CN114333426A - Approach flight parameter optimization method based on multi-waypoint height window constraint - Google Patents
Approach flight parameter optimization method based on multi-waypoint height window constraint Download PDFInfo
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Abstract
The invention discloses an approach flight parameter optimization method based on multi-waypoint height window constraint, which comprises the following steps: optimizing the cruising distance of the approach track to obtain an optimized cruising distance and an optimized descending distance; calculating track parameters of an unconstrained track in the approach track, wherein the track parameters comprise a cruising track and the unconstrained track; carrying out height window inspection on each waypoint with height constraint in the unconstrained flight path; performing segmented optimization on the approach track to divide the track behind the route point which does not accord with the height constraint in the unconstrained track into a cruise section and a unconstrained section in a ladder form; and sequentially calculating the track parameters of each group of cruise sections and non-constraint sections from the initial position to the last approach position point according to all the detected route points which do not conform to the height constraint. The technical scheme provided by the embodiment of the invention solves the problem of height window constraint of a plurality of route points in the approach track, thereby realizing the control of the airplane to safely pass through each route point until the closest approaching position point of the airport.
Description
Technical Field
The invention relates to the technical field of flight performance optimization of civil aircrafts, in particular to an approach flight parameter optimization method based on multi-waypoint height window constraint.
Background
With the continuous increase of Air Traffic flow and complexity, manual flight conflict allocation by means of a Controller (Air Traffic Controller, ATC) is difficult to meet the industry development requirements, the flight conflict allocation mode not only enables the flow control to become one of the important causes of flight delay in China, but also enables the ATC in the busy Air to be in a critical point or even an overload working state for a long time due to a high-strength Traffic environment.
Under the situation of multi-machine cooperative operation in an airspace, the air traffic control automation system needs to allocate an altitude window and a time window of each route point for each aircraft so as to ensure that different aircraft have required vertical or horizontal safety intervals when passing through the route intersection. Aiming at the altitude window constraint of the waypoint distributed by the air traffic control automation system, a new generation of airborne flight management system needs to analyze the altitude window constraint and calculate the flight track and flight performance parameters meeting the altitude window constraint so as to control the airplane to safely pass through each waypoint until the closest position point of the airport.
How to solve the problem of height window constraint of a plurality of waypoints in an approach path by airborne avionics equipment is a key problem to be solved for controlling an airplane to safely pass through each waypoint.
Disclosure of Invention
The purpose of the invention is as follows: the embodiment of the invention provides an approach flight parameter optimization method based on multi-waypoint height window constraint, which aims to solve the problem of height window constraint of a plurality of waypoints in an approach track, thereby realizing the control of an airplane to safely pass through each waypoint until the closest position point of an airport.
The technical scheme of the invention is as follows: the embodiment of the invention provides an approach flight parameter optimization method based on multi-waypoint height window constraint, which comprises the following steps:
step 3, based on the track parameters of the unconstrained track calculated in the step 2, carrying out height window inspection on each route point with height constraint in the unconstrained track;
and 5, sequentially calculating the track parameters of each group of cruise sections and non-constraint sections from the initial position to the final approach position according to all the route points which are detected in the steps 1 to 4 and do not conform to the height constraint.
Optionally, in the method for optimizing an approach flight parameter based on a multi-waypoint height window constraint as described above, the step 1 includes:
and calculating the optimized cruising distance S2 and the optimized descending distance S1 of the approach track according to the initial position, the initial altitude, the cruising speed, the descending mode, the end point and the end altitude of the aircraft on the approach track.
Optionally, in the method for optimizing an approach flight parameter based on multi-waypoint height window constraints as described above, the step 1 specifically includes:
step 11, calculating a required descending distance S1 ' from the position where the aircraft can start to descend to the height where the aircraft can end from the approach track, and determining that the optimal interval of the cruising distance is [ S-1.5S 1 ', S-0.5S 1 ' ];
and step 12, iterating the optimization interval by adopting a dichotomy, calculating the finally determined optimized cruising distance S2 and optimized descending distance S1 through an iterative process, and meeting the condition that S2+ S1 is S.
