Airport entering and leaving thunderstorm fly-around scheme analysis system based on historical flight paths

Abstract

The invention relates to the technical field of flying around of aircrafts, in particular to an airport entering and leaving thunderstorm flying around scheme analysis system based on historical flight paths. And obtaining a thunderstorm fly-around scheme of the current aircraft at the airport by combining the meteorological data of the specified area in the specified time period in the future and the geographical map information of the airport and the surrounding area. The method has the beneficial effects that through data analysis and processing, the comparison between the flight historical track based on the geographic map and the flight program design standard track is realized, so that the flight fly-around rule under the thunderstorm weather is obtained, and a pre-fly-around scheme reference under the thunderstorm weather is provided for pilots and controllers. A more reasonable and safer fly-around scheme is formulated, and the thunderstorm weather coping capacity is enhanced. The system aims at improving the flight safety, reducing flight delay and cancellation caused by thunderstorm weather and improving the flight punctuality rate.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft fly-around technology, and in particular to an airport approach / departure thunderstorm fly-around scheme analysis system based on historical flight tracks. Background Art

[0002] With the rapid development of the global air transport industry, the operating efficiency and flight safety of airports have become the focus of attention of aviation management departments and airlines in various countries. Especially in special weather conditions such as thunderstorms, the safety of aircraft flights is more difficult to guarantee. At present, it is through manual collaboration between pilots and air traffic management departments. Pilots use airborne weather radars and controllers use meteorological observation equipment to manually monitor thunderstorm conditions. After that, according to the location and intensity of the thunderstorm, the two sides communicate and coordinate, and jointly negotiate to plan a safe detour route to avoid the thunderstorm area. If necessary, the two sides will also conduct multiple route adjustments based on weather changes. Due to errors and delays in manual docking, at the moment when every second counts for aircraft takeoff and landing, the slightest error or the choice of the wrong flight plan will lead to accidents. Therefore, how to choose a reasonable aircraft detour plan is a problem that needs to be solved urgently. Summary of the invention

[0003] 1. Technical issues to be resolved

[0004] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides an airport approach and departure thunderstorm detour plan analysis system based on historical flight tracks, which solves the technical problem of selecting detour plans for aircraft approach and departure in severe weather such as thunderstorms.

[0005] (II) Technical solution

[0006] In order to achieve the above object, the main technical solutions adopted by the present invention include:

[0007] In a first aspect, an embodiment of the present invention provides an airport approach and departure thunderstorm detour plan analysis system based on historical flight tracks, characterized in that it includes:

[0008] A historical track data collection and processing module, used to obtain the historical track data from multiple data sources and perform preprocessing to obtain a track data body in the same format with noise removed and integrity;

[0009] A standard flight procedure data collection module is used to obtain the aircraft procedure design track data of the current aircraft and the actual flight track data of the current aircraft according to the airport chart data; and compare the aircraft procedure design track data with the actual flight track data to obtain standardized flight procedure data;

[0010] Meteorological data collection module, used to obtain real-time meteorological data of a specified area within a specified time period in the future;

[0011] A geographic map information processing module, used to obtain geographic map information of the airport and surrounding areas;

[0012] The detour plan analysis module is used to obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport based on the track data body, the standardized flight procedure data, the meteorological data and the geographic map information.

[0013] The embodiment of the present invention proposes an airport approach and departure thunderstorm detour plan analysis system based on historical tracks, which compares the track data body of the same format with the aircraft program design track data after noise removal and integrity, and combines the meteorological data of the specified area in the future specified time period and the geographical map information of the airport and the surrounding area to obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport. Its beneficial effect is that through data analysis and processing, the comparison between the flight historical track based on the geographical map and the standard track of the flight program design is realized to derive the law of flight detour in thunderstorm weather, and provide pilots and controllers with a reference for pre-detour plans in thunderstorm weather. It enables them to formulate more reasonable and safe detour plans and enhance the ability to cope with thunderstorm weather. The system aims to improve flight safety, reduce flight delays and cancellations caused by thunderstorm weather, and improve flight punctuality.

[0014] Optionally, the system further comprises:

[0015] Display module; used for real-time display of the meteorological data, the geographic map information and the thunderstorm detour plan of the current aircraft at the airport; the real-time displayed information includes: detour path, speed, altitude; and providing an interactive interface;

[0016] The data storage module stores the real-time displayed information.

[0017] Optionally, the historical track data includes: flight number, take-off time, landing time, and four-dimensional track data;

[0018] The four-dimensional track data includes: data of time dimension, position dimension, altitude dimension and speed dimension;

[0019] The historical track data collection and processing module is specifically used to: obtain the historical track data of at least two years from airlines and airport management systems, and filter all the historical track data and convert them into a specified format; align the time period data of the historical track data converted into the specified format to obtain the track data body.

