CN115409437A - Low-altitude flight emergency processing method and device, aircraft and storage medium - Google Patents
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Abstract
The application discloses a low-altitude flight emergency processing method, a low-altitude flight emergency processing device, an aircraft and a storage medium, wherein the low-altitude flight emergency processing method comprises the following steps: determining a target risk value by acquiring current flight information; and if the target risk value meets a preset risk threshold value, executing corresponding emergency treatment. Whether the target risk value accords with the risk threshold value or not is judged, the risk degree of the emergency situation is measured through the risk value, corresponding emergency treatment is executed, when the aircraft has different emergency situations, a corresponding emergency treatment method can be determined according to the target risk value, so that low-altitude flight is safer and more orderly, and the safety of the low-altitude flight is improved.
Description
Technical Field
The application relates to the technical field of flight, in particular to a low-altitude flight emergency processing method and device, an aircraft and a storage medium.
Background
For a common civil aviation passenger plane, most of the flying time of the passenger plane is in the stratosphere, and the passenger plane is hardly influenced by the social activities on the ground due to stable airflow, high visibility and small influence of weather in the stratosphere. In such a relatively uncomplicated flight environment, the ground air traffic center can be commanded in the event of an emergency accident.
With the continuous development of science and technology, low-altitude logistics and travel meet opportunities and face challenges. Compared with civil airliners, the aircraft flying in the low-altitude airspace (below 3000 m) has more flying frames and short flying distance, the density of the aircraft flying in a limited airspace is high, and in the limited low-altitude airspace in cities, logistics and manned aircraft flying in multiple frames, multiple types and multiple models are generated at the same time, so that the aircraft flying in the air is a normal state for the short-term future air logistics outages.
However, as the current civil aviation does not make a corresponding emergency airway for low-altitude flight, the safety order of low-altitude flight in the airspace can not be completely met in case of emergency, and the safety of low-altitude flight is improved.
Disclosure of Invention
The application mainly aims to provide a low-altitude flight emergency processing method, a low-altitude flight emergency processing device, an aircraft and a storage medium, and aims to meet the safety and order of low-altitude flight.
In order to achieve the above object, the present application provides a low-altitude flight emergency processing method, including:
acquiring current flight information and determining a target risk value;
and if the target risk value accords with a preset risk threshold value, executing corresponding emergency treatment.
Optionally, the risk threshold includes a first risk threshold and a second risk threshold, the emergency treatment includes autonomous emergency treatment and cooperative emergency treatment, and if the target risk value meets a preset risk threshold, the step of executing the corresponding emergency treatment includes:
if the target risk value meets the first risk threshold, executing the autonomous emergency treatment;
and if the target risk value meets the second risk threshold, executing the collaborative emergency treatment.
Optionally, the step of executing the collaborative emergency processing includes:
sending a cooperative emergency request to a preset empty pipe center;
receiving instructions of the air traffic control center, wherein the instructions comprise an agreement instruction and a rejection instruction;
if the command is the agreement command, generating an emergency three-dimensional route according to the current flight information;
and if the instruction is the rejection instruction, generating a target switching airway based on the current position point and a preset airway closing point.
Optionally, the target switching route includes a fixed stereo switching route and an emergency stereo switching route, and the step of generating the target switching route based on the current position point and a preset route closing point includes:
judging whether the distance between the current position point and the air route closing point is smaller than a preset distance threshold value or not;
if the distance is greater than or equal to a preset distance threshold value, generating the fixed three-dimensional switching airway;
and if the distance is smaller than the distance threshold value, generating the emergency three-dimensional switching airway based on preset emergency switching information.
Optionally, before the step of generating the emergency stereoscopic switching route based on preset emergency switching information, the method further includes:
determining the emergency switching information specifically includes:
acquiring the longitude and latitude of a corresponding route switching point based on a preset risk avoiding rule;
acquiring upper and lower height limit values and position information of a corresponding switched route according to the route switching points;
and obtaining the emergency switching information based on one or more of the longitude and latitude, the upper and lower height limit values and the position information.
Optionally, after the step of generating the emergency stereoscopic switching route based on preset emergency switching information, the method further includes:
extracting data in the emergency switching information;
and generating an emergency three-dimensional recommended route based on the data in the emergency switching information and the emergency three-dimensional switching route.
Optionally, after the step of generating the target switched route based on the current location point and the preset route closure point, the method further includes:
and displaying at least one adjacent switching route except the target switching route based on a preset weakening rule.
The embodiment of this application still provides a low-altitude flight emergency treatment device, low-altitude flight emergency treatment device includes:
the risk judgment module is used for acquiring current flight information and determining a target risk value;
and the emergency processing module is used for executing corresponding emergency processing if the target risk value accords with a preset risk threshold value.
The embodiment of the present application further provides an aircraft, where the aircraft includes a memory, a processor, and a low-altitude flight emergency processing program stored in the memory and operable on the processor, and when executed by the processor, the low-altitude flight emergency processing program implements the steps of the low-altitude flight emergency processing method as described above.
The embodiment of the present application further provides a computer-readable storage medium, where a low-altitude flight emergency processing program is stored, and when the low-altitude flight emergency processing program is executed by a processor, the steps of the low-altitude flight emergency processing method as described above are implemented.
According to the low-altitude flight emergency processing method, the low-altitude flight emergency processing device, the aircraft and the storage medium, the target risk value is determined by acquiring current flight information; and if the target risk value accords with a preset risk threshold value, executing corresponding emergency treatment. Corresponding emergency treatment is executed by judging whether the target risk value accords with the risk threshold value, so that when different emergency situations occur to the aircraft, a corresponding emergency treatment method can be determined according to the target risk value, low-altitude flight is safer and more orderly, and the safety of the low-altitude flight is improved. Based on the scheme, the method starts from the practical problem that the low-altitude flying emergency airway line is lacked in the aviation industry of the real world, measures the danger degree of the emergency situation by the risk value, and provides a processing method for handling the emergency situation during low-altitude flying for the pilot and the aircraft.
