CN118781861B - A method for calculating flight turbulence on non-route flights - Google Patents
A method for calculating flight turbulence on non-route flights Download PDFInfo
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Abstract
本发明提供一种非航路上的飞行颠簸计算方法，属于飞行安全技术领域，包括：获取飞机历史飞行的EDR数据，分析EDR数据确定第一数据、第二数据；基于第一数据、第二数据确定飞机在航路上的飞行颠簸区域以及飞行的实际颠簸数据；获取历史飞行颠簸区域的第三数据，确定飞行颠簸区域的预测颠簸数据；基于飞机在飞行颠簸区域的实际颠簸数据以及预测颠簸数据，确定飞机在非航路上的飞行颠簸结果。可以客观分析飞行数据确定飞机在飞行颠簸区域的运行状态，全面准确的确定飞机在航路上飞行颠簸区域的实际颠簸数据、预测颠簸数据以及非航路上的飞行颠簸结果，优化飞行策略，增强乘客舒适度，提高飞机飞行的安全性和稳定性，减少意外事件的发生。
The present invention provides a method for calculating flight turbulence on a non-route, which belongs to the field of flight safety technology, and includes: obtaining EDR data of historical flights of an aircraft, analyzing the EDR data to determine first data and second data; determining the flight turbulence area of the aircraft on the route and the actual turbulence data of the flight based on the first data and the second data; obtaining third data of the historical flight turbulence area, determining the predicted turbulence data of the flight turbulence area; determining the flight turbulence result of the aircraft on the non-route based on the actual turbulence data and predicted turbulence data of the aircraft in the flight turbulence area. The flight data can be objectively analyzed to determine the operating state of the aircraft in the flight turbulence area, and the actual turbulence data, predicted turbulence data and the flight turbulence result of the aircraft on the non-route can be comprehensively and accurately determined in the flight strategy, the passenger comfort can be enhanced, the safety and stability of the aircraft flight can be improved, and the occurrence of accidents can be reduced.
Description
Technical Field
The invention relates to the technical field of flight safety, in particular to a method for calculating flying bump on a non-route.
Background
Flying pitch refers to irregular movements or vibrations of an aircraft that are caused by turbulence, instability, or weather conditions experienced by the aircraft during flight, which may cause discomfort or even danger to passengers and crewmembers, damage to aircraft structures, or equipment failure. However, the current method of combining weather forecast adopted by determining flying bump with pilot feedback has limitations and uncertainties depending on weather forecast and subjective feedback of pilots, which results in inaccurate flying bump on determined routes and inaccurate flying bump on non-routes, and increases the risk of flying safety.
Therefore, the invention provides a method for calculating the flying bump on a non-route.
Disclosure of Invention
The invention provides a method for calculating flying bump on a non-route, which is used for solving the defect of flying safety in the prior art.
The invention provides a method for calculating flying bump on a non-route, which comprises the following steps:
S101, acquiring EDR data of historical flight of an airplane, and analyzing the EDR data to determine first data and second data;
s102, determining a flying bump area of the aircraft on a course and actual bump data of the flight based on the first data and the second data;
S103, obtaining third data of a historical flying bump area, and determining predicted bump data of the flying bump area;
S104, determining the flying bump result of the aircraft on the non-aviation road based on the actual bump data and the predicted bump data of the aircraft in the flying bump area.
According to the method for calculating the flying bump on the non-aviation road provided by the invention, EDR data are analyzed to determine first data and second data, and the method comprises the following steps:
EDR data of each historical flight of the aircraft are divided into take-off and landing phases and flight phases;
and extracting acceleration data and attitude data based on a first frequency in the take-off and landing stages in the corresponding historical flight process from each EDR data, and determining second data based on acceleration data and attitude data of a second frequency in the flight stage, wherein the acceleration data comprises vertical acceleration and lateral acceleration, and the attitude data comprises rolling angle speed, pitch angle speed and yaw angle speed.
According to the method for calculating the flying bump on the non-aviation road, provided by the invention, the flying bump area of the airplane on the aviation road and the actual bump data of the flying are determined based on the first data and the second data, and the method comprises the following steps:
determining a first time sequence of aircraft during take-off and landing based on a first frequency based on first data , wherein,First time sequenceComprising a first vertical sequenceFirst lateral sequenceFirst rolling sequenceFirst pitch sequenceA first yaw sequence;
Calculating a first bump sequence of the aircraft during take-off and landing phases based on the first time sequenceWherein the first bump sequenceIncluding a first vertical bumpFirst lateral joltingFirst rolling bumpFirst pitch bumpFirst yaw jounce;
Wherein, Representing the pitch value of the aircraft in the direction of time i at t1, during the take-off and landing phases, N1 representing the number of accelerations or angular velocities extracted in a first sequence based on a first frequency,Represents the fundamental frequency of an aircraft during take-off and landing phases, n1 represents the fundamental frequency of an aircraft during take-off and landing phasesIs a multiple of (a) and (b),Representing the doubling frequency of the aircraft during take-off and landing phases,Representing the amplitude of the frequency component n1 in the i direction of the aircraft during the take-off and landing phases,Representing the phase of the aircraft with a frequency component n1 in the i direction during the take-off and landing phases.
