CN118447725A - Method, medium and device for determining aircraft go-around omnidirectional guidance cut-off height - Google Patents

Abstract

The present invention relates to the field of aircraft go-around guidance, and in particular to a method, medium and device for determining a cut-off height for omnidirectional guidance of an aircraft go-around. The method comprises: dividing an approach procedure protection zone into a plurality of sub-protection zones in the horizontal direction at a horizontal interval of l; performing obstacle analysis on each sub-protection zone in turn to determine whether there is a control obstacle in each sub-protection zone; a control obstacle is an obstacle that cannot be avoided during the aircraft go-around; and taking the highest aircraft flight altitude corresponding to the first sub-protection zone with a control obstacle as the aircraft's omnidirectional guidance cut-off height. In the present invention, obstacle analysis is performed on each sub-protection zone to determine whether there is a control obstacle in each sub-protection zone. Thus, the aircraft's omnidirectional guidance cut-off height can be determined to ensure flight safety and efficiency during the go-around process.

Description

Method, medium and device for determining aircraft go-around omnidirectional guidance cut-off height

Technical Field

The present invention relates to the field of aircraft missed approach guidance, and in particular to a method, medium and equipment for determining a cut-off height for aircraft missed approach omnidirectional guidance.

Background technique

In order to ensure flight safety and operational efficiency, aircraft must follow certain flight routes, altitudes, maneuvering areas and other related constraints during departure, arrival, approach and other flight activities in the terminal area. Such constraints are flight procedures. Flight procedures are the basic basis for organizing and implementing flights.

With the increasing complexity of the approach and departure procedures at large airports and the increasing flight traffic, factors such as severe weather have made the fixed flight routes planned in advance for standard departure/missed approach procedures unavailable, or the fixed flight routes planned in advance using standard departure/missed approach procedures may increase the risk of collision between departing aircraft, between missed approach aircraft, and between departing aircraft and missed approach aircraft. In order to allow departing aircraft to depart without using standard departure procedures, the United States conducts obstacle clearance analysis, i.e., multi-directional departure analysis, on the situation where departing aircraft depart without using standard departure procedures, and isolates the control obstacles that do not meet the obstacle clearance requirements. One of the main isolation methods is to demarcate a sector with the take-off point on the runway as the center of the circle, and set a 20-degree buffer zone outside the sector boundary to isolate all control obstacles outside the sector and buffer zone. The sector obtained through multi-directional departure analysis and control obstacle isolation is called the multi-directional guidance area for departing aircraft.

However, compared with departing aircraft, the earliest a missed approach aircraft can implement a missed approach is more than ten kilometers before the runway entrance, and the latest can be after the runway entrance. Therefore, it is impossible to find an accurate "take-off point" like a departing aircraft to determine the precise location of its missed approach, so it is impossible to designate a guidance area in the same way as a departing aircraft. In the scenario where the standard missed approach procedure cannot be used or the use of the standard missed approach procedure has an increased safety risk, the operating efficiency and safety level will be greatly reduced.

Summary of the invention

In view of the above technical problems, the technical solution adopted by the present invention is:

According to one aspect of the present invention, a method for determining an aircraft missed approach omnidirectional guidance cutoff height is provided, the method comprising the following steps:

The approach procedure protection zone is generated according to the horizontal distance L between the position where the aircraft descends along the approach procedure glide slope to the minimum surveillance guidance altitude and the runway threshold; the horizontal length of the approach procedure protection zone is L;

Divide the approach procedure protection area into multiple sub-protection areas in the horizontal direction at a horizontal interval of l;

Along the direction close to the runway entrance, conduct obstacle analysis for each sub-protection area in turn to determine whether there are controlled obstacles in each sub-protection area; controlled obstacles are obstacles that cannot be avoided during the aircraft's go-around process;

The highest aircraft flight altitude corresponding to the first sub-protection zone with a control obstacle is used as the aircraft's omnidirectional guidance cutoff altitude;

Obstacle analysis includes:

Generate the obstacle area evaluation radius corresponding to each minimum surveillance guidance altitude sector according to the altitude information corresponding to each minimum surveillance guidance altitude sector designated by the airport and the first missed approach climb gradient CH;

According to the evaluation radius of each obstacle area, each minimum monitoring and guidance altitude sector obstacle demarcation area covering the outside of the sub-protection area is generated to generate the total obstacle evaluation area corresponding to the sub-protection area;