Optionally, in the method for optimizing an approach flight parameter based on a multi-waypoint height window constraint as described above, the step 2 includes:
and calculating a flight path parameter which descends to the end point of the unconstrained flight path after cruising from the initial position of the cruising flight path for a certain distance and has the flight height of the end height according to the initial position, the height and the cruising speed of the airplane in the cruising flight path, and the descending mode, the end point and the end height of the unconstrained flight path.
Optionally, in the method for optimizing an approach flight parameter based on multi-waypoint height window constraints as described above, in step 2, the calculation method of the flight path parameter is as follows:
according to the input values for calculation and the optimized cruising distance S2 calculated in step 1, the calculated track parameters of each unconstrained segment include: flight parameters at each time in each unconstrained segment; the flight parameters comprise height, position, fuel flow, thrust, lift coefficient, drag coefficient, descent rate, gauge speed and Mach number.
Optionally, in the method for optimizing an approach flight parameter based on a multi-waypoint height window constraint as described above, the step 3 includes:
and (3) according to the position of each route point with height constraint, finding the closest position data from the flight path parameters calculated in the step (2), obtaining the flight height H when the aircraft flies through each route point through linear interpolation processing, and checking whether the flight height H meets the height window limit of the corresponding route point.
Optionally, in the method for optimizing an approach flight parameter based on a multi-waypoint height window constraint as described above, the step 4 includes:
step 42, when the fact that the waypoint i does not meet the height constraint is checked, dividing the flight path behind the waypoint i into a cruising section and a non-constraint section, forming a new approach flight path by the flight path in front of the waypoint i, taking the upper limit of the height of the waypoint i as the end height of the new non-constraint flight path, and taking the waypoint as the end point of the new non-constraint flight path; wherein the new approach path comprises a new cruising path and a new unconstrained path;
step 43, recalculating the distance S from the initial position to the end point, the optimized cruising distance S2 and the optimized descending distance S1 for the new approach path formed in step 42 by adopting the calculation method in step 1; calculating the track parameters of the new unconstrained track by adopting the calculation mode of the step 2; adopting the checking mode of the step 3 to check the altitude window of the waypoints with altitude constraints in the new unconstrained flight path; calculating the flight path parameters of the unconstrained segment from the route point i to the last approach position point;
and step 44, repeating the height window inspection of the last waypoint in the new unconstrained flight path to the initial position of the approach flight path in sequence until all the waypoints conform to the height constraint.
Optionally, in the method for optimizing an approach flight parameter based on a multi-waypoint height window constraint as described above, the step 5 includes:
and for all the route points which are not in accordance with the height constraint and are obtained by checking the height window of each unconstrained route, calculating the route distance from each route point to the previous route point, the route parameter of the unconstrained section and the flight parameter of each time by taking each route point as an end condition from the initial position of the approach route according to the cruising distance after each route point passes the route point and the flight height of the aircraft at the time of passing the route point.
The invention has the beneficial effects that: the embodiment of the invention provides an approach flight parameter optimization method based on multi-waypoint height window constraint, which comprises the following steps: the method comprises the following steps of (1) optimizing a cruising distance strategy, calculating track parameters of each unconstrained section in an approach track, checking height constraint and segmenting the approach track; the optimization calculation mode of the flight performance parameters (speed, engine speed, thrust, fuel flow, height and the like) based on the altitude window constraint is a key technology for decomposing an air traffic control instruction and realizing the mapping of an air traffic control intention to a flight parameter chain, and is also one of the research key points of the boeing and air passenger companies and some main avionic system suppliers at the present stage. By adopting the technical scheme provided by the embodiment of the invention, technical support can be provided for the design and development of the flight management system, so that the flight management system has the function of performing optimization calculation on the flight parameters of the airplane according to the flight requirement of the approach route, and provides basic guarantee for the autonomous and conflict-free flight operation of air traffic multiple machines; the technical scheme of the invention is an implementation method for realizing the cooperative operation of a plurality of airplanes in an airspace, provides technical support for the localization of a flight management system, and has wide market prospect and obvious economic benefit. The technical scheme provided by the embodiment of the invention specifically comprises the following beneficial effects:
(1) the technical scheme of the invention can optimize the flight track, and meets the height window constraint of each height route point by automatically generating the cruise section and the descent section;
(2) according to the technical scheme, the height window constraint is considered, the optimized constraint track is obtained, and the height constraint of the waypoints can be met;
(3) according to the technical scheme, the optimization result can meet the requirement of optimizing and calculating the flight path and flight parameters of the airplane flight management system after the air traffic department allocates the height window when the airplane flight conflict is adjusted, and technical support is provided for the domestic design and development of the flight management system.