According to the method for calculating the flying bump on the non-aviation road, provided by the invention, the flying bump area of the airplane on the aviation road and the actual bump data of the flying are determined based on the first data and the second data, and the method comprises the following steps:
determining a second time sequence of aircraft during flight based on a second frequency based on the second data And rendering a first image in which a second time sequenceComprising a second vertical sequenceSecond lateral sequenceSecond rolling sequenceSecond pitch sequenceA second yaw sequence;
Determining a flying bump area of the aircraft in a flying stage based on the first image, and determining a bump cycle corresponding to each second moment in the flying bump area;
Calculating a second pitch sequence based on each second time corresponding pitch cycle and second time sequence within the flying pitch region Wherein the second joltIncluding a second vertical bumpSecond lateral joltSecond rolling bumpSecond pitch bumpSecond yaw jounce;
Wherein, Representing the pitch cycle of the aircraft at time t2 in the pitch region of the flight during the flight phase,Representing the pitch value of the aircraft in the direction of instant i at time t2 during the flight phase,Represents the fundamental frequency of the aircraft during the flight phase, and n2 represents the fundamental frequency of the aircraft during the flight phaseIs a multiple of (a) and (b),Representing the multiplication frequency of the aircraft during the flight phase,Representing the amplitude of the frequency component n2 in the i direction of the aircraft during the flight phase,Representing the phase of the aircraft with a frequency component n2 in the i direction during the flight phase;
determining a flying bump area of the aircraft on the road based on the flying area of the aircraft at the take-off and landing stages and the flying bump area of the aircraft at the flying stage;
Actual pitch data for the flight is determined based on the first pitch sequence and the second pitch sequence.
According to the method for calculating the flying bump on the non-aviation road provided by the invention, the third data of the historical flying bump area is obtained, and the method comprises the following steps:
Acquiring third data of the aircraft at a first moment corresponding to a flight area of the aircraft passing through a take-off and landing stage, and simultaneously acquiring third data of the aircraft at a second moment corresponding to a flight bump area of the aircraft passing through the flight stage;
The third data comprise wind speed and wind direction, turbulence data, air pressure, temperature, topography and radar data;
And extracting the flight height and the flight speed of the aircraft at the first moment and the second moment in EDR data of each historical flight.
According to the method for calculating the flying bump on the non-aviation road, which is provided by the invention, the predicted bump data of the flying bump area is determined based on the flying bump area and the third data, and the method comprises the following steps:
third data at the first moment and the second moment are respectively input into a numerical model to simulate the atmosphere environment, and flying heights and flying speeds of the aircraft at the first moment in a take-off stage, the second moment in a flight stage and the first moment in a landing stage are sequentially input into the numerical model to simulate the bumping condition of each first moment and each second moment in a corresponding region;
Analyzing the bump conditions of all the first time and the second time in the corresponding areas to determine a predicted bump sequence of the aircraft in the flying bump area, wherein the predicted bump sequence comprises predicted vertical bump, predicted lateral bump, predicted rolling bump, predicted pitching bump and predicted yawing bump;
predicted pitch data for the aircraft in the flying pitch region is determined based on the predicted pitch sequence.
According to the method for calculating the flying bump on the non-aviation road provided by the invention, the flying bump of the aircraft on the non-aviation road is determined based on the actual bump data and the predicted bump data of the aircraft in the flying bump area, and the method comprises the following steps:
calculating an accurate value A of predicted bump data based on actual bump data and predicted bump data of the aircraft in the flying bump area;
Wherein A1 and A2 respectively represent a first accurate value and a second accurate value of predicted bump data, w1 and 1-w1 respectively represent weight values of the first accurate value and the second accurate value, Representing the predicted pitch value of the aircraft in the direction of time i at time t1 during the take-off and landing phases,Representing the predicted pitch value of the aircraft in the direction of time i at time t2 during the flight phase,Respectively representing a first error-proofing value and a third error-proofing value of the first bump sequence,A second error-proofing value and a fourth error-proofing value respectively representing a second bump sequence,Respectively representing a first error adjustment value and a third error adjustment value of the first bump sequence,The second error adjustment value and the fourth error adjustment value of the second bump sequence are respectively represented.
