An aircraft diversion path assessment method and apparatus in hazardous weather

Abstract

The present application relates to the technical field of air traffic control, in particular to an aircraft rerouting path evaluation method and device under dangerous weather. Mainly includes: planning at least two rerouting paths; calculating economic evaluation index according to fuel quantity; calculating safety evaluation index according to dangerous area passed by the rerouting path; calculating conflict evaluation index according to flight conflict times between the aircraft and other aircraft; calculating coordination evaluation index according to the number of handover of flight control responsibility; calculating the comprehensive evaluation index of each rerouting path by weighting according to one or more of the economic evaluation index, the safety evaluation index, the conflict evaluation index and the coordination evaluation index, and evaluating all rerouting paths according to the comprehensive evaluation index. The present application can construct a comprehensive evaluation model, evaluate the rerouting paths obtained by different algorithms under the same condition, and provide the optimal path result under the same evaluation index for the controller.

Description

Technical Field

[0001] The present invention relates to the field of aviation control technology, and in particular to a method and device for evaluating an aircraft rerouting path under dangerous weather conditions. Background Art

[0002] With the rapid development of the aviation industry, air traffic volume has increased annually, leading to a significant number of flight delays. Hazardous weather, a significant factor affecting aircraft operational safety, has become a major cause of flight delays. To improve airspace utilization, ensure aircraft flight safety, and reduce flight delays during hazardous weather conditions, numerous researchers have conducted research in recent years on aircraft rerouting techniques. These include various rerouting path planning methods based on polygons, networks, visibility graphs and weights, existing waypoints, ant colony algorithms, and artificial potential fields.

[0003] Since ensuring safe aircraft operations is the primary responsibility of air traffic control bureaus, airlines, and airports, using methods for rerouting aircraft in hazardous weather to incorrectly plan a route can result in severe economic losses and even endanger lives. However, existing technologies lack the ability to effectively evaluate rerouting paths planned using different methods, making it difficult for air traffic controllers to choose the right one. Consequently, in most cases, aircraft choose to circle or wait at the airport to avoid the effects of hazardous weather, and these algorithms are rarely used in practice.

[0004] In view of this, how to overcome the defects of the existing technology and solve the problem that the existing technology cannot effectively evaluate the rerouting path is a problem to be solved in this technical field. Summary of the Invention

[0005] In response to the above defects or improvement needs of the prior art, the present invention solves the problem in the prior art that the rerouting path cannot be effectively evaluated.

[0006] The embodiment of the present invention adopts the following technical solutions:

[0007] In a first aspect, the present invention provides a method for evaluating an aircraft rerouting path under dangerous weather conditions, specifically comprising: planning at least two rerouting paths based on the current position of the aircraft and weather forecast results; calculating a first amount of fuel required for the aircraft to avoid dangerous weather by holding in the air in combination with the weather forecast results, and calculating a second amount of fuel consumed by the aircraft flying along the rerouting path, and calculating an economic evaluation index based on the first amount of fuel and the second amount of fuel; obtaining the level of dangerous weather and the dangerous areas corresponding to each level based on the weather forecast results, and calculating a safety evaluation index based on the dangerous areas passed by the rerouting path; and The flight plans and re-routing paths of other aircraft in the contract area are used to predict the number of flight conflicts between the aircraft and other aircraft when the aircraft adopts the re-routing path, and the conflict evaluation index is calculated based on the number of flight conflicts; in combination with the airspace structure, the original flight path of the aircraft and the re-routing path, the number of transfers of control responsibility when the aircraft adopts the re-routing path is recorded, and the coordination evaluation index is calculated based on the number of transfers; based on one or more of the economic evaluation index, safety evaluation index, conflict evaluation index and coordination evaluation index, a comprehensive evaluation index of each re-routing path is weightedly calculated, and all re-routing paths are evaluated based on the comprehensive evaluation index.

[0008] Preferably, the economic evaluation index is calculated based on the first fuel amount and the second fuel amount, specifically including: when the first fuel amount is greater than the second fuel amount, the value of the economic evaluation index is the ratio of the second fuel amount to the first fuel amount; when the first fuel amount is less than or equal to the second fuel amount, the value of the economic evaluation index is 1.

[0009] Preferably, when the reroute path changes the flight altitude, the calculation of the safety evaluation index specifically includes: three-dimensionally rasterizing the airspace passed by the reroute path, and determining the dangerous area where each grid is located; counting the number of dangerous areas of each level passed by the reroute path, and calculating the safety evaluation index based on the statistical results.

