A safety inspection method for aircraft under air traffic control instructions

Abstract

The aircraft of the present invention belongs to the field of safety detection technology, and in particular relates to a safety inspection method for an aircraft of an air traffic control instruction, comprising the following steps: step 1: detecting the integrity of the data in the air traffic control instruction; step 2: detecting the continuity of the data in the air traffic control instruction; step 3: detecting the correctness of the data in the air traffic control instruction; step 4: detecting the rationality of the data in the air traffic control instruction; step 5: detecting the feasibility of the air traffic control instruction; and step 6: detecting the consistency of the air traffic control instruction. The safety inspection method provided by the present invention can analyze the difference and feasibility between the data information instructions sent by the ground air traffic control system and the edge computing results of the aircraft, thereby ensuring the safety and reliability of the air traffic control instruction.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft safety detection, and in particular relates to a safety inspection method on an aircraft instructed by air traffic control. Background Art

[0002] With the rapid development of the low-altitude industry, air traffic control has become more complex, posing greater challenges to aviation safety. Air traffic control instructions are commands to aircraft based on a variety of current environmental factors, requiring aircraft to fly accordingly. Currently, air traffic control instructions are primarily transmitted to aircraft in the form of digital information, which can be directly transmitted to the aircraft for analysis. These instructions are applicable to both manned and unmanned aircraft, and the aircraft will execute them upon receiving them.

[0003] In the prior art, air traffic control collects information about ground and airborne environmental conditions through various communication systems, including infrastructure monitoring and data transmission from aircraft in flight. This information is aggregated into the air traffic control system, where it is simulated, calculated, and analyzed to provide in-flight air traffic control instructions to aircraft. After receiving an air traffic control instruction, an aircraft can either manually operate according to the instruction or directly enter the flight control system for analysis and execution, without performing any air traffic control checks on the current environmental conditions. However, there are two issues with executing air traffic control instructions: First, if the data collected by the air traffic control system is incomplete due to communication system issues, the simulation calculations and analysis may contain errors. Second, due to communication system delays, the aircraft may receive the instruction later, but the air traffic situation is constantly changing. Therefore, the aircraft's execution of the delayed instruction may not be consistent with the current state. Both of these issues compromise aircraft safety. Therefore, there is an urgent need to design a method to verify the safety and reliability of air traffic control instructions. Summary of the Invention

[0004] The main purpose of the present invention is to solve the problems existing in the prior art and provide an on-board safety inspection method for air traffic control instructions. The method can analyze the differences and feasibility of the data information instructions sent by the ground air traffic control system and the edge computing results of the aircraft, thereby ensuring the safety and reliability of the air traffic control instructions.

[0005] The technical problem solved by the present invention is achieved by the following technical solution: a method for safety inspection of an aircraft under air traffic control instructions, comprising: step 1, detecting the data integrity of the air traffic control instructions, determining whether the position information, speed information, and four-dimensional track information in the air traffic control instructions are complete data; when the data integrity rate is greater than a complete set value, executing step 2; otherwise, feeding back the situation to the ground air traffic control system;

[0006] Step 2: Check the data continuity in the air traffic control command to determine whether the position information and speed information in the air traffic control command are continuous and normal data. If the data continuity rate is greater than the continuous set value, execute step 3; otherwise, feedback the situation to the ground air traffic control system;

[0007] Step 3: Check the data correctness in the air traffic control command and determine whether the position information and speed information in the air traffic control command are correct data. If the data correctness is greater than the correct set value, execute step 4; otherwise, feedback is sent to the ground air traffic control system.

[0008] Step 4: Check the rationality of the data in the air traffic control instruction and determine whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are faulty data. If the data rationality rate is less than the reasonable set value, execute step 5; otherwise, feedback will be given to the ground air traffic control system;

[0009] Step 5: Check the feasibility of the ATC instruction by determining whether the 4D track points in the 4D track information in the ATC instruction and the 4D track points of other aircraft have the same points. If no points are found, proceed to Step 6. If there are points found, and the calculated time interval between the 4D track information in the ATC instruction and the 4D track information of other aircraft reaching the same point is greater than the conflict setting value, proceed to Step 6. Otherwise, feedback is sent to the ground ATC system.