Drawings
FIG. 1 is a schematic view of functional modules of an aircraft to which the low-altitude flight emergency treatment device of the present application belongs;
FIG. 2 is a schematic flow chart of a first exemplary embodiment of a low-altitude flight emergency handling method according to the present application;
FIG. 3 is a schematic flow chart of a second exemplary embodiment of a low-altitude flight emergency handling method according to the present application;
FIG. 4 is a schematic flow chart of a third exemplary embodiment of a low-altitude flight emergency treatment method according to the present application;
FIG. 5 is a schematic view of emergency three-dimensional switching of air routes and generation of air routes according to the low-altitude flight emergency processing method of the present application;
FIG. 6 is a schematic flow chart of a fourth exemplary embodiment of a low-altitude flight emergency treatment method according to the present application;
FIG. 7 is a schematic flow chart diagram illustrating a fifth exemplary embodiment of a low-altitude flight emergency handling method according to the present application;
FIG. 8 is a schematic flow chart diagram illustrating a sixth exemplary embodiment of a low-altitude flight emergency processing method according to the present application;
FIG. 9 is a schematic flow chart diagram illustrating a seventh exemplary embodiment of a low-altitude flight emergency handling method according to the present application;
fig. 10 is a schematic flow chart of an eighth exemplary embodiment of a low-altitude flight emergency processing method according to the present application.
The implementation, functional features and advantages of the objectives of the present application will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The main solution of the embodiment of the application is as follows: determining a target risk value by acquiring current flight information; and if the target risk value meets a preset risk threshold value, executing corresponding emergency treatment. Corresponding emergency treatment is executed by judging whether the target risk value accords with the risk threshold value, so that when different emergency situations occur to the aircraft, a corresponding emergency treatment method can be determined according to the target risk value, low-altitude flight is safer and more orderly, and the safety of the low-altitude flight is improved. Based on the scheme, the method for processing the emergency situation in the low-altitude flight process is provided for the pilot and the aircraft by measuring the danger degree of the emergency situation according to the risk value from the actual problem that the low-altitude flight emergency route is lacked in the aviation industry of the real world.
The technical terms related to the embodiments of the present application are as follows:
airline (Airway), a flight route connecting an airport and an airport, an airport and an Airway, and a given geographic point, is called simply an airline.
Air Route (Air Route), an airspace-structured Air passage defined by a navigation system approved by the airline regulatory authority, over which the traffic authority provides necessary Air traffic control and flight intelligence services.
The embodiment of the application considers that with the continuous development of science and technology, the opportunity is met by low-altitude logistics and travel, and meanwhile, the challenge is faced. Compared with civil airliners, the low-altitude airspace (below 3000 m) has more flying frames and short flying distance, the density of aircrafts flying in a limited airspace is high, and in the limited low-altitude airspace in a city, logistics of more frames, multiple types and multiple models and manned aircrafts flying are generated at the same time, so that the normal state of the air logistics trip in the near future can be realized. However, at present, the civil aviation does not make a corresponding emergency airway route aiming at low-altitude flight, so that the safety order of low-altitude flight in the air area can not be completely met in case of emergency, and the safety of low-altitude flight is improved. More specifically, the following reasons are included, but not limited to:
firstly, the urgency of generating an emergency switching route during civil aviation flight is low: the civil aviation has the advantages that the civil aviation flies in the stratosphere in most of the time, the airflow is stable, the visibility is high, the influence of weather is small, the probability of flying birds is extremely low, and the influence of ground social activities is small. In addition, in the horizontal direction, because the flight distance of the civil aircraft is higher, the flight distance is more than 800km in most cases, and when the civil aircraft receives information or instructions for emergently modifying a route, sufficient horizontal distance is provided for the aircraft to adjust. For the vertical direction, the civil aircraft has high flying height, can descend and ascend to modify the airway route under the allowed condition, and can lift the flying height (as long as the upper limit of the designed flying height of the aircraft is not exceeded) under the allowed condition. Due to the relatively loose flight environment, emergency airway switching is generated for civil aviation aircrafts or civil aviation aircrafts, or emergency treatment methods related to airway switching are specially formulated, so that the emergency airway switching is not urgent and has no urgent need.
Secondly, the procedure and flow for changing the flight of the civil aircraft are more complicated: the civil aviation passenger plane has long route distance, and most of the civil aviation passenger plane flies across domains, regions, provinces and even countries. In case of emergency, if the aircraft is to be assisted to complete one time of switching or modifying the emergency route, at least the simultaneous cooperation of a plurality of units/departments such as an air traffic service report room, a control unit of a tower, a control unit of regional air and the like in the relevant airspace is needed, and if the aircraft flies across the country, the coordination is more complicated and difficult.
Thirdly, compared with civil airliner flight, the low-altitude airspace (below 3000 m) has many flying frames, the flight distance is short, the density of the aircrafts flying in the limited airspace is large, and the emergency switching of the route and route is more necessary: with the continuous development of science and technology, low-altitude logistics and travel face challenges while meeting opportunities. In a limited low-altitude airspace in a city, multiple logistics and manned aircrafts with multiple frames, multiple machine types and models are used for flying, and the method is a normal state for air logistics travel in the near future. When an emergency situation occurs, how to quickly generate an emergency treatment scheme and an emergency route switching route ensures the safety and the order of flight, and the emergency treatment scheme and the emergency route switching route are hot topics and hot problems.