The target evaluation area is generated according to the projection area of the target minimum surveillance guidance altitude sector on the plane where the obstacle evaluation total area is located and the obstacle evaluation total area; the target minimum surveillance guidance altitude sector is the minimum surveillance guidance altitude sector that the aircraft will enter when making a missed approach;

Obstacle crossing calculation is performed for each obstacle in the target evaluation area. If any obstacle does not meet the following condition h ₀ ≤h+d ₀ ×CG-50m, it is determined that there is a control obstacle in the sub-protection area;

Among them, _h0 represents the height of the obstacle; _d0 represents the shortest distance from the obstacle to the boundary of the sub-protection area; CG represents the second missed approach climb gradient; 50m represents the minimum vertical separation to ensure safe flying over the obstacle, that is, the obstacle clearance margin, and h is the initial flight altitude corresponding to the sub-protection area.

According to a second aspect of the present invention, there is provided a non-transitory computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-mentioned method for determining an aircraft go-around omnidirectional guidance cutoff height.

According to a third aspect of the present invention, there is provided an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the above-mentioned method for determining an aircraft go-around omnidirectional guidance cutoff height when executing the computer program.

The present invention has at least the following beneficial effects:

The present invention is mainly aimed at the situation that the aircraft is in the approach phase and is far away from the runway entrance, that is, the first stage in Figure 2. At this time, the aircraft is flying at a high altitude. If it needs to pull up again for a go-around, it can climb to a higher altitude at the same distance, and it can more easily avoid obstacles during the go-around process, and is less affected by obstacles. Therefore, the obstacle clearance requirements for all obstacles can be met by adjusting the go-around climb gradient, that is, omnidirectional guidance is achieved. The key to this stage is to find the end position of the omnidirectional guidance to define the omnidirectional guidance area.

In the present invention, the approach procedure protection area before the landing runway is divided into a plurality of sub-protection areas, and obstacle analysis is performed on each sub-protection area to determine whether there is a control obstacle in each sub-protection area. Therefore, the highest aircraft flight altitude corresponding to the first sub-protection area with a control obstacle can be used as the omnidirectional guidance cutoff altitude of the aircraft, so as to ensure that the aircraft go-around omnidirectional guidance area can be determined more accurately, so as to ensure flight safety and efficiency during the go-around process.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

FIG1 is a flow chart of a method for determining a cut-off height for omnidirectional guidance of an aircraft go-around provided by an embodiment of the present invention;

FIG2 is a schematic diagram of a segmented aircraft go-around analysis according to an embodiment of the present invention;

FIG3 is a schematic diagram of an isolation control obstacle determined with vertex V1 as the center of a circle in one embodiment of the present invention;

FIG4 is a schematic diagram of an isolation control obstacle determined with vertex V2 as the center of a circle in one embodiment of the present invention;

FIG5 is a schematic diagram of an isolation control obstacle determined with vertex V3 as the center of a circle in one embodiment of the present invention;

FIG6 is a schematic diagram of an isolation control obstacle determined with vertex V4 as the center of a circle in one embodiment of the present invention;

7 is a schematic diagram of a multi-directional guidance area for a missed approach corresponding to a starting climb area for a missed approach of an aircraft before a runway threshold when there is only one control obstacle in one embodiment of the present invention;

FIG8 is a schematic diagram of a multi-directional guidance area for a missed approach corresponding to a starting climb area for a missed approach of an aircraft before a runway threshold when there are two control obstacles in one embodiment of the present invention;

FIG9 is a schematic diagram of a target evaluation area corresponding to a neutron protection zone according to an embodiment of the present invention;

FIG. 10 is a flow chart of a method for determining a multi-directional guidance area for a missed approach of an aircraft provided by an embodiment of the present invention.

Detailed ways

The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

As a possible embodiment of the present invention, as shown in FIG1 , a method for determining an aircraft missed approach omnidirectional guidance cutoff height is provided, and the method comprises the following steps:

S100: Generate an approach procedure protection zone according to the horizontal distance L between the position where the aircraft descends along the approach procedure glide slope to the lowest surveillance guidance altitude and the runway threshold. The horizontal length of the approach procedure protection zone is L.