[0010] Preferably, when the rerouting path changes the flight altitude, the calculation of the conflict evaluation index based on the number of flight conflicts specifically includes: obtaining all altitude layers that the rerouting path passes through, and obtaining the flight plans of other aircraft in each altitude layer; determining the number of flight conflicts between the aircraft and other aircraft in each altitude layer based on the flight speed and the flight plan, and calculating the conflict evaluation index based on the sum of the number of flight conflicts in all altitude layers.

[0011] Preferably, the calculation of the coordination evaluation index based on the number of handovers specifically includes: obtaining the maximum number of handovers for all rerouting paths under the same conditions; when the maximum number of handovers is not 0, the value of the coordination evaluation index is the ratio of the number of handovers to the maximum number of handovers; when the maximum number of handovers is 0, the value of the economic evaluation index is 0.

[0012] Preferably, the weighting calculation is used to calculate the comprehensive evaluation index of each diversion path, and specifically includes: taking the weighted sum of the economy evaluation index, the safety evaluation index, the conflict evaluation index and the coordination evaluation index as the comprehensive evaluation index; and the diversion path with the minimum value of the comprehensive evaluation index is the optimal diversion path.

[0013] Preferably, the flight conflict times between the aircraft and other aircraft when the aircraft flies along the diversion path are predicted according to the flight plans of the other aircraft in the same region and the diversion path, and the conflict evaluation index is calculated according to the flight conflict times, and the method further includes: predicting the first flight conflict times between the aircraft and other aircraft when the aircraft flies along the diversion path according to the flight plans of the other aircraft in the same region and the diversion path; predicting the second flight conflict times between the aircraft and birds when the aircraft flies along the diversion path according to the flight probability of the birds in the same region; and calculating the conflict evaluation index according to the sum of the first conflict times and the second conflict times.

[0014] Preferably, the second flight conflict times between the aircraft and birds when the aircraft flies along the diversion path are predicted according to the bird movement data, and specifically include: solving the reachable set of the flight probability of the birds in the flight time of the diversion path according to the bird movement data; establishing an aircraft Reich model, and obtaining the second flight conflict times by intersecting the reachable set and the Reich model.

[0015] In a second aspect, the present application provides an aircraft diversion path evaluation device in dangerous weather, and specifically includes: at least one processor and a memory, the at least one processor and the memory are connected through a data bus, the memory stores instructions executable by the at least one processor, and the instructions are used to complete the aircraft diversion path evaluation method in dangerous weather in the first aspect after being executed by the processor.

[0016] In a third aspect, the present application further provides a non-volatile computer storage medium, and the computer storage medium stores computer executable instructions, the computer executable instructions are executed by one or more processors, and are used to complete the method in the first aspect.

[0017] In a fourth aspect, a chip is provided, and the chip includes: a processor and an interface, which are used to call and run a computer program stored in a memory, and execute the method in the first aspect.

[0018] In a fifth aspect, a computer program product including instructions is provided, and when the instructions are executed on a computer or a processor, the computer or the processor executes the method in the first aspect.

[0019] Compared with the existing technology, the beneficial effects of the present invention are: starting from the indicators of economy, safety, conflict, coordination and other indicators of the rerouting path, a comprehensive evaluation model is constructed to evaluate the rerouting paths obtained by different algorithms under the same conditions, and the optimal path results under the same evaluation indicators are provided to the controller, providing a basis for selecting a safe and reasonable rerouting path, and effectively promoting the application of the rerouting path in practice. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] To more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments of the present invention. Obviously, the drawings described below are only some embodiments of the present invention. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0021] Figure 1 A flow chart of a method for evaluating an aircraft rerouting path in hazardous weather provided by an embodiment of the present invention;

[0022] Figure 2 This is a diagram showing the danger level of thunderstorm weather;

[0023] Figure 3 A schematic diagram of the safety evaluation index calculation process in the method provided in an embodiment of the present invention;

[0024] Figure 4 A schematic diagram of the coordination evaluation index calculation process in the method provided in an embodiment of the present invention;

[0025] Figure 5 This is a schematic diagram of the calculation process of the conflict evaluation index when changing careers;

[0026] Figure 6 A schematic diagram of the Reich model of an aircraft used in the method provided in an embodiment of the present invention;

[0027] Figure 7 A schematic diagram of the structure of a device for evaluating an aircraft rerouting path in dangerous weather conditions provided by an embodiment of the present invention;

[0028] The accompanying drawings are numerals as follows:

[0029] 11: Processor; 12: Memory. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0031] The present invention is an architecture of a specific functional system. Therefore, the specific embodiments mainly illustrate the functional logical relationship between the various structural modules, and do not limit the specific software and hardware implementation methods.