Fourthly, the original emergency airway route switching management method for civil aviation flight cannot be completely suitable for low-altitude airspace flight: the opening of the low-altitude airspace and the subsequent new air management and airworthiness regulations about the low-altitude aircraft generated by various countries all put new requirements on the visual display of the low-altitude airspace flight, and are also opportunities. The low-altitude aircraft flies at the bottom of a troposphere with a complex airflow environment, the low flying altitude (particularly a flying route in a city) is easily influenced by thunder, severe weather, natural disasters, flying birds and landforms, the low-altitude aircraft (particularly an aircraft traveling in a low-altitude city) is easily influenced by various electronic equipment on the ground (such as electromagnetic interference, communication interference and the like), various industrial emissions on the ground (such as industrial waste gas emission, industrial smoke dust emission and the like), air turbulence caused by building groups (high-low building alternation, land building alternation, lake and river alternation), and various activities of human on the ground (such as light pollution, ground noise interference, artificial wind fields, firework and firecracker firing influence, kite setting, balloon influence, influence on setting off small-sized private unmanned aircrafts, building smoke and the like).
Therefore, according to the scheme of the embodiment of the application, the actual problem that the low-altitude flight emergency airway line is lacked in the real-world aviation industry is solved, the risk degree of the emergency situation is measured by the risk value, and a processing method for dealing with the emergency situation during low-altitude flight is provided for the pilot and the aircraft.
In the embodiments of the present application, air traffic control units/departments such as an air traffic service report room, a tower control unit, and a regional air control unit are collectively referred to as an air traffic control center. In addition, the air traffic control center can also be a movable command station, and the movable station can be not only a ground movable command station, but also an air or water movable command station.
Specifically, referring to fig. 1, fig. 1 is a functional module schematic diagram of an aircraft to which the low-altitude flight emergency treatment device of the present application belongs. The low-altitude flight emergency treatment device can be a device which is independent of the aircraft, can calculate the risk value and carry out emergency treatment, and can be borne on the aircraft in a hardware or software mode. The aircraft can be an intelligent mobile terminal with a data processing function, such as a mobile phone and a tablet personal computer, and can also be a fixed aircraft or a server with the data processing function.
In this embodiment, the aircraft to which the low-altitude flight emergency processing device belongs at least includes an output module 110, a processor 120, a memory 130 and a communication module 140.
The memory 130 stores an operating system and a low-altitude flight emergency processing program, and the low-altitude flight emergency processing device may obtain a target risk value based on a preset risk determination rule; the autonomous emergency treatment is executed if the target risk value meets the first risk threshold; if the target risk value meets the second risk threshold, storing the executed information such as the collaborative emergency treatment and the like in the memory 130; the output module 110 may be a display screen or the like. The communication module 140 may include a WIFI module, a mobile communication module, a bluetooth module, and the like, and communicates with an external device or a server through the communication module 140.
Wherein the low-altitude flight emergency treatment program in the memory 130 when executed by the processor implements the steps of:
acquiring current flight information and determining a target risk value;
and if the target risk value meets a preset risk threshold value, executing corresponding emergency treatment.
Further, the low-altitude flight emergency processing program in the memory 130 when executed by the processor further implements the steps of:
executing the autonomous emergency treatment if the target risk value meets the first risk threshold;
and if the target risk value meets the second risk threshold, executing the collaborative emergency treatment.
Further, the low-altitude flight emergency treatment program in the memory 130 when executed by the processor further implements the steps of:
sending a cooperative emergency request to a preset empty pipe center;
receiving instructions of the air traffic control center, wherein the instructions comprise an agreement instruction and a rejection instruction;
if the command is the agreement command, generating an emergency three-dimensional route according to the current flight information;
and if the instruction is the refusing instruction, generating a target switching airway based on the current position point and a preset airway closing point.
Further, the low-altitude flight emergency treatment program in the memory 130 when executed by the processor further implements the steps of:
judging whether the distance between the current position point and the air route closing point is smaller than a preset distance threshold value or not;
if the distance is greater than or equal to a preset distance threshold value, generating the fixed three-dimensional switching airway;
and if the distance is smaller than the distance threshold value, generating the emergency three-dimensional switching airway based on preset emergency switching information.
Further, the low-altitude flight emergency processing program in the memory 130 when executed by the processor further implements the steps of:
determining the emergency switching information specifically includes:
acquiring the longitude and latitude of a corresponding route switching point based on a preset risk avoiding rule;
acquiring upper and lower height limit values and position information of a corresponding switched route according to the route switching points;
and obtaining the emergency switching information based on one or more of the longitude and latitude, the upper and lower height limit values and the position information.
Further, the low-altitude flight emergency processing program in the memory 130 when executed by the processor further implements the steps of:
extracting data in the emergency switching information;
and generating an emergency three-dimensional recommended route based on the data in the emergency switching information and the emergency three-dimensional switching route.
Further, the low-altitude flight emergency treatment program in the memory 130 when executed by the processor further implements the steps of:
and displaying at least one adjacent switching route except the target switching route based on a preset weakening rule.
According to the scheme, the target risk value is determined by acquiring the current flight information; and if the target risk value accords with a preset risk threshold value, executing corresponding emergency treatment. Corresponding emergency treatment is executed by judging whether the target risk value accords with the risk threshold value, so that when different emergency situations occur to the aircraft, a corresponding emergency treatment method can be determined according to the target risk value, low-altitude flight is safer and more orderly, and the safety of low-altitude flight is improved. Based on the scheme, the method for processing the emergency situation in the low-altitude flight process is provided for the pilot and the aircraft by measuring the danger degree of the emergency situation according to the risk value from the actual problem that the low-altitude flight emergency route is lacked in the aviation industry of the real world.
The method embodiment of the present application is proposed based on the above-mentioned aircraft architecture, but not limited to the above-mentioned architecture.
Referring to fig. 2, fig. 2 is a schematic flow chart of a first exemplary embodiment of the low-altitude flight emergency processing method according to the present application. The low-altitude flight emergency treatment method comprises the following steps:
step S210, acquiring current flight information and determining a target risk value;
specifically, the emergency processing is to judge whether an emergency situation occurs according to real-time flight related information of the aircraft, the current flight information is used for calculating a target risk value, and the risk value is used for comparing the risk value with a trigger emergency risk-avoiding threshold value preset by the flight management system, so as to execute the following steps:
collecting and storing various flight-related past information from various channels; the method comprises the steps of screening and classifying information collected from all channels, sorting out risk items and dividing risk levels to generate a flight risk level library, identifying and scoring the collected real-time flight related information and the risk items according to a flight risk registration library, summarizing the scoring of all items to obtain a target risk value.