[0020] Optionally, the aircraft procedure design track data of the current aircraft includes: standard approach and departure paths, procedure turning points, flight altitude and speed limit data, maximum speed limit in the departure phase, and climb angle;

[0021] The standard flight procedure data collection module is specifically used to unify the units and formats of the altitude, longitude and latitude, and distance coordinates in the standard flight procedure and the altitude, longitude and latitude, and distance coordinates of the current aircraft's track data into a state consistent with the units and formats in the geographic map information.

[0022] The meteorological data includes: the range, location, moving direction and duration of thunderstorms in a specified area within a specified time period in the future; the geographic map information includes: topography, landforms, approach information, departure information, approach procedures and airport runways.

[0023] Optionally, the flight-around solution analysis module is specifically used to:

[0024] Compare the flight altitude comparison method, the track comparison method and the speed comparison method to obtain the comparison result, and obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport based on the comparison result, meteorological data and track data body;

[0025] Wherein, the comparison according to the flight altitude comparison method includes:

[0026] Determine, based on the aircraft performance and aerodynamic thresholds of the current aircraft, the difference between the altitude of the corresponding approach and departure segment points in the actual flight track data and the altitude of the relevant segment points in the flight procedure design;

[0027] Specifically, assuming that the flight altitude upper limit value set at the entry and departure segment point is H up , the lower limit is H low , then the height h of the point flying over the segment in the actual flight track data should satisfy H low≤ h ≤ H up Otherwise, the actual flight path described in this segment does not meet the requirements, and the segment will be marked with a designated color and prompted;

[0028] Alternatively, assuming that the fixed flight altitude value set at the entry and departure segment point is H fix , then according to the flight and navigation performance characteristics, the height h of the point flying over the segment in the actual flight track should satisfy H fix -50m ≤ h ≤ H fix +50m, otherwise the actual flight path described in this segment does not meet the requirements and the segment will be marked with a designated color and prompted.

[0029] Optionally, the comparing according to the track comparing method includes:

[0030] According to the flight performance and aerodynamic threshold of the current aircraft, compare the spatial position deviation between the actual flight horizontal track and the preset standard flight procedure horizontal track to obtain a comparison result, and according to the comparison result, the meteorological data, and the track data body, obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport;

[0031] Specifically, assuming that the fixed value of the spatial position deviation between the actual flight horizontal track and the preset standard flight procedure horizontal track set at the approach and departure segment points is A, the horizontal position difference between the actual flight horizontal track and the preset standard flight procedure horizontal track should not be greater than A, otherwise the actual flight track of this segment does not meet the requirements, and the segment will be marked with a designated color and prompted.

[0032] Optionally, the comparing according to the speed comparison method includes:

[0033] According to the current flight performance of the aircraft and the aerodynamic threshold, and the speed limit of the airport route, the output aircraft operating speed; according to the aircraft operating speed, the meteorological data, and the track data body, the approach and departure thunderstorm detour plan of the current aircraft at the airport is obtained;

[0034] Specifically, assuming that the maximum speed limit of the airport route is V, the operating speed of the aircraft should not exceed V, otherwise the actual flight track of this section does not meet the requirements, and the section will be marked with a designated color and prompted.

[0035] Optionally, obtaining a thunderstorm detour plan for the current aircraft at the airport based on the comparison result and the meteorological data includes:

[0036] Based on the real-time position of the current aircraft, the weather information and the flight performance parameters, the track data body uses a fuzzy C-means clustering algorithm to obtain a recommended detour path;

[0037] Determine whether the currently recommended detour route can cover all the cloud bodies that need to be detoured in the meteorological information; if so, output the detour route as the optimal detour route;

[0038] Specifically, single outliers in track comparison are removed;

[0039] Step 2: Perform cluster analysis on the historical track data in the track data body based on the fuzzy C-means clustering algorithm to obtain the cluster center, which is the average center track of the historical track;

[0040] Step 3: Based on the current thunderstorm weather data in the meteorological information, the center track is corrected with the average center track as the benchmark and the distance from the cloud body being no less than 8 kilometers;

[0041] Step 4: Based on the correction result, the recommended flight path is formed by fitting.

[0042] The track comparison specifically refers to the comparison result between the historical track and the standard track.

[0043] In a second aspect, an embodiment of the present invention provides an electronic device, comprising a processor and a memory; wherein the memory is used to store a computer program, and the computer program is loaded and executed by the processor to implement the above-mentioned system.

[0044] In a third aspect, an embodiment of the present invention provides a computer-readable storage medium for storing a computer program, wherein the computer program implements the above-mentioned system when executed by a processor.

