A method and system for processing key intelligence information in civil aviation navigation

Abstract

This application belongs to the field of civil aviation management technology and discloses a method and system for processing key intelligence information in civil aviation operations. The method includes: acquiring aviation data and intelligence information; determining key intelligence information from the intelligence information based on the aviation data and sending it to the operations control department; control steps: receiving risk assessment reports and risk control measures corresponding to the key intelligence information; determining the feasibility of the risk control measures based on the key intelligence information control database; if feasible, executing the risk control measures and receiving the corresponding execution results; otherwise, returning to the control steps; obtaining the evaluation results of the risk control measures based on a fuzzy comprehensive evaluation method; and placing the key intelligence information, risk assessment report, risk control measures, execution results, and evaluation results into the key intelligence information control database. This application can reduce safety risks and hidden dangers in flight operations, ensure safe and normal flight operations, and improve safety risk control capabilities.

Description

Technical Field

[0001] This application relates to the field of civil aviation management technology, and in particular to a method and system for processing key intelligence information in civil aviation navigation. Background Technology

[0002] In practice, aeronautical information is a crucial component of operations control, and its processing and transmission play a vital role in ensuring flight safety. The daily accumulation of large amounts of aeronautical information, especially ad-hoc information, poses significant risks and challenges to normal and safe flight operations, particularly those in the air, potentially leading to flight diversions or return trips. As a key element in the entire flight lifecycle, timely and accurate transmission of aeronautical information to operations control personnel and crews buys valuable time for rapid decision-making and adjustments. With the continuous recovery and growth of domestic and international flight volumes, aeronautical information, as the first line of defense in ensuring flight operations, is becoming increasingly important.

[0003] However, airlines currently lack specific procedures and methods for handling critical intelligence information. Traditional intelligence information handling mechanisms mainly rely on email for communication, which is slow and cannot fully describe the course of events. This information processing method inevitably leads to low efficiency in intelligence information handling, errors, omissions, and insufficient consistency in overall information assessment, affecting the authority and seriousness of decision-making information, and thus easily causing disorder in event response. Summary of the Invention

[0004] This application provides a method and system for processing key intelligence information in civil aviation operations, which can reduce safety risks and hidden dangers in flight operations, ensure safe and normal flight operations, and improve the ability to manage safety risks.

[0005] In a first aspect, embodiments of this application provide a method for processing key civil aviation navigation information, including:

[0006] Acquire aviation data and intelligence information;

[0007] Based on aviation data, key intelligence information is identified and sent to the operations control department;

[0008] Control steps: Receive risk assessment reports and risk control measures corresponding to key intelligence information;

[0009] The feasibility of risk control measures is determined based on the key intelligence information management database.

[0010] If feasible, implement risk control measures and receive the corresponding results; otherwise, return to the control steps.

[0011] The evaluation results of risk control measures are obtained based on the fuzzy comprehensive evaluation method;

[0012] Key intelligence information, risk assessment reports, risk control measures, implementation results, and evaluation results are placed into the key intelligence information control database.

[0013] Furthermore, the aeronautical data includes flight schedule data, route data, and aeronautical chart data; the method also includes:

[0014] Enter flight schedule data into the flight schedule database;

[0015] Enter the route data into the route database;

[0016] Enter the aeronautical chart data into the aeronautical chart database;

[0017] Place key intelligence information into the key intelligence database.

[0018] Furthermore, the intelligence data includes airport-related intelligence information and airspace-related intelligence information;

[0019] Airport-related intelligence information includes airport restriction information and the corresponding airport restriction time;

[0020] Airspace intelligence information includes restricted airspace areas and corresponding restricted airspace times.

[0021] Furthermore, the key intelligence information identified above based on aviation data includes:

[0022] Multiple first-restricted flights were identified based on airport restriction information, airport restriction times, and flight schedule data.

[0023] Restricted flight routes are determined based on airspace restriction areas, aeronautical chart data, and route data.

[0024] Multiple secondary restricted flights were identified based on restricted flight routes, flight schedule data, and airspace restriction times.

[0025] If the number of the first or second restricted flights exceeds the preset value, the first and / or second restricted flights, along with the corresponding intelligence information, will be treated as key intelligence information.

[0026] Furthermore, the method also includes:

[0027] When the key intelligence information is airport-related intelligence information, the risk control measure is flight schedule adjustment measures;

[0028] When the key intelligence information is airspace-related intelligence information, the risk control measure is flight rerouting and adjustment measures.

[0029] Furthermore, the method also includes:

[0030] After generating risk control measures, determine whether there is any new critical intelligence information;

[0031] If it does not exist, the feasibility of risk control measures will be determined based on the key intelligence information control database.

