CN117275292B

CN117275292B - Method, device and computing equipment for planning aviation path of aircraft in single departure

Info

Publication number: CN117275292B
Application number: CN202311473585.4A
Authority: CN
Inventors: 李佳林; 刘博�; 邹小忠; 田韩志; 林志文
Original assignee: Beijing Zhongbing Digital Technology Group Co ltd; China Southern Airlines Co Ltd
Current assignee: Beijing Zhongbing Digital Technology Group Co ltd; China Southern Airlines Co Ltd
Priority date: 2023-11-08
Filing date: 2023-11-08
Publication date: 2024-04-09
Anticipated expiration: 2043-11-08
Also published as: CN117275292A

Abstract

A method, apparatus and computing device for path planning for single departure of an aircraft are provided. The method may include: obtaining airport data, wherein the airport data comprises a departure point position, a separation point position, a navigation route point position sequence, a turning radius, a speed increase height and a speed increase distance; determining a flight path of the aircraft based on the departure point position, the separation point position, the route point position sequence and the turning radius, wherein the flight path comprises the departure path, the turning path and the direct flight path; determining a plurality of safety areas on the flight path, wherein the safety areas respectively correspond to all the paths included in the flight path; determining a speed-increasing starting position when the aircraft climbs to a height corresponding to the speed-increasing height and a speed-increasing ending position when the speed-increasing process is finished based on the terrain data, the speed-increasing height and the speed-increasing distance in at least one safety zone; and determining and outputting the aviation path related information of the aircraft based on the aviation path point position sequence, the flying aviation path, the plurality of safety areas, the acceleration starting position and the acceleration ending position.

Description

Method, device and computing equipment for planning aviation path of aircraft in single departure

Technical Field

The invention relates to the field of aviation navigation, in particular to an aviation path planning method, an aviation path planning device and computing equipment for single-shot departure of an aircraft.

Background

Currently, flight procedures have an off-board flight procedure (e.g., conventional off-board flight procedure, performance navigation (PBN) -based off-board flight procedure) for an aircraft (e.g., an airplane), which can provide a flight path such that the aircraft can avoid obstacles in the relevant area while flying according to the flight path, and can have a corresponding loading capacity to leave the airport correctly and safely. These off-site flight procedures are typically directed to normal take-off of the aircraft, i.e., all engines of the aircraft are operating normally.

In addition, during the departure of the aircraft, the aircraft may be disturbed by some unexpected reasons (e.g., bird strike) to cause a single shot problem, so the manner of handling at the time of a single shot should also be considered in designing the departure flight procedure.

Accordingly, there is a need for an off-site flight procedure that enables an aircraft to climb to a safe altitude and then reach a preset location (e.g., return to a takeoff airport or fly to another designated location) when a single shot occurs during the aircraft takeoff.

Disclosure of Invention

In order to solve the technical problems, the off-site flight procedure for climbing to a safe height to a preset position (for example, returning to a take-off airport or flying to other specified positions) when single occurrence occurs in the take-off process of the aircraft according to the obstacles around the airport and the climbing gradient of the aircraft is designed when the aircraft takes off.

According to an aspect of the present application, there is provided a route planning method for single departure of an aircraft, the method may include: obtaining airport data, wherein the airport data comprises a departure point position, a separation point position, a navigation route point position sequence, a turning radius, a speed increase height and a speed increase distance; determining a flight path of the aircraft based on the departure point location, the separation point location, the waypoint location sequence, and the turning radius, the flight path including a departure path, a turning path, and a direct flight path; determining a plurality of safety areas on the flight path, wherein the safety areas respectively correspond to all paths included in the flight path; determining a speed-increasing starting position when the aircraft climbs to a height corresponding to the speed-increasing height and a speed-increasing ending position when a speed-increasing process is completed based on terrain data in at least one of the plurality of safety areas, the speed-increasing height and the speed-increasing distance; and determining and outputting the aircraft route related information based on the route point position sequence, the flight route, the plurality of safety areas, the speed increasing starting position and the speed increasing ending position.

According to another aspect of the present application, there is also provided an aircraft route planning device for single departure of an aircraft, the device may include: the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring airport data, wherein the airport data comprises a departure point position, a separation point position, a navigation point position sequence, a turning radius, a speed increase height and a speed increase distance; a flight path determination module for determining a flight path of the aircraft based on the departure point location, the separation point location, the waypoint location sequence, and the turning radius, the flight path including a departure path, a turning path, and a direct flight path; the safety zone determining module is used for determining a plurality of safety zones on the flight path, wherein the safety zones respectively correspond to all the paths included in the flight path; the speed increasing module is used for determining a speed increasing starting position when the aircraft climbs to a height corresponding to the speed increasing height and a speed increasing ending position when a speed increasing process is completed based on the terrain data in at least one of the safety areas, the speed increasing height and the speed increasing distance; and the output module is used for determining and outputting the aviation path related information of the aircraft based on the aviation path point position sequence, the flying aviation path, the plurality of safety areas, the acceleration starting position and the acceleration ending position.

According to another aspect of the present application, there is also provided a computing device comprising: a processor; and a memory in which a computer program is stored which, when executed by the processor, causes the processor to perform the method as described above.

Through the route planning scheme for the single departure of the aircraft, each route and the corresponding safety zone thereof are automatically determined through the computing equipment based on the acquired airport data (which can be updated periodically and timely), and the starting position and the ending position of the acceleration are determined according to the route, so that the route key information of the aircraft in the single departure flight process can be determined, an operator can conveniently and accurately operate the aircraft according to the planned flight route, and the aircraft can climb to the safety altitude and then reach the preset position for the single departure procedure (for example, return to the departure airport or fly to other specified positions).

Drawings

The drawings illustrate various embodiments of aspects of the present application and, together with the description, serve to explain the principles of the present application. Those skilled in the art will appreciate that the particular embodiments shown in the drawings are merely exemplary and that they are not intended to limit the scope of the present application. In the drawings:

Fig. 1 shows an application scenario diagram to which a path planning method for aircraft single shot departure according to an embodiment of the present application is applied.

Fig. 2 shows a flow diagram of a path planning method for single departure of an aircraft according to an embodiment of the application.

Figures 3A-3B illustrate schematic diagrams of determining a takeoff safety zone and a turning safety zone according to an embodiment of the present application.

Fig. 4 shows a schematic illustration of determining the flight path between a plurality of locations and the corresponding safety zone.

5A-5B present a schematic representation of determining a minimum climb gradient based on terrain data for a takeoff safety zone from different perspectives, respectively.

Fig. 6 presents a schematic view of determining a minimum climb gradient based on topographical data of a turn safety zone, respectively, from different perspectives.

Fig. 7 to 9 are schematic diagrams showing output modes of the route related information.

Fig. 10 and 11 show schematic diagrams of the through-point turn and the side-cut turn, respectively.

Fig. 12 shows a schematic view of the in-bend position and the out-bend position of the turning path.

Fig. 13 shows a block diagram of a path planning apparatus for single departure of an aircraft according to an embodiment of the present application.

Detailed Description

The following description of the technical solutions in the embodiments of the present application will be made clearly and completely with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

As described above, the present application is mainly directed to designing an off-site flight procedure for climbing to a safe height to a preset position (for example, returning to a take-off airport or flying to other specified positions) when a single occurrence occurs during the take-off of an aircraft according to an obstacle around the airport and a climbing gradient of the aircraft at the take-off of the aircraft. The operator of the aircraft can correctly operate the aircraft according to the guidance of the off-site flight program, so that the off-site operation is safely and correctly completed, and the route planning method for the single off-site of the aircraft is provided.

Before the following more detailed description, the terms that are used in the present application will be explained first.

Separation point position: the position point of the normal flight departure procedure and the single-shot flight departure procedure is a designated position point, if the single shot occurs before the position of the separation point, the aircraft immediately starts to fly according to the single-shot flight departure procedure when reaching the position of the separation point, and if the single shot occurs after the position of the separation point, the obstacle crossing requirement of the subsequent standard departure flight procedure can be met because the aircraft has reached a certain height through the previous full-shot flight.