[0032] In addition, the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. The present invention will be described in detail below with reference to the accompanying drawings and embodiments.

[0033] Example 1:

[0034] To ensure safe operation of aircraft in hazardous weather conditions and improve airspace utilization, this embodiment proposes a method for evaluating aircraft rerouting paths in hazardous weather conditions.

[0035] like Figure 1 As shown, the specific steps of the evaluation method provided by the embodiment of the present invention are as follows:

[0036] Step 101: Plan at least two re-route paths based on the current position of the aircraft and weather forecast results.

[0037] In hazardous weather conditions, various rerouting algorithms can be used to plan multiple different rerouting paths. In general, rerouting routes can be categorized into two types: horizontal rerouting and altitude rerouting. A horizontal rerouting avoids hazardous weather conditions at the same altitude level without changing flight altitude. An altitude rerouting avoids hazardous weather conditions by climbing to the relevant altitude level and then descending to the original flight level.

[0038] In this embodiment, a comprehensive evaluation is performed on the rerouting paths generated by different algorithms under the same conditions based on indicators such as economy, safety, conflict, and coordination of the rerouting paths, providing a basis for selecting a safe and reasonable rerouting path.

[0039] In actual implementation, in order to ensure the uniformity of the indicators, the evaluation indicators can be normalized to form negative evaluation indicators.

[0040] Step 102: Based on the weather forecast results, calculate the first amount of fuel required for the aircraft to avoid dangerous weather by holding in the air, and calculate the second amount of fuel consumed by the aircraft by taking the reroute route. Calculate the economic evaluation index based on the first and second fuel amounts.

[0041] When an aircraft encounters hazardous weather during flight, it often resorts to circling and holding in the air. Circling and holding in the air consumes a significant amount of fuel; if a planned reroute path is used, the aircraft will circumvent the hazardous weather, resulting in a longer flight path and increased fuel consumption. If the fuel consumption of the aircraft's chosen reroute path is greater than the fuel consumption of holding in the air, airlines will often choose to hold in the air to avoid hazardous weather. Therefore, in this embodiment, economic efficiency is selected as one of the evaluation indicators for aircraft rerouting in hazardous weather. The economic efficiency is evaluated based on fuel consumption. The lower the fuel consumption of the reroute path, the lower the value of the economic evaluation index, indicating better fuel consumption performance.

[0042] Step 103: Obtain the dangerous weather level and the dangerous area corresponding to each level according to the meteorological forecast results, and calculate the safety evaluation index based on the dangerous area passed by the reroute path.

[0043] Whether the rerouting route is safe in dangerous weather is an important indicator to consider when implementing the rerouting strategy. Figure 2 As shown in the figure, in general navigation scenarios, thunderstorm levels can be divided into 0-6 levels based on the echo level information of the weather radar. When the echo level is greater than or equal to 41dB (i.e., thunderstorm level 3), the aircraft flight will be seriously threatened and flight should be prohibited. At the same time, the higher the thunderstorm level, the greater the threat to the aircraft. In order to ensure the safety of the aircraft when flying along the rerouted path, as shown in the figure, Figure 3 As shown, this embodiment performs a safety assessment based on the path length and hazard level of the thunderstorm area passed by the rerouting path. The shorter the path length and the lower the safety level, the lower the value of the safety evaluation index, indicating better safety performance.

[0044] Step 104: Based on the flight plans and rerouting paths of other aircraft in the same area, the number of flight conflicts between the aircraft and other aircraft when the aircraft adopts the rerouting path is predicted, and a conflict evaluation index is calculated based on the number of flight conflicts.

[0045] The prerequisite for executing a diversion strategy in hazardous weather is that the diversion path does not conflict with the flight paths of other aircraft. If a conflict does occur, the controller will need to coordinate with an aircraft to hold or adjust its flight speed, which will increase the controller's workload. Therefore, in this embodiment, safety is selected as one of the evaluation indicators for aircraft diversion in hazardous weather. The conflictability is evaluated based on the number of flight conflicts. The fewer the number of conflicts, the lower the value of the conflictability evaluation indicator, indicating better performance in terms of conflict resistance.