[0010] Step 6: Check the consistency of the air traffic control instructions. If the calculated distance between the four-dimensional trajectory data in the air traffic control instructions and the four-dimensional trajectory data on the aircraft, and the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft are both within the set range, the instructions are consistent and the aircraft executes the air traffic control instructions. Otherwise, the instructions are inconsistent and the situation will be fed back to the ground air traffic control system.

[0011] Furthermore, in step 1, determining whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are complete data further includes: the position information includes longitude, latitude, and altitude; the four-dimensional track information includes longitude, latitude, altitude, and time; when the detected position information, speed information, and four-dimensional track information are all within a set range, the data is complete; otherwise, the data is incomplete;

[0012] Data integrity rate = number of complete data / (number of complete data + number of incomplete data).

[0013] Furthermore, in step 2, determining whether the position information and speed information in the air traffic control instruction are continuous normal data further includes determining that the detected position information and speed information are continuous normal data if both are within a set range, and continuous abnormal data otherwise;

[0014] Data continuity rate = number of continuous normal data / (number of continuous normal data + number of continuous abnormal data).

[0015] Furthermore, determining whether the data of the position information and the speed information in the air traffic control instruction are correct data in step 3 further includes: if the data in the air traffic control instruction contains the correctness index of the position information and the speed information, the detected data of the position information and the speed information are correct data if they are within the correctness index range, otherwise they are erroneous data; if the data in the air traffic control instruction does not contain the correctness index of the position information and the speed information, and the calculated distance and height between the position coordinates of the data in the air traffic control instruction and the position coordinates of the data in the aircraft, and the difference between the speed data in the air traffic control instruction and the speed data in the aircraft are all within the set range, then determining that the data of the position information and the speed information are correct data, otherwise they are erroneous data;

[0016] Data accuracy = number of correct data / (number of correct data + number of incorrect data).

[0017] Furthermore, in step 4, determining whether the position information, speed information, and four-dimensional trajectory information in the air traffic control instruction are fault data further includes determining that the data is normal data when the distance between the calculated position information and the previous frame data, the speed of the calculated frame in the speed information, the position distance between the calculated frame data and the previous frame data, and the time interval between the calculated frame data and the previous frame data in the four-dimensional trajectory information are all within a set range; otherwise, the data is fault data;

[0018] Data rationality rate = number of faulty data / (number of faulty data + number of normal data).

[0019] Furthermore, the distance formula between the 4D track data in the ATC instruction and the 4D track data on the aircraft is: ,

[0020] Wherein, d1 is the distance between the midpoint of the 4D trajectory data in the ATC instruction and the point of longitude and latitude in the 4D trajectory data on the aircraft, d2 is the distance between the altitude in the 4D trajectory data in the ATC instruction and the altitude in the 4D trajectory data on the aircraft, and d3 is the distance between the time dimension in the 4D trajectory data in the ATC instruction and the time dimension in the 4D trajectory data on the aircraft;

[0021] The distance formula between the midpoint of the 4D track data in the ATC instruction and the longitude and latitude point in the 4D track data on the aircraft is: ,

[0022] Among them, lat1 is the latitude of a point in the four-dimensional track data in the air traffic control instruction, and lat2 is the latitude of a point in the four-dimensional track data on the aircraft. The difference between the latitude of the midpoint of the 4D track data in the ATC instruction and the latitude of the midpoint of the 4D track data on the aircraft. lon1 is the longitude of a point in the 4D track data in the ATC instruction, and lon2 is the longitude of a point in the 4D track data on the aircraft. The difference between the longitude of the midpoint of the 3D track data and the longitude of the midpoint of the 4D track data on the aircraft, R is the radius of the earth;

[0023] The distance formula between the altitude in the 4D trajectory data in the ATC instruction and the altitude in the 4D trajectory data on the aircraft is: ,

[0024] Wherein, h1 is the altitude in the 4D trajectory data in the air traffic control instruction, and h2 is the altitude in the 4D trajectory data on the aircraft;

[0025] The distance formula between the time dimension of the four-dimensional trajectory data in the air traffic control instruction and the time dimension of the four-dimensional trajectory data on the aircraft is: ,

[0026] Wherein, t1 is the time in the four-dimensional trajectory data in the air traffic control instruction, t2 is the time in the four-dimensional trajectory data on the aircraft, and s is the cruising speed of the aircraft.

[0027] Furthermore, the set metric method is used to calculate the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, that is, the intersection of the two sets consisting of the first k elements of the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, the ratio of the intersection size to the current depth, and the average value of the intersection ratio at all depths are calculated in sequence, and the average value of the intersection ratio is quantified as the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, where k is the number of elements iterated in sequence.