Waypoint location: the position of each passing point of the planned aircraft in the departure process can be expressed by longitude and latitude coordinates. In actually planning a flight path, certain waypoint positions may not be actual route points due to the adoption of side cut turns, i.e., the flight path of the aircraft may not route certain waypoint positions. Furthermore, the positions of the various location points referred to in this application may be represented by longitude and latitude coordinates, and the various paths mentioned are described with respect to a horizontal plane, for example, although there is a change in the flying height from the a location to the B location, the flying path between the a location to the B location still refers to the path projected onto the horizontal plane from the flying path in space from the a location to the B location.

The speed increase is high: and after the aircraft climbs to the height corresponding to the speed increasing height, starting the speed increasing process.

Speed-increasing distance: the preset flight distance which is continued by the acceleration process, namely the flight distance of the aircraft from the acceleration starting position to the acceleration ending position, and the flight height of the aircraft is unchanged in the flight distance.

As shown in fig. 1, the system 100 includes a computing device 110 and an aircraft 120, with corresponding clients or applications being disposed within the aircraft 120 for communicating with the computing device 110, and with a display screen for providing information displays to an operator.

The computing device 110 only needs to acquire relevant data, based on the data, the method for planning the single-shot off-site of the aircraft is automatically executed to obtain the corresponding planning path of the single-shot off-site, and the obtained relevant information of the planning path of the single-shot off-site is transmitted to a client or an application program in the aircraft, so that a display interface of the client or the application program can provide the off-site planning path for an operator, and the operator can operate the aircraft according to the planning path of the single-shot off-site. For example, computing device 110 may automatically plan an off-road planned route capable of obstacle avoidance based on airport data and terrain data for the relevant area, as will be described in more detail below.

The computing device may be a device having any processing functionality, such as a server or terminal device, etc.

A computer program may be stored on a memory at a computing device that is executed to enable various processes (e.g., numerical analysis, numerical and symbolic calculations, engineering and scientific drawings, graphics processing, geometric algorithm processing, or digital image processing, etc.) to be programmed in various possible programming languages that, when executed by a processor at the computing device, enable the various processes herein. In addition, various applications or software may be installed on the computing device to implement the various methods for path planning described herein. In addition, the computing device may also interact with the user, may accept user input through an input device (keyboard, keypad, mouse, etc.) or the like, and the processor may utilize the user's input information in conjunction with the executed program to implement various processes herein.

Fig. 2 shows a flow diagram of a path planning method for single departure of an aircraft according to an embodiment of the application. The method may be performed by a computing device 110 as shown in fig. 1.

As shown in fig. 2, in step S210, airport data including a departure point position, a separation point position, a waypoint position sequence, a turning radius, a speed increase height, and a speed increase distance is acquired.

Alternatively, airport data may be obtained from a compilation of voyage materials, and airport data for each airport is different. The above airport data includes several data types that are merely examples, and more types of airport data may be acquired.

Alternatively, the departure point location may be a runway exit and the waypoint locations that the aircraft needs to traverse to reach a preset location (e.g., return to a departure airport or fly to another specified location) after the departure point location are preplanned as the sequence of waypoint locations. According to the previous description of the separation point location, the waypoint location sequences of the conventional and single-shot separation procedure start different at this separation point location, i.e. before the separation point location, the aircraft may operate according to the conventional separation procedure and switch to the single-shot separation procedure after the separation point location, e.g. start a turn instead of continuing the flight, if a single shot occurs before the separation point location.

In addition, after the airport data is acquired, it can also be judged whether the acquired data is reasonable. For example, the judgment can be made by setting a corresponding judgment condition for each type of airport data. For example, individual waypoint locations and separation point locations cannot be more than 50 km away from the airport (e.g., calculated using two-point geodesic distances); the selection of the separation point location cannot result in an aircraft takeoff angle that is too small (e.g., the separation point location is selected to be within a limited degree due to a two-degree limit on the left and right sides of the takeoff angle); the corresponding altitude of the speed-increasing altitude is required to exceed the airport elevation by 1000 feet, etc. In case these data are reasonable, the subsequent operations are performed.

In step S220, a flight path of the aircraft is determined based on the departure point location, the separation point location, the sequence of waypoint locations, and the turning radius, the flight path including a departure path, a turning path, and a direct flight path.

For example, in the case where the various waypoints that the aircraft needs to traverse have been determined, it is necessary to determine how to fly, i.e., along what path, these waypoint locations are traversed, i.e., where to turn, where to end the turn, to reach a preset location for a single departure procedure.

Optionally, in determining a flight path, the take-off path may be determined based on the take-off point location and the separation point location; determining that turning is required based on the separation point position and the waypoint position sequence, namely determining at least one turning route based on the separation point position, the waypoint position sequence and the turning radius, wherein each turning route comprises a bending-in position and a bending-out position; and for each turning leg, determining a leg between a turn-out position of the turning leg to a turn-in position of a next turning leg or to a preset position (e.g., a take-off airport or other designated position) for a single departure procedure as a direct flight leg corresponding to the turning leg.

As regards the flying path, it may be a straight path between the flying spot position and the separation spot position, also referred to as a straight path. As previously mentioned, although the aircraft is climbing continuously during flight, i.e. there is a change in altitude, each location on the flight path as described herein is described in terms of a horizontal plane, for example in terms of latitude and longitude coordinates. The start position and the end position of the flying path are known as the flying spot position and the separation point position, respectively.

For turning and direct flight paths, depending on the separation point location and the sequence of waypoints, there may be one or more turning paths on the flight path, e.g., the next one or two waypoints are not in the current flight direction, then a turn is required, and after a turn is made by a certain turning angle, a turn out is required to reenter the direct flight phase, so each turning path has a corresponding one of the direct flight paths. The specific turning path and corresponding manner of determining the direct flight path will be described later in connection with the accompanying drawings. In this application, determining the turning path refers to determining the in-turn position and the out-turn position of the turning path. Determining the direct flight path refers to determining a starting position and a terminating position of the direct flight path, wherein the starting position is generally a bending-out position of a certain turning path, and the terminating position is generally a bending-in position of a next turning path or a preset position for single-shot departure.

Since the separation point position and any three adjacent positions in the waypoint position sequence may not be in the same straight line, a turn may need to be performed at one or more positions, i.e., typically the flight path may include a departure path, a first turn path, a first direct flight path, a second turn path, a second direct flight path, and so on in order.

In step S230, a plurality of safe zones on the flight path are determined, wherein the plurality of safe zones includes safe zones corresponding to respective paths included by the flight path.

Optionally, the safe zone refers to a region between two locations on the flight path (i.e., the departure point location, the separation point location, and the respective waypoint locations of the sequence of waypoint locations) on both sides of the flight path that has a corresponding distance from the flight path (also a region divided with respect to the horizontal plane) within which terrain data may be retrieved for use by subsequent other computational processes (e.g., calculating a minimum climb gradient).

Optionally, the step of determining the security zone may include: determining a take-off safety zone by utilizing a first expansion rate aiming at the take-off path; for each turning route, determining a corresponding turning safety zone by using a second expansion rate based on the boundary point positions on boundary lines on two sides of a safety zone end corresponding to the previous route of the turning route; and after each turning safety zone, determining the straight flight safety zone corresponding to the turning safety zone by utilizing a preset reduction rate according to the boundary point positions on two turning boundary lines at the end of the turning safety zone.

In some embodiments, after each path is determined, a safe zone corresponding to the path may be determined, and accordingly, a minimum climb gradient is calculated as will be described later based on the terrain data of the safe zone, thereby determining a speed-up start distance and a speed-up end position. Then, determining the next aviation diameter, determining a safety zone corresponding to the next aviation diameter, updating the minimum climbing gradient based on the topography data of the safety zone under the condition of need, and further updating the acceleration starting distance and the acceleration ending position. Next, the next route is again determined and the operation is repeated until the aircraft reaches a preset location for a single departure procedure (e.g., returns to a departure airport or flies to another specified location). In the method, the minimum climbing gradient integrates a plurality of gradients in each safety zone, so that a more proper climbing gradient is selected, and therefore, compared with a more conservative preset climbing gradient which is directly selected in the prior art, a larger take-off load can be allowed.