The minimum surveillance and guidance altitude is the lowest altitude at which the corresponding airspace radar can detect an aircraft.

As shown in Figure 2, in order for aircraft to approach and land more smoothly, airports will usually set up a corresponding approach procedure protection area before the landing runway. The extension direction of the protection area generally coincides with the extension direction of the landing runway, and has a certain width in the direction perpendicular to the extension direction of the protection area. Usually, due to the different navigation methods used by aircraft, different forms of navigation position errors will occur. In order to eliminate these navigation errors, the width of the protection area will also have different expressions. Specifically, the width can be a fixed value or a gradually increasing value. Correspondingly, the approach procedure protection area finally formed is a rectangle or a trapezoid.

As shown in FIG2 , S200: the approach procedure protection area is divided into a plurality of sub-protection areas in the horizontal direction at a horizontal interval l. Usually l may be 1 km.

S300: Perform obstacle analysis on each sub-protection area in turn along the direction close to the runway entrance to determine whether there is a controlled obstacle in each sub-protection area. A controlled obstacle is an obstacle that the aircraft cannot avoid during a go-around.

Obstacle analysis includes:

S301: Generate an obstacle area evaluation radius corresponding to each minimum surveillance guidance altitude sector according to the altitude information corresponding to each minimum surveillance guidance altitude sector designated by the airport and the first missed approach climb gradient CH.

The first missed approach climb gradient CH can be a climb gradient that the aircraft itself can achieve. At the same time, in order to facilitate the memory and actual use of airport guidance personnel, several commonly used climb gradient values that are easier for aircraft to achieve can also be determined as standard missed approach climb gradients based on the climb gradients corresponding to each aircraft in daily use. When the aircraft approaches, the guidance personnel determine the first missed approach climb gradient CH by asking the pilot whether he can achieve the corresponding standard missed approach climb gradient.

S301 includes:

S311: Generate the obstacle area evaluation radius corresponding to each minimum surveillance and guidance altitude sector according to the surveillance altitude, h and CH corresponding to each minimum surveillance and guidance altitude sector designated by the airport.

The obstacle area evaluation radius Ri corresponding to the i-th lowest surveillance guidance altitude sector satisfies the following conditions:

in, is the monitoring altitude corresponding to the ith lowest monitoring guidance altitude sector. Preferably, h is the lowest flight altitude of the aircraft in the sub-protection area.

Usually, multiple minimum surveillance and guidance altitude sectors are defined above the airport, and each minimum surveillance and guidance altitude sector corresponds to a surveillance altitude. If the aircraft is above the surveillance altitude corresponding to the minimum surveillance and guidance altitude sector, it can be detected by radar, and flight guidance can be performed more accurately. However, if the aircraft is below the surveillance altitude corresponding to the minimum surveillance and guidance altitude sector, it cannot be detected by radar, and the impact of obstacles on the aircraft needs to be considered.

Generally, a higher surveillance altitude means that the aircraft needs a longer climb time, that is, it can fly a longer distance in the horizontal direction. The corresponding distance flown in the horizontal direction is the obstacle area evaluation radius corresponding to the lowest surveillance guidance altitude sector. In this embodiment, in order to be more secure, the altitude difference of the climb is set to This can further expand the obstacle area evaluation radius corresponding to the minimum monitoring and guidance altitude sector, and thus more obstacles involved can be evaluated.

S302: Generate each minimum monitoring and guidance altitude sector obstacle demarcation area outside the sub-protection area according to each obstacle area evaluation radius, so as to generate a total obstacle evaluation area corresponding to the sub-protection area.

As shown in FIG9 , the total obstacle assessment area corresponding to the finally generated sub-protection area is generally composed of a plurality of concentric annular areas surrounding the outside of the sub-protection area.

S303: Generate a target evaluation area corresponding to the sub-protection area according to the projection area of the target minimum surveillance guidance altitude sector on the plane where the obstacle evaluation total area is located and the obstacle evaluation total area. The target minimum surveillance guidance altitude sector is the minimum surveillance guidance altitude sector that the aircraft will enter when making a missed approach.

If there are multiple target minimum monitoring and guiding altitude sectors, S303 includes:

S313: The intersection area of the obstacle demarcation area of the minimum surveillance and guidance altitude sector corresponding to each target minimum surveillance and guidance altitude sector and the projection area corresponding to the target minimum surveillance and guidance altitude sector on the plane where the obstacle evaluation total area is located is used as the sub-target evaluation area corresponding to each target minimum surveillance and guidance altitude sector.