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The accompanying drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the example serve to explain the principles of the invention and not to limit the invention.
FIG. 1 is a sequence model of an approach under the constraint of a waypoint height window in an embodiment of the present invention;
FIG. 2 is a schematic diagram of the cruising distance of an approach path to be optimized according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a route point of the approach path to be optimized, which does not conform to the height constraint, and is optimized by segments according to the embodiment shown in FIG. 2;
FIG. 4 is a schematic diagram of two waypoints that do not comply with the height constraint and that are provided by the embodiment of FIG. 2 for the approach path to be optimized, both optimized by segments;
FIG. 5 is a diagram illustrating an altitude constraint window for each waypoint in an embodiment of the invention;
FIG. 6 is a schematic illustration of an optimally calculated unconstrained approach flight path;
FIG. 7 is a schematic view of an optimized approach flight path meeting waypoint height window constraints in accordance with an embodiment of the present invention;
FIG. 8 is a graphical illustration of flight parameter results at each time instant in an embodiment of the present invention;
FIG. 9 is a flow chart of desired cruise distance optimization according to an embodiment of the present invention;
FIG. 10 is a flow chart of unconstrained approach path computation in an embodiment of the present invention;
FIG. 11 is a flowchart of waypoint height window inspection in accordance with an embodiment of the present invention;
FIG. 12 is a flow chart of a piecewise optimization of an approach trajectory in an embodiment of the present invention;
FIG. 13 is a flowchart illustrating the optimization of approach trajectory under the constraint of a height window in an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
The steps illustrated in the flow charts of the figures may be performed in a computer system such as a set of computer-executable instructions. Also, while a logical order is shown in the flow diagrams, in some cases, the steps shown or described may be performed in an order different than here.
The purpose of the invention is as follows: the method solves the problem of height window constraint of a plurality of waypoints in the approach track, thereby realizing the control of the airplane to safely pass through each waypoint until the closest position point of the airport.
The following specific embodiments of the present invention may be combined, and the same or similar concepts or processes may not be described in detail in some embodiments.
Through the autonomous interaction and the cooperative operation of the airborne flight management system and the air traffic control automation system, the time and height constraints of each aircraft on potential conflict position points in an airspace can be coordinated, a multi-aircraft conflict-free flight path is favorably constructed, the workload of controllers is greatly reduced, the airspace operation efficiency and the traffic capacity are improved, and the 'safety', 'intelligence', 'high efficiency' and 'green' operation requirements of air traffic are met. The most important function of a new generation flight management system of flight performance parameter modeling and optimization technology based on the height window constraint of the waypoints is the key for realizing the integrated air-ground cooperative operation of air traffic management and airborne flight management.
The optimization calculation technology of flight performance parameters (speed, engine speed, thrust, fuel flow, height and the like) based on altitude window constraint is a key technology for decomposing an air traffic control instruction and realizing mapping from an air traffic control intention to a flight parameter chain, and is also one of the research focuses of boeing, air passenger companies and some main avionic system suppliers at the present stage. How to solve the problem of optimization calculation of approach flight parameters under the constraint of a height window by airborne avionic equipment is a key problem to be solved for controlling an airplane to safely pass through each waypoint. In order to solve the above problems, an embodiment of the present invention provides an approach flight parameter optimization method based on multi-waypoint height window constraints.