In addition, in other embodiments, after the flight path including each path is determined for the overall flight process of the aircraft, each safety zone corresponding to the flight path may be determined, and accordingly, the minimum climbing gradient may be comprehensively determined based on the terrain data of each safety zone as will be described later, thereby determining the acceleration start distance and the acceleration end position. Or even if each safety zone is sequentially determined along with the determination of each aviation diameter, so as to sequentially determine whether to update the minimum climbing gradient, in fact, finally, comprehensively determining a minimum climbing gradient based on the topographic data of each safety zone, and further determining the starting distance and the ending position of the acceleration.

For example, when determining a takeoff safety zone corresponding to a takeoff path, two extended start point positions at first distances from the takeoff path on both sides of the takeoff path may be determined on a perpendicular line of the takeoff path passing through the takeoff point position; then, starting from the two expansion starting point positions, respectively, expanding the first distance to a second distance from the take-off path at two sides of the take-off path along the take-off path at the first expansion rate so as to obtain two boundary lines of an expansion area; then, starting from two expansion end positions on the two boundary lines respectively, extending the two boundary lines along the take-off path and keeping the two sides of the take-off path at a second distance from the take-off path until the two boundary lines extend to the separation point position; and finally, determining the area surrounded by the two boundary lines between the flying spot position and the separation point position as the take-off safety area.

More specifically, dividing the flying path into a plurality of equal division point positions according to unit length, then determining corresponding boundary point positions on two sides of the flying path on a perpendicular line passing through the equal division point positions of the flying path according to each equal division point position, so that the distance between the first distance and each boundary point position on the same side and the flying path is continuously expanded to the second distance at the first expansion rate, and then keeping the remaining boundary point positions at the second distance until the separation point positions are reached, namely, the distances between the boundary point positions on two sides of the separation point position and the flying path are also the second distance. Generally, the length of the take-off path between the take-off point location and the split point location is longer than the length of the path required to extend from the first distance to the second distance.

The manner in which the takeoff safety zone is determined is more clearly described, for example, in connection with FIG. 3A. As shown in fig. 3A, positions at distances of 90 meters each on both sides of an airport runway exit (i.e., as flying spot positions) are taken as boundary point positions A1 and A2 on both sides of a flying path, and then continuously spread to a distance of 900 meters from the flying path through each boundary point position at an expansion ratio of 0.125 (arctan 0.125 or an expansion angle of 7.1 °) starting at the boundary point positions A1 and A2, respectively, and then maintain the distance of 900 meters from the flying path to a separation point position.

For another example, in determining a turning safety zone of each turning route, first, determining a distance between a boundary point position on two boundary lines at the end of a previous safety zone (for example, a takeoff safety zone or a straight flight safety zone corresponding to the previous turning safety zone) and a route corresponding to the previous safety zone (i.e., a distance from an end position of the route); then, determining two turning boundary lines corresponding to the turning path on two sides of the turning path based on the distance and by using a second expansion rate between the in-bending position and the out-bending position of the turning path; and finally, determining the area surrounded by the two turning boundary lines from the in-bending position to the out-bending position of the turning route as a turning safety area corresponding to the turning route.

More specifically, when two turning boundary lines are determined for each turning path, since each turning path is a segment of an arc, the turning angle of the turning path relative to the turning circle center position can be divided into a plurality of arc segments according to a unit angle (for example, 5 °), so as to obtain a plurality of arc division positions, and optionally, the division of the arc segments can be performed based on upward rounding; then, for each arc division position, determining boundary point positions located on both sides of the arc division position, wherein the boundary point positions on both sides of the arc division position, and the turning circle center position are on the same straight line, and the distance (the distance between the boundary point positions on two boundary lines at the end of a previous safety zone and the navigation path corresponding to the previous safety zone) and the distance between the boundary point position corresponding to each arc division position relative to the corresponding arc division position satisfy the second expansion rate; and determining two turning boundary lines corresponding to the turning path based on the boundary point positions corresponding to each arc dividing position. Alternatively, an upper threshold value of the distance between the two turning boundary lines and the turning route may be set so as to extend at the upper threshold value when the distance exceeds the upper threshold value.

For example, as shown in fig. 3B, a first turning path is entered after the take-off path, the first turning path T is divided to obtain a plurality of arc division positions (D1, D2, D3,..dn), then rays are made for each arc division position from a turning circle center position O (turning circle center coordinates are obtained in the course of determining the turning path), and two boundary point positions (SSi-1, SSi-2) are provided on both sides of the arc division position Di on the corresponding rays of each arc division position Di, i is an integer of 1 or more and N or less, wherein a first distance from SS1-1 to the arc division position D1, a second distance from SS2-1 to the arc division position D2, a third distance from SS3-1 to the arc division position D3, …, an N-th distance from SSN-1 to the arc division position DN, and that is expanded in accordance with a second expansion rate are obtained, and thus a turning safety zone is determined based on the respective boundary point positions.

For another example, when determining the straight flight safety zone corresponding to each turning safety zone, firstly, determining the distance between the boundary point positions on two turning boundary lines at the end of the turning safety zone and the exit-turning position of the turning route; then, on a direct flight path after the turning flight path, determining two boundary lines corresponding to the direct flight path based on the distance and by using a predetermined reduction rate, wherein after the distance between the two boundary lines and the direct flight path is reduced to a predetermined distance, the two boundary lines extend along the direct flight path and are maintained at the two sides of the direct flight path at the predetermined distance from the direct flight path; and finally, determining the area surrounded by the two boundary lines between the starting point position and the ending point position of the direct flight path as a direct flight safety area corresponding to the turning safety area.

The process of determining the direct flight safety zone is similar to the process of determining the take-off safety zone, except that one is expanded and the other is contracted, so that more details can refer to the process of determining the take-off safety zone, such as the process of dividing the direct flight path by unit distance and obtaining a plurality of boundary point positions, and the description will not be repeated here. Continuing with fig. 3, after the turn safety zone, the two side boundary lines taper down to a predetermined distance (e.g., 900 meters) from the straight fly path.

In step S240, a speed-increasing start position when the aircraft climbs to a height corresponding to the speed-increasing altitude and a speed-increasing end position when a speed-increasing process is completed are determined based on the terrain data in at least one of the plurality of safety zones, the speed-increasing altitude, and the speed-increasing distance.

The speed increasing process of the aircraft is carried out after reaching the corresponding height of the speed increasing height, so that the speed increasing initial position is a key position, the position needs to be determined, and the position where the speed increasing process is completed is correspondingly determined.

As previously described, in some embodiments, the safe zone may be determined individually per path (take-off path, first turn path, first direct path, second turn path, second direct path, etc.), and the minimum climb gradient may be determined or updated accordingly as will be described later to determine the distance required to climb to the speed increase of the corresponding altitude. In this way, corresponding calculation can be performed for each path, and multiple pieces of information of each path can be obtained for other planning processes.

In other embodiments, a comprehensive distance required for acceleration may be determined comprehensively for all the airlines, and thus the initial acceleration position and the corresponding end acceleration position may be determined. This approach may reduce computational complexity.

These two embodiments are described in detail below.

In the first embodiment, since the corresponding safety zone is determined after each determination of the path, the speed-increasing start position and the speed-increasing end position can be determined by the following operations.

First, a minimum climb gradient of the aircraft is determined based on terrain data within the takeoff safety zone, and a distance required for a speed increase required for the aircraft to climb to a height corresponding to the speed increase height is determined based on the minimum climb gradient and the speed increase height.

Then, in response to determining that the flying distance of the flying-from path is equal to or greater than the speed-up required distance, the speed-up start position is determined based on the speed-up required distance, the flying distance of the flying-from path, the flying-from point position, and the separation point position, and the speed-up end position is determined based on the speed-up start position and the speed-up distance.

Alternatively, in response to determining that the flight distance of the departure path is less than the desired distance of acceleration, that is, that the aircraft is not climbing to a height corresponding to the height of acceleration within the departure path, it is still continuing to climb and enter the turning path at the end of the departure path, the following operations are performed for each determined safe zone (e.g., turning safe zone, straight flight safe zone, etc.) after the departure safe zone until it is determined that the desired distance of acceleration is ending within the path corresponding to the current safe zone.