Usually, the range of the minimum surveillance guidance altitude sector is large enough, and during a general go-around, the aircraft can usually climb to the corresponding surveillance altitude within one minimum surveillance guidance altitude sector. Therefore, in actual use, the target minimum surveillance guidance altitude sector is usually 1-2.

S323: Generate a target evaluation area based on multiple sub-target evaluation areas.

As shown in Figure 9, it is assumed that there are two target minimum surveillance and guidance altitude sectors, one of which is the C1 minimum surveillance and guidance altitude sector with a surveillance altitude of g1 (the airspace corresponding to the dotted box at the top in the figure); the other is the C2 minimum surveillance and guidance altitude sector with a surveillance altitude of g2 (the airspace corresponding to the dotted box at the bottom in the figure).

The circular curve corresponding to g1 in the figure is the minimum surveillance and guidance altitude sector obstacle demarcation area corresponding to the C1 minimum surveillance and guidance altitude sector, and the circular curve corresponding to g2 in the figure is the minimum surveillance and guidance altitude sector obstacle demarcation area corresponding to the C2 minimum surveillance and guidance altitude sector. The area corresponding to the dotted line frame located at the top of the figure is the projection area corresponding to the C1 minimum surveillance and guidance altitude sector on the plane where the obstacle evaluation total area is located; the area corresponding to the dotted line frame located at the bottom of the figure is the projection area corresponding to the C2 minimum surveillance and guidance altitude sector on the plane where the obstacle evaluation total area is located. The circles in the figure represent obstacles.

Specifically, S323 may be:

S333: The area formed by the union of multiple sub-target evaluation areas is used as the target evaluation area.

Alternatively, S323 may also be:

S343: The obstacle demarcation area of the lowest monitoring and guidance altitude sector corresponding to the sub-target evaluation area with the largest obstacle area evaluation radius among the multiple sub-target evaluation areas is used as the target evaluation area.

As shown in Figure 9, after the processing of S333, the target evaluation area obtained is the area framed by the thick solid line in the figure. In addition, after the processing of S343, the target evaluation area obtained is the area included in the annular curve corresponding to the outermost g1 in the figure.

In this embodiment, the obstacle assessment area is further expanded to assess more obstacles involved, thereby ensuring the safety of the aircraft's go-around.

S304: Perform obstacle crossing calculation for each obstacle in the target evaluation area. If any obstacle does not satisfy the following condition: h ₀ ≤h+d ₀ ×CG-50m, it is determined that there is a control obstacle in the sub-protection area.

Wherein, _h0 represents the height of the obstacle. _d0 represents the shortest distance from the obstacle to the boundary of the sub-protection area. CG represents the second missed approach climb gradient, CH≤CG. 50m represents the minimum vertical separation to ensure safe flying over obstacles, i.e., obstacle clearance, and h represents the initial flight altitude corresponding to the sub-protection area. The initial flight altitude can be the lowest flight altitude of aircraft in the sub-protection area.

S400: The highest aircraft flight altitude corresponding to the first sub-protection zone with a control obstacle is used as the aircraft's omnidirectional guidance cutoff altitude.

Specifically, from the direction away from the landing runway to the direction close to the landing runway (that is, the extension direction of the landing runway), each sub-protection area is analyzed from far to near to determine whether there is a controlled obstacle in each sub-protection area. Based on the obstacle analysis, the highest aircraft flight altitude corresponding to the first sub-protection area with a controlled obstacle is used as the aircraft's omnidirectional guidance cutoff altitude, that is, the aircraft's high-altitude missed approach omnidirectional guidance cutoff altitude.

As another embodiment of the present invention, as shown in FIG10 , a method for determining a multi-directional guidance area for a missed approach of an aircraft is also provided, which obtains a multi-directional guidance area for a missed approach of an aircraft based on a required climb gradient before the runway threshold according to the approach and landing runway information, the approach procedure information, the obstacle information, and the aircraft high-altitude missed approach omnidirectional guidance cutoff height. The method comprises the following steps:

S500: Generate a go-around start climb zone before the runway threshold based on the approach procedure information, the approach and landing runway information, and the aircraft omnidirectional guidance cut-off altitude.