The approach phase includes a short ending process and the entire descent process of the aircraft cruise. Through performing air-ground negotiation on the height constraint instructions on the waypoints, the airplane is ensured to perform collision-free flight according to the preset track, as shown in fig. 1, the model is an approach sequence model under the constraint of the height windows of the waypoints in the embodiment of the invention, and it can be seen that the approach process under the constraint of multiple waypoints presents a stepped flight track. It can be divided into n constraint segments, i is 1,2, …, n is the sequence number of the constraint segment, and the ith constraint segment is denoted as Ci. In FIG. 1, rc,iAnd rd,iAre respectively CiThe horizontal flight distance and the descending flight distance of the flight segment, and the sum of the horizontal flight distance and the descending flight distance is the flight distance R of the flight segmentr,i；tiAnd hiRespectively time of flight and altitude of flight.
The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint mainly comprises a cruise distance optimization strategy, an unconstrained flight path calculation method, a height constraint inspection method and an approach flight path segmentation strategy. The specific technical scheme of the embodiment of the invention comprises the following steps:
step 3, based on the track parameters of the unconstrained track calculated in the step 2, carrying out height window inspection on each route point with height constraint in the unconstrained track;
and 4, performing segmented optimization on the approach track according to the height window inspection result of the waypoints so as to divide the track behind the waypoint which does not conform to the height constraint in the unconstrained track into a cruise section and a unconstrained section in a ladder form.
As shown in fig. 2, which is a schematic diagram of the cruising distance of the approach route to be optimized in the embodiment of the present invention, it can be seen that fig. 2 illustrates the optimized cruising distance S2 and the optimized descending distance S1 obtained in step 1, and fig. 2 illustrates waypoints that do not comply with the altitude constraint (e.g., the non-compliance constraint points in fig. 2).
And 5, sequentially calculating the track parameters of each group of cruise sections and non-constraint sections from the initial position to the final approach position according to all the route points which are detected in the steps 1 to 4 and do not conform to the height constraint.
In an embodiment of the present invention, the specific implementation of step 1 may include:
and calculating the optimized cruising distance S2 and the optimized descending distance S1 of the approach track according to the initial position, the initial altitude, the cruising speed, the descending mode, the end point and the end altitude of the aircraft on the approach track.
The specific thought of the step is as follows: assuming that the distance from the initial position to the end point is S, firstly, calculating a required descending distance S1 ' from the position where the aircraft can start to descend to the end height from the approach track, and then determining an optimized interval of the cruising distance as S-1.5S 1 ', S-0.5S 1 '; and then, iteration is carried out on the optimization interval by adopting a dichotomy method, the finally determined optimized cruising distance S2 and the optimized descending distance S1 are calculated through an iterative process, and S2+ S1 is met.
In an embodiment of the present invention, the specific implementation of step 2 may include:
and calculating a flight path parameter which descends to the end point of the unconstrained flight path after cruising from the initial position of the cruising flight path for a certain distance and has the flight height of the end height according to the initial position, the height and the cruising speed of the airplane in the cruising flight path, and the descending mode, the end point and the end height of the unconstrained flight path.
In this step, the specific calculation mode of the flight path parameters is as follows: according to the input values (for example, including the initial position, the altitude, the cruising speed of the airplane in the cruising track, and the descending mode, the end point and the end altitude of the unrestrained track) and the optimized cruising distance S2 calculated in step 1, the calculated flight path parameters of each unrestrained segment include flight parameters at each moment in each of the respective unrestrained segments, and the flight parameters include the altitude, the position, the fuel flow, the thrust, the lift coefficient, the drag coefficient, the descending rate, the speed, the mach number and the like, and are stored in the data List.
In an embodiment of the present invention, the specific implementation of step 3 may include:
according to the position of each waypoint with height constraint, the closest position data is found from the data List (the flight path parameters calculated in the step 2), the flight height H when the airplane flies through each waypoint is obtained through linear interpolation processing, and whether the flight height H meets the height window limit of the corresponding waypoint is checked, namely H is not greater than the upper height limit of the waypoint and is not lower than the lower height limit of the waypoint.