Firstly, because the aircraft does not climb to the height corresponding to the speed-increasing height in the previous safety zone, at the moment, whether to update the minimum climbing gradient and update the distance required by the speed-increasing based on the updated minimum climbing gradient and the speed-increasing height can be determined based on the topographic data in the current safety zone; and in response to determining that the speed-up required distance or the updated speed-up required distance is less than or equal to the flight distance of the current flight path within the current flight path corresponding to the current safety zone (i.e., the speed-up required distance or the updated speed-up required distance minus the sum of the flight distances of the flight paths preceding the current safety zone), determining that the speed-up required distance ends within the flight path corresponding to the current safety zone, and determining the speed-up start position based on the remaining required distance, the flight distance of the current flight path, the start position and the end position of the current flight path, and determining the speed-up end position based on the speed-up start position and the speed-up distance.

In addition, in response to determining that the speed-increasing required distance or the updated speed-increasing required distance is greater than the flying distance of the current path within the current path corresponding to the current safety zone, that is, the speed-increasing required distance does not end within the path corresponding to the current safety zone, it is necessary to determine whether it will end within the next path, so that the flying distance of the current path may be further subtracted from the previously calculated remaining required distance as the updated remaining required distance and the next determined safety zone as the current safety zone, and the above operations are repeated, for example, determining whether the speed-increasing required distance is updated and comparing the updated remaining required distance with the flying distance of the current path of the updated current safety zone.

For example, as shown in fig. 4, three positions (such as longitude and latitude) are shown, the flight distance of the take-off path between the first position (such as the take-off point position) and the second position (such as the separation point position) is determined to be 20km, when the calculated flight distance (the required distance for acceleration) required for the aircraft to climb to the altitude corresponding to the acceleration altitude is 15km, namely, between the first position and the second position, as shown by solid dots in fig. 4, the acceleration start position can be determined according to the two positions, the required distance for acceleration and the flight distance of the take-off path by using, for example, a fixed ratio division point formula; when the calculated required speed increasing distance for the aircraft to climb to the height corresponding to the speed increasing height is 25km, subtracting the flying distance of the flying path from the required speed increasing distance of 25km to obtain the remaining required distance of 5 km.

Then, continuing with fig. 4, after determining the flight path (e.g., including the turning path and the direct flight path) between the second position and the third position (assuming that there is no need to update the minimum climbing gradient at this time, so that there is no need to update the initial value of the speed-up required distance, of course, the speed-up required distance may be recalculated even if the minimum climbing gradient is updated, and the relationship between the speed-up required distance and the flight distance of the take-off path or the like is redetermined), and accordingly determining that the flight distance of the flight path (including the turning path and the direct flight path) between the second position and the third position is 20km, it may be determined that the remaining required distance 5km is smaller than the flight distance 20km between the second position and the third position, that is, that the termination of the remaining required distance is between the second position and the third position. For example, the second location is the in-turn location of the turn path, and the out-turn location E is between the second location and the third location, the turn angle between the second location and the out-turn location E may be determined, and in conjunction with the turn radius, the arc length of the turn path (i.e., the flight distance of the turn path) may be determined, and whether the termination of the remaining desired distance of 5km is between the out-turn location E and the direct flight path of the third location or on the turn path. When between the bending-out position E and the third position, the speed-up start position may be calculated based on 1) the remaining required distance after subtracting the flying distance of the turning course from 5km, 2) the bending-out position E and the third position, and 3) the flying distance between the bending-out position E and the third position, and using a fixed ratio minute formula for a straight line; when between turning paths, the speed-increasing start position can be calculated based on 1) the remaining required distance of 5km, 2) the turning angle between the in-turn position and the out-turn position, and the turning distance, and 3) the position of the turning center, and using a fixed ratio minute formula for the angle.

For example, let two points A (x ₁ ，y ₁ )，B(x ₂ ，y ₂ ) A point P (x, y) is arranged on the connection line of the two points, andthe fixed ratio point formula for the straight line is:

for example, taking the acceleration as an example in fig. 4, taking the acceleration start position as an example between the flying spot position and the separation point position, the flying distance of the flying path is 20km, the required distance for acceleration is 15km, λ=3, and the separation point position and the flying spot position are known, the specific coordinates of the acceleration start position can be calculated by taking the above formula into consideration.

In addition, for the turning leg, the start position (i.e., the in-turn position or the second position in fig. 4) and the end position (i.e., the out-turn position E in fig. 4) of the turning leg, and the flight distance are known, and assuming that the flight distance of the turning leg is m1=10 km, the remaining required distance is m2=5 km, and therefore the speed-increase start position can be determined based on the turning angle corresponding to the remaining speed-increase distance.

For example, a first angle (J1) of a line connecting the turning center and the in-turn position with respect to a straight line L0 passing through the turning center and parallel to a horizontal axis of the reference coordinate system may be determined from a known turning center position and in-turn position (in-turn point position) and turning radius, and a second angle (J2) of a line connecting the turning center position and the in-turn position with respect to the straight line L0 may be determined from a known turning center and out-turn position (out-turn point position) and turning radius, wherein an angle between the first angle and the second angle is a turning angle.

Then, an included angle (Z) of a line connecting the acceleration start position and the turning center position with respect to the straight line L0, that is, z=j1+ (J2-J1) × (m 2/m 1), is determined by using a fixed ratio point formula.

Then, since the turning circle center position O is known, and is expressed as (x ₀ ，y ₀ ) The coordinates of the acceleration start position can be obtained as follows: x' =x ₀ +r is cos (Z); and y' =y ₀ +r sin (Z). This process may be referred to as a calculation process using an angle-based fixed ratio point formula.

After the acceleration start position is determined, since the acceleration distance is known, it is possible to determine on which course the acceleration end position is located, and it is possible to similarly calculate the acceleration end position. The acceleration end position may be determined by the following operation.

First, whether the acceleration end position is within the acceleration path may be determined based on a flight distance between the acceleration start position and an end position of the acceleration path (which may be one of the start path, the turn path, or the direct path) where the acceleration start position is located, and the acceleration distance. Under the condition that the acceleration end position is on the acceleration path, determining the acceleration end position based on the flight distance and the acceleration distance between the acceleration start position and the end position of the acceleration path; and determining the acceleration end position based on the flight distance between the acceleration start position and the end position of the acceleration path, the acceleration distance, the flight distance in the subsequent one or more paths, and the start position and/or the end position of the last path in the one or more paths, if the acceleration end position is not in the acceleration path.

Similarly, as a specific example, in the case where the speed-increasing end position is not on the speed-increasing course, the following operations are repeated until the continuously updated current remaining speed-increasing distance is smaller than the flight distance of the next course of the current course: after determining the flight path of the next path of the current path (the initial value is the speed-increasing path), comparing the current remaining speed-increasing distance (the initial value is the difference between the speed-increasing distance and the flight distance already flown from the speed-increasing starting position in the speed-increasing path) with the flight distance of the next path; determining a speed increasing end position based on the current remaining speed increasing distance, the flight distance of the next path and the start position and the end position of the next path under the condition that the current remaining speed increasing distance is smaller than the flight distance of the next path; and under the condition that the current residual speed increasing distance is larger than or equal to the flight distance in the next path, updating the current residual speed increasing distance by utilizing the distance obtained by subtracting the flight distance in the next path from the current residual speed increasing distance, and updating the current path by utilizing the next path (taking the next path as the current path). More specifically, the process of finding the specific position of the acceleration end position using the relationship between the start point position and the end point position of the path and the respective distances may be as described with reference to fig. 4, that is, may be calculated using a fixed ratio point formula for a straight line or a fixed ratio point formula for an angle.

Alternatively, the step of determining a minimum climb gradient based on terrain data for the takeoff safety zone as described above may be performed, for example, as follows: determining a plurality of sub-areas of the safety zone according to the plurality of equally dividing point positions (obtained by dividing when determining the takeoff safety zone as described above); determining a terrain range corresponding to each sub-area, and taking the highest height in the terrain range to represent the terrain height in the sub-area; determining gradients corresponding to the partition point positions according to the terrain height in each sub-region and the flight distance of the partition point position corresponding to the sub-region from the departure point position; and taking the maximum gradient in the gradients corresponding to the plurality of equally dividing point positions as the minimum climbing gradient. In addition, the subsequent determination of the minimum climb gradient in the straight flight region is a similar process.