Step S220, if the target risk value meets a preset risk threshold, executing corresponding emergency treatment.
Specifically, the target risk value is delivered to the flight management system for evaluation, and corresponding emergency treatment is performed. For example, when the preset risk threshold value for triggering emergency risk avoidance is not reached, which indicates that the risk is controllable and/or acceptable, the flight management system will keep the aircraft flying; meanwhile, the aircraft feeds back the relevant instructions or relevant records of the current flight to the air traffic control center, and the air traffic control center records and/or backs up the instructions or the relevant records to be used as queryable reference records. When the preset risk threshold value triggering emergency risk avoidance is reached, the risk is indicated to be urgently processed.
It should be noted that, according to the actual situation, the corresponding risk threshold is set. Wherein, there can be two fixed value modes for the risk: as an implementation, a larger value may be selected to represent a high risk, and a smaller value represents a low risk; as another implementation manner, a larger value may be selected to represent a low risk (indicating high security), and a smaller value may represent a high risk (indicating low security), which is not limited in this embodiment of the application.
According to the scheme, the target risk value is determined by acquiring the current flight information; and if the target risk value meets a preset risk threshold value, executing corresponding emergency treatment. Corresponding emergency treatment is executed by judging whether the target risk value accords with the risk threshold value, so that when different emergency situations occur to the aircraft, a corresponding emergency treatment method can be determined according to the target risk value, low-altitude flight is safer and more orderly, and the safety of low-altitude flight is improved. Based on the scheme, the method starts from the practical problem that the low-altitude flying emergency airway line is lacked in the aviation industry of the real world, measures the danger degree of the emergency situation by the risk value, and provides a processing method for handling the emergency situation during low-altitude flying for the pilot and the aircraft.
Referring to fig. 3, fig. 3 is a schematic flow chart of a second exemplary embodiment of the low-altitude flight emergency processing method according to the present application. Based on the embodiment shown in fig. 2, the risk threshold includes a first risk threshold and a second risk threshold, the emergency treatment includes autonomous emergency treatment and cooperative emergency treatment, and step S220, if the target risk value meets a preset risk threshold, executing corresponding emergency treatment, including:
step S310, if the target risk value meets the first risk threshold, executing the autonomous emergency treatment;
specifically, if the first risk threshold is met, the situation is relatively urgent, and the aircraft cannot be timely reported and negotiated with the air traffic control center, the aircraft can perform rapid processing.
The process and method of autonomous emergency treatment may specifically include the following:
the rapid autonomous emergency danger avoiding operation is carried out by the flight management computer through one or more combination of means such as airborne sensing equipment, an airborne amplitude driving system, pilot visual judgment and the like; the danger avoiding operation can be realized by opening up an emergency temporary airway or air route and emergency flight.
For example, the hedging operations may include, but are not limited to: emergency return: a landing airport/temporary place is selected nearby for landing; continuing to hand the human pilot on the router for emergency manual driving, emergency flight and switching the air route/air route; when the pilot or autonomous flight system on the aircraft (due to risk or failure) cannot execute emergency flight, give way to remote control flight (such as ground human pilot control, remote assisted driving system control, or trained remote artificial intelligence automatic emergency driving system control), perform emergency flight, and switch routes/routes.
It should be noted that the urgency of the first risk threshold may be higher relative to the urgency of the second risk threshold. In the danger avoiding operation, although the situation is more urgent and the emergency treatment can not be carried out in cooperation with the empty pipe center, the empty pipe center can adopt remote assistance and the like for monitoring, guiding or assisting the emergency and the like for avoiding danger. In addition, because the aircraft autonomously handles emergency risk avoidance, in order to prevent the aircraft from influencing other aircraft in the airway and the flight path, when an emergency temporary airway and emergency flight are established, an emergency notice or warning needs to be sent out in real time to prompt other aircraft to pay attention. In addition, the aircraft reports the emergency risk avoiding operation and the aircraft state after the operation to the flight management center, and the flight management center records and/or backups the emergency risk avoiding operation and the aircraft state.
Step S320, if the target risk value meets the second risk threshold, executing the collaborative emergency processing.
Specifically, it is explained that at this time, although emergency risk avoidance has been triggered, the aircraft still has time to communicate and coordinate with the air traffic control center to jointly perform emergency treatment. For example, the (triggering) requirements for emergency avoidance may be checked and confirmed jointly by the flight pipe system and the airspace pipe center.
According to the scheme, the target risk value is determined by acquiring the current flight information; executing the autonomous emergency treatment if the target risk value meets the first risk threshold; and if the target risk value meets the second risk threshold, executing the collaborative emergency treatment. The risk threshold values are divided into different intervals, corresponding emergency treatment is executed, and safety of low-altitude flight emergency treatment can be improved.
Referring to fig. 4, fig. 4 is a schematic flow chart of a third exemplary embodiment of the low-altitude flight emergency processing method according to the present application. Based on the embodiment shown in fig. 3, in step S320, the performing the collaborative emergency processing includes:
step S410, sending a cooperative emergency request to a preset empty pipe center;
in particular, the flight tube system and the airspace tube center together check and confirm the (triggering) need for emergency avoidance. In the embodiment of the present application, air traffic control units/departments such as an air traffic service report room, a tower control unit, and a regional air control unit are collectively referred to as an air traffic control center. In addition, the air traffic control center can also be a movable command station, and the movable station can be a ground movable command station and can also be a movable command station in the air or on the water.