In an embodiment of the present invention, the specific implementation of step 4 may include:
sequentially checking a height window from the last route point to the initial position of the approach track aiming at the unconstrained track; when the fact that the waypoint i does not meet the height constraint is checked, stopping the navigation, dividing the track behind the waypoint i into a cruising section and an unconstrained section, forming a new approach track (a new cruising track and a new unconstrained track) by the track in front of the waypoint i, taking the upper height limit of the waypoint i as the end height of the new unconstrained track, and taking the waypoint as the end point of the new unconstrained track.
Further, recalculating the distance S from the initial position to the end point, the optimized cruising distance S2 and the optimized descending distance S1 by adopting the calculation mode in the step 1 for the new approach path formed in the step; aiming at the new unconstrained flight path, calculating a flight path parameter (comprising a cruise section and a descent section) from the initial position of the approach flight path to the new unconstrained flight path by adopting the calculation mode of the step 2; adopting the checking mode of the step 3 to check the altitude window of the waypoints with altitude constraints in the new unconstrained flight path; calculating the flight path parameters of the unconstrained segment from the route point i to the last approach position point; and repeatedly executing the height window inspection of the last waypoint in the new unconstrained flight path to the initial position of the approach flight path in sequence until all the waypoints conform to the height constraint, thereby obtaining a group of combinations of the cruise section and the descent section.
In an embodiment of the present invention, the specific implementation of step 5 may include:
and (4) for all the route points which are not in accordance with the height constraint and are obtained by checking the height window of each unconstrained route, calculating the route distance from each route point to the previous route point, the route parameter of the unconstrained section and the flight parameter of each time from the initial position of the approach route by taking each route point as an end condition according to the cruising distance after each route point passes the point and the flight height of the aircraft at the time when the aircraft passes the route point, which are obtained by optimization in the step 4.
Fig. 3 is a schematic diagram of a route point that does not comply with the height constraint and is provided for the approach path to be optimized in the embodiment shown in fig. 2 after being optimized in a segmented manner, and fig. 4 is a schematic diagram of a route point that does not comply with the height constraint and is provided for the approach path to be optimized in the embodiment shown in fig. 2 after both of the route points do not comply with the height constraint and are optimized in a segmented manner. It can be seen that the optimization by segmentation starts with one of the non-highly constrained waypoints closest to the last approach location point, and fig. 3 illustrates the optimization results for one of the non-highly constrained waypoints in fig. 2, and fig. 4 illustrates the optimization results for all of the non-highly constrained waypoints in fig. 2.
In the specific implementation, the first waypoint is taken as an end condition, the cruising and descending performance from the initial position to the first waypoint is calculated, and then the cruising and descending performance from the first waypoint to the second waypoint and the flight parameters at each moment are calculated; and sequentially progressing until the last end point is calculated.
In the collision-free operation of multiple aircrafts in the air traffic control airspace, each aircraft needs to be allocated with an altitude window passing through each route crossing, wherein the altitude window comprises an altitude upper limit and an altitude lower limit. Aiming at the problem of height window constraint of a plurality of waypoints in an approach track, the approach flight parameter optimization method based on the height window constraint of the plurality of waypoints provided by the embodiment of the invention specifically comprises the following steps: the method comprises the following steps of (1) optimizing a cruising distance strategy, calculating track parameters of each unconstrained section in an approach track, checking height constraint and segmenting the approach track; the optimization calculation mode of the flight performance parameters (speed, engine speed, thrust, fuel flow, height and the like) based on the altitude window constraint is a key technology for decomposing an air traffic control instruction and realizing the mapping of an air traffic control intention to a flight parameter chain, and is also one of the research key points of the boeing and air passenger companies and some main avionic system suppliers at the present stage. By adopting the technical scheme provided by the embodiment of the invention, technical support can be provided for the design and development of the flight management system, so that the flight management system has the function of performing optimization calculation on the flight parameters of the airplane according to the flight requirement of the approach route, and provides basic guarantee for the autonomous and conflict-free flight operation of air traffic multiple machines; the technical scheme of the invention is an implementation method for realizing the cooperative operation of a plurality of airplanes in an airspace, provides technical support for the localization of a flight management system, and has wide market prospect and obvious economic benefit.