For example, FIGS. 5A-5B present schematic diagrams of determining a minimum climb gradient based on terrain data for a takeoff safety zone from different perspectives, respectively. As shown in fig. 5A-5B, a plurality of the split point positions (numbered 1, 2, 3 …) are divided by a unit length (for example, 30 meters), and the split point position is the last split point position. The partial safety zone of the takeoff safety zone between the takeoff point location and the first or every second subsequent point of division is considered as a sub-zone, for example Z1, Z2, … as shown in the figure. Then, the terrain height in each sub-area is determined, and then the gradient corresponding to each point division point is obtained, for example, based on the terrain height (y) in the sub-area Z1 and the flight distance (x) from the flying spot position to the point division point position 1, the gradient corresponding to the point division point position 1 (for example, gradient=arctan (y/x)) can be obtained, and then the gradient having the maximum value among the gradients corresponding to each point division point position is taken as the minimum climbing gradient. It should be noted that it is possible that the highest terrain height is not taken just at the distance of the flight x, but that the error is not large because of the small value per unit length, and that a multiple of more than 1, for example 1.2 times, of the gradient may be suitably taken as the final gradient after the gradient corresponding to each of the isocenters is obtained.

For example, the manner of determining the minimum climb gradient based on the terrain data of the turning safety zone is similar to the previous one, except that the division of the safety zone is based on unit angle, which may be specifically as follows: determining a plurality of subareas of the turning safety zone according to the plurality of arc dividing positions (obtained by dividing when determining the turning safety zone as described above); determining a terrain range corresponding to each sub-area, and taking the highest height in the terrain range to represent the terrain height in the sub-area; determining a gradient corresponding to the arc dividing position according to the terrain height in each subarea and the flight distance of the arc dividing position corresponding to the subarea from the flying spot position; and taking the maximum gradient in the gradients corresponding to the plurality of arc dividing positions as the minimum climbing gradient.

For example, as shown in fig. 6, a plurality of arc dividing positions (numbered as D1, D2, D3 and …) are obtained by dividing at a unit angle (for example, 5 °), and a part of the safety zone between the entrance and the first arc dividing position or every two subsequent arc dividing positions is regarded as a sub-zone, for example, Z1, Z2, … shown in the figure. Then, the terrain height in each sub-area is determined, and then the gradient corresponding to each arc division position is obtained, for example, similarly, based on the terrain height y in the sub-area Z1 and the flight distance x from the departure point position to the arc division position 1, the gradient corresponding to the arc division position 1 (for example, gradient=arctan (y/x)) can be obtained, and then the gradient having the maximum value in the gradients corresponding to each arc division position is taken as the minimum climbing gradient determined based on the terrain data of the turning safety area.

The above description is made in detail about the process of determining the speed increase start position and the speed increase end position for the first embodiment (each time one course is determined, i.e., the corresponding safety zone is determined and whether the speed increase start position and the speed increase end position are updated or not), and the following description is made in detail about the process of determining the speed increase start position and the speed increase end position for the second embodiment (after all courses and the corresponding safety zone are determined, one speed increase start position and one speed increase end position are comprehensively determined).

In the second embodiment, the process of determining the acceleration start position and the acceleration end position may include the following operations.

First, a minimum climb gradient of the aircraft is determined based on terrain data within each of a plurality of safety zones determined for each of the flight paths (take-off path, at least one turn path, and at least one direct flight path) included in the flight path, and a distance required for a speed increase required to climb to a height corresponding to the speed increase height is determined based on the minimum climb gradient.

As described above, for the flying path and the direct flying path, the safety sub-areas may be divided according to the unit distance, the terrain range corresponding to each sub-area may be determined, and the highest height in the terrain range may be taken to represent the terrain height in the sub-area; determining gradients corresponding to the partition point positions according to the terrain height in each sub-region and the flight distance of the partition point position corresponding to the sub-region from the departure point position; and taking the maximum gradient in the gradients corresponding to the plurality of equally dividing point positions as the minimum climbing gradient. At the same time, a plurality of subareas are similarly determined for each turning safety zone based on the arc dividing positions divided by the unit angles, and a minimum climbing gradient is further determined. Thus, the maximum of the minimum climb gradients calculated for all safety zones is taken as the final one.

Then, based on the speed-increasing required distance and the flight distance within each of the flight paths, a first path (which may be one of a start path, a turn path, or a direct path) in which a position at which the speed-increasing required distance is flown along the flight path from the start point position and a second path (which may be one of a start path, a turn path, or a direct path) in which a position at which the speed-increasing required distance and the speed-increasing distance are flown are determined, wherein the first path is the same as or different from the second path.

Then, determining the acceleration starting position based on a first partial distance occupied by the distance required for acceleration in the first path, a flight distance in the first path, and a starting position and an ending position of the first path (the starting position and the ending position of the first path are respectively a bending-in position and a bending-out position when the first path is a turning path); and determining the acceleration end position based on the distance required for acceleration plus a second partial distance occupied by the acceleration distance in the second path, a flight distance in the second path, and a start position and an end position of the second path (the start position and the end position of the first path when the first path is a turning path are respectively a curve-in position and a curve-out position).

Returning again to fig. 4, assume that each path on the flight path from the departure point location to the preset location for the single departure procedure has been determined, and each safety zone has been determined accordingly, and further, a final minimum climbing gradient is determined by integrating the minimum climbing gradients of each safety zone, and the speed-up required distance and the speed-up distance calculated using the final minimum climbing gradient are used to determine the path where the speed-up start location and the speed-up end location are located.

For example, after the flight path from the departure point position to the preset position for the single departure procedure is determined, the flight distance of each of the flight paths is known, so when the flight distance of the departure path between the first position and the second position is 20km, the flight distance of the flight path between the second position and the third position is 10km (where the turning path is 6km and the straight flight path is 4 km), the flight distance of the flight path between the third position and the fourth position is 10km (where the turning path is 2km and the straight flight path is 8 km), the calculated speed-up required distance is 25km, and the speed-up distance is 10km, it can be determined that the above-described first flight path is the turning path between the second position and the third position, and the first partial distance occupied by the speed-up required distance within the first flight path is 5km (i.e., 25km minus 20 km). Meanwhile, it is also possible to determine that the above-described second path is on the direct flight path between the third position and the fourth position, and that the required distance for acceleration plus the second partial distance occupied by the acceleration distance within the second path (direct flight path) is 3km (i.e., 35km minus the total flight distance of the plurality of paths from the first position to the third position, 30km, and the flight distance of the turning path between the third position and the fourth position, 2km, the remaining 3 km). Then, a specific acceleration start position and acceleration end position (e.g., coordinates) may be calculated using the relationship between the start position and end position of the path and the respective distances, and may be calculated using, for example, a fixed ratio point formula for a straight line or a fixed ratio point formula for an angle.

Returning to fig. 2, in step S250, route-related information of the aircraft is determined and output based on the route point position sequence, the flight route, the plurality of safety zones, the speed-increasing start position, and the speed-increasing end position.

Optionally, the path related information includes one or more of: the waypoint location sequence; boundary point locations on the boundary line of each safety zone (e.g., each boundary point location on the boundary line determined from the unit distance and unit angle divisions described above); the flying height of the aircraft along the flying path; each key location (e.g., waypoint location, start and end locations for each route (including in-or out-of-curve locations for a turning route), etc.); accumulated flight distance at each key location; a speed-increasing start position and a speed-increasing end position; climbing gradient of each path; and the highest obstacle height and coordinates in the safety zone corresponding to each path derived from the terrain data, and so on.

For example, a sequence of waypoint positions indicates the position of the route the aircraft is taking, a flight path indicates how the aircraft is taking these waypoints (i.e., when to fly straight, when to turn, etc.), a speed-up start position indicates where the aircraft is flying to begin speed-up, and a speed-up end position indicates when the aircraft is ending the speed-up process. In addition, the accumulated flight distance at each waypoint location can be determined by the flight path; determining the flying height of the aircraft at each key position before the starting position of the speed increasing through the calculated minimum climbing gradient; etc.

Optionally, after the acceleration process (during acceleration the aircraft flies flat, i.e. the gradient is 0) is finished, the aircraft may continue climbing, i.e. the climbing gradient may be determined based on the terrain data in the safety zone corresponding to the flight path after the acceleration end position; using the preset climb gradient as a continued climb gradient for the aircraft if the climb gradient is less than a preset climb gradient (e.g., 2.402); and using the determined climbing gradient as a continued climbing gradient of the aircraft in the event that the climbing gradient is equal to or greater than a preset climbing gradient.

