the first flight section starting route point, and after passing through the first flight section, the aircraft reaches the first flight section ending route point.
Step 103, predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint, and the flight time of the aircraft from the first leg final waypoint to the landing waypoint.
And the time of the current position of the aircraft is the time obtained by monitoring the aircraft at the current position by the radar.
Further, before determining whether the segment where the current position of the aircraft is located is the first segment, the embodiment of the present invention further includes:
acquiring aircraft information through an AFTN take-off message and radar monitoring information, wherein the aircraft information comprises a navigation path, an aircraft rated maximum speed, an aircraft current speed and an aircraft current height;
the radar monitoring information in the embodiment of the present invention is information monitored by a Secondary Surveillance Radar (SSR) system, and belongs to common general knowledge of those skilled in the art, and therefore, the embodiment of the present invention is not described herein again.
Calculating the actual maximum speed Vmax of the aircraft according to the rated maximum speed of the aircraft; specifically, each aircraft has a maximum speed coefficient of flight, and the maximum speed coefficient of flight is used to obtain the actual maximum speed Vmax of the aircraft.
When the current speed Vcur of the aircraft is less than the actual maximum speed Vmax of the aircraft, step 101 is executed, and when the current speed Vcur of the aircraft is greater than the actual maximum speed Vmax of the aircraft, it indicates that the aircraft is still in an unstable state, and the prediction of the landing time of the aircraft is not suitable.
Specifically, in the embodiment of the present invention, when the first leg is a takeoff leg, calculating a flight time from a current position of the aircraft to a final waypoint of the first leg, specifically:
calculating the flight time length of the aircraft from the current position to the take-off segment terminal waypoint according to the airway distance and the climbing speed of the aircraft from the current position to the take-off segment terminal waypoint, and recording the flight time length as a first flight time length;
correspondingly, the flight time of the aircraft from the first segment final waypoint to the landing waypoint is calculated, specifically as follows:
calculating the flight time of the aircraft in the flat flight section according to the distance of the aircraft in the flat flight section and the actual maximum speed, and recording as a second flight time;
calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section, and recording as a third flight time;
the sum of the second flight time length and the third flight time length is the flight time length from the first flight path terminal waypoint to the landing waypoint of the aircraft;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the first flight time, the second flight time, the third flight time and the time of the current position of the aircraft.
As described above, each aircraft has a maximum flight speed coefficient, and similarly, each aircraft also has a climb coefficient and a descent coefficient, the climb speed Vtake can be obtained by the actual maximum aircraft speed Vmax × the climb coefficient, and the descent speed vlan can be obtained by the actual maximum aircraft speed Vmax × the descent coefficient.
Fig. 3 is a schematic view of an aircraft flight path, where A, B, C, D is four waypoints, a is a takeoff waypoint, D is a landing waypoint, AB is a takeoff leg, BC is a flat flight leg, and CD is a landing leg, it should be noted that there may be multiple waypoints in the middle of the takeoff leg AB, and the legs between each waypoint in the middle of the takeoff leg AB also belong to the takeoff leg, i.e., the takeoff leg may be composed of multiple takeoff legs, in this case, the distance of the takeoff leg is the sum of the distances of the multiple takeoff legs; similarly, there may be a plurality of waypoints in the middle of the flat flight segment BC, and the segment between each waypoint in the middle of the flat flight segment BC also belongs to the flat flight segment, that is, the flat flight segment may be composed of a plurality of flat flight segments, and in this case, the distance of the flat flight segment is the sum of the distances of the plurality of flat flight segments; similarly, there may be a plurality of waypoints in the middle of the landing leg CD, and the leg between each waypoint in the middle of the landing leg CD also belongs to the landing leg, that is, the landing leg may be formed by a plurality of landing legs, in this case, the distance of the landing leg is the sum of the distances of the plurality of landing legs, when the first leg is the takeoff leg, that is, the current position of the aircraft is in the leg, the starting waypoint of the first leg is waypoint a, the ending waypoint of the first leg is waypoint B, the speed of the aircraft is the climb speed Vtake at this time, the waypoint distance D1 from the current position of the aircraft to waypoint B is calculated, the first flight duration T1 is calculated according to the climb speeds Vtake and D1, that is, T1 ═ D1/Vtake; the distance of the flat flight segment is BC distance D2, the flight speed of the aircraft of the flat flight segment is actual maximum speed Vmax, and if the second flight time length is T2, T2 is D2/Vmax; the landing leg distance is CD distance D3, the flying speed of the aircraft in the landing leg is landing speed vlan, the third flying time length is T3, then T3 is D3/vlan, the time of the current position of the aircraft is T, the predicted landing time of the aircraft is ETA, and then ETA is T1+ T2+ T3+ T.