FIG. 5 is a diagram illustrating a height constraint window for each waypoint in an embodiment of the invention. The approach flight parameter optimization method provided by the embodiment of the invention is technically implemented by using C # of VISUAL STUDIO, and as shown in fig. 5, height window constraints of three waypoints in the approach flight process are given. The result shows that the technical scheme of the invention can optimize the flight track, and meets the height window constraint of each height route point by automatically generating the cruise section and the descent section.
FIG. 6 is a schematic diagram of an optimally calculated unconstrained approach flight path, with position on the abscissa and fly height on the ordinate. The open circles in the figure represent the upper height limit and the filled dots represent the lower height limit. As can be seen from fig. 6, the optimized unconstrained flight path cannot satisfy the height constraint of the waypoint.
Fig. 7 is a schematic diagram of an approach flight path that satisfies the waypoint height window constraint and is optimized according to the embodiment of the present invention, and as shown in fig. 7, the optimized flight path after the height window constraint is considered, the abscissa is the position, and the ordinate is the flight height. The open circles in the figure represent the upper height limit and the filled dots represent the lower height limit. As can be seen from FIG. 7, the optimized constrained flight path can satisfy the height constraint of the waypoints.
Fig. 8 is a schematic diagram of the flight parameter results at each time in the embodiment of the present invention. The flight parameters at each moment after optimization calculation are stored in the list shown in fig. 8. The optimization result can meet the requirements of optimizing and calculating the flight path and flight parameters of the airplane flight management system after the air traffic department allocates the height window when the airplane flight conflict is adjusted, and provides technical support for the domestic design and development of the flight management system.
The following describes in detail embodiments of an approach flight parameter optimization method based on multi-waypoint height window constraints, provided by embodiments of the present invention.
The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint provided by the specific embodiment comprises the following steps:
step one, optimizing the required cruising distance, as shown in fig. 9, is a flowchart of optimizing the required cruising distance in the embodiment of the present invention.
Step 1-1, calculating airplane performance parameters. For the determined cruising distance and descending altitude difference, the flight time t of the flight can be calculated by using a infinitesimal methodi. C is to beiIs divided intotWherein the flat flight process is lcAnd (4) portions are obtained. The slow vehicle thrust is adopted in the descending process, so that the flight time t of the ith constraint flight segmentiThe calculation method comprises the following steps:
in the formula, j is a infinitesimal number; t is ti,jThe flight time of the jth element of the ith constraint segment; Δ rc,i,jThe horizontal flight distance; vTThe flying vacuum speed; Δ hi,jIs a lowered height; gamma rayi,j(j＝lc+1,., l) is the rate of decline; pi,jIs at atmospheric pressure; m isi,jIs the aircraft mass. Wherein, γi,jComprises the following steps:
in the formula, Di,jIs the drag of the aircraft; t iscThe maximum climbing thrust of the airplane; g is the acceleration of gravity; f is the energy distribution factor, which is a function of the flight Mach number M. Leg CiIs finished height hiComprises the following steps:
and 1-2, calculating the required cruising distance. Assuming that the distance from the initial position to the end point is S, firstly, calculating the required distance S1 from the initial position to start descending to the end height;
then setting the optimized interval of the required cruising distance as [ S-1.5S 1, S-0.5S 1 ];
and then iterating on the optimization interval by adopting a bisection method, calculating a final required cruising distance S2 and a required descending distance S1, and ensuring that S2+ S1 is equal to S.
Step two, calculating the unconstrained approach path, as shown in fig. 10, which is a flowchart of calculating the unconstrained approach path in the embodiment of the present invention.