In this way, the flying height of the aircraft on the flying route after the speed-increasing end position can also be calculated based on the continuous climbing gradient and included in the route-related information.

Alternatively, the obtained route-related information may be presented in the form of a chart, or an image or animation or the like may be generated based on the route-related information so that it may be displayed on a display interface for indicating an operation by an operator.

For example, fig. 7 to 9 are schematic diagrams showing output modes of the route-related information.

As shown in fig. 7, fig. 7 shows a scene diagram after mixing the information about the flight path with the actual environment of the airport, which shows a single shot occurring after the aircraft takes off, and then makes a turn after the position of the separation point to fly to a preset position for the single shot departure procedure and a safe zone on both sides of the flight path. In addition, it can also be seen from fig. 7 that on the take-off path from the take-off point position to the separation point position, the take-off safety zone gradually expands to a certain position and then maintains a certain distance from the take-off path to the separation point position; the turning safety zone also gradually expands from the in-bending position to the out-bending position; the straight flight safety zone then tapers from the exit bend position to a position and then maintains a specific distance from the take-off path to the next entry bend position or preset position for a single-shot departure procedure. During this time, the aircraft departure process is also gradually climbing.

As shown in fig. 8, fig. 8 shows in tabular form coordinates at waypoint positions of respective actual routes, and a flight distance and position coordinates of a highest obstacle in a safety zone between a previous waypoint position and a current waypoint position.

As shown in fig. 9, fig. 9 shows in schematic form a change in the flying height of the aircraft, while also showing the obstacle heights in the safety zones corresponding to the flying path. For example, during a climb phase before reaching a height corresponding to the speed increase, the aircraft climbs with a calculated gradient that may cause the aircraft to fly over an obstacle. When the speed increasing starting position is reached, the aircraft starts the speed increasing process and flies flatly, and after the speed increasing process is finished, namely the speed increasing ending position is reached, the aircraft continues climbing again.

By determining each flight path and its corresponding safe zone and determining the speed-increasing start position and speed-increasing end position accordingly, the flight path critical information of the aircraft during single-shot off-site flight can be determined by the flight path planning method for the aircraft described with reference to fig. 2-9, so that an operator can operate the aircraft according to the planned flight path, so that the aircraft can climb to a safe altitude and then arrive at a preset position for the single-shot off-site procedure (e.g., return to a take-off airport or fly to other specified positions).

The operation of determining the turning path involved in step S220 will be described below with reference to fig. 10 to 12.

For example, the turning pattern may include a through-point turning and a side-cut turning, and the turning pattern may be only the through-point turning at the separated point position. Fig. 10 and 11 show schematic diagrams of the through-point turn and the side-cut turn, respectively. As shown in fig. 10, the passing point turning refers to turning to the exit curved position E after passing through the separation point position or the waypoint position (the entrance curved position) T1, and then flying straight to the next waypoint position or the preset position T2, while as shown in fig. 11, the side-cut turning refers to the side-cut of the turning route with the connection line between the waypoint position T1 and the waypoint position T0 above and the connection line between the waypoint position T1 and the next waypoint position T2.

In some embodiments, where the turning pattern is a through-point turn, determining the turning path may specifically include the following operations.

First, at least one turn-in position at which to turn is determined based on the separation point position and the waypoint position sequence, wherein each turn-in position is either the separation point position or a waypoint position in the waypoint position sequence.

Then, a corresponding out-turn position is determined based on each in-turn position and the turn radius.

For example, when determining the curve position, the curve center position is first determined.

Whether to turn left or right may be selected according to the following manner: for example, set upFlying spot position F1 is (x) ₁ ,y ₁ ) The separation point position F2 is (x ₂ ,y ₂ ) And are the start and end of the take-off path, respectively, F3 (x, y) is the next waypoint position to the separation point position, which is a point outside the straight line, if the distance d= (y) from F3 to the straight line F1-F2 ₂ -y ₁ )x+(x ₁ -x ₂ )y+(x ₂ ·y ₁ -x ₁ ·y ₂ ) Less than 0, then turns left, i.e. left, on the straight line F1-F2, otherwise turns right. Furthermore, the point-to-straight position relationship and the in-turn position and known turning radius can be used to determine the position of the turning center. For example, the in-turn position is known, and the line connecting the turning center with the in-turn position is perpendicular to the tangent line at the in-turn position and at a distance of the turning radius from the turning center.

Alternatively, the turning direction may be determined in accordance with the following manner, and the left-turn center position and the right-turn center position are similarly determined using the point-to-straight line position relationship, and the in-turn position and the known turning radius.

For example, if the in-turn position is determined as the split point position, the turning direction may be determined by the terrain height in the corresponding area on the left and right sides of the split point position, for example, the corresponding area may be a square area range from the left turning center position or the right turning center position to a side distance of turning radius +2000 meters, and take the highest value of the terrain height of the range, and make a turn to the side with the highest value lower. If the entering curved position is other route point position, can confirm according to the distance of the next route point position from two left turning circle center positions and right turning circle center positions respectively first, turn to the side that the distance is shorter.

Then, based on the turning circle center position and the position of the next route point, the out-bending position of the turning route is determined.

For example, a circle can be made using the turning center and the turning radius, and the position of the tangent point of the next waypoint position and the circle can be determined as the exit position. Since the location of the center of the turn, the location of the next waypoint, and the radius of the turn are known, the location of the tangent point can be determined.

For example, let the coordinates of a point outside the circle (for example, the position of the next waypoint after the end of the turning route) be A (x) _a ,y _a ) The turning circle center coordinates are O (x ₀ ,y ₀ ) And if the turning radius is r, the tangential point coordinate calculation mode is as follows:

the next waypoint position (second waypoint position) has two tangent points with the circle, and a specific tangent point of the two tangent points can be determined to be the bending-out position according to the turning direction.

In other embodiments, where the turning pattern is a side-cut turn, at least one entry bend location at which to turn and an exit bend location corresponding to each entry bend location may be determined based on the split point location, the waypoint location sequence, and the turning radius, wherein each entry bend location is between the split point location and a first waypoint location in the waypoint location sequence or between two adjacent waypoint locations in the waypoint location sequence, and each exit bend location is between two adjacent waypoint locations in the waypoint location sequence.

For example, in determining the flight path of two waypoint positions (from the first waypoint position T1 to the second waypoint position T2), a need for a turning operation may be determined based on the first waypoint position, the second waypoint position, and the next waypoint position (third waypoint position T3) of the second waypoint position, and the turning direction may be determined.

Further, since the side cut turns are not applicable to the split point positions, the first waypoint position S1 may be a split point position or one waypoint position in a sequence of waypoint positions. Further, the distance between the turning circle center position and the second waypoint position can be determined according to the relation between the turning radius and the triangle on the angular bisector between the connecting line between the first waypoint position and the second waypoint position and the connecting line between the second waypoint position and the third waypoint position, and the turning circle center coordinate can be determined by utilizing the formula of the distance and the angular bisector.

For example, as shown in fig. 12, the angle formed by the connecting lines T1-T2 and T2-T3 is halved to obtain an angle bisector L, and a point on the angle bisector, at which the perpendicular distance to the connecting lines T1-T2 and T2-T3 is equal to the turning radius, is found as the turning center position O, that is, the length of the distance between the turning center position O and the connecting lines T1-T2 is equal to the turning radius, and the length of the connecting line between the turning center position O and T2-T3 is the turning radius. Therefore, the position coordinates and the turning radius of the waypoint positions T1, T2 and T3 are known, so that the distance from the second waypoint position T2 to the turning circle center position O can be determined according to the triangular relation, and the coordinate of the turning circle center position O can be determined by utilizing the formula of the distance and the angular bisector.

Then, the in-turn position and the out-turn position of the turning route are determined based on the coordinates of the turning circle center position, the turning radius, the first route point position, the last route point position and the next route point position.