Step S420, receiving an instruction of the air traffic control center, wherein the instruction comprises an agreement instruction and a rejection instruction;
specifically, the flight pipe system and the air traffic control center check and confirm the (triggering) requirement of emergency risk avoidance together;
after the confirmation, referring to fig. 5, fig. 5 is a schematic view of emergency stereoscopic switching of the air route and generation of the air route related to the low-altitude flight emergency treatment method of the present application. Fig. 5 specifically shows that E201 is the current route, that is, the air traffic control center determines whether the route needs to be adjusted in the current route (e.g., E201 shown in fig. 5), and generates a corresponding emergency three-dimensional route or a target switching route through the determination.
Step S430, if the command is the agreement command, an emergency three-dimensional route is generated according to the current flight information;
specifically, if the air traffic control center determines that the airline needs to be adjusted in the current route (e.g., E201 shown in fig. 5), an agreement instruction is sent to the aircraft, that is, the requirement can be met only by adjusting the airline in the current route, and other routes are processed by the flight management system of the aircraft. The flight management system generates a recommended optimal emergency three-dimensional route (E401 shown in fig. 5) by collecting information such as the position and avoidance of the aircraft and combining the loaded three-dimensional map (or the map, the terrain and the topographic map collected in real time), so as to avoid risks/dangerous situations. In addition, the processing operation information and the recommended emergency three-dimensional route information can be reported to an air traffic control center for storage.
Step S440, if the instruction is the refusing instruction, generating a target switching route based on the current position point and a preset route closing point.
Specifically, if the air traffic control center determines that no course adjustment is required in the current route (e.g., E201 shown in fig. 5), that is, the course adjustment cannot meet the requirement in the current route. And the air traffic control center provides the distance between the current position of the aircraft and a preset airway closing point so as to generate a target switching airway.
It should be noted that, the air route closing point is used by the air traffic control center to prompt the aircraft to perform emergency treatment, and the aircraft must perform air route switching before flying to the air traffic control point, which is designated by combining information such as risk factors, avoidance requirements, air traffic control requirements and the like.
According to the scheme, the embodiment specifically sends the cooperative emergency request to the preset empty pipe center; receiving instructions of the air traffic control center, wherein the instructions comprise an agreement instruction and a rejection instruction; if the command is the agreement command, generating an emergency three-dimensional route according to the current flight information; and if the instruction is the rejection instruction, generating a target switching airway based on the current position point and a preset airway closing point. And an emergency three-dimensional air route or a target switching air route is generated by performing cooperative emergency treatment with the air traffic control center, so that the aircraft can fly in order in a low-altitude airspace.
Referring to fig. 6, fig. 6 is a schematic flow chart of a fourth exemplary embodiment of the low-altitude flight emergency processing method according to the present application. Based on the above-mentioned embodiment shown in fig. 4, the target switching route includes a fixed stereo switching route and an emergency stereo switching route, and step S440 is to generate the target switching route based on the current position point and the preset route closing point, including:
step S610, judging whether the distance between the current position point and the air route closing point is smaller than a preset distance threshold value;
specifically, the air route closing point is used by the air traffic control center to prompt the aircraft to perform emergency treatment, and the aircraft must perform air route switching before flying to the air traffic control point, which is specified by combining information such as risk factors, avoidance requirements, air traffic control requirements and the like. Therefore, by judging whether the distance between the route closure point and the current position point is smaller than the preset distance threshold value or not, the corresponding switching route can be generated in different modes according to the distance between the current position point and the route closure point. The distance threshold is set according to actual conditions, and this is not limited in the embodiments of the present application.
Step S620, if the distance is larger than or equal to a preset distance threshold value, the fixed three-dimensional switching airway is generated;
specifically, when the distance between the current position point of the aircraft and the route closing point is greater than or equal to the preset distance threshold value, that is, there is enough time for the aircraft and the air traffic control center to negotiate and decide. Thus, when the distance is large enough before reaching the closing point of the airway, a fixed stereo switching airway available for switching may be used, where the fixed stereo switching airway is obtained by means of a fly-pipe system uploading in real time from a storage medium, an air traffic centre or other airways.
It should be noted that, if there is no fixed stereoscopic switching route available for switching in one or more of the storage media, the air traffic control center, or other routes uploaded in real time by the flight management system, an emergency stereoscopic switching route is generated based on preset emergency switching information, so that the emergency stereoscopic switching route is used.
More specifically, the fixed stereoscopic switched route is a stereoscopic channel generated in advance according to the longitude and latitude set of the allowed route switching point, the upper and lower altitude limit values of the allowed switched route, and the position information (e.g. E202 in fig. 5 and other routes) of the target route available for switching, and can be understood as a fixed-altitude ramp set in advance. The route switching can be completed by directly using the fixed three-dimensional switching route. In addition, when there is no fixed stereo switching route available for switching before reaching the closing point, emergency switching route (as shown in E204, E205 in fig. 5) channels can be used for risk avoidance.
In addition, the first visual angle can be selected to be switched to the third visual angle on the aircraft, so that the whole aircraft and the visual scene of the flight route switching process of the aircraft can be seen. It should be noted that, when the stereo primary and secondary air routes are switched to views and remotely released to the ground, the ground may also select to change the first viewing angle to the third viewing angle, but cannot control and switch the viewing angles on the aircraft at the same time, so as to ensure that the viewing angles on the aircraft are controlled by pilots or persons/systems with corresponding authorization.
Step S630, if the distance is smaller than the distance threshold, generating the emergency three-dimensional switching route based on preset emergency switching information.
Specifically, when the distance between the current position point of the aircraft and the closing point of the air route is smaller than the preset distance threshold value, that is, there is not enough time for the aircraft and the air traffic control center to negotiate a decision, but the time is still more abundant than the autonomous emergency treatment, the emergency switching air route (e.g., E204, E205 shown in fig. 5) can be used for avoiding the risk. And combining preset emergency switching information with information collected by the air traffic control center from each channel to generate an emergency three-dimensional switching airway. Wherein the emergency handover information includes but is not limited to: the emergency route switching point comprises a longitude and latitude set (such as an E204 or E205 lateral boundary shown in figure 5), an upper and lower altitude limit set (such as an E204 or E205 upper and lower boundary shown in figure 5) of the emergency switching route, the position of the aircraft, and position information of the emergency route (such as an E202 and other routes in figure 2) available for switching.