According to the method for calculating the flying bump on the non-aviation road provided by the invention, based on the actual bump data and the predicted bump data of the airplane in the flying bump area, the flying bump result of the airplane on the non-aviation road is determined, and the method comprises the following steps:
Determining a flying bump sequence of the aircraft on a non-course based on the first bump sequence, the second bump sequence, the predicted bump sequence, and the accurate values of the predicted bump data of the aircraft in the flying bump region;
a flying bump result of the aircraft on the non-airline is determined based on the flying bump sequence of the aircraft on the non-airline.
Compared with the prior art, the application has the following beneficial effects:
the method comprises the steps of determining first data and second data by analyzing EDR data, determining a flying bump area of an aircraft on an aircraft road and flying actual bump data, determining predicted bump data according to third data of the flying bump area, determining flying bump results of the aircraft on a non-aircraft road according to the actual bump data and the predicted bump data, objectively analyzing the flying data to determine the running state of the aircraft on the flying bump area, comprehensively and accurately determining the flying bump data of the aircraft on the aircraft road, the predicted bump data and the flying bump results on the non-aircraft road, optimizing a flying strategy, enhancing the comfort level of passengers, improving the safety and the stability of the flying of the aircraft, and reducing the occurrence of unexpected events.
Drawings
In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic flow chart of a method for calculating flying bump on a non-airliner according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Example 1:
the embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which is shown in fig. 1 and comprises the following steps:
S101, acquiring EDR data of historical flight of an airplane, and analyzing the EDR data to determine first data and second data;
s102, determining a flying bump area of the aircraft on a course and actual bump data of the flight based on the first data and the second data;
S103, obtaining third data of a historical flying bump area, and determining predicted bump data of the flying bump area;
S104, determining the flying bump result of the aircraft on the non-aviation road based on the actual bump data and the predicted bump data of the aircraft in the flying bump area.
In this embodiment, the EDR represents a time data recorder, which is a device installed on the aircraft, for recording the parameter data of the aircraft during the flight.
In this embodiment, the first data includes vertical acceleration, lateral acceleration, roll angle speed, pitch angle speed, and yaw angle speed of the aircraft during the historical flight based on the first frequency during the take-off and landing phases.
In this embodiment, the second data includes vertical acceleration, lateral acceleration, roll angle speed, pitch angle speed, and yaw angle speed based on the first frequency at the stage of flight during the historical flight.
In this embodiment, the jounce area of the aircraft on the aircraft path includes the area of the aircraft during take-off and landing phases and the area of the aircraft during the flight phase.
In this embodiment, the actual bump data includes a first bump sequence and a second bump sequence.
In this embodiment, the third data includes wind speed and direction, turbulence data, barometric pressure, temperature, topography, and radar data corresponding to all first moments of the aircraft during the historical flight during the take-off and landing phases, and all second moments during the flight phase.
In this embodiment, the predicted pitch data includes predicted vertical pitch, predicted lateral pitch, predicted roll pitch, predicted pitch, and predicted yaw for a region of aircraft over the course.
The technical scheme has the beneficial effects that the first data and the second data are determined by analyzing EDR data, the flying bump area of the aircraft on the air road and the flying actual bump data are determined, the predicted bump data are determined according to the third data of the flying bump area, the flying bump result of the aircraft on the non-air road is determined according to the actual bump data and the predicted bump data, the running state of the aircraft on the flying bump area is determined by objectively analyzing the flying data, the flying bump result of the aircraft on the air road, the flying bump data and the flying bump result on the non-air road are comprehensively and accurately determined, the flying strategy is optimized, the comfort level of passengers is enhanced, the flying safety and the flying stability of the aircraft are improved, and the occurrence of unexpected events is reduced.
Example 2:
The embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which comprises the steps of analyzing EDR data to determine first data and second data, wherein the method comprises the following steps:
EDR data of each historical flight of the aircraft are divided into take-off and landing phases and flight phases;
and extracting acceleration data and attitude data based on a first frequency in the take-off and landing stages in the corresponding historical flight process from each EDR data, and determining second data based on acceleration data and attitude data of a second frequency in the flight stage, wherein the acceleration data comprises vertical acceleration and lateral acceleration, and the attitude data comprises rolling angle speed, pitch angle speed and yaw angle speed.
In this embodiment, the first frequency represents a frequency of extracting acceleration data and attitude data of the aircraft in the take-off and landing stages from EDR data, and may be 10HZ, that is, 10 times per second, or a higher frequency.