[0046] Step 105: Based on the airspace structure, the original flight path of the aircraft, and the diverted path, record the number of transfers of control responsibility when the aircraft flies along the diverted path, and calculate the coordination evaluation index based on the number of transfers.

[0047] Air traffic control services are provided by control units or control seats along the flight routes of aircraft. Each control unit or control seat is responsible for one sector. When an aircraft enters the control area of ​​the next control unit from the control area of ​​the previous control unit, the previous control unit needs to transfer the responsibility of the control service to the next control unit. When the rerouting strategy is implemented under dangerous weather conditions, there may be situations where the rerouting path crosses sectors, such as Figure 4 As shown, the original route passed through sectors 1 and 4. Due to hazardous weather, the aircraft needed to change its flight path. The route planned by the rerouting algorithm passes through sectors 1, 3, and 4. If the rerouting path based on this algorithm were used, the number of control handovers with the sector 3 control area would increase, as would the workload of inter-controller coordination, increasing controller workload. Therefore, this embodiment uses coordination as one of the evaluation indicators for aircraft rerouting in hazardous weather. Fewer transfers of control responsibility correspond to lower coordination index values, indicating better coordination performance.

[0048] Step 106: Based on one or more of the economic evaluation index, the safety evaluation index, the conflict evaluation index, and the coordination evaluation index, a weighted comprehensive evaluation index of each rerouting path is calculated, and all rerouting paths are evaluated based on the comprehensive evaluation index.

[0049] In actual implementation, for each rerouting path generated by the algorithm, one or more steps from step 102 to step 105 are executed to obtain one or more evaluation indicators. Other types of evaluation indices can also be calculated based on other factors by referring to the above steps.

[0050] After obtaining all evaluation indicators for each rerouting route, a comprehensive evaluation formula is developed based on the economic, safety, conflict, and coordination factors of all rerouting routes. In practice, each evaluation indicator can be assigned a weight based on its importance in the actual scenario, and the weighted sum of all evaluation indicators can be used as the comprehensive evaluation result.

[0051] Since this embodiment uses a negative evaluation index, the smaller the value of the evaluation index, the better the rerouting effect. Therefore, after obtaining the comprehensive evaluation results of all rerouting paths, the comprehensive evaluation results of all rerouting paths can be compared, and the path with the smallest evaluation result value can be selected as the optimal rerouting path.

[0052] After steps 101 to 106 provided in this embodiment, all planned rerouting paths can be evaluated according to the comprehensive evaluation index, providing a basis for selecting a safe and reasonable rerouting path.

[0053] In actual implementation, it can be achieved through the following specific implementation methods. It can be understood that the specific implementation methods provided in this embodiment are only used to illustrate the specific implementation process of the method in Example 1 in certain specific scenarios, and are not intended to limit the scope of protection.

[0054] Obtain the rerouting paths planned by N different rerouting algorithms under the current aircraft position and dangerous weather conditions, each path is r i ,i∈N, get the i-th rerouting path r i The economy, safety, conflict, coordination and other indicators of the i-th rerouting path r are considered based on a variety of indicators. i Conduct an assessment.

[0055] 1. Economic evaluation indicators.

[0056] When the first fuel amount is greater than the second fuel amount, the value of the economic evaluation index is the ratio of the second fuel amount to the first fuel amount; when the first fuel amount is less than or equal to the second fuel amount, the value of the economic evaluation index is 1.

[0057] Combined with the weather forecast results, calculate the first fuel consumption F required for the aircraft to avoid dangerous weather by holding in the air waite , combined with four-dimensional trajectory prediction technology, calculate the rerouting path r i The second fuel consumed during the flight F waite , and obtain the economic evaluation index

[0058] The calculation method of economic evaluation index is as follows:

[0059]

[0060] in,

[0061]

[0062] F waite =F fwaite ·t waite ;

[0063] Where, Indicates the rth generated by different algorithms under the same conditions i An economic evaluation index for the rerouting route. The smaller the value, the higher the economic efficiency of the rerouting route and the better the route effect. Indicates the rth i Fuel consumption of the diverted route; F waite Indicates the fuel consumption of the aircraft circling and waiting until the dangerous weather disappears; F fcruis It represents the average fuel consumption per minute of the aircraft during the cruise phase; Indicates that the aircraft adopts the rth i The time it takes to fly from the starting point of the route to the end point of the route change; F flimb It indicates the average fuel consumption per minute of the aircraft during the altitude diversion and climb phase; Indicates that the aircraft is at the rth i The total time of the climb phase in the diversion path; F fdecende It indicates the average fuel consumption per minute of the aircraft during the altitude diversion and descent phase; Indicates that the aircraft is at the rth i The total time of the descent phase in the diversion path; F fwaite Indicates the average fuel consumption per minute of the aircraft during the waiting phase; t waite Indicates the time an aircraft circles waiting for dangerous weather to disappear.