For example, a circle may be made with the determined turning center and a given turning radius, and the line between the circle and the first waypoint position and the line between the second waypoint position and the third waypoint position have an intersection point, respectively, and then the two intersection point positions are the in-bend position and the out-bend position, respectively. For example, as shown in fig. 12, the two tangential points P1 and P2 are the in-bending position and the out-bending position, respectively. The specific coordinate determination method can be calculated by the foregoing formula (1). It can be seen that the distance from the in-turn position to the second waypoint position T2 cannot be greater than the distance from the last waypoint position T1 to the second waypoint position T2, and the distance from the out-turn position to the second waypoint position T2 cannot be greater than the distance from the next waypoint position T3 to the second waypoint position T2. If the limit is not satisfied, an alarm operation is performed to alert the operator to reset parameter values such as turning radius and waypoint location.

Thus, by way of description with reference to FIGS. 10-12, at least one turning path on the flight path may be determined. Accordingly, after determining the exit bend position of each turning route, the route from the exit bend position to the next entrance bend position or the preset position for the single-shot departure procedure can be used as the corresponding direct flight route of the turning route.

According to another aspect of the application, there is also provided a route planning apparatus for single departure of an aircraft.

Fig. 13 shows a block diagram of a path planning apparatus for single departure of an aircraft according to an embodiment of the present application. The apparatus may be or be included in a computing device as shown in fig. 1.

As shown in fig. 13, the apparatus 1300 may include an acquisition module 1310, a flight path determination module 1320, a safe zone determination module 1330, a speed increase module 1340, and an output module 1350.

The acquisition module 1310 may be used to acquire airport data including departure point location, waypoint location sequence, turning radius, speed increase height, and speed increase distance.

For example, airport data may be obtained from a compilation of voyage materials, and airport data is different for each airport. In addition, after the airport data is acquired, the acquisition module 1310 may also perform a rationality check on the acquired airport data.

The flight path determination module 1320 may be configured to determine a flight path of the aircraft based on the departure point location, the separation point location, the sequence of waypoint locations, and the turning radius, the flight path including a departure path, a turning path, and a direct flight path.

For example, the take-off path may be determined based on the take-off point location and the separation point location. For example, at least one turning leg may be determined based on the separation point location, the sequence of waypoint locations, and the turning radius, each turning leg including an in-turn location and an out-turn location thereon. For example, for each turning path, a path from a curve-out position of the turning path to a curve-in position of a next turning path or to a preset position may be determined as a straight flight path corresponding to the turning path.

The safe zone determination module 1330 may be configured to determine a plurality of safe zones on the flight path, wherein the plurality of safe zones respectively correspond to respective paths included in the flight path.

For example, a takeoff safety zone may be determined for the takeoff path using a first expansion rate. For example, for each turning leg, a corresponding turning safety zone may be determined using a second expansion rate based on the boundary point locations on two boundary lines at the end of the safety zone corresponding to the previous leg of the turning leg. For example, after each turning safety zone, the straight flight safety zone corresponding to the turning safety zone may be determined by using a predetermined reduction rate according to the boundary point positions on two turning boundary lines at the end of the turning safety zone.

The speed increasing module 1340 may be configured to determine a speed increasing start position when the aircraft climbs to a height corresponding to the speed increasing altitude and a speed increasing end position when a speed increasing process is completed based on terrain data within at least one of the plurality of safety zones, the speed increasing altitude, and the speed increasing distance.

For example, in some embodiments, the safe zone may be determined on a per-flight basis (take-off path, first turn path, first direct path, second turn path, second direct path, etc.) basis, and the minimum climb gradient may be determined or updated accordingly as will be described later to determine the distance required to climb to the speed increase of the height to which the speed increase corresponds. In this way, corresponding calculation can be performed for each path, and multiple pieces of information of each path can be obtained for other planning processes. In addition, if the aircraft has climbed to the height corresponding to the speed-increasing height in the previous safety zone, the minimum climbing gradient is not required to be updated in the current safety zone and the safety zone determined later, so that the position required for speed increasing is not required to be updated, and the calculation amount can be saved.

The output module 1350 may be configured to determine and output route related information for the aircraft based on the route point location sequence, the flight route, the plurality of safety zones, the speed increase start location, and the speed increase end location.

For example, the path-related information includes one or more of: the waypoint location sequence; boundary point locations on the boundary line of each safety zone (e.g., each boundary point location on the boundary line determined from the unit distance and unit angle divisions described above); the flying height of the aircraft along the flying path; each key location (e.g., waypoint location, start and end locations for each route (including in-or out-of-curve locations for a turning route), etc.); accumulated flight distance at each key location; a speed-increasing start position and a speed-increasing end position; climbing gradient of each path; and the highest obstacle height and coordinates in the safety zone corresponding to each path derived from the terrain data, and so on.

For more details of the operations performed by the various modules reference is made to the description previously described with reference to fig. 2-12, and thus the description is not repeated here.

Optionally, the apparatus 1300 may further include other modules, such as a climb control module, configured to determine a climb gradient based on terrain data in a safety zone corresponding to a flight path after the speed-up end position, and then use the preset climb gradient as a continued climb gradient for the aircraft if the climb gradient is less than the preset climb gradient; and using the determined climbing gradient as a continued climbing gradient of the aircraft in the event that the climbing gradient is equal to or greater than a preset climbing gradient.

The individual modules of the device may be divided in different ways or may be further divided into further sub-modules. Individual modules or sub-modules may be implemented with a dedicated hardware-based system (e.g., a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components) or may be implemented with a combination of dedicated hardware and computer instructions that perform the specified functions or operations. For more details of the various modules reference is made to the detailed description hereinbefore and will not be repeated here.

According to another aspect of the present application, a computing device is also provided. The computing device may be a computing device as shown in fig. 1 for performing a path planning method for a single departure of an aircraft according to an embodiment of the application.

By way of example, the computing devices of the present application may include a processor, memory, and also network interfaces, input means, and a display screen, among others, connected by a system bus. The memory includes a nonvolatile storage medium and an internal memory. The non-volatile storage medium of the computer device stores an operating system and may also store a computer executable program that, when executed by a processor, causes the processor to perform various operations as described previously with respect to the computing device. The internal memory may also have stored therein a computer executable program that, when executed by the processor, causes the processor to perform various operations as described above with respect to the computing device.

The processor may be an integrated circuit chip with signal processing capabilities. The processor may be a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof, for use in implementing or executing the methods, steps, and logic blocks disclosed in embodiments of the present application. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like, and may be of the X84 architecture or ARM architecture.

The non-volatile memory may be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. It should be noted that the memory of the methods described herein is intended to comprise, without being limited to, these and any other suitable types of memory.

The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer equipment can be a touch layer covered on the display screen, can also be a key, a track ball or a touch pad arranged on the terminal shell, and can also be an external keyboard, a touch pad or a mouse and the like.

It is noted that the flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of methods and apparatus according to various embodiments of the present application. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises at least one executable instruction for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, or individual modules mentioned, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The embodiments of the present application as described in detail above are illustrative only and are not limiting. Those skilled in the art will understand that various modifications and combinations of these embodiments or features thereof may be made without departing from the principles and spirit of the application, and such modifications are intended to fall within the scope of the application.

Claims

1. A method of path planning for a single departure of an aircraft, comprising:

obtaining airport data, wherein the airport data comprises a departure point position, a separation point position, a navigation route point position sequence, a turning radius, a speed increase height and a speed increase distance;

determining a flight path of the aircraft based on the departure point location, the separation point location, the waypoint location sequence, and the turning radius, the flight path including a departure path, a turning path, and a direct flight path;

determining a plurality of safety areas on the flight path, wherein the safety areas respectively correspond to all paths included in the flight path;

determining a speed-increasing starting position when the aircraft climbs to a height corresponding to the speed-increasing height and a speed-increasing ending position when a speed-increasing process is completed based on terrain data in at least one of the plurality of safety areas, the speed-increasing height and the speed-increasing distance; and

determining and outputting the aircraft route related information based on the route point position sequence, the flying route, the plurality of safety areas, the speed increasing starting position and the speed increasing ending position,

wherein, confirm corresponding safe district after confirming a route each time, wherein, confirm the initial position of said acceleration rate and said acceleration rate end position, include:

Determining a minimum climb gradient of the aircraft based on terrain data within a takeoff safety zone, and determining a required distance for an acceleration of the aircraft to a height corresponding to the acceleration altitude based on the minimum climb gradient and the acceleration altitude; and

in response to determining that the flight distance of the take-off path is equal to or greater than the speed-up required distance, the speed-up start position is determined based on the speed-up required distance, the flight distance of the take-off path, the take-off point position, and the separation point position, and the speed-up end position is determined based on the speed-up start position and the speed-up distance.