In this embodiment, the second frequency represents a frequency of extracting acceleration data and attitude data of the aircraft in the flight phase from EDR data, which may be 1HZ, i.e., 1 time per second, or a lower frequency.
In this embodiment, the acceleration data may be obtained by an acceleration sensor of the aircraft, the vertical acceleration representing an acceleration change of the aircraft in a vertical direction, and the lateral acceleration representing an acceleration change of the aircraft in a lateral direction.
In this embodiment, attitude data may be obtained by a sensor such as a gyroscope or an inertial measurement unit, the roll angle speed representing the rate of rotation of the aircraft about the vertical axis, the pitch angle speed representing the rate of rotation of the aircraft about the horizontal axis, and the yaw angle speed representing the rate of rotation of the aircraft about the vertical axis.
The technical scheme has the beneficial effects that the EDR data of the aircraft in historical flight is analyzed to determine the first data of the aircraft in the take-off and landing stage and the second data of the aircraft in the flight stage, the movement state and the posture transformation of the aircraft in the flight can be comprehensively and objectively analyzed, and a data basis is provided for determining the flying bump area of the aircraft on the flight path and the actual bump data of the aircraft.
Example 3:
The embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which is used for determining a flying bump area of an aircraft on the aviation road and actual bump data of the flight based on first data and second data, and comprises the following steps:
determining a first time sequence of aircraft during take-off and landing based on a first frequency based on first data , wherein,First time sequenceComprising a first vertical sequenceFirst lateral sequenceFirst rolling sequenceFirst pitch sequenceA first yaw sequence;
Calculating a first bump sequence of the aircraft during take-off and landing phases based on the first time sequenceWherein the first bump sequenceIncluding a first vertical bumpFirst lateral joltingFirst rolling bumpFirst pitch bumpFirst yaw jounce;
Wherein, Representing the pitch value of the aircraft in the direction of time i at t1, during the take-off and landing phases, N1 representing the number of accelerations or angular velocities extracted in a first sequence based on a first frequency,Represents the fundamental frequency of an aircraft during take-off and landing phases, n1 represents the fundamental frequency of an aircraft during take-off and landing phasesIs a multiple of (a) and (b),Representing the doubling frequency of the aircraft during take-off and landing phases,Representing the amplitude of the frequency component n1 in the i direction of the aircraft during the take-off and landing phases,Representing the phase of the aircraft with a frequency component n1 in the i direction during the take-off and landing phases.
In this embodiment, the first vertical sequence comprises vertical acceleration at all first moments, the first lateral sequence comprises lateral acceleration at all first moments, the first roll sequence comprises roll angle speed at all first moments, the first pitch sequence comprises pitch angle speed at all first moments, and the first yaw sequence comprises yaw angle speed at all first moments.
In this embodiment, the first vertical pitch comprises pitch values corresponding to vertical acceleration of the aircraft at all first moments of the take-off and landing phases, the first lateral pitch comprises pitch values corresponding to lateral acceleration of the aircraft at all first moments of the take-off and landing phases, the first roll sequence comprises pitch values corresponding to roll angle speeds of the aircraft at all first moments of the take-off and landing phases, the first pitch sequence comprises pitch values corresponding to pitch angle speeds of the aircraft at all first moments of the take-off and landing phases, and the first yaw sequence comprises pitch values corresponding to yaw angle speeds of the aircraft at all first moments of the take-off and landing phases.
In this embodiment, the sum of all n1 from 1 to infinity can contain all possible fundamental frequencies in the first time sequenceThe value of n1 can be increased by considering more frequency multiplication frequencies, so that the first time sequence is better approximated, n1 can be truncated in the actual calculation process, and a cutoff multiple n1-max is selected.
In this embodiment, n1=1 represents the fundamental frequency of the first time sequence.
In this embodiment of the present invention, the process is performed,Representing the amplitude of the cosine component of frequency n1 of the aircraft during the take-off and landing phases.
In this embodiment of the present invention, the process is performed,Representing the amplitude of the sinusoidal component of frequency n1 during the take-off and landing phases of the aircraft.
In this embodiment, the fundamental frequency of the aircraft during take-off and landing phases。
The technical scheme has the beneficial effects that the first time sequence is determined according to the first data of the aircraft in the take-off and landing stage, and the first bumping sequence is calculated according to the first time sequence, so that the actual bumping data of the aircraft in the take-off and landing stage can be comprehensively and accurately determined, and the safety and stability of the aircraft in flight are improved.