[0028] The beneficial effects of the present invention are:

[0029] To improve the safety of air traffic control instructions, the present invention adds safety redundancy to the execution of air traffic control instructions and adds an edge computing method for airborne equipment, which is a beneficial complement to the centralized data computing method of ground air traffic control. A rigorous inspection process is used to analyze the integrity, continuity, correctness, and rationality of the data layer by layer to ensure the accuracy of the final inspection calculation results. An algorithm is used to calculate the distance between the four-dimensional trajectory data in the air traffic control instruction sent by the ground air traffic control system and the four-dimensional trajectory data calculated by the system on the aircraft. The accuracy of the four-dimensional trajectory in the air traffic control instruction is determined based on the distance. The scheduling order data in the air traffic control instruction and the scheduling order data on the aircraft are compared one by one using a set metric method. The consistency of the scheduling order in the air traffic control instruction is determined based on the number of different bits. Based on the two comparison results of the accuracy of the four-dimensional trajectory and the consistency of the scheduling order, it is determined whether the received air traffic control instruction can be executed while ensuring flight safety. If it can be executed, the instruction is directly transmitted to the aircraft's flight control system for further execution. If it cannot be executed, the air traffic control system is informed that the instruction cannot be executed and the air traffic control system is requested to resend the instruction. The present invention ensures aviation safety during the execution of air traffic control instructions and the safety and reliability of air traffic control instructions by performing layer-by-layer checks on whether air traffic control instructions can be safely executed. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 The present invention is a flow chart of a method for safety inspection on an aircraft according to air traffic control instructions. DETAILED DESCRIPTION

[0031] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0032] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0033] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0034] like Figure 1 As shown, the present invention provides an on-board safety inspection method for air traffic control instructions. Step 1: Check the data integrity in the air traffic control instructions and determine whether the position information, speed information, and four-dimensional track information in the air traffic control instructions are complete data. When the data integrity rate is greater than the complete set value, step 2 is executed. Otherwise, the situation is fed back to the ground air traffic control system.

[0035] Step 2: Check the data continuity in the air traffic control command to determine whether the position information and speed information in the air traffic control command are continuous and normal data. If the data continuity rate is greater than the continuous set value, execute step 3; otherwise, feedback the situation to the ground air traffic control system;

[0036] Step 3: Check the data correctness in the air traffic control command and determine whether the position information and speed information in the air traffic control command are correct data. If the data correctness is greater than the correct set value, execute step 4; otherwise, feedback is sent to the ground air traffic control system.

[0037] Step 4: Check the rationality of the data in the air traffic control instruction and determine whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are faulty data. If the data rationality rate is less than the reasonable set value, execute step 5; otherwise, feedback will be given to the ground air traffic control system;

[0038] Step 5: Check the feasibility of the ATC instruction by determining whether the 4D track points in the 4D track information in the ATC instruction and the 4D track points of other aircraft have the same points. If no points are found, proceed to Step 6. If there are points found, and the calculated time interval between the 4D track information in the ATC instruction and the 4D track information of other aircraft reaching the same point is greater than the conflict setting value, proceed to Step 6. Otherwise, feedback is sent to the ground ATC system.

[0039] Step 6: Check the consistency of the air traffic control instructions. If the calculated distance between the four-dimensional trajectory data in the air traffic control instructions and the four-dimensional trajectory data on the aircraft, and the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft are both within the set range, the instructions are consistent and the aircraft executes the air traffic control instructions. Otherwise, the instructions are inconsistent and the situation will be fed back to the ground air traffic control system.

[0040] Furthermore, in step 1, determining whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are complete data further includes: the position information includes longitude, latitude, and altitude; the four-dimensional track information includes longitude, latitude, altitude, and time; when the detected position information, speed information, and four-dimensional track information are all within a set range, the data is complete; otherwise, the data is incomplete;

[0041] Data integrity rate = number of complete data / (number of complete data + number of incomplete data).

[0042] Furthermore, in step 2, determining whether the position information and speed information in the air traffic control instruction are continuous normal data further includes determining that the detected position information and speed information are continuous normal data if both are within a set range, and continuous abnormal data otherwise;

[0043] Data continuity rate = number of continuous normal data / (number of continuous normal data + number of continuous abnormal data).