[0045] (III) Beneficial effects

[0046] The beneficial effects of the present invention are: formulating a more reasonable and safe detour plan and enhancing the ability to cope with thunderstorms. The system aims to improve flight safety, reduce flight delays and cancellations caused by thunderstorms, and improve flight punctuality. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 This is a schematic diagram of application modules of Example 1 of the airport approach and departure thunderstorm detour plan analysis system based on historical flight tracks according to an embodiment of the present invention;

[0048] Figure 2 A system construction flow chart of an airport approach and departure thunderstorm detour plan analysis system based on historical flight tracks according to an embodiment of the present invention;

[0049] Figure 3 This is a system architecture diagram of an airport approach and departure thunderstorm detour plan analysis system based on historical flight tracks according to an embodiment of the present invention; DETAILED DESCRIPTION

[0050] In order to better explain the present invention and facilitate understanding, the present invention is described in detail below through specific implementation modes in conjunction with the accompanying drawings.

[0051] Before describing the embodiment of the present invention in detail, relevant professional terms used in the embodiment are explained again to facilitate those skilled in the art to better understand the embodiment.

[0052] Flying around thunderstorms: In order to avoid entering a thunderstorm area during flight, the aircraft will take a flight route around the thunderstorm area. This operation is to ensure flight safety and comfort, because thunderstorm areas may contain strong turbulence, hail, lightning and other weather phenomena that endanger flight safety.

[0053] Historical track: The track formed by an aircraft flying in three-dimensional space in the past.

[0054] Terminal corridor: refers to the designated entry and exit points for entering the airport terminal control airspace. These corridors are pre-determined air navigation points or landmarks, usually located at the junction of the route and the terminal area, used to guide aircraft to enter and leave the terminal area in an orderly manner. The setting of corridors helps to standardize the entry and exit process of aircraft, reduce air traffic conflicts, and improve airspace utilization efficiency and flight safety.

[0055] Flight procedure: When an aircraft takes off, leaves, or lands near an airport, the direction of the runway is usually inconsistent with the direction of the flight route. It is affected by surrounding buildings, terrain, restricted airspace, and other aircraft in operation. In order to ensure the safety and smoothness of aircraft operations in the air, a reasonable spatial flight route, namely a flight procedure, must be planned for it.

[0056] Approach procedure: It is a part of the flight procedure and refers to the flight route between the aircraft leaving the route at a certain point on the route and flying to the initial approach fix point.

[0057] Approach procedure: It is a part of the flight procedure and is divided into three stages: initial approach, intermediate approach and final approach. The initial approach stage starts from the initial approach fix IAF to the intermediate approach fix IF, the intermediate approach stage starts from the intermediate approach fix IF to the final approach fix FAF, and the final approach stage is from the final approach fix to landing or go-around, collectively referred to as the standard instrument approach procedure (APCH).

[0058] Departure procedure: It is a part of the flight procedure and refers to the flight route of the aircraft from take-off to joining the en-route phase, collectively known as the standard instrument departure procedure (SID).

[0059] Geographic information technology: a technical system that, with the support of computer hardware and software systems, collects, stores, manages, calculates, analyzes, displays and describes relevant geographical distribution data in the entire or part of the earth's surface (including the atmosphere).

[0060] The embodiment of the present invention proposes an airport approach and departure thunderstorm detour plan analysis system based on historical tracks, wherein the approach and departure thunderstorm detour plan of the current aircraft at the airport is obtained by comparing the track data body of the same format with noise removal and integrity with the aircraft program design track data, and combining the meteorological data of the specified area in the future specified time period and the geographical map information of the airport and the surrounding area. Its beneficial effect is that through data analysis and processing, the comparison between the flight historical track based on the geographical map and the standard track of the flight procedure design is realized to derive the law of flight detour in thunderstorm weather, and provide pilots and controllers with a reference for pre-detour plans in thunderstorm weather. It enables them to formulate more reasonable and safe detour plans and enhance the ability to cope with thunderstorm weather. The system aims to improve flight safety, reduce flight delays and cancellations caused by thunderstorm weather, and improve flight punctuality.

[0061] In order to better understand the above technical solution, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a clearer and more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

[0062] Embodiment 1: A system for analyzing airport approach and departure thunderstorm detour plans based on historical flight tracks, comprising:

[0063] The historical track data collection and processing module is used to obtain the historical track data from multiple data sources and perform preprocessing to obtain a track data body in the same format with noise removed and integrity;

[0064] The standard flight procedure data collection module is used to obtain the aircraft procedure design track data of the current aircraft and the actual flight track data of the current aircraft according to the airport chart data; and to compare the aircraft procedure design track data with the actual flight track data to obtain the standardized flight procedure data;

[0065] Meteorological data collection module, used to obtain real-time meteorological data of a specified area within a specified time period in the future;

[0066] A geographic map information processing module is used to obtain geographic map information of the airport and surrounding areas;

[0067] The detour plan analysis module is used to obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport based on the track data body, standardized flight procedure data, meteorological data and geographic map information.