Example 4:
The embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which is used for determining a flying bump area of an aircraft on the aviation road and actual bump data of the flight based on first data and second data, and comprises the following steps:
determining a second time sequence of aircraft during flight based on a second frequency based on the second data And rendering a first image in which a second time sequenceComprising a second vertical sequenceSecond lateral sequenceSecond rolling sequenceSecond pitch sequenceA second yaw sequence;
Determining a flying bump area of the aircraft in a flying stage based on the first image, and determining a bump cycle corresponding to each second moment in the flying bump area;
Calculating a second pitch sequence based on each second time corresponding pitch cycle and second time sequence within the flying pitch region Wherein the second joltIncluding a second vertical bumpSecond lateral joltSecond rolling bumpSecond pitch bumpSecond yaw jounce;
Wherein, Representing the pitch cycle of the aircraft at time t2 in the pitch region of the flight during the flight phase,Representing the pitch value of the aircraft in the direction of instant i at time t2 during the flight phase,Represents the fundamental frequency of the aircraft during the flight phase, and n2 represents the fundamental frequency of the aircraft during the flight phaseIs a multiple of (a) and (b),Representing the multiplication frequency of the aircraft during the flight phase,Representing the amplitude of the frequency component n2 in the i direction of the aircraft during the flight phase,Representing the phase of the aircraft with a frequency component n2 in the i direction during the flight phase;
determining a flying bump area of the aircraft on the road based on the flying area of the aircraft at the take-off and landing stages and the flying bump area of the aircraft at the flying stage;
Actual pitch data for the flight is determined based on the first pitch sequence and the second pitch sequence.
In this embodiment the second vertical sequence comprises vertical accelerations at all second moments in time, the second lateral sequence comprises lateral accelerations at all second moments in time, the second roll sequence comprises roll angle speeds at all second moments in time, the second pitch sequence comprises pitch angle speeds at all second moments in time, and the second yaw sequence comprises yaw angle speeds at all second moments in time.
In this embodiment, the first image has an abscissa representing the second moment of the aircraft during the flight phase, and an ordinate representing the vertical acceleration, the lateral acceleration roll angular velocity, the pitch angular velocity, and the yaw angular velocity, respectively, corresponding to the second moment. The first image includes five curves, which are a vertical acceleration curve, a lateral acceleration curve, a roll angular velocity curve, a pitch angular velocity curve, and a yaw angular velocity curve, respectively.
In this embodiment, the second vertical pitch comprises a pitch value corresponding to a vertical acceleration of the aircraft at all second moments of the flight phase, the second lateral pitch comprises a pitch value corresponding to a lateral acceleration of the aircraft at all second moments of the flight phase, the second roll sequence comprises a pitch value corresponding to a roll angle speed of the aircraft at all second moments of the flight phase, the second pitch sequence comprises a pitch angle speed of the aircraft at all second moments of the flight phase, and the second yaw sequence comprises a pitch value corresponding to a yaw angle speed of the aircraft at all second moments of the flight phase.
In this embodiment, the flying bump area is determined from the trend of the vertical acceleration profile, the lateral acceleration profile, the roll angle speed profile, the pitch angle speed profile, and the yaw angle speed profile.
In this embodiment, each second time t2 corresponds to a pitch cycle, for example, the vertical acceleration of the aircraft during the flight increases from a1 at time t3 to a maximum a2 at time t4, and decreases from time t5 to a1, where the pitch cycle represents the time length from time t3 to time t5, and the second time t2 is any one of time points from time t3 to time t5 in the pitch cycle.
In this embodiment, the sum of all n2 from 1 to infinity can contain all possible fundamental frequencies in the second time sequenceThe value of n2 can be increased by considering more multiplied frequencies, so that the second time sequence is better approximated, n2 can be truncated in the actual calculation process, and a cutoff multiple n2-max is selected.
In this embodiment, n2=1 represents the fundamental frequency of the second time series.
In this embodiment of the present invention, the process is performed,Representing the amplitude of the cosine component of frequency n2 during the flight phase.
In this embodiment of the present invention, the process is performed,Representing the amplitude of the sinusoidal component at frequency n2 during the flight phase.
In this embodiment, the fundamental frequency of the aircraft during the flight phase。
The technical scheme has the beneficial effects that the second time sequence is determined according to the second data of the aircraft in the flight phase, the first image is drawn, the second bump sequence is calculated according to the first image and the second time sequence, and the flying bump area and the actual bump data of the aircraft on the aviation road are determined, so that the actual bump data of the flying bump area of the aircraft in the flight phase can be comprehensively and accurately determined, and the flight safety and stability of the aircraft are improved.