Specifically, as shown in Figure 2, the go-around initial climb area before the runway threshold is a portion of the approach procedure protection area sandwiched between the starting end and the terminating end, and is symmetrical about the center extension line of the landing runway; the starting end is a line segment that is perpendicular to the center extension line of the landing runway at the omnidirectional guidance starting height of the approach procedure, and whose length is equal to the width of the approach procedure protection area; the terminating end is a line segment that is perpendicular to the center line of the landing runway at the landing runway threshold, and whose length is equal to the width of the approach procedure protection area.

S600: Determine the control obstacle corresponding to the initial climb zone for missed approach before the runway threshold. The control obstacle is an obstacle that the aircraft cannot avoid during the missed approach.

S600 includes:

S601: Generate a target evaluation area corresponding to the go-around start climb area before the runway threshold according to the altitude information corresponding to the go-around start climb area before the runway threshold and each minimum surveillance guidance altitude sector designated by the airport.

The method for determining the target evaluation area corresponding to the go-around initial climb zone before the runway threshold in this embodiment is the same as the method for generating the target evaluation area corresponding to the sub-protection zone in the above embodiment, and the details may refer to the contents of S301 to S303.

S602: Perform climb gradient analysis on each obstacle in the target evaluation area to determine the control obstacle corresponding to the start climb area of the missed approach before the runway threshold.

Climb gradient analysis processing includes:

S603: Generate the obstacle clearance climb gradient CG _o corresponding to the obstacle based on the obstacle height h ₀ , the shortest distance d ₀ from the obstacle to the go-around start climb zone before the runway threshold, the aircraft omnidirectional guidance cut-off height H and the obstacle clearance margin. CG _o satisfies the following conditions:

CG _o =(h ₀ +50m-H)/d ₀

Among them, 50m represents the obstacle clearance margin.

S604: Traverse the obstacle clearance climb gradient corresponding to each obstacle. If CG _o > CG*, the obstacle corresponding to CG _o is a control obstacle. CG* is the first preset climb gradient. CG* can be the maximum climb gradient that the aircraft can achieve.

In this embodiment, the climb gradient is used as a reference, and the relationship between the obstacle clearance climb gradient and the maximum climb gradient that the aircraft can achieve is calculated and compared to determine whether there is a control obstacle.

S700: According to the position information of the control obstacle and the position information of the initial climb area for missed approach before the runway threshold, a guidance sector generation process is performed on each control obstacle to generate an initial multi-directional guidance sector corresponding to the control obstacle.

The boot sector generation process includes:

S701: With the four vertices of the initial climb zone for missed approach before the runway threshold as the center of the circle, and the horizontal boundary passing through the center of the circle and parallel to the extension direction of the landing runway as the starting boundary, rotate counterclockwise by a first left rotation angle and clockwise by a first right rotation angle to generate the first left isolation boundary and the first right isolation boundary corresponding to each vertex. The angle between the first left isolation boundary and the first right isolation boundary corresponding to each vertex is 40°, and the control obstacle is located on the angle bisector of the angle formed by the first left isolation boundary and the first right isolation boundary.

As shown in FIG. 3 to FIG. 6 , in this step, obstacles are isolated by setting corresponding isolation zones with four different vertices of the initial climb zone for go-around before the runway entrance as the center of the circle, thereby obtaining corresponding multiple first left rotation angles and first right rotation angles.

S702: Obtaining the minimum left rotation angle from the four first left rotation angles in, They are the first left rotation angles corresponding to the vertices of v ₁ , v ₂ , v ₃ and v ₄ in the initial climb zone of the missed approach before the runway threshold.

S703: Obtaining the minimum right-hand rotation angle from the four first right-hand rotation angles in, They are the first right rotation angles corresponding to the vertices of v ₁ , v ₂ , v ₃ and v ₄ in the initial climb zone of the missed approach before the runway threshold.

S704: With the vertex of the go-around start climb zone before the runway threshold as the center of the circle, The corresponding first left-boundary isolation boundary and The corresponding first rightward isolation boundary is the two boundaries of the sector, generating the initial multi-directional guidance sector corresponding to the control obstacle. The initial climb area for missed approach before the runway threshold is located within the initial multi-directional guidance sector.