[0032] If it exists, a key intelligence change notification message will be generated.

[0033] Furthermore, the aforementioned assessment of the feasibility of risk control measures based on the key intelligence information management database includes:

[0034] Check whether critical intelligence information exists in the critical intelligence information control database;

[0035] If so, then the risk management measures are feasible;

[0036] If not, the feasibility of risk control measures will be determined based on the received feasibility assessment results.

[0037] Furthermore, it also includes:

[0038] After receiving the execution result, obtain the recap of the execution result;

[0039] The review content will be added to the key intelligence information control database.

[0040] Furthermore, the evaluation results of the risk control measures obtained based on the fuzzy comprehensive evaluation method include:

[0041] Determine the evaluation index set, the evaluation result set, and the weight of each index in the evaluation index set;

[0042] A single-factor fuzzy evaluation is performed based on the scoring results, the evaluation index set, and the evaluation result set to obtain the evaluation matrix;

[0043] A comprehensive evaluation model is established based on the evaluation matrix and the weights of each indicator to obtain the evaluation results.

[0044] Secondly, embodiments of this application provide a civil aviation navigation critical intelligence information processing system, including:

[0045] The acquisition module is used to acquire aviation data and intelligence information;

[0046] The extraction module is used to identify key intelligence information from aviation data and send it to the operations control department.

[0047] The risk assessment module is used to receive risk assessment reports and risk control measures corresponding to key intelligence information;

[0048] The feasibility assessment module is used to determine whether risk control measures are feasible based on the key intelligence information management database.

[0049] The measure execution module is used to execute risk control measures and receive the corresponding execution results when risk control measures are feasible, and to execute the risk assessment module when risk control measures are not feasible.

[0050] The evaluation module is used to obtain the evaluation results of risk control measures based on the fuzzy comprehensive evaluation method.

[0051] The control database update module is used to put key intelligence information, risk assessment reports, risk control measures, implementation results, and evaluation results into the key intelligence information control database.

[0052] Thirdly, embodiments of this application provide a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it performs the steps of a civil aviation navigation key intelligence information processing method as described in any of the above embodiments.

[0053] Fourthly, embodiments of this application provide a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of a civil aviation navigation key intelligence information processing method as described in any of the above embodiments.

[0054] In summary, compared with the prior art, the beneficial effects of the technical solution provided in this application include at least the following:

[0055] This application provides a method for processing critical intelligence information in civil aviation operations. It rapidly extracts critical intelligence information affecting flight operations from aviation data and intelligence information, and sends it to the operations control department. This abandons the previous passive processing mode and instead proactively reports and intervenes in critical information. Furthermore, the critical intelligence information extracted in this application can completely describe the causes and course of events of flight risks, avoiding errors, omissions, and oversights during information transmission. The method further receives risk assessment reports and risk control measures corresponding to the critical intelligence information and judges the feasibility of risk control measures based on the critical intelligence information management database, achieving rapid assessment of the feasibility of risk control measures and improving the efficiency of critical intelligence information processing. Finally, it obtains the evaluation results of risk control measures based on the fuzzy comprehensive evaluation method, thereby improving the consistency of the overall information assessment and the authority of the control measures. The steps in the above method are interconnected, and each step requires execution based on the results obtained from the preceding steps, which helps reduce safety risks and hidden dangers in flight operations, ensures safe and normal flight operations, and improves safety risk management capabilities. Attached Figure Description

[0056] Figure 1 A flowchart illustrating a method for processing key intelligence information in civil aviation navigation, provided as an exemplary embodiment of this application.

[0057] Figure 2 A schematic diagram of an aviation database provided for an exemplary embodiment of this application.

[0058] Figure 3 A flowchart illustrating the key intelligence information extraction steps provided in an exemplary embodiment of this application.

[0059] Figure 4 A flowchart illustrating the feasibility assessment steps for control measures provided in an exemplary embodiment of this application.

[0060] Figure 5 A flowchart of a fuzzy comprehensive evaluation step provided for an exemplary embodiment of this application.

[0061] Figure 6 This is a structural diagram of a civil aviation navigation critical intelligence information processing system provided as an exemplary embodiment of this application. Detailed Implementation

[0062] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0063] Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0064] With the continuous recovery and growth of domestic and international flights, intelligence information, as the first line of defense for ensuring flight operations, is becoming increasingly important. Currently, airlines lack specific procedures and methods for handling critical intelligence information. Traditional intelligence information handling mechanisms primarily rely on email communication, which is slow and fails to provide a complete description of the event. This approach inevitably leads to low efficiency in intelligence information processing, errors and omissions in information transmission, and insufficient consistency in overall information assessment, affecting the authority and seriousness of decision-making information and potentially causing disorder in event response.