Example 5:
the embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which comprises the following steps of:
Acquiring third data of the aircraft at a first moment corresponding to a flight area of the aircraft passing through a take-off and landing stage, and simultaneously acquiring third data of the aircraft at a second moment corresponding to a flight bump area of the aircraft passing through the flight stage;
The third data comprise wind speed and wind direction, turbulence data, air pressure, temperature, topography and radar data;
And extracting the flight height and the flight speed of the aircraft at the first moment and the second moment in EDR data of each historical flight.
In this embodiment, the third data may be obtained by a weather station, radar, satellite observation, or the like.
In this embodiment, turbulence is an irregular, rapid movement of the air flow in the air.
In this embodiment, the variation in air pressure may affect the flight stability of the aircraft, and particularly, jolts may easily occur in areas where the air pressure gradient is steep.
In this embodiment, temperature variations may cause convective motion and may also affect the density and stability of the air.
In this embodiment, the topography of mountains, plateaus, etc. may cause instability of the air flow, thereby inducing jolts.
In this embodiment, the radar data may be precipitation, thunderstorms, cloud structures, and the like.
In this embodiment, the higher the flying height of the aircraft, the rarefaction of the air, the less stable the airflow, the more likely to encounter jolts, and the more severe the jolts may be.
In this embodiment, a greater aircraft speed increases the interaction of the aircraft with the airflow, thereby increasing the likelihood of jolting.
The technical scheme has the beneficial effects that the third data of all the first time and the second time in the flying and bumping area of the aircraft are determined, the flying height and the flying speed of the aircraft at all the first time and the second time in the EDR data are extracted, the data of weather, topography, radars and the like of the aircraft in the flying and bumping area can be objectively and accurately analyzed, and a data basis is provided for determining the predicted bump data of the aircraft in the flying and bumping area on the air.
Example 6:
The embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which determines predicted bump data of a flying bump area based on the flying bump area and third data, and comprises the following steps:
third data at the first moment and the second moment are respectively input into a numerical model to simulate the atmosphere environment, and flying heights and flying speeds of the aircraft at the first moment in a take-off stage, the second moment in a flight stage and the first moment in a landing stage are sequentially input into the numerical model to simulate the bumping condition of each first moment and each second moment in a corresponding region;
Analyzing the bump conditions of all the first time and the second time in the corresponding areas to determine a predicted bump sequence of the aircraft in the flying bump area, wherein the predicted bump sequence comprises predicted vertical bump, predicted lateral bump, predicted rolling bump, predicted pitching bump and predicted yawing bump;
predicted pitch data for the aircraft in the flying pitch region is determined based on the predicted pitch sequence.
In this embodiment, the numerical model may use physical principles such as the aerodynamic equation to simulate the airflow and jolt conditions in the region.
In this embodiment, the predicted bump sequence is determined from the predicted bump values at all the first and second moments.
In this embodiment, the pitch strength, pitch frequency and pitch duration of each first and second moment in the corresponding region are analyzed to determine predicted pitch values of each first and second moment in the corresponding region, for example, the pitch condition of each moment can be converted into frequency-domain spectral data, the predicted pitch values can be determined by determining the pitch frequency and amplitude, and the pitch modes of the aircraft at each moment can be identified, including different types of pitch such as long-period pitch, short-period pitch, lateral pitch, and the like, and their amplitude, frequency and phase characteristics can be determined.
The technical scheme has the beneficial effects that the predicted bump data of the aircraft in the flying bump area can be determined with high precision according to the third data, the flying heights and the flying speeds at all the first moment and the second moment and the numerical model, and the flying safety, the passenger comfort and the flying efficiency are improved.
Example 7:
The embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which is used for determining the flying bump of an aircraft on the non-aviation road based on actual bump data and predicted bump data of the aircraft in a flying bump area and comprises the following steps:
calculating an accurate value A of predicted bump data based on actual bump data and predicted bump data of the aircraft in the flying bump area;
Wherein A1 and A2 respectively represent a first accurate value and a second accurate value of predicted bump data, w1 and 1-w1 respectively represent weight values of the first accurate value and the second accurate value, Representing the predicted pitch value of the aircraft in the direction of time i at time t1 during the take-off and landing phases,Representing the predicted pitch value of the aircraft in the direction of time i at time t2 during the flight phase,Respectively representing a first error-proofing value and a third error-proofing value of the first bump sequence,A second error-proofing value and a fourth error-proofing value respectively representing a second bump sequence,Respectively representing a first error adjustment value and a third error adjustment value of the first bump sequence,The second error adjustment value and the fourth error adjustment value of the second bump sequence are respectively represented.
In this embodiment, the accurate value represents the accuracy of the predicted pitch data for all first moments and second moments of the aircraft in the pitch region.