The go-around initial climb area before the runway threshold is rectangular or trapezoidal. In order to meet the requirement that the multi-directional guidance sector finally drawn must be able to completely cover the go-around initial climb area before the runway threshold. Specifically, S704 includes:

S714: If the control obstacle is located on the left side of the landing runway extension direction, the vertex on the left side of the go-around start climb area before the runway threshold and away from the landing runway is the center of the circle. The corresponding first left-boundary isolation boundary and The corresponding first right isolation boundary is the two boundaries of the sector, generating an initial multi-directional guidance sector corresponding to the control obstacle.

S724: If the control obstacle is located on the right side of the landing runway extension direction, the vertex on the right side of the go-around start climb area before the runway threshold and away from the landing runway is the center of the circle. The corresponding first left-boundary isolation boundary and The corresponding first rightward isolation boundary is the two boundaries of the sector, and an initial multi-directional guidance sector corresponding to the control obstacle is generated.

S800: If there is only one control obstacle, the intersection area between the initial multi-directional guidance sector corresponding to the control obstacle and the target evaluation area corresponding to the missed approach start climb area before the runway threshold is used as the missed approach multi-directional guidance area corresponding to the missed approach start climb area before the runway threshold. The missed approach start climb area before the runway threshold is located in the missed approach multi-directional guidance area.

As shown in Figure 7, the final (That is, ∠v1 left in the figure), Therefore, it can be delineated that the area circled by the solid line in the figure is the initial climb area for missed approach before the runway threshold and is located in the multi-directional guidance area for missed approach.

By selecting the minimum value from the four first left rotation angles and the first right rotation angle respectively, and demarcating the final go-around multi-directional guidance area, the final isolation area of the controlled obstacles can be more reasonably expanded, so that the aircraft will not be affected by the controlled obstacles when it is going around in the finally demarcated go-around multi-directional guidance area, thereby increasing the flight safety of the aircraft.

S801: If there are multiple control obstacles, sector fusion processing is performed on the multiple initial multi-directional guidance sectors to generate a fused multi-directional guidance sector corresponding to the initial climb area for missed approach before the runway threshold.

Sector fusion processing includes:

S811: Obtain a second left-facing isolation boundary from all first left-facing isolation boundaries.

S821: Obtain a second rightward isolation boundary from all first rightward isolation boundaries. The second leftward isolation boundary is the first leftward isolation boundary corresponding to the minimum first leftward rotation angle among all first leftward rotation angles. The second rightward isolation boundary is the first rightward isolation boundary corresponding to the minimum first rightward rotation angle among all first rightward rotation angles.

S831: The sector-shaped area sandwiched between the second left isolation boundary and the second right isolation boundary and located on the landing direction side of the aircraft is used as the fused multi-directional guidance sector corresponding to the starting climb area for missed approach before the runway threshold.

S900: The intersection area between the fused multi-directional guidance sector corresponding to the missed approach start climb area before the runway threshold and the total obstacle assessment area is used as the missed approach multi-directional guidance area corresponding to the missed approach start climb area before the runway threshold.

As shown in Figure 8, there are two control obstacles, control obstacle A and control obstacle B, and through the guidance sector generation process in this embodiment, the corresponding obstacle isolation sectors are generated, and two left and right multi-directional guidance sectors appear after the sectors are merged. Finally, combined with the horizontal leftward flight direction of the aircraft, it can be determined that the sector on the left corresponding to the angle γ in the figure is the multi-directional guidance area for the missed approach corresponding to the initial climb area for the missed approach before the runway threshold.

When there are multiple control obstacles, sector fusion processing is required. By fusing the isolation areas corresponding to multiple control obstacles, the minimum value of all the first left rotation angles and the first right rotation angles can be determined, and then combined with the aircraft's heading to determine a safer go-around multi-directional guidance area.

In this embodiment, integration is performed according to the principle of taking the larger go-around climb gradient and taking the smaller minimum left rotation angle and minimum right rotation angle to obtain the result of the multi-directional guidance area demarcation for the aircraft go-around.

In addition, since the flight conditions of the aircraft corresponding to the missed approach initial climb area after the runway threshold (i.e., the third stage in FIG. 2 ) and the missed approach initial climb area before the runway threshold (i.e., the third stage in FIG. 2 ) are similar, the method for defining the missed approach multi-directional guidance area corresponding to the missed approach initial climb area after the runway threshold can be the same as the method for defining the missed approach multi-directional guidance area corresponding to the missed approach initial climb area before the runway threshold in this embodiment.