[0068] Reference Figure 1In this embodiment, the historical track data collection and processing module is used to obtain the historical track data from multiple data sources and preprocess them to obtain the track data body of the same format with noise removed and integrity; specifically, the historical data collection and processing is first performed. This module is responsible for obtaining the historical track data of the airport's arrival and departure flights in thunderstorm weather through the data interface, and preprocessing and standardization. The specific functions include 1. Data acquisition: obtaining detailed historical track data from multiple data sources (such as airlines, airport management systems) through the data interface. These data include: flight number, take-off time, landing time, four-dimensional track data (time, position, altitude, speed). 2. Preprocessing: Format conversion: convert data from different sources into a unified format for subsequent processing and analysis; filtering: remove incomplete or erroneous data entries to ensure data integrity; noise elimination: use algorithms to eliminate noise in the data and improve data accuracy. 3. Data standardization: consistency check: ensure the consistency of all data fields for comparison and analysis; data alignment: align data from different time periods for comprehensive analysis.

[0069] In this embodiment, the standard flight procedure data collection module obtains preset airport chart data, and the airport chart data contains the aircraft program design track data of the current aircraft, such as the maximum climb angle of the current aircraft, the standard approach and departure path, the program turning point, the flight altitude and the speed limit. Then, according to the real-time transmission signal transmission device, the actual flight track data of the current aircraft is obtained in real time, and the data are matched one by one, compared and aligned, and the deviation and consistency problems are identified. The method used for comparing, aligning, identifying deviations and consistency problems here is the same as the above-mentioned method for obtaining the historical track data of the airport's approach and departure flights in thunderstorm weather, and performing preprocessing and standardization. It will not be repeated here, and reference can be made to the previous text. Thus, the standard flight procedure data collection module is used to obtain the standard flight procedure data. Integrate the actual flight data and the design track data to provide a basis for subsequent analysis. Through the above steps, the track data collection module provides an accurate and standardized data basis for the analysis of the detour plan, ensuring that the system can reliably analyze the deviation between the historical track and the design program, so as to formulate a reasonable thunderstorm detour plan.

[0070] In this embodiment, the meteorological data acquisition module is responsible for acquiring the airport's historical thunderstorm weather data from data sources such as the lightning system through a data interface, including key information such as the range, location, and movement direction of the thunderstorm.

[0071] The geographic map information processing module in this embodiment is responsible for acquiring and processing geographic map information of the airport and its surrounding areas, including key elements such as topography, landforms, entry / departure / approach procedures, and airport runways. It should be noted that geographic map information is two-dimensional data, that is, plane data, input into the constructed model to become a three-dimensional geographic map. It is the basic data support, which places the longitude and latitude coordinates on the map to form a three-dimensional stereoscopic figure that can be easily viewed by the observer, and serves as the basis for subsequent data comparison.

[0072] The detour analysis module in this embodiment realizes comparative analysis of historical tracks and designed flight procedures based on historical track data, meteorological data and geographic map information. When thunderstorms occur, this module can combine the real-time position of the aircraft, real-time meteorological information and flight performance parameters, and use relevant algorithms and models to give selectable detour paths under current conditions based on historical detour tracks. Combined with geographic information system (GIS) technology, the acquired meteorological data, geographic map information and track data are integrated on a unified analysis platform to form a comprehensive data environment. And a multi-dimensional analysis view of the track is provided to facilitate the discovery of potential rules and anomalies. The aircraft performance parameters here are the maximum climb angle and maximum speed limit of the aircraft. Different aircraft models have different aircraft performance parameters, which are established parameters.

[0073] This embodiment uses data analysis and processing to compare the flight history track based on the geographic map with the standard track of the flight procedure design, so as to obtain the law of flight detours in thunderstorm weather, and provide pilots and controllers with a reference for pre-detour plans in thunderstorm weather. It enables them to formulate more reasonable and safe detour plans and enhance their ability to cope with thunderstorm weather. The system aims to improve flight safety, reduce flight delays and cancellations caused by thunderstorm weather, and improve flight punctuality.

[0074] As an optional embodiment, it also includes:

[0075] Display module; used to display meteorological data, geographic map information and the current aircraft's approach and departure thunderstorm detour plan at the airport in real time; the real-time displayed information includes: detour path, speed, altitude; and provide an interactive interface;

[0076] The data storage module stores the real-time displayed information.