[0065] Airlines currently lack unified management standards and have not established a system for information security management. There is a need to raise awareness of security in information management, as well as the absence of a robust communication, coordination, processing, and evaluation platform, and a sound mechanism for responding to incidents triggered by intelligence information. These shortcomings can all increase overall flight operation safety risks.

[0066] Please see Figure 1 This application provides a method for processing key intelligence information in civil aviation navigation, specifically including:

[0067] Step S1: Obtain aviation data and intelligence information.

[0068] Among them, aviation data includes flight schedule data, route data, and aeronautical chart data.

[0069] Specifically, the method may also include:

[0070] Enter flight schedule data into the flight schedule database; enter route data into the route database.

[0071] Place aeronautical chart data into the aeronautical chart database; place key intelligence information into the key intelligence database.

[0072] Please see Figure 2 The flight schedule data in the flight schedule database includes: departure airport, destination airport, alternate airport, departure time, destination time, and estimated flight time.

[0073] Level 1: Departure Airport.

[0074] Level 2: Destination Airport.

[0075] Lvevl3: Alternate airport.

[0076] Level 4: Takeoff time.

[0077] Level 5: Arrival Time.

[0078] Level 6: Estimated time in the air.

[0079] The route data in the route database includes: arrival and departure procedures, waypoints, and airways.

[0080] Level 7: Departure Airport.

[0081] Level 8: Destination Airport.

[0082] Level 9: Entry and Exit Procedures.

[0083] Level 10: Waypoints and coordinates.

[0084] Lvevl11: Route / Line.

[0085] The chart data in the chart database includes: waypoints, routes, coordinates and codes of restricted areas, coordinates and codes of danger zones, airports, runway numbers for each airport, and arrival and departure procedures for each airport.

[0086] Level 12: Waypoints on aeronautical charts.

[0087] Level 13: Navigation charts, routes, and routes.

[0088] Level 14: Coordinate range and code of restricted areas in aeronautical charts.

[0089] Level 15: The coordinate range of the danger zone on the aeronautical chart.

[0090] Level 16: Airport.

[0091] Level 17: The runway number corresponding to each airport.

[0092] Level 18: Arrival and departure procedures for each airport.

[0093] The above information constitutes the flight and aeronautical chart data involved in the intelligence information.

[0094] Step S2: Based on the aviation data, identify the key intelligence information in the intelligence information and send it to the operations control department.

[0095] The intelligence information was obtained from the Notices to Airmen (NOANOVA), Air Traffic Control (AIP) systems, and websites restricting the operation of various countries.

[0096] The intelligence data includes airport-related intelligence information and airspace intelligence information.

[0097] Airport-related intelligence information includes airport restriction information and the corresponding airport restriction time.

[0098] Airspace intelligence information includes restricted airspace areas and corresponding restricted airspace times.

[0099] Specifically, intelligence information is categorized into two types based on its content: airports and airspace. The time limit refers to the duration of the intelligence information; for example, flight route notices have corresponding time-impact notices (items F and G).

[0100] Airport restriction information mainly includes information related to restrictions on airports and runways, such as airport closures, runway closures, and airports not accepting landings or diverting passengers. Airspace restriction areas are mainly defined based on airspace coordinates from aeronautical chart data in the aeronautical chart database, designating danger zones, restricted areas, or airspace closures and the closure of specific flight segments.

[0101] Step S3, Control Steps: Receive risk assessment reports and risk control measures corresponding to key intelligence information.

[0102] Specifically, after sending key intelligence information to various operations control departments based on the key intelligence information extraction logic, each operations control department assesses operational risks based on flight schedules and routes, the number of affected routes and flights, generates a risk assessment report, formulates risk control measures, and assigns them to various departments for implementation.

[0103] Step S4: Determine the feasibility of risk control measures based on the key intelligence information management database.

[0104] The critical intelligence information management database primarily involves assessing, managing, and evaluating critical intelligence information, and storing historical data on these actions in this database for future use in similar risk assessment and management cases. The database includes: a critical intelligence database (the complete content of relevant critical intelligence information), flight plans related to the critical intelligence information, flight routes related to the critical intelligence information, specific risk management plans, and evaluation results.

[0105] Step S5: If feasible, implement risk control measures and receive the corresponding execution results; otherwise, return to the control steps.

[0106] In the specific implementation process, it is recommended to monitor flight operations and changes in key information in real time, track the fuel level and location of flights affected by key intelligence information in real time, maintain contact with the flight crew, air traffic control and various support units, and report changes in key intelligence information in a timely manner; for example, conduct process checks on the decision-making process according to the operation manual or emergency response checklist, etc.