In the embodiment of the present invention, when the first leg is a flat flight leg, calculating a flight time from a current position of an aircraft to a final waypoint of the first leg, specifically:
calculating the flight time length from the current position of the aircraft to the final waypoint of the flat flight path according to the waypoint distance from the current position of the aircraft to the final waypoint of the flat flight path and the actual maximum speed of the aircraft, and recording the flight time length as a fourth flight time length;
correspondingly, the flight time of the aircraft from the first segment final waypoint to the landing waypoint is calculated, specifically as follows:
calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section, and recording as a third flight time;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the fourth flight time, the third flight time and the time of the current position of the aircraft.
Still taking fig. 3 as an example for explanation, when the first leg is the flat flight leg, that is, the current position of the aircraft is in the BC leg, the starting waypoint of the first leg is waypoint B, the ending waypoint of the first leg is waypoint C, at this time, the speed of the aircraft is the actual maximum speed, the waypoint distance D4 from the current position to waypoint C of the aircraft is calculated, the fourth flight duration is T4, T4 is D4/Vmax, and the third flight duration T3 of the landing leg is the same as the above algorithm, and the predicted landing time ETA of the aircraft is T4+ T3+ T.
In the embodiment of the present invention, when the first leg is a landing leg, calculating a flight duration of the aircraft from a current position to a first leg final waypoint, and calculating a flight duration of the aircraft from the first leg final waypoint to the landing waypoint, specifically:
calculating the flight time length of the aircraft from the current position to the landing waypoint according to the waypoint distance and the landing speed of the aircraft from the current position to the landing waypoint, and recording the flight time length as fifth flight time length;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the fifth flight time and the time of the current position of the aircraft.
Still taking fig. 3 as an example, when the first leg is the landing leg, that is, the current position of the aircraft is in the CD leg, the starting waypoint of the first leg is waypoint C, the ending waypoint of the first leg is waypoint D, and waypoint D is also the landing waypoint, at this time, the speed of the aircraft is landing speed vlan, the waypoint distance D5 from the current position to the landing waypoint D of the aircraft is calculated, and if the fifth flight duration is T5, T5 is D5/vlan, and the predicted landing time ETA of the aircraft is T5+ T.
It should be noted that, in actual flight of the aircraft, since the heading is different from the arrival point, a time difference may be caused, and therefore, a time difference Tdiff corresponding to the arrival heading of the aircraft is configured in the aircraft system, and therefore, after obtaining the predicted landing time ETA of the aircraft, the embodiment of the present invention further includes:
acquiring a time difference corresponding to the harboring course of the aircraft;
and calibrating the predicted landing time of the aircraft according to the time difference to obtain the final landing time of the aircraft.
The method for predicting the landing time of the aircraft is suitable for the situation after the aircraft takes off, and the landing time of the aircraft can be predicted according to the following two methods before the aircraft takes off:
firstly, the method comprises the following steps: predicting landing time of aircraft according to aircraft historical information
A: acquiring information such as planned takeoff time, Flight number, air route, Flight duration and the like in an FPL (Flight Plan) message issued by an aircraft;
in practical application, the FPL message is issued 4 hours before the aircraft takes off, and certainly, the issuing time of the FPL message can be adjusted according to the regulations of the civil aviation bureau.
B: inquiring historical flight information of the aircraft in a preset period according to the air route and the flight number;
the selection of the preset period can be determined according to the prediction precision and the prediction complexity, and under the condition of short preset period, the prediction precision is low, but the prediction process is simpler; under the condition of long preset time period, the prediction precision is high, but the prediction process is complex, in practical application, the preset time period can be selected as the latest month, namely, the historical flight information of the aircraft in the latest month is inquired according to the airway and the flight number, and the balance between the prediction precision and the prediction complexity can be achieved.