In addition, the first visual angle can be selected to be switched to be the third visual angle on the aircraft, so that the whole aircraft and the visual scene of the flight route switching process of the aircraft can be seen; the stereo primary and secondary air routes are switched to view, when the stereo primary and secondary air routes are remotely thrown to the ground, the ground can also select to change the first visual angle to be the third visual angle, but the visual angles on the aircraft cannot be controlled and switched simultaneously, and the visual angles on the aircraft are ensured to be controlled by a pilot or a person/system with corresponding authorization.
According to the scheme, whether the distance between the current position point and the air route closing point is smaller than a preset distance threshold value is specifically judged; if the distance is greater than or equal to a preset distance threshold value, generating the fixed three-dimensional switching airway; and if the distance is smaller than the distance threshold value, generating the emergency three-dimensional switching airway based on preset emergency switching information. By judging the distance between the current aircraft and the closing point of the air route and generating the switching air route in different modes, the emergency treatment speed can be increased, so that an effective decision can be made more quickly for emergency situations, and the safety of low-altitude flight is improved.
Referring to fig. 7, fig. 7 is a schematic flow chart of a fifth exemplary embodiment of the low-altitude flight emergency processing method according to the present application. Based on the embodiment shown in fig. 6, in step S630, before generating the emergency stereoscopic switching route based on preset emergency switching information, the method further includes:
determining the emergency switching information specifically includes:
step S710, acquiring the longitude and latitude of a corresponding route switching point based on a preset risk avoiding rule;
step S720, acquiring upper and lower height limit values and position information of the corresponding switched route according to the route switching points;
and step S730, obtaining the emergency switching information based on one or more of the longitude and latitude, the upper and lower height limit values and the position information.
Specifically, the risk avoidance rule is used for acquiring switching points, switching routes and switching routes which can avoid various risk factors. The method comprises the steps of firstly obtaining longitude and latitude of an airway switching point, and obtaining upper and lower height limit values of a corresponding switched airway and position information of a target airway for switching according to the airway switching point. Wherein the emergency handover information includes but is not limited to: the emergency switching method comprises the steps of acquiring longitude and latitude sets of emergency switching points (such as E204 or E205 lateral boundaries shown in FIG. 5) capable of avoiding various risk factors, acquiring upper and lower altitude limit values of emergency switching routes (such as E204 or E205 upper and lower boundaries shown in FIG. 5) capable of avoiding various risk factors, acquiring current position information of the aircraft, and acquiring position information of target switching routes (such as E202 and other routes shown in FIG. 5) capable of avoiding various risk factors and available for switching.
By the scheme, the longitude and the latitude of the corresponding route switching point are obtained specifically based on the preset risk avoiding rule; acquiring upper and lower height limit values and position information of a corresponding switched route according to the route switching points; and obtaining the emergency switching information based on one or more of the longitude and latitude, the upper and lower height limit values and the position information. By acquiring the emergency switching information, the switching points and the switching routes can be selected more comprehensively, and the accuracy of emergency treatment is improved.
Referring to fig. 8, fig. 8 is a schematic flow chart of a sixth exemplary embodiment of the low-altitude flight emergency processing method according to the present application. Based on the embodiment shown in fig. 6, after the step S630 of generating the emergency stereoscopic switching route based on the preset emergency switching information, the method further includes:
step S810, extracting data in the emergency switching information;
specifically, after the emergency switching airway (e.g., E204, E205 shown in fig. 5) stereo channel is generated in the above manner, the emergency switching airway is entered from the switching plane (e.g., E206, E207 shown in fig. 5), and at this time, risk avoidance is already implemented. However, in order to save airborne energy, further improve the safety of the route switching, and prompt the pilot or other personnel using the visual view, the air traffic control center can start from the emergency switching information again, further combine and extract the information collected by each channel and risk factors, and generate an emergency three-dimensional recommended route on the basis of the selected emergency three-dimensional switched route.
And S820, generating an emergency stereo recommended route based on the data in the emergency switching information and the emergency stereo switching route.
Specifically, information and risk factors collected by all channels are further combined and extracted, and an emergency three-dimensional recommended route is generated on the basis of the selected emergency three-dimensional switching route. Therefore, after the aircraft completes emergency switching of the air route, the flight can be planned again according to the emergency three-dimensional recommended air route. It should be noted that after the aircraft flies into the emergency switching airway, the aircraft is successfully out of danger and is revised as a selectable item again, and whether to plan again is selected according to actual needs and purposes.
According to the scheme, the data in the emergency switching information are extracted specifically; and generating an emergency three-dimensional recommended route based on the data in the emergency switching information and the emergency three-dimensional switching route. After the emergency three-dimensional switching route is used for ensuring safety, the emergency three-dimensional switching route can be planned again, and an emergency three-dimensional recommended route is correspondingly generated, so that emergency treatment is more perfect, and careless mistakes are avoided.
Referring to fig. 9, fig. 9 is a schematic flow chart of a seventh exemplary embodiment of the low-altitude flight emergency processing method according to the present application. Based on the embodiment shown in fig. 4, after the step S440 generates the target switched route based on the current location point and the preset route closing point, the method further includes:
step S910, displaying at least one adjacent switching route except the target switching route based on a preset weakening rule.