[0077] The display module in this embodiment can graphically display the approach and departure thunderstorm detour plans under historical thunderstorm weather conditions analyzed by the above module on a geographic map, including the presentation of detour paths, speeds, altitudes and other parameters, and provide an interactive interface for controllers to select and view by flight segment.

[0078] At the same time, based on the analysis results of historical flight path data and real-time meteorological information, and by inputting the current aircraft position, altitude and performance limitation parameters, the flight path recommendation function of the above module can provide real-time recommended flight path display.

[0079] The data storage module in this embodiment can centrally store all historical track data, meteorological data, comparative analysis results and real-time recommended detour path data for easy reference.

[0080] At the same time, the detour plan and related data can be transmitted to pilots and controllers through a dedicated network, providing a reference for aircraft to detour during thunderstorms, so that front-line operators can predict the detour plan in advance.

[0081] As an optional embodiment, the historical track data includes: flight number, take-off time, landing time, and four-dimensional track data;

[0082] The four-dimensional track data includes: data of time dimension, position dimension, altitude dimension and speed dimension;

[0083] The historical track data collection and processing module is specifically used to: obtain historical track data within at least two years from airlines and airport management systems, filter all historical track data, and convert them into a specified format; align the time period of the historical track data converted into the specified format to obtain the track data body.

[0084] In this embodiment, the historical track data collection and processing module obtains historical track data within at least two years. There is no special limitation on the year of acquisition. It can be understood that three, four or even longer historical track data can be obtained, converted into a format consistent with the geographic map information, and aligned for subsequent analysis. The methods used for comparison, alignment, identification of deviations and consistency issues are the same as the above-mentioned methods for obtaining the historical track data of arrival and departure flights at the airport in thunderstorm weather, and performing preprocessing and standardization. They will not be repeated here and can be referred to in the previous text.

[0085] As an optional embodiment, the aircraft procedure design track data of the current aircraft includes: standard approach and departure paths, procedure turning points, flight altitude and speed limit data, maximum speed limit in the departure phase, and climb angle;

[0086] The standard flight procedure data collection module is specifically used to unify the units and formats of the altitude, longitude, latitude, and distance coordinates in the standard flight procedure and the altitude, longitude, and distance coordinates of the current aircraft's track data into a state consistent with the units and formats in the geographic map information.

[0087] Meteorological data includes: the range, location, moving direction and duration of thunderstorms in a specified area within a specified time period in the future; geographic map information includes: terrain, landforms, approach information, departure information, approach procedures and airport runways.

[0088] In this embodiment, since the actual data collected by the standard flight procedure data collection module is not from the same port, there will be uneven data units, lengths, and formats. Therefore, it is necessary to unify the units and formats of the collected altitude, longitude and latitude, distance coordinates and the altitude, longitude and latitude, distance coordinates of the current aircraft's track data into a state consistent with the units and formats in the geographic map information to facilitate subsequent analysis and processing.

[0089] As an optional embodiment, the fly-around solution analysis module is specifically used to:

[0090] Compare the flight altitude comparison method, the track comparison method and the speed comparison method to obtain the comparison result, and obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport based on the comparison result, meteorological data and track data body;

[0091] Among them, the comparison based on the flight altitude comparison method includes:

[0092] According to the aircraft performance and aerodynamic threshold of the current aircraft, determine the difference between the altitude of the corresponding approach and departure segment points in the actual flight track data and the altitude of the relevant segment points in the flight procedure design;

[0093] Specifically, assuming that the flight altitude upper limit value set for the arrival and departure segment point is H up The lower limit is H low , then the height h of the point flying over the segment in the actual flight track data should satisfy H low≤ h ≤ H up Otherwise, the actual flight path of this section does not meet the requirements, and the section will be marked with a designated color and prompted;

[0094] Alternatively, assume that the fixed altitude value set for the arrival and departure segment is H fix , then according to the flight and navigation performance characteristics, the height h of the point flying over the segment in the actual flight track should satisfy H fix -50m ≤ h ≤ H fix +50m, otherwise the actual flight path of this section does not meet the requirements and the section will be marked with a designated color and prompted.