[0044] Furthermore, determining whether the data of the position information and the speed information in the air traffic control instruction are correct data in step 3 further includes: if the data in the air traffic control instruction contains the correctness index of the position information and the speed information, the detected data of the position information and the speed information are correct data if they are within the correctness index range, otherwise they are erroneous data; if the data in the air traffic control instruction does not contain the correctness index of the position information and the speed information, and the calculated distance and height between the position coordinates of the data in the air traffic control instruction and the position coordinates of the data in the aircraft, and the difference between the speed data in the air traffic control instruction and the speed data in the aircraft are all within the set range, then determining that the data of the position information and the speed information are correct data, otherwise they are erroneous data;

[0045] Data accuracy = number of correct data / (number of correct data + number of incorrect data).

[0046] Furthermore, in step 4, determining whether the position information, speed information, and four-dimensional trajectory information in the air traffic control instruction are fault data further includes determining that the data is normal data when the distance between the calculated position information and the previous frame data, the speed of the calculated frame in the speed information, the position distance between the calculated frame data and the previous frame data, and the time interval between the calculated frame data and the previous frame data in the four-dimensional trajectory information are all within a set range; otherwise, the data is fault data;

[0047] Data rationality rate = number of faulty data / (number of faulty data + number of normal data).

[0048] Furthermore, the distance formula between the 4D track data in the ATC instruction and the 4D track data on the aircraft is: ,

[0049] Wherein, d1 is the distance between the midpoint of the 4D trajectory data in the ATC instruction and the point of longitude and latitude in the 4D trajectory data on the aircraft, d2 is the distance between the altitude in the 4D trajectory data in the ATC instruction and the altitude in the 4D trajectory data on the aircraft, and d3 is the distance between the time dimension in the 4D trajectory data in the ATC instruction and the time dimension in the 4D trajectory data on the aircraft;

[0050] The distance formula between the midpoint of the 4D track data in the ATC instruction and the longitude and latitude point in the 4D track data on the aircraft is: ,

[0051] Among them, lat1 is the latitude of a point in the four-dimensional track data in the air traffic control instruction, and lat2 is the latitude of a point in the four-dimensional track data on the aircraft. The difference between the latitude of the midpoint of the 4D track data in the ATC instruction and the latitude of the midpoint of the 4D track data on the aircraft. lon1 is the longitude of a point in the 4D track data in the ATC instruction, and lon2 is the longitude of a point in the 4D track data on the aircraft. The difference between the longitude of the midpoint of the 3D track data and the longitude of the midpoint of the 4D track data on the aircraft, R is the radius of the earth;

[0052] The distance formula between the altitude in the 4D trajectory data in the ATC instruction and the altitude in the 4D trajectory data on the aircraft is: ,

[0053] Wherein, h1 is the altitude in the 4D trajectory data in the air traffic control instruction, and h2 is the altitude in the 4D trajectory data on the aircraft;

[0054] The distance formula between the time dimension of the four-dimensional trajectory data in the air traffic control instruction and the time dimension of the four-dimensional trajectory data on the aircraft is: ,

[0055] Wherein, t1 is the time in the four-dimensional trajectory data in the air traffic control instruction, t2 is the time in the four-dimensional trajectory data on the aircraft, and s is the cruising speed of the aircraft.

[0056] Furthermore, the set metric method is used to calculate the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, that is, the intersection of the two sets consisting of the first k elements of the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, the ratio of the intersection size to the current depth, and the average value of the intersection ratio at all depths are calculated in sequence, and the average value of the intersection ratio is quantified as the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, where k is the number of elements iterated in sequence.

[0057] Example

[0058] like Figure 1As shown, the present invention proposes providing an onboard program for checking air traffic control instructions without affecting operational efficiency. This program uses sensors and communication modules on the aircraft to understand the environmental conditions surrounding the aircraft. By calculating the environmental conditions data surrounding the aircraft, it calculates the aircraft's safe area and safe navigation route. This calculation result is used to check whether received air traffic control instructions can be executed while ensuring flight safety. The safety checking method for air traffic control instructions on an aircraft is as follows:

[0059] Step 1: Check the data integrity of the air traffic control instructions and determine whether the position information, speed information, and four-dimensional track information in the air traffic control instructions are complete data. If the data integrity rate is greater than the complete set value, execute step 2; otherwise, feedback will be sent to the ground air traffic control system;

[0060] Furthermore, in step 1, determining whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are complete data further includes: the position information includes longitude, latitude, and altitude; the four-dimensional track information includes longitude, latitude, altitude, and time; when the detected position information, speed information, and four-dimensional track information are all within a set range, the data is complete; otherwise, the data is incomplete;

[0061] Data integrity rate = number of complete data / (number of complete data + number of incomplete data).