C: acquiring the flight time of the aircraft each time according to the actual take-off time and the actual landing time in the inquired historical flight information, and then calculating the average flight time of the aircraft in a preset period on the air path:
d: and D, taking the sum of the planned takeoff time in the FPL message in the step A and the average flight time obtained in the step C as the predicted landing time of the aircraft.
II, secondly: predicting landing time of aircraft according to actual takeoff time and flight time
a: acquiring the actual takeoff time and flight time of the aircraft;
b: and taking the sum of the actual takeoff time and the flight time of the aircraft as the predicted landing time of the aircraft.
In the prior art, the landing time of the aircraft is predicted according to a basic flight model, and when the aircraft is influenced by air traffic control or weather, the flight track of the aircraft is also changed, so that the landing time of the aircraft predicted based on the basic flight model is not accurate enough, but in the embodiment of the invention, whether the flight section where the current position of the aircraft is located is the first flight section is firstly judged, if so, the flight time of the aircraft from the current position to the first flight section final waypoint and the flight time of the aircraft from the first flight section final waypoint to the landing waypoint are calculated, when the aircraft deviates from the planned route in part of time due to special conditions, the landing time of the aircraft can be accurately predicted according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first flight section final waypoint and the flight time of the aircraft from the first flight section final waypoint to the landing waypoint, the landing safety of the aircraft is ensured, so that the air traffic flow can be accurately predicted, and the operation efficiency of an airport is improved; furthermore, the predicted landing time of the aircraft is calibrated according to the time difference, and the landing time accuracy of the aircraft is further improved.
Referring to fig. 4, an embodiment of the present invention provides an aircraft landing time prediction apparatus, including: a first judgment module 41, a first calculation module 42 and a prediction module 43;
the first judging module 41 is configured to judge whether a flight segment where the current position of the aircraft is located is a first flight segment, and if yes, trigger the first calculating module 42;
the first calculation module 42 is configured to calculate a flight time length of the aircraft from the current position to the first leg final waypoint, and further calculate a flight time length of the aircraft from the first leg final waypoint to the landing waypoint;
and the predicting module 43 is configured to predict the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint, and the flight time of the aircraft from the first leg final waypoint to the landing waypoint, which are calculated by the first calculating module 42.
Further, in the implementation of the present invention, the apparatus further comprises: a first obtaining module 44, a second calculating module 45 and a second judging module 46;
the first obtaining module 44 is configured to obtain aircraft information through an AFTN takeoff message and radar monitoring information, where the aircraft information includes a route, a rated maximum speed of an aircraft, a current speed of the aircraft, and a current altitude of the aircraft;
a second calculation module 45, configured to calculate an actual maximum aircraft speed Vmax according to the rated maximum aircraft speed acquired by the first acquisition module 44;
and the second judging module 46 is configured to judge whether the current aircraft speed Vcur is smaller than the actual maximum aircraft speed Vmax obtained by the second calculating module 45, and if so, trigger the first judging module 41.
In the embodiment of the present invention, when the first flight segment is a takeoff flight segment, the first calculating module 42 includes: a first calculation unit, a second calculation unit and a third calculation unit;
the first calculating unit is used for calculating the flight time length of the aircraft from the current position to the take-off segment terminal waypoint according to the airway distance and the climbing speed of the aircraft from the current position to the take-off segment terminal waypoint, and the flight time length is recorded as a first flight time length;
the second calculation unit is used for calculating the flight time of the aircraft in the flat flight section according to the distance of the aircraft in the flat flight section and the actual maximum speed, and recording the flight time as second flight time;
the third calculation unit is used for calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section and recording the flight time as third flight time;
correspondingly, the predicting module 43 is specifically configured to predict the landing time of the aircraft according to the first flight time obtained by the first calculating unit, the second flight time obtained by the second calculating unit, the third flight time obtained by the third calculating unit, and the time of the current position of the aircraft.