[0107] Step S6: Obtain the evaluation results of risk control measures based on the fuzzy comprehensive evaluation method.

[0108] Specifically, using the fuzzy comprehensive evaluation method to assess the effectiveness of risk control in the management of key intelligence information can achieve a qualitative evaluation method that better addresses quantitative issues, thereby improving the consistency of the overall information assessment.

[0109] Step S7: Place the key intelligence information, risk assessment report, risk control measures, implementation results, and evaluation results into the key intelligence information control database.

[0110] Because some critical intelligence information may be received monthly or annually, storing this information allows for the retrieval of critical intelligence information from the critical intelligence information management database when new critical intelligence information is received, enabling the direct invocation of corresponding management and response measures.

[0111] The above-described embodiment provides a method for processing critical intelligence information in civil aviation operations. It rapidly extracts critical intelligence information affecting flight operations from aviation data and intelligence information, and sends it to the operations control department. This abandons the previous passive processing mode and instead proactively reports and intervenes in critical information. Furthermore, the critical intelligence information extracted in this application can completely describe the causes and course of events of flight risks, avoiding errors, omissions, and oversights during information transmission. The method further receives risk assessment reports and risk control measures corresponding to the critical intelligence information and judges the feasibility of risk control measures based on the critical intelligence information management database, achieving rapid assessment of the feasibility of risk control measures and improving the efficiency of critical intelligence information processing. Finally, it obtains the evaluation results of risk control measures based on the fuzzy comprehensive evaluation method, thereby improving the consistency of the overall information assessment and the authority of the control measures. The steps in this method are interconnected, and each step requires execution based on the results obtained from the preceding steps, which helps reduce safety risks and hidden dangers in flight operations, ensures safe and normal flight operations, and enhances safety risk management capabilities.

[0112] In some embodiments, the determination of key intelligence information from intelligence information based on aviation data includes:

[0113] Step S21: Identify multiple first-restricted flights based on airport restriction information, airport restriction time, and flight schedule data.

[0114] Specifically, please see Figure 3 The system matches airport-related intelligence information with the corresponding flight departure and arrival times in the flight schedule database to obtain flight schedule information within the period affected by the intelligence information. This identifies the first affected restricted flights and their number. If the number of the first affected restricted flights is greater than or equal to three, the corresponding intelligence information is entered into the key intelligence database.

[0115] Step S22: Determine the restricted flight route based on the airspace restriction area, aeronautical chart data, and route data.

[0116] Step S23: Determine multiple second restricted flights based on restricted flight routes, flight schedule data, and airspace restriction time.

[0117] Specifically, please see Figure 3 Based on the airspace restriction area and route database, the affected restricted flight routes are identified. The take-off and landing airports for these restricted flight routes are determined from the route data and matched with the take-off and landing airports in the flight schedule database. Combined with the airspace restriction time, the number of second-restricted flights affected within the airspace restriction time range is obtained. It is then determined whether the number of second-restricted flights is greater than or equal to three. If so, the intelligence information is entered into the key intelligence database; otherwise, it is not entered into the relevant database.

[0118] Step S24: If the number of the first restricted flights or the second restricted flights is greater than a preset value, then the first restricted flights and / or the second restricted flights, along with the corresponding intelligence information, are taken as key intelligence information.

[0119] The preset value can be set to 3.

[0120] The above embodiments can accurately and quickly extract key intelligence information, realize proactive notification of navigation risks, effectively improve the notification efficiency and information completeness of civil aviation safety risk management, thereby reducing safety risks and hidden dangers in flight operations.

[0121] In some embodiments, the method further includes:

[0122] When the key intelligence information is airport-related, the risk control measure is flight schedule adjustment.

[0123] When the key intelligence information is airspace-related intelligence information, the risk control measure is flight rerouting and adjustment measures.

[0124] Specifically, for critical intelligence information related to airports, risk control measures can include handling real-time flight schedule adjustments; for critical intelligence information related to airspace, risk control measures can include handling flight detours and rerouting.

[0125] In some embodiments, the method further includes:

[0126] After generating risk control measures, determine whether there is any new critical intelligence information.

[0127] If it does not exist, the feasibility of risk control measures will be determined based on the key intelligence information control database.

[0128] If it exists, a key intelligence change notification message will be generated.

[0129] Specifically, if new critical intelligence emerges that renders the current risk management measures inapplicable, the operations control department should be prompted to reassess the severity of flight risks and develop a new contingency plan.

[0130] The above embodiments take into account the situation where critical intelligence information is updated or changed before the implementation of control measures. In this case, staff should be reminded to reconsider whether the current risk control measures can adapt to the new situation, so as to avoid the risk control measures conflicting with the newly added critical intelligence information and causing a chain reaction, thereby further ensuring the authority of the control measures and flight safety.