Step 2-1, optimally calculating the required cruising distance according to the first step according to the initial position, the altitude, the cruising speed, the descending mode, the flight ending point (usually the last approaching position point) and the flight ending altitude of the airplane;
2-2, calling a cruise performance integral calculation module (comprising submodules such as Mach number calculation of economical cruise, aerodynamic resistance calculation, fuel flow calculation, cruise micro-segment performance calculation, numerical integral calculation and the like) according to the initial cruise state parameters (height, speed, weight, wind speed, temperature and the like) of the airplane and the required cruise distance, and calculating the cruise parameters at each moment till the cruise end point;
then, starting from a cruise ending point, calling a descent performance calculation module (comprising submodules such as Mach number descent and descent meter speed calculation, Mach number descent waiting, meter speed descent waiting, height limitation of deceleration flight, meter speed descent keeping limitation to an FAP point and the like) according to the airplane state parameters (height, speed, weight, wind speed, temperature and the like) at the moment, and calculating descent performance parameters at each moment till the calculation ending point (namely the last approach positioning point);
and 2-3, storing the performance parameters (including height, position, fuel flow, thrust, lift coefficient, resistance coefficient, descent rate, gauge speed, Mach number and the like) of each moment into a linked list, so as to facilitate subsequent height window inspection and use.
Step three, waypoint height window inspection based on the track data, as shown in fig. 11, which is a flow chart of waypoint height window inspection in the embodiment of the present invention.
3-1, aiming at each waypoint, finding data at similar moments from a data List according to the position of the waypoint;
step 3-2, obtaining the flying height H when flying through the waypoints after linear interpolation;
and 3-3, checking whether the height window limit of the waypoints is met, namely H is not more than the upper height limit of the waypoints and is not less than the lower height limit of the waypoints.
Step four, the approach path sectional optimization, as shown in fig. 12, is a flowchart of the sectional optimization of the approach path in the embodiment of the present invention.
And 4-1, aiming at the unconstrained flight path, starting to check the position of the airplane from the last waypoint (namely the last approach position point). When a certain waypoint does not meet the height window constraint, stopping;
step 4-2, taking the upper limit of the height of the waypoint as the end height, taking the waypoint as the end point, calling the step two, calculating an unconstrained flight path 1 (comprising a cruising section and a descending section) from the initial position of the airplane to the waypoint, and marking the cruising distance on the waypoint;
4-3, calculating an unconstrained flight path 2 from the waypoint to the last approach position (namely comprising a cruise section and a descent section);
it is checked whether the unconstrained flight path 1 satisfies the height window constraints for each waypoint of the route. If so, the calculation is ended. Otherwise, finding out a limited waypoint, taking the upper limit of the height of the waypoint as an end height, taking the waypoint as an end point, calling the step two, calculating an unconstrained flight path 1 (comprising a cruising section and a descending section) from the initial position of the airplane to the waypoint, and marking the cruising distance on the waypoint; an unconstrained flight path 2 (i.e., containing the cruise and descent segments) is then calculated from this waypoint to the last approach location. And repeating the steps until all the height constraints of the waypoints are met, thereby obtaining the flight height of each waypoint and the cruising distance information after passing the waypoints.
Step five, performing optimization calculation on the approach flight path meeting the height window constraint, as shown in fig. 13, which is a flow chart of the approach flight path optimization under the height window constraint in the embodiment of the present invention.
Step 5-1, starting from the initial position of the airplane, calculating the required cruising and descending performance and flight parameters at each moment by taking the first waypoint as an ending condition;
step 5-2, calling a cruise performance integral calculation module according to the required cruise distance information of the first waypoint to calculate the performance of a cruise section;
5-3, calling a descending performance calculation module to calculate a descending performance parameter from the cruise ending point to a second route point;
and 5-4, repeating the steps, and sequentially progressing until the final end point is calculated.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (8)
1. An approach flight parameter optimization method based on multi-waypoint height window constraints is characterized by comprising the following steps:
step 1, optimizing the cruising distance of the approach track to obtain an optimized cruising distance S2 and an optimized descending distance S1, wherein the sum of the optimized cruising distance S2 and the optimized descending distance S1 is equal to the distance S from the initial position to the end point of the approach track;
step 2, calculating track parameters of an unconstrained track in an approach track, wherein the approach track comprises a cruise track and the unconstrained track;
step 3, based on the track parameters of the unconstrained track calculated in the step 2, carrying out height window inspection on each route point with height constraint in the unconstrained track;
step 4, according to the height window inspection result of the waypoints, optimizing the approach flight path in sections so as to divide the flight path behind the waypoints which do not accord with the height constraint in the unconstrained flight path into a cruise section and a unconstrained section in a ladder form;
and 5, sequentially calculating the track parameters of each group of cruise sections and non-constraint sections from the initial position to the final approach position according to all the route points which are detected in the steps 1 to 4 and do not conform to the height constraint.