In addition, although the steps of the method in the present disclosure are described in a specific order in the drawings, this does not require or imply that the steps must be performed in this specific order, or that all the steps shown must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and/or one step may be decomposed into multiple steps, etc.

Through the description of the above implementation methods, it is easy for those skilled in the art to understand that the example implementation methods described here can be implemented by software, or by combining software with necessary hardware. Therefore, the technical solution according to the implementation methods of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, a mobile terminal, or a network device, etc.) to execute the method according to the implementation methods of the present disclosure.

In an exemplary embodiment of the present disclosure, an electronic device capable of implementing the above method is also provided.

It will be appreciated by those skilled in the art that various aspects of the present invention may be implemented as a system, method or program product. Therefore, various aspects of the present invention may be specifically implemented in the following forms, namely: a complete hardware implementation, a complete software implementation (including firmware, microcode, etc.), or a combination of hardware and software, which may be collectively referred to herein as a "circuit", "module" or "system".

The electronic device according to this embodiment of the present invention is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

The electronic device is presented in the form of a general-purpose computing device. The components of the electronic device may include, but are not limited to: the at least one processor mentioned above, the at least one storage device mentioned above, and a bus connecting different system components (including storage devices and processors).

The storage stores program codes, which can be executed by the processor, so that the processor executes the steps according to various exemplary embodiments of the present invention described in the above “Exemplary Method” section of this specification.

The memory may include readable media in the form of volatile memory, such as random access memory (RAM) and/or cache memory, and may further include read only memory (ROM).

The storage may also include a program/utility having a set (at least one) of program modules, such program modules including but not limited to: an operating system, one or more application programs, other program modules and program data, each of which or some combination may include the implementation of a network environment.

The bus may represent one or more of several types of bus structures including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures.

The electronic device may also communicate with one or more external devices (e.g., keyboards, pointing devices, Bluetooth devices, etc.), may communicate with one or more devices that enable a user to interact with the electronic device, and/or may communicate with any device (e.g., routers, modems, etc.) that enables the electronic device to communicate with one or more other computing devices. Such communication may be performed through an input/output (I/O) interface. Furthermore, the electronic device may also communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and/or public networks, such as the Internet) through a network adapter. The network adapter communicates with other modules of the electronic device through a bus. It should be understood that, although not shown in the figure, other hardware and/or software modules may be used in conjunction with the electronic device, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, etc.

Through the description of the above implementation, it is easy for those skilled in the art to understand that the example implementation described here can be implemented by software, or by software combined with necessary hardware. Therefore, the technical solution according to the implementation of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, including several instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to execute the method according to the implementation of the present disclosure.

In an exemplary embodiment of the present disclosure, a computer-readable storage medium is also provided, on which a program product capable of implementing the above method of the present specification is stored. In some possible implementations, various aspects of the present invention may also be implemented in the form of a program product, which includes a program code, and when the program product is run on a terminal device, the program code is used to enable the terminal device to execute the steps according to various exemplary embodiments of the present invention described in the above "Exemplary Method" section of the present specification.

The program product may use any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

Computer readable signal media may include data signals propagated in baseband or as part of a carrier wave, in which readable program code is carried. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. Readable signal media may also be any readable medium other than a readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

The program code embodied on the readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination of the foregoing.

Program code for performing the operations of the present invention may be written in any combination of one or more programming languages, including object-oriented programming languages such as Java, C++, etc., and conventional procedural programming languages such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a separate software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In the case of a remote computing device, the remote computing device may be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., through the Internet using an Internet service provider).

In addition, the above-mentioned figures are only schematic illustrations of the processes included in the method according to an exemplary embodiment of the present invention, and are not intended to be limiting. It is easy to understand that the processes shown in the above-mentioned figures do not indicate or limit the time sequence of these processes. In addition, it is also easy to understand that these processes can be performed synchronously or asynchronously, for example, in multiple modules.