[0131] In some embodiments, the above-mentioned determination of the feasibility of risk control measures based on a key intelligence information management database includes:

[0132] Check if critical intelligence information exists in the critical intelligence information control database.

[0133] If so, then the risk management measures are feasible.

[0134] If not, the feasibility of risk control measures will be determined based on the received feasibility assessment results.

[0135] Please see Figure 4 If the same key intelligence information can be retrieved, then the risk control measures will be implemented.

[0136] Furthermore, before executing step S3 (control step), the critical intelligence information control database can be searched, and if the same critical intelligence information is found, the corresponding risk control measures in the critical intelligence information control database can be directly executed; if not found, the critical intelligence information can be sent to the operations control department for risk assessment and measure formulation.

[0137] If the same key intelligence information is not found, the staff of the professional assessment department will determine whether the risk control measures can avoid the risk, i.e., the feasibility assessment result. If it cannot be avoided, it is necessary to return to step S3, i.e. the control step, and remind the staff of the corresponding assessment department to re-conduct the risk assessment and formulate control measures.

[0138] The above embodiments not only improve the processing efficiency of key intelligence information through the key intelligence information management database, but also further ensure the authority, effectiveness and seriousness of risk management measures, and avoid disorder in incident response.

[0139] Please see Figure 4 In some embodiments, it also includes:

[0140] After receiving the execution result, obtain the recap of the execution result.

[0141] The review content will be added to the key intelligence information control database.

[0142] Specifically, in the phase of improving critical intelligence information management, based on the results of risk control measures, operational experience is summarized, better solutions are identified, and control measures and processes are adjusted accordingly based on existing problems.

[0143] Furthermore, improvement measures derived from critical intelligence information obtained during the review can be added to the critical intelligence information management database. When the same critical intelligence information is subsequently found in the database, the improvement measures can be directly implemented. Even further, after finding corresponding risk management or improvement measures in the database, these can be selectively submitted to professional assessment departments for feasibility evaluation, further ensuring the effectiveness of the decision-making.

[0144] In some embodiments, the evaluation results of risk control measures obtained based on the fuzzy comprehensive evaluation method include:

[0145] Step S61: Determine the evaluation index set, the evaluation result set, and the weight of each index in the evaluation index set.

[0146] Step S62: Perform single-factor fuzzy evaluation based on the scoring results, evaluation index set, and evaluation result set to obtain the evaluation matrix.

[0147] The scoring results are obtained by different scoring review panels scoring the risk assessment, control measures, and review content of this key intelligence information according to various indicators in the evaluation index set.

[0148] Step S63: Establish a comprehensive evaluation model based on the evaluation matrix and the weights of each indicator to obtain the evaluation results.

[0149] Please see Figure 4 and Figure 5 The fuzzy comprehensive evaluation method specifically includes the following steps:

[0150] (1) Determine the evaluation index set: Establish a primary key intelligence information management and control effectiveness evaluation index, then the evaluation index is: U={u1,u2,u3,...,u n}, that is, U = {u1 decision-making ability, u2 execution ability, u3 inspection results}.

[0151] (2) Determine the evaluation result set: The evaluation result set can be represented as: V = {V1, V2, ..., V...} n The classification is as follows: V = {Good key intelligence information management and control effect, average key intelligence information management and control effect, poor key intelligence information management and control effect}. The second-level judgment level is V = {v1 good, v2 average, v3 poor}.

[0152] (3) Determine the weights of each indicator in the evaluation indicator set: Determine the weight set A for each indicator, where the fuzzy set of the indicator is A, A = {a1, a2, a3, ..., a...} n For example, when n=3, A={0.5,0.3,0.1}.

[0153] (4) Perform single-factor fuzzy evaluation to obtain the evaluation matrix: Define the fuzzy comprehensive judgment matrix: R i ={r i1 ,r i2 ,...r im}, with m single-factor evaluation sets R1, R2, ..., R n For R n*m R nFor a given evaluated object, from factor U i Let's look at the hierarchical fuzzy subset V n Membership degree. R i A single-factor evaluation matrix is ​​formed, which is a set of fuzzy matrices. In this application, there are 3 values ​​of m, which are determined based on the evaluation results of U and V. U is the set of evaluation indicators, which are determined by the scores and there are 3 in total. V is the set of evaluation results, which are divided into three categories: good, average, and poor. R is the membership relationship between V and V, which is 3 in total.

[0154] r i1 : The membership degree of indicator u1 evaluation result 1 (V1), u1 is determined by the enterprise leader's score.

[0155] r i2 : The membership degree of indicator u2 evaluation result 2 (V2), u2 is determined by the department leader's score.