[0064] 2. Safety evaluation.

[0065] Calculate the flight distance of the reroute path in each danger zone; when the level of the danger zone is less than the danger threshold, calculate the safety evaluation index based on the flight distance and level of each danger zone; when the level of the danger zone is greater than or equal to the danger threshold, the value of the safety evaluation index is 1.

[0066] According to the weather forecast results, the thunderstorm danger level and the range corresponding to each level are obtained, and the rerouting path r is used to calculate the thunderstorm danger level and the range corresponding to each level. i Safety evaluation index for calculating the danger level of the thunderstorm area passed through

[0067] When performing a horizontal diversion, the safety evaluation index is calculated as follows:

[0068]

[0069] Where, Indicates the rth i A safety evaluation index for the rerouting route. The smaller the value, the higher the safety of the rerouting route and the better the route effect. Indicates the rth i Length of diversion path; Indicates the rth i The distance between the intersection points of the diversion paths and thunderstorm areas of different levels.

[0070] like Figure 3 As shown, the solid line is the original path, the dashed line is the rerouted path, and the dotted line is the edge of each danger zone. The danger levels of the danger zones increase from 1 to 6 from the outside to the inside. d0, d1, d2, and d3 are the intersection points of the rerouted path and the edge of each danger zone, respectively. Indicates di and d j The length between, that is, the length of the diversion path passing through a certain dangerous area, Figure 3 middle: and are the lengths of the reroute path passing through the level 1 danger area, The length of the diversion route passing through the Level 2 danger area; express The hazard zone level of the path.

[0071] When performing a high-altitude reroute, the airspace passed by the reroute path is gridded in three dimensions to determine the dangerous area in each grid. The number of dangerous areas of each level passed by the reroute path is counted, and the safety evaluation index is calculated based on the statistical results. The calculation method of the safety evaluation index is as follows:

[0072]

[0073] Where, Indicates the rth i A safety evaluation index for the rerouting route. The smaller the value, the higher the safety of the rerouting route and the better the route effect. Indicates the rth i The number of grids that a reroute path passes through after being rasterized at the same grid size; Indicates the rth i The thunderstorm level corresponding to the jth grid of the rerouting path.

[0074] In specific implementation, the safety evaluation index calculation of the two diversion methods can be completed through the following process:

[0075] Step 201: Determine the rerouting path r i Is it a level rerouting? If so, go to step 202; if not, go to step 205.

[0076] Step 202: For the horizontal rerouting path r i , obtain the current altitude layer of the aircraft, obtain the radar echo map of the horizontal profile of the altitude layer, and obtain the scope and level of each dangerous area through the radar echo map.

[0077] Step 203: Determine the rerouting path r i Intersections with different hazard areas

[0078] Step 204: According to the rerouting path r i The distance between the intersection points and the level of the dangerous areas is used to calculate the rerouting path r. i safety evaluation indicators.

[0079] Step 205: For the altitude rerouting path r i , change the route to r i The airspace passed through is three-dimensionally rasterized in the form of a cube, the airspace is discretized and divided into cube grid models of different scales, and the cube grid models are three-dimensionally encoded.

[0080] Step 206: Map the 3D radar echo map to the three-dimensional gridded area, and mark the 3D radar echo level in each grid to obtain the range and level of the dangerous area in three-dimensional form.

[0081] Step 206: Count the reroute paths r i The position and number of grids passed from the starting point to the end point, as well as the level of the dangerous area corresponding to the grid passed. Calculate the rerouting path r based on the number of statistical grids and the level of the dangerous area i safety evaluation indicators.

[0082] After steps 201 to 206 provided in this embodiment, safety evaluation indicators in both horizontal rerouting and altitude rerouting modes can be obtained.

[0083] 3. Conflicting evaluation.