[0062] Position information includes longitude, latitude, and altitude. Check whether longitude is within the range of -180 to 180 degrees, latitude is within the range of -90 to 90 degrees, and altitude is between the current ground level and the maximum altitude the aircraft can reach. Speed ​​information also checks whether it is within the aircraft's performance speed range. Four-dimensional track information includes longitude, latitude, altitude, and time. Check whether longitude is within the range of -180 to 180 degrees, and latitude is within the range of -90 to 90 degrees. Data that meets the set range conditions is considered complete; data that does not meet the set range conditions is considered incomplete.

[0063] When the integrity rate is greater than the complete set value (99.508%), you can proceed to the next step.

[0064] Step 2: Check the data continuity in the air traffic control command to determine whether the position information and speed information in the air traffic control command are continuous and normal data. If the data continuity rate is greater than the continuous set value, execute step 3; otherwise, feedback the situation to the ground air traffic control system;

[0065] Furthermore, in step 2, determining whether the position information and speed information in the air traffic control instruction are continuous normal data further includes determining that the detected position information and speed information are continuous normal data if both are within a set range, and continuous abnormal data otherwise;

[0066] Data continuity rate = number of continuous normal data / (number of continuous normal data + number of continuous abnormal data).

[0067] The received position or speed data is usually limited to 15 seconds. If it exceeds 15 seconds, it is considered a continuous abnormality. Data received within 15 seconds is considered continuous normal data.

[0068] When the continuity rate is greater than the continuous setting value (99.508%), you can proceed to the next step.

[0069] Step 3: Check the data correctness in the air traffic control command and determine whether the position information and speed information in the air traffic control command are correct data. If the data correctness is greater than the correct set value, execute step 4; otherwise, feedback is sent to the ground air traffic control system.

[0070] Furthermore, determining whether the data of the position information and the speed information in the air traffic control instruction are correct data in step 3 further includes: if the data in the air traffic control instruction contains the correctness index of the position information and the speed information, the detected data of the position information and the speed information are correct data if they are within the correctness index range, otherwise they are erroneous data; if the data in the air traffic control instruction does not contain the correctness index of the position information and the speed information, and the calculated distance and height between the position coordinates of the data in the air traffic control instruction and the position coordinates of the data in the aircraft, and the difference between the speed data in the air traffic control instruction and the speed data in the aircraft are all within the set range, then determining that the data of the position information and the speed information are correct data, otherwise they are erroneous data;

[0071] Data accuracy = number of correct data / (number of correct data + number of incorrect data).

[0072] When receiving navigation data, the device sending it verifies the accuracy of the position and speed information, generating a position and speed accuracy index. This accuracy is then sent along with the navigation data and judged based on the accuracy index. If the accuracy index is not received, the accuracy is determined by comparing it with the aircraft's onboard data source.

[0073] Comparison method with the aircraft's onboard data source: Position information: Determinism is satisfied when the distance between the calculated position coordinates in the ATC instruction and the position coordinates in the onboard data source is less than 2 meters and the altitude is less than 1 meter. Failure to meet these conditions indicates inaccuracy. Speed ​​information: Accuracy is satisfied when the difference between the calculated speed data in the ATC instruction and the speed data in the onboard data source is less than 1 meter / s. Failure to meet these conditions indicates inaccuracy. The indicated speed, airspeed, and ground speed within a piece of data must be compared. If all speeds meet accuracy, the data is considered correct.

[0074] When the accuracy rate is greater than the correct set value (95%), you can proceed to the next step.

[0075] Step 4: Check the rationality of the data in the air traffic control instruction and determine whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are faulty data. If the data rationality rate is less than the reasonable set value, execute step 5; otherwise, feedback will be given to the ground air traffic control system;

[0076] Furthermore, in step 4, determining whether the position information, speed information, and four-dimensional trajectory information in the air traffic control instruction are fault data further includes determining that the data is normal data when the distance between the calculated position information and the previous frame data, the speed of the calculated frame in the speed information, the position distance between the calculated frame data and the previous frame data, and the time interval between the calculated frame data and the previous frame data in the four-dimensional trajectory information are all within a set range; otherwise, the data is fault data;

[0077] Data rationality rate = number of faulty data / (number of faulty data + number of normal data).