2. The method of claim 1, wherein determining a flight path of the aircraft based on the departure point location, the separation point location, the sequence of waypoint locations, and the turning radius comprises:

determining the take-off path based on the take-off point location and the separation point location;

determining at least one turning route based on the separation point position, the route point position sequence and the turning radius, wherein each turning route comprises an in-bending position and an out-bending position;

and determining the path from the out-bending position of the turning path to the in-bending position of the next turning path or to a preset position of each turning path as a direct flight path corresponding to the turning path.

3. The method of claim 2, wherein determining a plurality of safety zones on the flight path comprises:

determining a take-off safety zone by utilizing a first expansion rate aiming at the take-off path;

for each turning route, determining a corresponding turning safety zone by using a second expansion rate based on boundary point positions on two boundary lines at the end of the safety zone corresponding to the previous route of the turning route; and

and after each turning safety zone, determining the straight flight safety zone corresponding to the turning safety zone by utilizing a preset reduction rate according to the boundary point positions on two turning boundary lines at the end of the turning safety zone.

4. The method of claim 3, wherein determining the takeoff safety zone on the takeoff path with a first expansion rate comprises:

on a perpendicular line of the flying-off path passing through the flying-off point position, determining two expansion starting point positions at the two sides of the flying-off path, which are at a first distance from the flying-off path;

starting from the two expansion starting point positions, respectively, expanding the first distance to a second distance from the take-off path at two sides of the take-off path along the take-off path at the first expansion rate so as to obtain two boundary lines of an expansion area;

Starting from two expansion end positions on the two boundary lines respectively, extending the two boundary lines along the take-off path and keeping the two sides of the take-off path at a second distance from the take-off path until the two boundary lines extend to the separation point position; and

and determining the area surrounded by the two boundary lines between the flying spot position and the separation point position as the take-off safety area.

5. The method of claim 3, wherein determining at least one turning leg based on the separation point location, the sequence of waypoint locations, and the turning radius comprises: in the case of the through-point turning mode,

determining at least one entry bend location at which to turn based on the separation point location and the waypoint location sequence, wherein each entry bend location is either the separation point location or a waypoint location in the waypoint location sequence; and

a respective out-turn position is determined based on each in-turn position and the turn radius.

6. The method of claim 3, wherein determining at least one turning leg based on the separation point location, the sequence of waypoint locations, and the turning radius comprises:

In the case of a side-cut turning mode, at least one in-turn position at which a turn is to be made and an out-turn position corresponding to each in-turn position are determined based on the separation point position, the sequence of waypoint positions and the turning radius,

wherein each in-turn position is between the split point position and a waypoint position in the waypoint position sequence or between two adjacent waypoint positions in the waypoint position sequence, and each out-of-turn position is between two adjacent waypoint positions in the waypoint position sequence.

7. The method of claim 5 or 6, wherein determining the corresponding turn safety zone with the second expansion rate based on the boundary point locations on the two boundary lines at the end of the previous safety zone comprises:

determining the distance between the boundary point positions on two boundary lines at the end of the previous safety zone and the corresponding aviation path of the previous safety zone;

determining two turning boundary lines corresponding to the turning path on two sides of the turning path by using a second expansion rate based on the distance between the in-bending position and the out-bending position of the turning path; and

and determining a region surrounded by the two turning boundary lines from the in-bending position to the out-bending position of the turning path as a turning safety region corresponding to the turning path.

8. A method according to claim 3, wherein determining a straight flight safety zone corresponding to the turning safety zone using a predetermined reduction rate from boundary point positions on two turning boundary lines at the end of the turning safety zone comprises:

determining the distance between the boundary point positions on the turning boundary lines at the two sides of the turning safety zone end and the bending position of the turning route;

on a direct flight path behind the turning path, determining two boundary lines corresponding to the direct flight path based on the distance and by utilizing the preset reduction rate, wherein after the distance between the two boundary lines and the direct flight path is reduced to a preset distance, the two boundary lines extend along the direct flight path and are kept at the preset distance from the direct flight path at two sides of the direct flight path; and

and determining an area surrounded by the two boundary lines between the starting point position and the end point position of the direct flight path as a direct flight safety area corresponding to the turning safety area.

9. The method of claim 1, wherein determining the acceleration start position and the acceleration end position further comprises:

in response to determining that the flight distance of the departure path is less than the speed-increasing required distance, performing the following operations for the safety zone determined each time after the departure safety zone until the speed-increasing required distance is determined to end within the path corresponding to the current safety zone:

Determining whether to update a minimum climbing gradient based on terrain data in a current safety zone and updating the distance required for speed increase based on the updated minimum climbing gradient and the speed increase height;

and in response to determining that the required speed-up distance or the updated required speed-up distance is smaller than or equal to the flying distance of the current path in the current path corresponding to the current safety zone, determining that the required speed-up distance ends in the current path corresponding to the current safety zone, determining the starting speed-up position based on the required speed-up distance, the flying distance of the current path, the starting position and the ending speed-up position of the current path, and determining the ending speed-up position based on the starting speed-up position and the speed-up distance.

10. The method according to claim 1 or 9, wherein determining the acceleration end position based on the acceleration start position and the acceleration distance comprises:

determining whether the acceleration end position is on the acceleration path or not based on the flight distance between the acceleration start position and the end position of the acceleration path where the acceleration start position is located and the acceleration distance;

determining the acceleration end position based on a flight distance between the acceleration start position and an end position of the acceleration path and the acceleration distance, when the acceleration end position is on the acceleration path; and

And determining the acceleration end position based on the flight distance between the acceleration start position and the end position of the acceleration path, the acceleration distance, the flight distance of the subsequent path or paths, and the start position and/or the end position of the last path of the paths if the acceleration end position is not on the acceleration path.

11. The method of claim 1, further comprising:

determining a climbing gradient based on terrain data in a safety zone corresponding to a flight path after the acceleration end position;

using the preset climb gradient as a continued climb gradient for the aircraft if the climb gradient is less than a preset climb gradient; and is also provided with

And when the climbing gradient is greater than or equal to a preset climbing gradient, using the determined climbing gradient as a continuous climbing gradient of the aircraft.

12. A method of path planning for a single departure of an aircraft, comprising:

wherein determining the acceleration start position and the acceleration end position includes:

determining a minimum climb gradient of the aircraft based on terrain data within each of the plurality of safety zones, and determining a required distance for a speed increase required to climb to a height corresponding to the speed increase height based on the minimum climb gradient;

determining a first path in which a position when the speed increase required distance is flown from the start point position along the flight path and a second path in which a position when the speed increase required distance and the speed increase distance are flown are located based on the speed increase required distance and the flight distance of each path on the flight path, wherein the first path is the same as or different from the second path;

Determining the acceleration starting position based on a first part of distance occupied by the distance required by acceleration in the first path, the flight distance of the first path and the starting position and/or the end position of the first path; and

and determining the speed increasing end position based on the speed increasing required distance plus a second partial distance occupied by the speed increasing distance in the second path, the flight distance of the second path and the starting point position and/or the end point position of the second path.

13. A path planning apparatus for a single departure of an aircraft, comprising:

the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring airport data, wherein the airport data comprises a departure point position, a separation point position, a navigation point position sequence, a turning radius, a speed increase height and a speed increase distance;

a flight path determination module configured to determine a flight path of the aircraft based on the departure point location, the separation point location, the waypoint location sequence, and the turning radius, the flight path including a departure path, a turning path, and a direct flight path;

the safety zone determining module is used for determining a plurality of safety zones on the flight path, wherein the safety zones respectively correspond to all the paths included in the flight path;

The speed increasing module is used for determining a speed increasing starting position when the aircraft climbs to a height corresponding to the speed increasing height and a speed increasing ending position when a speed increasing process is completed based on the terrain data in at least one of the safety areas, the speed increasing height and the speed increasing distance; and

an output module for determining and outputting the aviation path related information of the aircraft based on the aviation path point position sequence, the flying aviation path, the plurality of safety areas, the acceleration starting position and the acceleration ending position,

14. A computing device, comprising:

a processor; and

a memory in which a computer program is stored which, when executed by the processor, causes the processor to perform the method of any of claims 1-12.