[0156] r i3 : The membership degree of indicator u3 evaluation result 3 (V3), u3 is determined by the scoring of the unit assessment team members.

[0157] The following evaluation matrix was obtained through the expert scoring method:

[0158]

[0159] It is a fuzzy relation matrix from U to V (the first column represents the membership degree of each indicator to the evaluation result V1).

[0160] (5) Establish a comprehensive evaluation model: If there is a fuzzy relationship R = (r from U to V) ij ) n×m Then, using R, we can obtain a fuzzy transform:

[0161] T R :F(U)→F(V)

[0162] This transformation yields the comprehensive evaluation result B = A * R(B 1×m =A 1×n *R n×m ).

[0163] The comprehensive evaluation can be viewed as a fuzzy vector on V, denoted as B = [b1, b2, ... bm].

[0164] b1: The degree of membership of the object to be evaluated to evaluation result 1 (V1).

[0165] b2: The degree of membership of the object to be evaluated to evaluation result 2 (V2).

[0166] b3: The degree of membership of the object to be evaluated to evaluation result 3 (V3).

[0167] Finally, we obtain max{b1,b2,b3}=b k Then the object to be evaluated should be assigned to the evaluation result k.

[0168] The application of the fuzzy comprehensive evaluation method in the above embodiments can not only greatly improve the consistency of the overall information assessment, but also be applied to the risk assessment and management of key intelligence information in the next round.

[0169] Please see Figure 6 Another embodiment of this application provides a civil aviation navigation critical intelligence information processing system, including:

[0170] Acquisition module 101 is used to acquire aviation data and intelligence information.

[0171] The extraction module 102 is used to determine key intelligence information from the intelligence information based on aviation data and send it to the operations control department.

[0172] Risk assessment module 103 is used to receive risk assessment reports and risk control measures corresponding to key intelligence information.

[0173] The feasibility assessment module 104 is used to determine whether risk control measures are feasible based on the key intelligence information management database.

[0174] The measure execution module 105 is used to execute risk control measures and receive the corresponding execution results when risk control measures are feasible, and to execute the risk assessment module when risk control measures are not feasible.

[0175] Evaluation module 106 is used to obtain the evaluation results of risk control measures based on the fuzzy comprehensive evaluation method.

[0176] The control database update module 107 is used to put key intelligence information, risk assessment reports, risk control measures, implementation results and evaluation results into the key intelligence information control database.

[0177] To illustrate the implementation process of the civil aviation navigation critical intelligence information processing method and system of this application, let's take a specific example:

[0178] 1. Establish a connection between the flight schedule module and relevant databases.

[0179] Establish a flight planning module, linking flight tracks and electronic aeronautical charts, and setting up different types of data units to make them available for retrieval.

[0180] The flight planning module includes: flight planning database, route database, and basic aeronautical chart database.

[0181] 2. Establish a key intelligence information data module, which includes:

[0182] (1) Key intelligence database

[0183] Intelligence information was collected from NOTAM (Notify-of-Flight) systems, AIP (Air Traffic Control) systems, and websites restricting the operation of various countries. The intelligence information included:

[0184] The duration of the information is defined by its duration; for example, flight route notices have corresponding impact time items F and G. The content of the information is also considered, with intelligence information categorized into two types: airports and airspace.

[0185] Airport-related intelligence: Intelligence related to airports and runways includes airport closures, runway closures, and airports not accepting landings or diverting flights. This airport-related intelligence is matched against the corresponding flight departure and arrival times in the flight schedule database to obtain flight schedule information for the period affected by the intelligence. The number of affected flights is confirmed; if three or more flights are affected, the intelligence is entered into the critical intelligence database.

[0186] Airspace Category: Based on airspace coordinates in the aeronautical chart database, danger zones, restricted zones, or airspace closures and the closure of specific flight segments are designated. The affected flight routes are confirmed based on the airspace scope and the flight plan route database. The takeoff and arrival airports of the flight routes are matched with those in the flight plan database. Based on the time range of the intelligence information, the number of flights affected during the effective period of the intelligence information is obtained. The number of affected flights is confirmed; if the number of affected flights is greater than or equal to 3, the intelligence information is entered into the key intelligence database. Otherwise, it is not entered into the relevant database.

[0187] (2) Key intelligence information control database.

[0188] This database primarily serves to store historical data from the assessment, handling, control, and evaluation of critical intelligence information. This data is then used in future similar risk assessment and handling cases. The risk database includes: a critical intelligence information database (the complete content of the relevant critical intelligence information), flight plans related to the critical intelligence information, flight routes related to the critical intelligence information, specific risk control plans, and evaluation results. Because some critical intelligence information may be received monthly or annually, storing this information allows for retrieval of its content, direct access to relevant control and handling measures, and provides guidance for the DO (Director) in control, enabling the ACTION (Action) evaluation of control measures to identify areas for improvement, a CHECK (Check) summary, and entry into the risk assessment and control database.