In the embodiment of the present invention, when the first flight segment is a flat flight segment, the first calculating module 42 includes: a fourth calculation unit and a third calculation unit;
the fourth calculating unit is used for calculating the flight time length of the aircraft from the current position to the final waypoint of the flat flight segment according to the waypoint distance from the current position to the final waypoint of the flat flight segment and the actual maximum speed, and recording the flight time length as the fourth flight time length;
the third calculation unit is used for calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section and recording the flight time as third flight time;
correspondingly, the predicting module 43 is specifically configured to predict the landing time of the aircraft according to the fourth flight time obtained by the fourth calculating unit, the third flight time obtained by the third calculating unit, and the time of the current position of the aircraft.
In the embodiment of the present invention, when the first leg is a landing leg, the first calculating module 42 is specifically configured to calculate a flight duration of the aircraft from the current position to the landing waypoint according to a waypoint distance and a landing speed of the aircraft from the current position to the landing waypoint, and record the flight duration as a fifth flight duration;
correspondingly, the predicting module 43 is specifically configured to predict the landing time of the aircraft according to the fifth flight time obtained by the first calculating module 42 and the time of the current position of the aircraft.
It should be noted that, in actual flight of the aircraft, since a time difference may be caused by a difference between the heading and the arrival point, a time difference Tdiff corresponding to the arrival heading of the aircraft may be configured in an aircraft system, and therefore, the embodiment of the present invention further includes: a second acquisition module and a calibration module;
the second acquisition module is used for acquiring the time difference corresponding to the harboring course of the aircraft;
and a calibration module, configured to calibrate the aircraft landing time ETA predicted by the prediction module 43 according to the time difference Tdiff obtained by the second obtaining module, to obtain the final landing time of the aircraft, that is, taking the sum of the predicted aircraft landing time ETA and the time difference Tdiff as the final landing time of the aircraft.
In the embodiment of the invention, whether the flight section of the current position of the aircraft is a first flight section is judged firstly, if so, the flight time of the aircraft from the current position to the first flight section final route point and the flight time of the aircraft from the first flight section final route point to the landing route point are calculated, and when the aircraft deviates from the planned route in part of time due to special conditions, the landing time of the aircraft can be accurately predicted according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first flight section final route point and the flight time of the aircraft from the first flight section final route point to the landing route point, so that the landing safety of the aircraft is ensured, the air traffic flow can be accurately predicted, and the airport operation efficiency is improved; furthermore, the predicted landing time of the aircraft is calibrated according to the time difference, and the landing time accuracy of the aircraft is further improved.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, it should be noted that, for those skilled in the art, many modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (8)
1. A method for predicting landing time of an aircraft, the method comprising:
judging whether the flight range of the current position of the aircraft is a first flight range or not, and if so, calculating the flight time of the aircraft from the current position to the final route point of the first flight range;
calculating the flight time of the aircraft from the first segment final waypoint to the landing waypoint;
predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to a first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to a landing waypoint; wherein,
judging whether the segment where the current position of the aircraft is located is before the first segment, further comprising:
acquiring aircraft information through an AFTN take-off message and radar monitoring information;
calculating the actual maximum speed of the aircraft according to the rated maximum speed in the aircraft information;
and when the current speed of the aircraft in the aircraft information is less than the actual maximum speed of the aircraft, executing the step of judging whether the segment where the current position of the aircraft is located is a first segment.
2. The method according to claim 1, wherein the determining whether the leg in which the current position of the aircraft is located is the first leg specifically includes:
judging whether the vertical distance from the current position of the aircraft to the first flight segment is within a preset range or not, if so, calculating the vertical distance from the vertical point to the first flight segment
Calculating a second distance from the vertical point to a second end point of the first navigation section;
calculating the sum of the first distance and the second distance to obtain a third distance;
and when the third distance is equal to the length of the first segment, determining that the segment where the current position of the aircraft is located is the first segment.