Specifically, when the emergency three-dimensional switching airway and the emergency three-dimensional recommended airway are used for visual display, a plurality of approaching airways can be displayed while the emergency switching airway is displayed in the same visual, only one or a plurality of the approaching airways can be displayed according to requirements, and other airways are not displayed or weakened display is adopted;
when the emergency three-dimensional switching airway and the emergency three-dimensional recommended airway are used for visual display, the emergency three-dimensional switching airway and the emergency three-dimensional recommended airway can be used by a cockpit; for remote driving and remote display; the system can be used for training an artificial intelligent unmanned driving system; the first visual angle or the third visual angle can be selected to see the whole aircraft and the visual scene of the flight route switching process of the aircraft; the ground may also select the first viewing angle or the third viewing angle when remotely delivered to the ground (but not simultaneously controlling and switching the viewing angle on the aircraft, ensuring that the viewing angle on the aircraft is controlled by the pilot or by a person or system with corresponding authorization).
In addition, display devices are used, including but not limited to: helmet mounted display, glass windshield, new line display equipment (HUD), virtual reality show (VR) to and all can with the interactive display equipment of aircraft position appearance such as visual enhancement show (AR), or by wherein the display equipment that two or more than two kinds of display equipment fuse.
According to the scheme, the target switching airway is generated specifically based on the current position point and the preset airway closing point; and displaying at least one adjacent switching route except the target switching route based on a preset weakening rule. The flight related information can be flexibly displayed by displaying the target switching airway and approaching the switching airway, so that the multifunctional display device is used for driving, controlling, teaching, training and displaying, and the multifunctional display device of the aircraft is realized.
Referring to fig. 10, fig. 10 is a schematic flow chart of an eighth exemplary embodiment of the low-altitude flight emergency processing method according to the present application.
Firstly, judging whether a target risk value reaches an agreed risk threshold value for triggering emergency risk avoidance;
if the target risk value reaches the agreed risk threshold value for triggering emergency risk avoidance, judging whether to trigger the autonomous emergency risk avoidance of the aircraft;
if the autonomous emergency avoidance of the aircraft is not triggered, cooperative emergency treatment is carried out, information is checked and confirmed through the flight management system and the air traffic management center, and the information is delivered to the air traffic management center; then judging whether the aircraft only needs to adjust the route in the current route in the same route or not through the air traffic control center;
if the aircraft can not adjust the route in the current route only in the same route, acquiring the distance between the current position of the aircraft and the route closing point through the air traffic control center, and then judging whether the distance between the current position of the aircraft and the route closing point is larger than or equal to a default value or not; if the current time is less than the preset value, selecting an emergency switching airway; if the value is larger than or equal to the preset value, performing fixed switching route selection;
if the distance between the current position of the aircraft and the closing point of the air route is larger than or equal to a preset value, judging whether the air route is fixedly switched ahead or not; if a fixed switching airway exists in front of the emergency three-dimensional recommended airway, the fixed three-dimensional switching airway is used, and the emergency three-dimensional recommended airway can be further corrected according to the fixed three-dimensional switching airway; if the front part does not have a fixed switching airway, using an emergency switching airway;
if the distance between the current position of the aircraft and the closing point of the air route is less than a default value, the air route is switched in an emergency, and the emergency three-dimensional recommended air route can be further corrected according to the emergency switching air route;
then, reporting the generated flight record of the emergency three-dimensional recommended route, the emergency switching route or the fixed three-dimensional switching route to an air traffic control center for recording and/or backup feedback;
the emergency switching airway and/or the emergency three-dimensional recommended airway can be obtained by combining information collected by each channel in real time with the emergency three-dimensional switching airway through an airway management system, and the emergency three-dimensional switching airway can be obtained by combining a preset allowed longitude and latitude set of emergency airway switching points, the upper and lower height limits of allowed emergency airways, the positions of an aircraft and a target airway and other information through an airway management center; the emergency three-dimensional recommended route can be used for saving airborne energy, improving route switching safety and prompting a pilot or other visual users; the fixed three-dimensional switching airway is obtained by means of the way that an airway management system calls or receives airway storage media and/or other airway shares and the like;
if the aircraft can not adjust the air route in the current air route only in the same air route, the flight management system acquires the position of the aircraft, a map of the current position, avoidance and other information so as to generate a recommended emergency three-dimensional air route, and the recommended emergency three-dimensional air route is reported to an air management center for recording and/or backup;
executing autonomous emergency treatment if the aircraft triggers autonomous emergency hedge; an autonomous emergency decision is executed through the flight management system, for example, autonomous emergency risk avoiding operation can be performed by means of airborne sensing equipment, pilot visual judgment, an airborne auxiliary driving system and the like; then opening up emergency flight of an emergency temporary airway or an airway, and summarizing information of the emergency flight; the gathered information is sent to an emergency notice and/or warning, and the information is reported to the air traffic control center, so that the monitoring and/or guidance and/or assistance of the air traffic control center can be received; wherein, the emergency flight specifically includes but is not limited to the following options: the method comprises the following steps of emergency return, near landing, on-board flight control and remote flight control, wherein the gathered information is sent out to an emergency notice and/or warning, and a flight record is reported to an air traffic control center.
And if the target risk value does not reach the agreed risk threshold value for triggering emergency risk avoidance, controlling the aircraft to keep flying through the flight management system, and uploading the real-time flight record to the air management center for recording and/or backup.
According to the scheme, the system compares the trigger emergency risk avoiding threshold agreed with the system through the flight management system, two processing modes for processing the flight emergency are provided according to the comparison result, namely autonomous emergency processing and cooperative emergency processing, so that a three-dimensional emergency switching airway channel and a three-dimensional switching airway are generated when the low-altitude airspace faces the emergency, the low-altitude three-dimensional primary and secondary airway switching is performed on the current airway, and the safety and order of flight are effectively guaranteed.
In addition, this application embodiment still provides a low-altitude flight emergency treatment device, low-altitude flight emergency treatment device includes:
the risk judgment module is used for acquiring current flight information and determining a target risk value;
and the emergency processing module is used for executing corresponding emergency processing if the target risk value meets a preset risk threshold value.
For the principle and implementation process of implementing the low-altitude flight emergency treatment, please refer to the above embodiments, which are not described herein again.