[0189] 3. Process for handling key intelligence information

[0190] (1) Step 1: Search for key intelligence information and determine whether the same key intelligence information can be retrieved.

[0191] If yes, proceed to step six; otherwise, continue.

[0192] (2) Ensure the timely dissemination of key intelligence information and transmit this information to all departments within the Operations Command Center for analysis, identifying affected flights and flight routes, and generating a risk assessment report.

[0193] Step 2: The intelligence information collection department notifies the operation and control departments of the key intelligence information based on the key intelligence information extraction logic.

[0194] Step 3: The control department assesses operational risks based on flight schedules and routes, including the number of affected routes and flights, and generates a risk assessment report;

[0195] (3) After receiving critical information, the department shall conduct a flight risk severity assessment and formulate risk management and prevention measures, which shall then be implemented by the relevant departments. If it is found that the risk management measures are unable to avoid the risk, or if new intelligence emerges that renders the measures inapplicable to the new situation, the flight risk severity assessment shall be conducted again and a new contingency plan shall be developed.

[0196] Step 4: The air carrier shall handle flight risks and formulate risk management measures based on the type of key intelligence.

[0197] Step 5: Assess whether the risk has been addressed based on the decisions made.

[0198] Yes, proceed to step six; no, proceed to step three, reassess the impact on flights, and develop control measures.

[0199] Step Six: Implement risk management measures. For airport-related critical information, real-time flight schedule adjustments will be implemented; for airspace-related critical information, flight detours and rerouting will be carried out.

[0200] (4) Examine the entire execution process and risk management system. Monitor flight operations and monitor risks.

[0201] Step 7: Monitor flight operations and changes in key information, track the fuel level and location of flights affected by key intelligence information in real time, maintain contact with the flight crew, air traffic control and various support units, and report changes in key intelligence information in a timely manner.

[0202] Step 7: Conduct a process check on the decision-making process according to the operation manual or emergency response checklist.

[0203] (5) ACTION Post-flight Case Review and Improvement Phase

[0204] Step 8: In the stage of improving critical intelligence information management, based on the assessment results of flight operation status, summarize operational experience, summarize better solutions, and make corresponding adjustments to control measures and control processes based on existing problems.

[0205] Step Nine: Use fuzzy comprehensive evaluation to assess the effectiveness of the airline's risk control in managing critical intelligence information. This achieves a qualitative evaluation method to better address quantitative issues.

[0206] Step 10: Summarize the assessment and evaluation experience and store it in the critical information management database. Apply it to the risk assessment and management of critical intelligence information in the next operation, continuously identify problems and solve them during the process.

[0207] The specific limitations of the civil aviation navigation critical information processing system provided in this embodiment can be found in the embodiment of the civil aviation navigation critical information processing method described above, and will not be repeated here. Each module in the above-described civil aviation navigation critical information processing system can be implemented entirely or partially through software, hardware, or a combination thereof. Each module can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0208] This application provides a computer device that may include a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The network interface communicates with external terminals via a network connection. When the computer program is executed by the processor, it causes the processor to perform the steps of a civil aviation navigation critical information processing method as described in any of the above embodiments.

[0209] The working process, working details, and technical effects of the computer equipment provided in this embodiment can be found in the embodiment of a method for processing key information in civil aviation navigation described above, and will not be repeated here.

[0210] This application provides a computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements the steps of a civil aviation navigation critical intelligence information processing method as described in any of the above embodiments. The computer-readable storage medium refers to a data storage carrier, which may include, but is not limited to, floppy disks, optical disks, hard disks, flash memory, USB flash drives, and / or memory sticks. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The working process, details, and technical effects of the computer-readable storage medium provided in this embodiment can be found in the embodiments of a civil aviation navigation critical intelligence information processing method described above, and will not be repeated here.

[0211] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM).