[0095] In this embodiment, the selected detour solution needs to be analyzed in combination with the actual situation, that is, it needs to meet the actual standards, such as the comparison of flight altitude. In actual flight, there will be driving errors due to the pilot's personal operation, but in flight, the slightest error will have a great impact, so it is necessary to determine the difference between the altitude of the corresponding approach and departure segment point in the track data and the altitude of the relevant segment point in the flight procedure design in actual flight according to the performance of the current aircraft, such as the maximum climb angle, maximum speed and other restrictions, and the aerodynamic threshold of the aircraft model. It is generally divided into interval restriction type and fixed value type. For the interval restriction type, it is assumed that the upper limit value of the flight altitude set for the approach and departure segment point is H. up , the lower limit is H low , then the height h of the point flying over the segment in the actual flight track data should satisfy H low≤ h ≤ H up Otherwise, the actual flight track of this section does not meet the requirements, and the flight section will be marked with a specified color and prompted; it should be noted that the upper and lower limits of the flight altitude here are manually set, and the upper and lower limits are determined based on actual conditions, such as geographical map information around the airport, site size and other comprehensive factors. The aircraft only needs to fly within this range. If there is an out-of-region flight, the flight section needs to be specially marked, such as red, as a warning to prompt air traffic control personnel to make corresponding adjustments. For the fixed value type, that is, a fixed flight altitude fixed value H is set fix According to the characteristics of the aircraft, such as the maximum climb angle, maximum speed and other restrictions, as well as the navigation accuracy, the height h of the point flying over the flight path should meet H fix -50m ≤ h ≤ H fix +50m. It should be noted that the fixed value of the flight altitude here is also a standard set manually according to the required accuracy, as well as the floating redundancy value. Here, 50m is used as an example. If higher accuracy is required, a more accurate redundancy value can be manually adjusted. There is no special restriction here. Similarly, if the aircraft flies beyond the area, the flight segment needs to be specially marked, such as red, as a warning to prompt air traffic controllers to make corresponding adjustments.

[0096] As an optional embodiment, performing comparison according to the track comparison method includes:

[0097] According to the flight performance and aerodynamic threshold of the current aircraft, the spatial position deviation between the actual flight horizontal track and the preset standard flight procedure horizontal track is compared to obtain the comparison result. According to the comparison result, meteorological data and track data body, the approach and departure thunderstorm detour plan of the current aircraft at the airport is obtained;

[0098] Specifically, assuming that the fixed value of the spatial position deviation between the actual flight horizontal track set at the approach and departure segment point and the preset standard flight procedure horizontal track is A, the horizontal position difference between the actual flight horizontal track and the preset standard flight procedure horizontal track should not be greater than A. Otherwise, the actual flight track of this segment does not meet the requirements and the segment will be marked with a designated color and prompted.

[0099] In this embodiment, during the flight, the horizontal track also needs to be within the preset range, otherwise it will also cause deviation. For example, a fixed deviation value A is preset in the preset standard flight procedure, and the horizontal position difference between the actual flight horizontal track and the preset standard flight procedure horizontal track should not be greater than A. It can be understood that A here is a redundant value in the horizontal direction, and the difference to the left or right of the preset standard flight procedure is not greater than A. Correspondingly, if the deviation exceeds A, that is, it is too far from the standard flight procedure, the flight segment needs to be specially marked, such as red, as a warning to prompt air traffic controllers to make corresponding adjustments.

[0100] As an optional embodiment, performing comparison according to the speed comparison method includes:

[0101] Output the aircraft operating speed based on the current aircraft flight performance and aerodynamic thresholds, as well as the speed limit of the airport route; obtain the current aircraft's approach and departure thunderstorm detour plan at the airport based on the aircraft operating speed, meteorological data, and track data body;

[0102] Specifically, assuming that the maximum speed limit of the airport route is V, the aircraft's operating speed should not exceed V, otherwise the actual flight track of this section does not meet the requirements, and the section will be marked with a designated color and prompted.

[0103] In this embodiment, a speed limit is set, which is based on the speed limit of the airport channel. Since there are multiple channels at the airport and multiple aircraft on each channel, the maximum speed limit V needs to be determined based on the length and width of the channel. The aircraft's operating speed needs to be controlled not to exceed V to ensure driving safety. Similarly, if the aircraft flies beyond the area, the flight segment needs to be specially marked, such as in red, as a warning to prompt air traffic controllers to make corresponding adjustments.

[0104] As an optional embodiment, according to the comparison result and the meteorological data, the thunderstorm detour plan for the current aircraft at the airport is obtained, including:

[0105] Based on the current real-time position, weather information, flight performance parameters and track data of the aircraft, the fuzzy C-means clustering algorithm is used to obtain the recommended detour path;

[0106] Determine whether the currently recommended detour route can cover all the cloud bodies that need to be detoured in the meteorological information; if so, output the detour route as the optimal detour route;

[0107] Specifically, single outliers in track comparison are removed;

[0108] Step 2: Based on the fuzzy C-means clustering algorithm, cluster analysis is performed on the historical track data in the track data body to obtain the cluster center, which is the average center track of the historical tracks;

[0109] Step 3: Based on the current thunderstorm weather data in the meteorological information, the average center track is used as the benchmark, and the center track is corrected with a distance from the cloud body of not less than 8 kilometers;

[0110] Step 4: Based on the correction results, fit the recommended flight path.