It should be noted that, although several modules or units of the device for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided into multiple modules or units to be embodied.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims (10)

1. A method for determining the fly-away omnidirectional guiding cut-off height of an aircraft, the method comprising the steps of:

Generating an approach sequence protection zone according to the horizontal distance L between the position of the aircraft along the approach sequence glide slope to the lowest monitoring guide height and the runway entrance; the horizontal length of the entering sequence protection area is L;

Dividing the access sequence protection area into a plurality of sub-protection areas along the horizontal direction at horizontal intervals l;

Performing obstacle crossing analysis on each sub-protection area in sequence along the direction close to the runway entrance to determine whether a control obstacle exists in each sub-protection area; the control obstacle is an obstacle which cannot be avoided in the flying process of the aircraft;

Taking the highest aircraft flight height corresponding to the first sub-protection area with the control obstacle as the omnidirectional guiding cut-off height of the aircraft;

The obstacle surmounting analysis comprises:

Generating an obstacle region evaluation radius corresponding to each lowest monitoring guide height sector according to the height information corresponding to each lowest monitoring guide height sector defined by the airport and the first missed approach climb gradient CH;

generating each lowest monitoring guide height sector obstacle demarcation region covered outside the sub-protection region according to each obstacle region evaluation radius so as to generate an obstacle evaluation total region corresponding to the sub-protection region;

Generating a target evaluation area according to a projection area of a target lowest monitoring guide height sector on a plane where an obstacle evaluation total area is located and the obstacle evaluation total area; the target lowest monitoring guide height sector is the lowest monitoring guide height sector which can be entered when the aircraft flies away;

Performing obstacle surmounting calculation on each obstacle in the target evaluation area, and determining that a control obstacle exists in the sub-protection area if any obstacle does not meet the following condition h ₀≤h+d₀ x CG-50 m;

Wherein h ₀ represents the height of the obstacle; d ₀ denotes the nearest distance of the obstacle to the boundary of the sub-protection zone; CG represents a second missed approach climb gradient; 50m represents the minimum vertical interval for ensuring the safe flying over the obstacle, namely the obstacle exceeding redundancy, and h is the initial flying height corresponding to the sub-protection area.

2. The method of claim 1, wherein generating an obstacle region assessment radius for each lowest surveillance lead altitude sector from altitude information for each lowest surveillance lead altitude sector defined by the airport and the first missed approach gradient CH comprises:

Generating an obstacle region evaluation radius corresponding to each lowest monitoring guide height sector according to the monitoring heights, h and CH corresponding to each lowest monitoring guide height sector defined by the airport;

the obstacle region evaluation radius Ri corresponding to the i-th lowest surveillance guide height sector satisfies the following condition:

Wherein H _i ¹ is the monitor height corresponding to the i-th lowest monitor guide height sector.

3. The method of claim 2, wherein h is a minimum flight altitude of the aircraft in the sub-protection zone.

4. The method of claim 1, wherein the target lowest surveillance guide height sector is a plurality;

Generating a target evaluation area according to a projection area of a target lowest monitoring guide height sector on a plane of an obstacle evaluation total area and the obstacle evaluation total area, wherein the projection area comprises:

The intersection area of the obstacle demarcation area of the lowest monitoring guide height sector corresponding to each target lowest monitoring guide height sector and the projection area corresponding to the target lowest monitoring guide height sector on the plane of the obstacle evaluation total area is used as the sub-target evaluation area corresponding to each target lowest monitoring guide height sector;

And generating a target evaluation area according to the plurality of sub-target evaluation areas.

5. The method of claim 4, wherein generating the target evaluation region from the plurality of sub-target evaluation regions comprises:

and taking an area formed by combining a plurality of sub-target evaluation areas as a target evaluation area.

6. The method of claim 1, wherein generating the target evaluation region from the plurality of sub-target evaluation regions comprises:

Among the plurality of sub-target evaluation areas, a minimum monitoring guide height sector obstacle delimiting area corresponding to the sub-target evaluation area having the largest obstacle area evaluation radius is set as a target evaluation area.

7. The method of claim 1, wherein ch+.cg.

8. The method of claim 1, wherein the access sequence protection area is rectangular or trapezoidal.

9. A non-transitory computer readable storage medium storing a computer program, characterized in that the computer program, when executed by a processor, implements a method for determining the flying-around omnidirectional pilot cut-off height of an aircraft according to any one of claims 1 to 8.

10. An electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements a method for determining the flying-around omnidirectional pilot cut-off altitude of an aircraft according to any one of claims 1 to 8 when executing the computer program.