[0212] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0213] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for processing key intelligence information in civil aviation navigation, characterized in that, include: Acquire aviation data and intelligence information; the aviation data includes flight schedule data, route data, and aeronautical chart data; the intelligence data includes airport-related intelligence information and airspace-related intelligence information; the airport-related intelligence information includes airport restriction information and corresponding airport restriction times; the airspace-related intelligence information includes airspace restriction areas and corresponding airspace restriction times. Based on the aviation data, key intelligence information is determined from the intelligence information and sent to the operations control department; specifically, multiple first restricted flights are determined based on the airport restriction information, the airport restriction time, and the flight plan data. The restricted flight routes are determined based on the airspace restriction area, the aeronautical chart data, and the route data. Multiple second restricted flights are determined based on the restricted flight routes, the flight schedule data, and the airspace restriction time. If the number of the first restricted flights or the second restricted flights is greater than a preset value, then the first restricted flights and / or the second restricted flights, along with the corresponding intelligence information, will be used as the key intelligence information. Control steps: Receive the risk assessment report and risk control measures corresponding to the key intelligence information; The feasibility of the risk control measures is determined based on the key intelligence information management database. Specifically, when the key intelligence information is airport-related intelligence information, the risk control measure is a flight schedule adjustment measure; when the key intelligence information is airspace-related intelligence information, the risk control measure is a flight rerouting adjustment measure. If feasible, execute the risk control measures and receive the corresponding execution results; otherwise, return to the control steps. The evaluation results of the risk control measures were obtained based on the fuzzy comprehensive evaluation method; The key intelligence information, the risk assessment report, the risk control measures, the implementation results, and the evaluation results are placed into the key intelligence information control database.

2. The method for processing key civil aviation navigation information according to claim 1, characterized in that, The method further includes: The flight plan data is then entered into the flight plan database. The route data is then placed into the route database. The aeronautical chart data is placed into the aeronautical chart database; The key intelligence information is placed into the key intelligence database.

3. The method for processing key civil aviation navigation information according to claim 1, characterized in that, Also includes: After generating the aforementioned risk control measures, determine whether any new critical intelligence information has been added; If not, the feasibility of the risk control measures will be determined based on the key intelligence information control database; If it exists, a key intelligence change notification message will be generated.

4. The method for processing key civil aviation navigation information according to claim 1, characterized in that, The determination of the feasibility of the risk control measures based on the key intelligence information management database includes: Check whether the key intelligence information exists in the key intelligence information management database; If so, the aforementioned risk management measures are feasible; If not, the feasibility of the risk control measures shall be determined based on the received feasibility assessment results.

5. The method for processing key civil aviation navigation information according to claim 1, characterized in that, Also includes: After receiving the execution result, obtain the review content of the execution result; The review content will be added to the key intelligence information management database.

6. The method for processing key civil aviation navigation information according to claim 1, characterized in that, The evaluation results of the risk control measures obtained based on the fuzzy comprehensive evaluation method include: Determine the evaluation index set, the evaluation result set, and the weight of each index in the evaluation index set; A single-factor fuzzy evaluation is performed based on the scoring results, the set of evaluation indicators, and the set of evaluation results to obtain the evaluation matrix; A comprehensive evaluation model is established based on the evaluation matrix and the weights of each indicator to obtain the evaluation results.

7. A civil aviation navigation key information processing system, characterized in that, include: The acquisition module is used to acquire aviation data and intelligence information; The aviation data includes flight schedule data, route data, and aeronautical chart data; the intelligence data includes airport-related intelligence information and airspace-related intelligence information; the airport-related intelligence information includes airport restriction information and corresponding airport restriction times; the airspace-related intelligence information includes airspace restriction areas and corresponding airspace restriction times. An extraction module is used to determine key intelligence information from the intelligence information based on the aviation data and send it to the operations control department. Specifically, it determines multiple first restricted flights based on the airport restriction information, the airport restriction time, and the flight plan data; it determines restricted flight routes based on the airspace restriction area, the aeronautical chart data, and the route data; it determines multiple second restricted flights based on the restricted flight routes, the flight plan data, and the airspace restriction time; if the number of first restricted flights or second restricted flights is greater than a preset value, then the first restricted flights and / or the second restricted flights, along with the corresponding intelligence information, are used as the key intelligence information. The risk assessment module is used to receive risk assessment reports and risk control measures corresponding to the key intelligence information; The feasibility assessment module is used to determine whether the risk control measures are feasible based on the key intelligence information management database; specifically, when the key intelligence information is airport-related intelligence information, the risk control measures are flight schedule adjustment measures; when the key intelligence information is airspace-related intelligence information, the risk control measures are flight rerouting and adjustment measures. The measure execution module is used to execute the risk control measures and receive the corresponding execution results when the risk control measures are feasible, and to execute the risk assessment module when the risk control measures are not feasible. The evaluation module is used to obtain the evaluation results of the risk control measures based on the fuzzy comprehensive evaluation method. The management database update module is used to put the key intelligence information, the risk assessment report, the risk control measures, the execution results, and the evaluation results into the key intelligence information management database.

8. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the civil aviation navigation key intelligence information processing method as described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the civil aviation navigation key intelligence information processing method as described in any one of claims 1 to 6.

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