In this embodiment of the present invention, the process is performed,The difference between the pitch value and the predicted pitch value in the direction of time i at time t1 during the take-off and landing phases of the aircraft is represented.
In this embodiment of the present invention, the process is performed,The difference between the pitch value and the predicted pitch value in the direction of time i at time t2 in the flight phase of the aircraft is represented.
The technical scheme has the beneficial effects that the accurate value of the predicted bump data is calculated according to the actual bump data and the predicted bump data of the airplane in the flying bump area, so that a data basis can be provided for determining the flying bump result of the airplane on a non-aviation road, the accuracy of the flying bump result on the non-aviation road is improved, and the safety and the stability of the airplane in flying are improved.
Example 8:
The embodiment of the invention provides a method for calculating flying bump on a non-aviation road, which is used for determining the flying bump result of an aircraft on the non-aviation road based on actual bump data and predicted bump data of the aircraft in a flying bump area and comprises the following steps:
Determining a flying bump sequence of the aircraft on a non-course based on the first bump sequence, the second bump sequence, the predicted bump sequence, and the accurate values of the predicted bump data of the aircraft in the flying bump region;
a flying bump result of the aircraft on the non-airline is determined based on the flying bump sequence of the aircraft on the non-airline.
In this embodiment, the first bump sequence, the second bump sequence, and the predicted bump sequence are time aligned according to the first time and the second time, the flying bump values on the non-aviation road at each of the first time and the second time are calculated, and the flying bump sequence of the aircraft on the non-aviation road is determined according to the flying bump values on all the non-aviation roads.
In this embodiment, the calculation formula of the flying bump value may be the flying bump value。
The technical scheme has the beneficial effects that according to the actual bumping data, the predicted bumping data and the accurate value of the predicted bumping data of the airplane in the flying bumping area, the flying bumping result of the airplane on the non-aviation road can be comprehensively and accurately determined, the flying strategy is optimized, the comfort level of passengers is enhanced, the flying risk is reduced, the flying safety and the flying stability are improved, and the occurrence of unexpected events is reduced.
The method embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.
It should be noted that the above-mentioned embodiments are merely for illustrating the technical solution of the present invention, and not for limiting the same, and although the present invention has been described in detail with reference to the above-mentioned embodiments, it should be understood by those skilled in the art that the technical solution described in the above-mentioned embodiments may be modified or some technical features may be equivalently replaced, and these modifications or substitutions do not make the essence of the corresponding technical solution deviate from the spirit and scope of the technical solution of the embodiments of the present invention.
Claims (6)
1. A method of calculating pitch of a flight on a non-route, comprising:
S101, acquiring EDR data of historical flight of an airplane, and analyzing the EDR data to determine first data and second data;
s102, determining a flying bump area of the aircraft on a course and actual bump data of the flight based on the first data and the second data;
S103, obtaining third data of a historical flying bump area, and determining predicted bump data of the flying bump area;
S104, determining a flying bump result of the aircraft on a non-aviation road based on actual bump data and predicted bump data of the aircraft in a flying bump area;
wherein determining a jolt area of the aircraft on the course and actual jolt data of the flight based on the first data, the second data comprises:
determining a first time sequence of aircraft during take-off and landing based on a first frequency based on first data , wherein,First time sequenceComprising a first vertical sequenceFirst lateral sequenceFirst rolling sequenceFirst pitch sequenceA first yaw sequence;
Calculating a first pitch sequence of the aircraft during take-off and landing phases based on the first time sequence, wherein the first pitch sequence comprises a first vertical pitchFirst lateral joltingFirst rolling bumpFirst pitch bumpFirst yaw jounce;
Wherein, Representing the pitch value of the aircraft in the direction of time i at t1, during the take-off and landing phases, N1 representing the number of accelerations or angular velocities extracted in a first sequence based on a first frequency,Represents the fundamental frequency of an aircraft during take-off and landing phases, n1 represents the fundamental frequency of an aircraft during take-off and landing phasesIs a multiple of (a) and (b),Representing the doubling frequency of the aircraft during take-off and landing phases,Representing the amplitude of the frequency component n1 in the i direction of the aircraft during the take-off and landing phases,Representing the phase of the aircraft with a frequency component n1 in the i direction during the take-off and landing phases;
wherein determining a jolt area of the aircraft on the course and actual jolt data of the flight based on the first data, the second data comprises:
determining a second time sequence of aircraft during flight based on a second frequency based on the second data And rendering a first image in which a second time sequenceComprising a second vertical sequenceSecond lateral sequenceSecond rolling sequenceSecond pitch sequenceA second yaw sequence;
Determining a flying bump area of the aircraft in a flying stage based on the first image, and determining a bump cycle corresponding to each second moment in the flying bump area;
Calculating a second pitch sequence based on each second time corresponding pitch cycle and a second time sequence within the flying pitch region, wherein the second pitch sequence comprises a second vertical pitch Second lateral joltSecond rolling bumpSecond pitch bumpSecond yaw jounce;
;
Wherein, Representing the pitch cycle of the aircraft at time t2 in the pitch region of the flight during the flight phase,Representing the pitch value of the aircraft in the direction of instant i at time t2 during the flight phase,Represents the fundamental frequency of the aircraft during the flight phase, and n2 represents the fundamental frequency of the aircraft during the flight phaseIs a multiple of (a) and (b),Representing the multiplication frequency of the aircraft during the flight phase,Representing the amplitude of the frequency component n2 in the i direction of the aircraft during the flight phase,Representing the phase of the aircraft with a frequency component n2 in the i direction during the flight phase;
determining a flying bump area of the aircraft on the road based on the flying area of the aircraft at the take-off and landing stages and the flying bump area of the aircraft at the flying stage;
Actual pitch data for the flight is determined based on the first pitch sequence and the second pitch sequence.