[0078] When calculating the reasonableness rate of air traffic control instructions for an hour, the position information calculates the distance between the current frame and the previous frame. If it is greater than the aircraft's maximum speed x 1 second, the frame is considered faulty and discarded from subsequent calculations. For speed data, if the current frame's speed is greater than the aircraft's maximum speed, the frame is considered faulty and discarded from subsequent calculations. For 4D trajectory data, the position distance between the current frame and the previous frame is calculated to see if it is greater than the aircraft's maximum speed x 1 hour. The time interval between the current frame and the previous frame is checked to see if it is greater than 24 hours. If either condition holds true, the frame is considered faulty.

[0079] Data rationality rate = (number of faulty data in 1 hour) / (number of all data received in 1 hour)

[0080] When the accuracy rate is less than the reasonable setting value (10e-5), you can proceed to the next step.

[0081] Step 5: Check the feasibility of the ATC instruction by determining whether the 4D track points in the 4D track information in the ATC instruction and the 4D track points of other aircraft have the same points. If no points are found, proceed to Step 6. If there are points found, and the calculated time interval between the 4D track information in the ATC instruction and the 4D track information of other aircraft reaching the same point is greater than the conflict setting value, proceed to Step 6. Otherwise, feedback is sent to the ground ATC system.

[0082] Check whether the 4D track points in the ATC instructions received by this aircraft have the same points as those of other aircraft.

[0083] After finding the same point, compare the arrival time of each aircraft at the two points, in seconds. The time interval between this aircraft and other aircraft arriving at the same point is ,

[0084] T1 is the arrival time of the aircraft at the same point, and T2 is the arrival time of other aircraft at the same point.

[0085] When D < time interval (30s), there is a conflict between the two four-dimensional track points.

[0086] Step 6: Check the consistency of the air traffic control instructions. If the calculated distance between the four-dimensional trajectory data in the air traffic control instructions and the four-dimensional trajectory data on the aircraft, and the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft are both within the set range, the instructions are consistent and the aircraft executes the air traffic control instructions. Otherwise, the instructions are inconsistent and the situation will be fed back to the ground air traffic control system.

[0087] Furthermore, the distance formula between the 4D track data in the ATC instruction and the 4D track data on the aircraft is: ,

[0088] Wherein, d1 is the distance between the midpoint of the 4D trajectory data in the ATC instruction and the point of longitude and latitude in the 4D trajectory data on the aircraft, d2 is the distance between the altitude in the 4D trajectory data in the ATC instruction and the altitude in the 4D trajectory data on the aircraft, and d3 is the distance between the time dimension in the 4D trajectory data in the ATC instruction and the time dimension in the 4D trajectory data on the aircraft;

[0089] The algorithm calculates the distance between the four-dimensional trajectory data received by the ground air traffic control system and the four-dimensional trajectory data calculated by the aircraft's onboard system. The acceptable range is within 30 meters.

[0090] The distance formula between the midpoint of the 4D track data in the ATC instruction and the longitude and latitude point in the 4D track data on the aircraft is: ,

[0091] Among them, lat1 is the latitude of a point in the four-dimensional track data in the air traffic control instruction, and lat2 is the latitude of a point in the four-dimensional track data on the aircraft. The difference between the latitude of the midpoint of the 4D track data in the ATC instruction and the latitude of the midpoint of the 4D track data on the aircraft. lon1 is the longitude of a point in the 4D track data in the ATC instruction, and lon2 is the longitude of a point in the 4D track data on the aircraft. The difference between the longitude of the midpoint of the 3D track data and the longitude of the midpoint of the 4D track data on the aircraft, R is the radius of the earth;

[0092] The distance formula between the altitude in the 4D trajectory data in the ATC instruction and the altitude in the 4D trajectory data on the aircraft is: ,

[0093] Wherein, h1 is the altitude in the 4D trajectory data in the air traffic control instruction, and h2 is the altitude in the 4D trajectory data on the aircraft;

[0094] The distance formula between the time dimension of the four-dimensional trajectory data in the air traffic control instruction and the time dimension of the four-dimensional trajectory data on the aircraft is: ,

[0095] Wherein, t1 is the time in the four-dimensional trajectory data in the air traffic control instruction, t2 is the time in the four-dimensional trajectory data on the aircraft, and s is the cruising speed of the aircraft.