2. The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint according to claim 1, wherein the step 1 comprises the following steps:
and calculating the optimized cruising distance S2 and the optimized descending distance S1 of the approach track according to the initial position, the initial altitude, the cruising speed, the descending mode, the end point and the end altitude of the aircraft on the approach track.
3. The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint according to claim 2, wherein the step 1 specifically comprises the following steps:
step 11, calculating a required descending distance S1 ' from the position where the aircraft can start to descend to the height where the aircraft can end from the approach track, and determining that the optimal interval of the cruising distance is [ S-1.5S 1 ', S-0.5S 1 ' ];
and step 12, iterating the optimization interval by adopting a dichotomy, calculating the finally determined optimized cruising distance S2 and optimized descending distance S1 through an iterative process, and meeting the condition that S2+ S1 is S.
4. The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint according to claim 3, wherein the step 2 comprises the following steps:
and calculating a flight path parameter which descends to the end point of the unconstrained flight path after cruising from the initial position of the cruising flight path for a certain distance and has the flight height of the end height according to the initial position, the height and the cruising speed of the airplane in the cruising flight path, and the descending mode, the end point and the end height of the unconstrained flight path.
5. The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint according to claim 4, wherein in the step 2, the calculation method of the flight path parameters is as follows:
according to the input values for calculation and the optimized cruising distance S2 calculated in step 1, the calculated track parameters of each unconstrained segment include: flight parameters at each time in each unconstrained segment; the flight parameters comprise height, position, fuel flow, thrust, lift coefficient, drag coefficient, descent rate, gauge speed and Mach number.
6. The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint according to claim 4, wherein the step 3 comprises the following steps:
and (3) according to the position of each route point with height constraint, finding the closest position data from the flight path parameters calculated in the step (2), obtaining the flight height H when the aircraft flies through each route point through linear interpolation processing, and checking whether the flight height H meets the height window limit of the corresponding route point.
7. The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint according to claim 6, wherein the step 4 comprises:
step 41, sequentially checking a height window from the last waypoint of the unconstrained track to the initial position of the approach track;
step 42, when the fact that the waypoint i does not meet the height constraint is checked, dividing the flight path behind the waypoint i into a cruising section and a non-constraint section, forming a new approach flight path by the flight path in front of the waypoint i, taking the upper limit of the height of the waypoint i as the end height of the new non-constraint flight path, and taking the waypoint as the end point of the new non-constraint flight path; wherein the new approach path comprises a new cruising path and a new unconstrained path;
step 43, recalculating the distance S from the initial position to the end point, the optimized cruising distance S2 and the optimized descending distance S1 for the new approach path formed in step 42 by adopting the calculation method in step 1; calculating the track parameters of the new unconstrained track by adopting the calculation mode of the step 2; adopting the checking mode of the step 3 to check the altitude window of the waypoints with altitude constraints in the new unconstrained flight path; calculating the flight path parameters of the unconstrained segment from the route point i to the last approach position point;
and step 44, repeating the height window inspection of the last waypoint in the new unconstrained flight path to the initial position of the approach flight path in sequence until all the waypoints conform to the height constraint.
8. The method for optimizing the approach flight parameters based on the multi-waypoint height window constraint according to claim 7, wherein the step 5 comprises:
and for all the route points which are not in accordance with the height constraint and are obtained by checking the height window of each unconstrained route, calculating the route distance from each route point to the previous route point, the route parameter of the unconstrained section and the flight parameter of each time by taking each route point as an end condition from the initial position of the approach route according to the cruising distance after each route point passes the route point and the flight height of the aircraft at the time of passing the route point.
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