[0111] Among them, track comparison specifically refers to the comparison results between historical tracks and standard tracks.

[0112] In this embodiment, since the collected tracks may contain data that deviates from the public track, it is necessary to eliminate the part of the historical track that deviates from the standard track. The fuzzy C-means clustering algorithm obtains the membership of each sample point to all class centers by optimizing the objective function, thereby determining the category of the sample point to achieve the purpose of automatically classifying the sample data. According to the preset fitting degree, for example, the fitting degree is set to 80%, and those that are particularly far from the fitting degree have no reference significance and are directly eliminated as abnormal data. After the average center track is obtained through the fuzzy C-means clustering algorithm, based on the current thunderstorm weather data, the average center track is positioned as the pre-flight path, and the center track is corrected with a distance from the cloud body of not less than 8 kilometers as the standard. According to the correction result, the recommended detour path is formed by fitting.

[0113] In a second aspect, an embodiment of the present invention provides an electronic device, the electronic device comprising a processor and a memory; wherein the memory is used to store a computer program, and the computer program is loaded and executed by the processor to implement the above-mentioned system.

[0114] In a third aspect, an embodiment of the present invention provides a computer-readable storage medium for storing a computer program, and the computer program implements the above-mentioned system when executed by a processor.

[0115] In addition, refer to Figure 2Relying on the above key technical points, the embodiment of the present invention follows the five steps of "demand analysis", "data preparation", "business module", "display storage module" and "use improvement" to simulate and model the airport standard flight track, obstacles, terminal area and airport obstacle restriction surface, etc., and integrate them with the three-dimensional geographic map, and complete the construction of the system by connecting the airport historical flight track, thunderstorm weather information, etc. Through data analysis and processing, the comparison between the flight historical track based on the geographic map and the standard track of the flight procedure design is realized to derive the law of flight detour in thunderstorm weather, and provide pilots and controllers with a reference for pre-detour plans in thunderstorm weather. It enables them to formulate more reasonable and safe detour plans and enhance the ability to cope with thunderstorm weather. The system aims to improve flight safety, reduce flight delays and cancellations caused by thunderstorm weather, and improve flight punctuality.

[0116] At the same time, it is convenient for those skilled in the art to better understand this embodiment. Here, the overall architecture of this embodiment is described. Figure 3 . The whole is divided into a preprocessing layer, a business layer and a display storage layer. The preprocessing layer includes a track data collection module, which is used to collect and process historical track data and standard flight procedure data, a meteorological data acquisition module is used to obtain historical thunderstorm weather data of the airport, and a geographic map information processing module is used to obtain and process the airport and surrounding geographic map information. The business layer includes: a detour plan analysis module, which is used to compare the flight altitude, track and speed of the data integrated in the preprocessing layer and recommend a detour route. The display storage layer includes: a detour plan display module for displaying the path and flight parameters and selecting and viewing the flight segments, and a data storage and transmission module for storage and retrieval. Through the processing of data by the preprocessing layer, the integration and analysis of data by the business layer, and the display and storage of data by the display storage layer, the overall architecture of the embodiment of the present invention is completed.

[0117] In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0118] In the description of this specification, the description of the terms "one embodiment", "some embodiments", "embodiment", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0119] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may alter, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. An airport approach and departure thunderstorm detour plan analysis system based on historical flight tracks, characterized in that: include: A historical track data collection and processing module, used to obtain the historical track data from multiple data sources and perform preprocessing to obtain a track data body of the same format with noise removed and integrity; A standard flight procedure data collection module is used to obtain the aircraft procedure design track data of the current aircraft and the actual flight track data of the current aircraft according to the airport chart data; and compare the aircraft procedure design track data with the actual flight track data to obtain standardized flight procedure data; Meteorological data collection module, used to obtain real-time meteorological data of a specified area within a specified time period in the future; A geographic map information processing module, used to obtain geographic map information of the airport and surrounding areas; The detour plan analysis module is used to obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport based on the track data body, the standardized flight procedure data, the meteorological data and the geographic map information.

2. The system according to claim 1, characterized in that The system further comprises: Display module; used for real-time display of the meteorological data, the geographic map information and the thunderstorm detour plan of the current aircraft at the airport; the real-time displayed information includes: detour path, speed, altitude; and providing an interactive interface; The data storage module stores the real-time displayed information.