3. The method according to claim 1 or 2, wherein when the first leg is a takeoff leg, calculating a flight duration of the aircraft from a current position to a final waypoint of the first leg, specifically:
calculating the flight time length of the aircraft from the current position to the take-off segment terminal waypoint according to the airway distance and the climbing speed of the aircraft from the current position to the take-off segment terminal waypoint, and recording the flight time length as a first flight time length;
correspondingly, the flight time of the aircraft from the first segment final waypoint to the landing waypoint is calculated, specifically as follows:
calculating the flight time of the aircraft in the flat flight section according to the distance of the aircraft in the flat flight section and the actual maximum speed of the aircraft, and recording as a second flight time;
calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section, and recording as a third flight time;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the first flight time, the second flight time, the third flight time and the time of the current position of the aircraft.
4. The method according to claim 1 or 2, wherein when the first leg is a flat flight leg, calculating a flight duration of the aircraft from the current position to a final waypoint of the first leg, specifically:
calculating the flight time length from the current position of the aircraft to the final waypoint of the flat flight path according to the waypoint distance from the current position of the aircraft to the final waypoint of the flat flight path and the actual maximum speed of the aircraft, and recording the flight time length as a fourth flight time length;
correspondingly, the flight time of the aircraft from the first segment final waypoint to the landing waypoint is calculated, specifically as follows:
calculating the flight time of the aircraft in the landing section according to the distance and the landing speed of the aircraft in the landing section, and recording as a third flight time;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the fourth flight time, the third flight time and the time of the current position of the aircraft.
5. The method according to claim 1 or 2, wherein when the first leg is a landing leg, calculating a flight duration of the aircraft from a current position to a first leg end waypoint, and calculating a flight duration of the aircraft from the first leg end waypoint to the landing waypoint, specifically:
calculating the flight time length of the aircraft from the current position to the landing waypoint according to the waypoint distance and the landing speed of the aircraft from the current position to the landing waypoint, and recording the flight time length as fifth flight time length;
correspondingly, the method for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint specifically comprises the following steps:
and predicting the landing time of the aircraft according to the fifth flight time and the time of the current position of the aircraft.
6. The method of claim 1, wherein after predicting the time to landing the aircraft based on the time of the current position of the aircraft, the time of flight of the aircraft from the current position to the first leg end waypoint, and the time of flight of the aircraft from the first leg end waypoint to the landing waypoint, further comprising:
acquiring a time difference corresponding to the harboring course of the aircraft;
and calibrating the predicted landing time of the aircraft according to the time difference to obtain the final landing time of the aircraft.
7. An apparatus for predicting landing time of an aircraft, the apparatus comprising: the device comprises a first judgment module, a first calculation module and a prediction module;
the first judging module is used for judging whether the flight segment where the current position of the aircraft is located is a first flight segment, and if so, triggering the first calculating module;
the first calculation module is used for calculating the flight time of the aircraft from the current position to the first leg final waypoint and calculating the flight time of the aircraft from the first leg final waypoint to the landing waypoint;
the prediction module is used for predicting the landing time of the aircraft according to the time of the current position of the aircraft, the flight time of the aircraft from the current position to the first leg final waypoint and the flight time of the aircraft from the first leg final waypoint to the landing waypoint, wherein the flight time is calculated by the first calculation module;
wherein the apparatus further comprises:
the first acquisition module is used for acquiring aircraft information through an AFTN take-off message and radar monitoring information;
the second calculation module is used for calculating the actual maximum speed of the aircraft according to the rated maximum speed in the aircraft information;
and the second judging module is used for judging whether the current speed of the aircraft in the aircraft information is less than the actual maximum speed of the aircraft obtained by the second calculating module, and if so, the first judging module is triggered.
8. The apparatus of claim 7, further comprising:
the second acquisition module is used for acquiring the time difference corresponding to the harboring course of the aircraft;
and the calibration module is used for calibrating the landing time of the aircraft predicted by the prediction module according to the time difference acquired by the second acquisition module to obtain the final landing time of the aircraft.
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| CN112184774A (en) * | 2020-09-30 | 2021-01-05 | 青岛聚好联科技有限公司 | Method and device for determining high-altitude parabolic hazard degree |
| CN112396872B (en) * | 2020-11-03 | 2022-04-08 | 海丰通航科技有限公司 | An aircraft yaw determination method, device and storage medium based on computer flight plan CFP data |
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