In addition, the embodiment of the present application also provides an aircraft, where the aircraft includes a memory, a processor, and a low-altitude flight emergency processing program stored on the memory and executable on the processor, and the low-altitude flight emergency processing program, when executed by the processor, implements the steps of the low-altitude flight emergency processing method described above.
Since the low-altitude flight emergency processing program is executed by the processor, all technical solutions of all the embodiments are adopted, so that at least all the beneficial effects brought by all the technical solutions of all the embodiments are achieved, and detailed description is omitted.
In addition, an embodiment of the present application also provides a computer-readable storage medium, where a low-altitude flight emergency processing program is stored on the computer-readable storage medium, and when being executed by a processor, the low-altitude flight emergency processing program implements the steps of the low-altitude flight emergency processing method as described above.
Since the low-altitude flight emergency processing program is executed by the processor, all technical solutions of all the embodiments are adopted, so that at least all the beneficial effects brought by all the technical solutions of all the embodiments are achieved, and detailed description is omitted.
Compared with the prior art, the low-altitude flight emergency processing method, the low-altitude flight emergency processing device, the aircraft and the storage medium provided by the embodiment of the application determine the target risk value by acquiring the current flight information; and if the target risk value accords with a preset risk threshold value, executing corresponding emergency treatment. Corresponding emergency treatment is executed by judging whether the target risk value accords with the risk threshold value, so that when different emergency situations occur to the aircraft, a corresponding emergency treatment method can be determined according to the target risk value, low-altitude flight is safer and more orderly, and the safety of the low-altitude flight is improved. Based on the scheme, the method starts from the practical problem that the low-altitude flying emergency airway line is lacked in the aviation industry of the real world, measures the danger degree of the emergency situation by the risk value, and provides a processing method for handling the emergency situation during low-altitude flying for the pilot and the aircraft.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of other like elements in a process, method, article, or system comprising the element.
The above-mentioned serial numbers of the embodiments of the present application are merely for description, and do not represent the advantages and disadvantages of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present application may be embodied in the form of a software product, which is stored in a storage medium (e.g., ROM/RAM, magnetic disk, optical disk) as above and includes several instructions for enabling an aircraft (e.g., a mobile phone, a computer, a server, a controlled terminal, or a network device) to execute the method of each embodiment of the present application.
The above description is only a preferred embodiment of the present application, and not intended to limit the scope of the present application, and all the equivalent structures or equivalent processes that can be directly or indirectly applied to other related technical fields by using the contents of the specification and the drawings of the present application are also included in the scope of the present application.
Claims (10)
1. The low-altitude flight emergency processing method is characterized by comprising the following steps of:
acquiring current flight information and determining a target risk value;
and if the target risk value accords with a preset risk threshold value, executing corresponding emergency treatment.
2. The low-altitude flight emergency treatment method according to claim 1, wherein the risk threshold values comprise a first risk threshold value and a second risk threshold value, the emergency treatment comprises autonomous emergency treatment and cooperative emergency treatment, and if the target risk value meets a preset risk threshold value, the step of executing the corresponding emergency treatment comprises:
executing the autonomous emergency treatment if the target risk value meets the first risk threshold;
and if the target risk value meets the second risk threshold, executing the collaborative emergency treatment.
3. The low-altitude flight emergency treatment method according to claim 2, wherein the step of performing the collaborative emergency treatment includes:
sending a cooperative emergency request to a preset empty pipe center;
receiving instructions of the air traffic control center, wherein the instructions comprise an agreement instruction and a rejection instruction;
if the command is the agreement command, generating an emergency three-dimensional route according to the current flight information;
and if the instruction is the rejection instruction, generating a target switching airway based on the current position point and a preset airway closing point.
4. The low-altitude flight emergency processing method according to claim 3, wherein the target switching route comprises a fixed stereo switching route and an emergency stereo switching route, and the step of generating the target switching route based on the current position point and a preset route closing point comprises:
judging whether the distance between the current position point and the air route closing point is smaller than a preset distance threshold value or not;
if the distance is greater than or equal to a preset distance threshold value, generating the fixed three-dimensional switching airway;
and if the distance is smaller than the distance threshold value, generating the emergency three-dimensional switching airway based on preset emergency switching information.
5. The low-altitude flight emergency processing method according to claim 4, wherein before the step of generating the emergency stereoscopic switching route based on preset emergency switching information, the method further comprises:
determining the emergency switching information specifically includes:
acquiring the longitude and latitude of a corresponding route switching point based on a preset risk avoiding rule;
acquiring upper and lower height limit values and position information of a corresponding switched route according to the route switching points;
and obtaining the emergency switching information based on one or more of the longitude and latitude, the upper and lower height limit values and the position information.
6. The low-altitude flight emergency processing method according to claim 4, wherein after the step of generating the emergency stereoscopic switching route based on preset emergency switching information, the method further comprises:
extracting data in the emergency switching information;
and generating an emergency three-dimensional recommended route based on the data in the emergency switching information and the emergency three-dimensional switching route.
7. The low-altitude flight emergency processing method according to claim 3, wherein after the step of generating the target switching route based on the current position point and the preset route closing point, the method further comprises:
and displaying at least one adjacent switching route except the target switching route based on a preset weakening rule.
8. A low-altitude flight emergency treatment device, characterized in that, low-altitude flight emergency treatment device includes:
the risk judgment module is used for acquiring current flight information and determining a target risk value;
and the emergency processing module is used for executing corresponding emergency processing if the target risk value meets a preset risk threshold value.
9. An aircraft comprising a memory, a processor, and a low-altitude flight emergency treatment program stored on the memory and executable on the processor, the low-altitude flight emergency treatment program when executed by the processor implementing the steps of the low-altitude flight emergency treatment method as claimed in any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a low-altitude flight emergency treatment program, which when executed by a processor implements the steps of the low-altitude flight emergency treatment method according to any one of claims 1 to 7.
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