2. A method of calculating pitch on a non-course according to claim 1, wherein analyzing the EDR data to determine the first data, the second data comprises:
EDR data of each historical flight of the aircraft are divided into take-off and landing phases and flight phases;
and extracting acceleration data and attitude data based on a first frequency in the take-off and landing stages in the corresponding historical flight process from each EDR data, and determining second data based on acceleration data and attitude data of a second frequency in the flight stage, wherein the acceleration data comprises vertical acceleration and lateral acceleration, and the attitude data comprises rolling angle speed, pitch angle speed and yaw angle speed.
3. A method of calculating pitch on a non-course according to claim 1, wherein obtaining third data for a historical pitch region comprises:
Acquiring third data of the aircraft at a first moment corresponding to a flight area of the aircraft passing through a take-off and landing stage, and simultaneously acquiring third data of the aircraft at a second moment corresponding to a flight bump area of the aircraft passing through the flight stage;
The third data comprise wind speed and wind direction, turbulence data, air pressure, temperature, topography and radar data;
And extracting the flight height and the flight speed of the aircraft at the first moment and the second moment in EDR data of each historical flight.
4. A method of calculating pitch on a non-route according to claim 1, wherein determining predicted pitch data for a pitch region based on the pitch region and third data comprises:
third data at the first moment and the second moment are respectively input into a numerical model to simulate the atmosphere environment, and flying heights and flying speeds of the aircraft at the first moment in a take-off stage, the second moment in a flight stage and the first moment in a landing stage are sequentially input into the numerical model to simulate the bumping condition of each first moment and each second moment in a corresponding region;
Analyzing the bump conditions of all the first time and the second time in the corresponding areas to determine a predicted bump sequence of the aircraft in the flying bump area, wherein the predicted bump sequence comprises predicted vertical bump, predicted lateral bump, predicted rolling bump, predicted pitching bump and predicted yawing bump;
predicted pitch data for the aircraft in the flying pitch region is determined based on the predicted pitch sequence.
5. The method of claim 1, wherein determining the aircraft pitch on the non-course based on the actual pitch data and the predicted pitch data of the aircraft in the pitch region comprises:
calculating an accurate value A of predicted bump data based on actual bump data and predicted bump data of the aircraft in the flying bump area;
Wherein A1 and A2 respectively represent a first accurate value and a second accurate value of predicted bump data, w1 and 1-w1 respectively represent weight values of the first accurate value and the second accurate value, Representing the predicted pitch value of the aircraft in the direction of time i at time t1 during the take-off and landing phases,Representing the predicted pitch value of the aircraft in the direction of time i at time t2 during the flight phase,Respectively representing a first error-proofing value and a third error-proofing value of the first bump sequence,A second error-proofing value and a fourth error-proofing value respectively representing a second bump sequence,Respectively representing a first error adjustment value and a third error adjustment value of the first bump sequence,The second error adjustment value and the fourth error adjustment value of the second bump sequence are respectively represented.
6. The method of claim 5, wherein determining the result of the aircraft's jolts on the non-airlines based on the actual jolts and predicted jolts of the aircraft in the jolts area comprises:
Determining a flying bump sequence of the aircraft on a non-course based on the first bump sequence, the second bump sequence, the predicted bump sequence, and the accurate values of the predicted bump data of the aircraft in the flying bump region;
a flying bump result of the aircraft on the non-airline is determined based on the flying bump sequence of the aircraft on the non-airline.
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