3. The system according to claim 1, characterized in that The historical track data includes: flight number, take-off time, landing time, and four-dimensional track data; The four-dimensional track data includes: data of time dimension, position dimension, altitude dimension and speed dimension; The historical track data collection and processing module is specifically used to: obtain the historical track data of at least two years from airlines and airport management systems, and filter all the historical track data and convert them into a specified format; align the time period data of the historical track data converted into the specified format to obtain the track data body.

4. The system according to claim 1, characterized in that The aircraft procedure design track data of the current aircraft includes: standard approach and departure paths, procedure turning points, flight altitude and speed limit data, maximum speed limit in the departure phase, and climb angle; The standard flight procedure data collection module is specifically used to unify the units and formats of the altitude, longitude and latitude, and distance coordinates in the standard flight procedure and the altitude, longitude and latitude, and distance coordinates of the current aircraft's track data into a state consistent with the units and formats in the geographic map information. The meteorological data includes: the range, location, moving direction and duration of thunderstorms in a specified area within a specified time period in the future; the geographic map information includes: topography, landforms, approach information, departure information, approach procedures and airport runways.

5. The system according to claim 1, characterized in that The fly-around solution analysis module is specifically used for: Compare the flight altitude comparison method, the track comparison method and the speed comparison method to obtain the comparison result, and obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport based on the comparison result, meteorological data and track data body; Wherein, the comparison according to the flight altitude comparison method includes: Determine, based on the aircraft performance and aerodynamic thresholds of the current aircraft, the difference between the altitude of the corresponding approach and departure segment points in the actual flight track data and the altitude of the relevant segment points in the flight procedure design; Specifically, assuming that the flight altitude upper limit value set at the entry and departure segment point is H up , the lower limit is H low , then the height h of the point flying over the segment in the actual flight track data should satisfy H low≤ h ≤ H up Otherwise, the actual flight path described in this segment does not meet the requirements, and the segment will be marked with a designated color and prompted; Alternatively, assuming that the fixed flight altitude value set at the entry and departure segment point is H fix , then according to the flight and navigation performance characteristics, the height h of the point flying over the segment in the actual flight track should satisfy H fix -50m ≤ h ≤ H fix +50m, otherwise the actual flight path described in this segment does not meet the requirements and the segment will be marked with a designated color and prompted.

6. The system according to claim 5, characterized in that The comparison according to the track comparison method includes: According to the flight performance and aerodynamic threshold of the current aircraft, compare the spatial position deviation between the actual flight horizontal track and the preset standard flight procedure horizontal track to obtain a comparison result, and according to the comparison result, the meteorological data, and the track data body, obtain the approach and departure thunderstorm detour plan of the current aircraft at the airport; Specifically, assuming that the fixed value of the spatial position deviation between the actual flight horizontal track and the preset standard flight procedure horizontal track set at the approach and departure segment points is A, the horizontal position difference between the actual flight horizontal track and the preset standard flight procedure horizontal track should not be greater than A, otherwise the actual flight track of this segment does not meet the requirements, and the segment will be marked with a designated color and prompted.

7. The system according to claim 6, characterized in that The comparison according to the speed comparison method includes: According to the current flight performance of the aircraft and the aerodynamic threshold, and the speed limit of the airport route, the output aircraft operating speed; according to the aircraft operating speed, the meteorological data, and the track data body, the approach and departure thunderstorm detour plan of the current aircraft at the airport is obtained; Specifically, assuming that the maximum speed limit of the airport route is V, the operating speed of the aircraft should not exceed V, otherwise the actual flight track of this section does not meet the requirements, and the section will be marked with a designated color and prompted.

8. The system according to claim 7, characterized in that The method of obtaining the thunderstorm detour plan for the current aircraft at the airport based on the comparison result and the meteorological data includes: Based on the real-time position of the current aircraft, the weather information and the flight performance parameters, the track data body uses a fuzzy C-means clustering algorithm to obtain a recommended detour path; Determine whether the currently recommended detour route can cover all the cloud bodies that need to be detoured in the meteorological information; if so, output the detour route as the optimal detour route; Specifically, single outliers in track comparison are removed; Step 2: Perform cluster analysis on the historical track data in the track data body based on the fuzzy C-means clustering algorithm to obtain the cluster center, which is the average center track of the historical track; Step 3: Based on the current thunderstorm weather data in the meteorological information, the center track is corrected with the average center track as the benchmark and the distance from the cloud body being no less than 8 kilometers; Step 4: Based on the correction result, the recommended flight path is formed by fitting. The track comparison specifically refers to the comparison result between the historical track and the standard track.

9. An electronic device, characterized in that: The electronic device comprises a processor and a memory; wherein the memory is used to store a computer program, and the computer program is loaded and executed by the processor to implement the system according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: Used to store a computer program, which, when executed by a processor, implements the system according to any one of claims 1 to 7.

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