[0096] The time dimension is unified as a double data format for timestamps. t1 and t2 are both double data format values ​​for the time dimension. Calculate the difference between the two times in seconds. The aircraft's cruising speed s is in meters per second.

[0097] Furthermore, the set metric method is used to calculate the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, that is, the intersection of the two sets consisting of the first k elements of the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, the ratio of the intersection size to the current depth, and the average value of the intersection ratio at all depths are calculated in sequence, and the average value of the intersection ratio is quantified as the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft, where k is the number of elements iterated in sequence.

[0098] As shown in Table 1, starting with the first element, the intersection of the two sets of elements is calculated, along with the ratio of the intersection size to the current depth. k is the number of elements to iterate over. Once the intersection ratios at different depths are calculated, the distribution of the intersection ratios is used to quantify the similarity between the two lists, and the average intersection ratio is calculated. The average intersection ratio in Table 1 is 4 / 5 = 0.8, which gives a sorting similarity of 80%. Sorting similarity above 80% is considered acceptable.

[0099] Table 1. Quantitative table of the intersection ratio between the scheduling and sorting data in the air traffic control instructions and the scheduling and sorting data on the aircraft

[0100] depth The first k elements of air traffic control instruction data Calculate the first k elements of the data on the machine Intersection Proportion 1 1 2 null 0 2 1,2 2,1 1,2 1 3 1,2,3 2,1,3 1,2,3 1 4 1,2,3,4 2,1,3,4 1,2,3,4 1 5 1,2,3,4,5 2,1,3,4,5 1,2,3,4,5 1

[0101] The distance data and sorting similarity data of the four-dimensional trajectory data will be sent to the ground air traffic control and the aircraft. The air traffic control and the aircraft can confirm the execution of the command based on the data, or automatically return it and proceed to the next step according to the above data standards.

[0102] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for safety inspection on an aircraft under air traffic control instructions, characterized by: Step 1: Check the data integrity of the air traffic control instructions and determine whether the position information, speed information, and four-dimensional track information in the air traffic control instructions are complete data. If the data integrity rate is greater than the complete set value, execute step 2; otherwise, feedback will be sent to the ground air traffic control system; Step 2: Check the data continuity in the air traffic control command to determine whether the position information and speed information in the air traffic control command are continuous and normal data. If the data continuity rate is greater than the continuous set value, execute step 3; otherwise, feedback the situation to the ground air traffic control system; Step 3: Check the data correctness in the air traffic control command and determine whether the position information and speed information in the air traffic control command are correct data. If the data correctness is greater than the correct set value, execute step 4; otherwise, feedback is sent to the ground air traffic control system. Step 4: Check the rationality of the data in the air traffic control instruction and determine whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are faulty data. If the data rationality rate is less than the reasonable set value, execute step 5; otherwise, feedback will be given to the ground air traffic control system; Step 5: Check the feasibility of the ATC instruction by determining whether the 4D track points in the 4D track information in the ATC instruction and the 4D track points of other aircraft have the same points. If no points are found, proceed to Step 6. If there are points found, and the calculated time interval between the 4D track information in the ATC instruction and the 4D track information of other aircraft reaching the same point is greater than the conflict setting value, proceed to Step 6. Otherwise, feedback is sent to the ground ATC system. Step 6: Check the consistency of the air traffic control instructions. When the calculated distance between the four-dimensional trajectory data in the air traffic control instructions and the four-dimensional trajectory data on the aircraft, and the sorting similarity between the scheduling sorting data in the air traffic control instructions and the scheduling sorting data on the aircraft are all within the set range, the instructions are consistent and the aircraft executes the air traffic control instructions. Otherwise, the instructions are inconsistent and the situation is fed back to the ground air traffic control system. Specifically, starting from the first position, the intersection of the two sets consisting of the first k elements of the scheduling sorting data in the air traffic control instructions and the first k elements of the scheduling sorting data on the aircraft is calculated in sequence, as well as the ratio of the intersection size to the current depth k, where k is the number of elements iterated in sequence. Once the intersection ratios at different depths are calculated, the similarity of the two lists is quantified by the distribution of the intersection ratios, and the average value of the intersection ratios is calculated as the sorting similarity.

2. The method for safety inspection on an aircraft according to an air traffic control instruction according to claim 1, characterized in that: In step 1, determining whether the position information, speed information, and four-dimensional track information in the air traffic control instruction are complete data further includes: the position information includes longitude, latitude, and altitude, and the four-dimensional track information includes longitude, latitude, altitude, and time. When the detected position information, speed information, and four-dimensional track information are all within a set range, the data is complete; otherwise, the data is incomplete; Data integrity rate = number of complete data / (number of complete data + number of incomplete data).

3. The method for safety inspection on an aircraft according to an air traffic control instruction according to claim 1, characterized in that: In step 2, determining whether the position information and speed information in the air traffic control instruction are continuous normal data further includes determining that the detected position information and speed information are continuous normal data if both are within a set range, and continuous abnormal data otherwise; Data continuity rate = number of continuous normal data / (number of continuous normal data + number of continuous abnormal data).

4. The method for safety inspection on an aircraft according to an air traffic control instruction according to claim 1, characterized in that: Determining whether the data of the position information and the speed information in the air traffic control instruction are correct data in step 3 further includes: if the data in the air traffic control instruction contains the correctness index of the position information and the speed information, the detected data of the position information and the speed information are correct data if they are within the correctness index range, otherwise they are erroneous data; if the data in the air traffic control instruction does not contain the correctness index of the position information and the speed information, and the calculated distance and height between the position coordinates of the data in the air traffic control instruction and the position coordinates of the data in the aircraft, and the calculated difference between the speed data in the air traffic control instruction and the speed data in the aircraft are all within the set range, then determining that the data of the position information and the speed information are correct data, otherwise they are erroneous data; Data accuracy = number of correct data / (number of correct data + number of incorrect data).

5. The method for safety inspection on an aircraft according to an air traffic control instruction according to claim 1, characterized in that: In step 4, determining whether the position information, speed information, and four-dimensional trajectory information in the air traffic control instruction are fault data further includes determining that the data is normal when the distance between the calculated position information and the previous frame data, the speed of the calculated frame in the speed information, the position distance between the calculated frame data and the previous frame data, and the time interval between the calculated frame data and the previous frame data in the four-dimensional trajectory information are all within a set range; otherwise, the data is fault data; Data rationality rate = number of faulty data / (number of faulty data + number of normal data).

6. The method for safety inspection on an aircraft according to an air traffic control instruction according to claim 1, characterized in that: The distance formula between the 4D track data in the ATC instruction and the 4D track data on the aircraft is: ； Wherein, d1 is the distance between the midpoint of the 4D trajectory data in the ATC instruction and the point of longitude and latitude in the 4D trajectory data on the aircraft, d2 is the distance between the altitude in the 4D trajectory data in the ATC instruction and the altitude in the 4D trajectory data on the aircraft, and d3 is the distance between the time dimension in the 4D trajectory data in the ATC instruction and the time dimension in the 4D trajectory data on the aircraft; The distance formula between the midpoint of the 4D track data in the ATC instruction and the longitude and latitude point in the 4D track data on the aircraft is: ； Where, lat1 is the latitude of a point in the 4D trajectory data in the ATC instruction, lat2 is the latitude of a point in the 4D trajectory data on the aircraft, which is the difference between the latitude of the midpoint of the 4D trajectory data in the ATC instruction and the latitude of the midpoint of the 4D trajectory data on the aircraft, lon1 is the longitude of a point in the 4D trajectory data in the ATC instruction, lon2 is the longitude of a point in the 4D trajectory data on the aircraft, which is the difference between the longitude of the midpoint of the 4D trajectory data in the ATC instruction and the longitude of the midpoint of the 4D trajectory data on the aircraft, and R is the radius of the Earth; The distance formula between the altitude in the 4D track data in the ATC instruction and the altitude in the 4D track data on the aircraft is: ； Wherein, h1 is the altitude in the 4D trajectory data in the air traffic control instruction, and h2 is the altitude in the 4D trajectory data on the aircraft; The distance formula between the time dimension of the four-dimensional trajectory data in the air traffic control instruction and the time dimension of the four-dimensional trajectory data on the aircraft is: ； Wherein, t1 is the time in the four-dimensional trajectory data in the air traffic control instruction, t2 is the time in the four-dimensional trajectory data on the aircraft, and s is the cruising speed of the aircraft.

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