[0084] Obtain the maximum number of flight conflicts for all rerouting paths under the same conditions. When the maximum number of flight conflicts is not 0, the value of the conflict evaluation index is the ratio of the number of flight conflicts to the maximum number of flight conflicts for all rerouting paths. When the maximum number of flight conflicts is 0, the value of the conflict evaluation index is 0.

[0085] Combined with other aircraft flight plans and re-routing paths i , using the four-dimensional trajectory prediction technology to predict the aircraft's reroute path r i During flight, whether there is a flight conflict with other aircraft. If there is a conflict, record the expected number of conflicts.

[0086] The calculation method of the conflict evaluation index is as follows:

[0087]

[0088] Where, Indicates the rth generated by different algorithms under the same conditions i A rerouting route conflict evaluation index. The smaller the value, the less conflict the rerouting route has and the better the route effect. Indicates the use of r i The estimated number of conflicts that need to be resolved for each rerouting route; It represents the maximum number of conflicts that need to be resolved for different rerouting paths obtained by N algorithms under the same conditions.

[0089] When performing an altitude diversion, obtain all altitude layers that the diversion path passes through, and obtain the flight plans of other aircraft in each altitude layer; based on the flight speed and flight plan, determine the number of flight conflicts between the aircraft and other aircraft in each altitude layer, and calculate the conflict evaluation index based on the sum of the number of flight conflicts in all altitude layers.

[0090] In specific implementation, the conflict evaluation index calculation of the two diversion methods can be completed through the following process:

[0091] Step 301: Obtain the rerouting path r i The starting point, end point and flight route are used to determine the reroute path r i Is it a level rerouting? If so, go to step 302; if not, go to step 306.

[0092] Step 302: According to the current altitude level of the aircraft, all flight routes within the rerouting path range of the altitude level are obtained.

[0093] Step 303: Determine whether the re-routing path intersects with all flight routes within the re-routing path range of the altitude level; if not, there is no flight conflict and the number of conflicts is zero; if so, go to step 304.

[0094] Step 304: Calculate the number and positions of intersection points and traverse all intersection points;

[0095] Calculate the estimated arrival time t1 of the aircraft at each intersection point based on the latitude and longitude coordinates of each intersection point and the aircraft's flight speed;

[0096] Combining flight planning with four-dimensional trajectory prediction technology, the distance between aircraft that may collide at the intersection at time t1 is predicted. If the distance is less than the safe distance between the two aircraft, it is recorded as a conflict.

[0097] Step 305: After traversing all intersection points, count the number of conflicts.

[0098] Step 306: Obtain the aircraft's reroute path r i The altitude level passed by the flight.

[0099] Step 307: Obtain the rerouting path r i The intersection of each flight altitude layer during the rerouting process is combined with the starting point, end point, and intersection of each flight altitude layer to obtain the route, start point, and end point of the rerouting aircraft at each altitude layer, such as Figure 5 shown.

[0100] Step 308: Traverse each altitude level that the rerouting path passes through, and calculate the starting point and end point of the rerouting path involved in each altitude level according to steps 302 to 305 to obtain the number of conflicts at each altitude level. Add up the number of conflicts at each altitude level to obtain the rerouting path r. i The conflict evaluation index is calculated based on the number of conflicts.

[0101] After steps 301 to 308 provided in this embodiment, conflict evaluation indicators in both horizontal rerouting and altitude rerouting modes can be obtained.

[0102] 4. Coordination evaluation.

[0103] Obtain the maximum number of handovers for all rerouting paths under the same conditions. When the maximum number of handovers is not 0, the value of the coordination evaluation index is the ratio of the number of handovers to the maximum number of handovers. When the maximum number of handovers is 0, the value of the economic evaluation index is 0.

[0104] Combined with the airspace structure, the original flight path of the aircraft and the reroute path i , record the aircraft using the reroute path r i Number of handovers requiring control transfer during flight

[0105] The coordination evaluation index is calculated as follows:

[0106]

[0107] Where, Indicates the rth generated by different algorithms under the same conditions i A coordination evaluation index for the rerouting path. The smaller the value, the better the coordination of the rerouting path and the better the path effect. Indicates the use of r i The estimated number of control transfers required for each diversion route; It represents the maximum number of handovers required for different rerouting paths obtained by N algorithms under the same conditions.

[0108] 5. Comprehensive evaluation indicators.

[0109] The weighted sum of the economic evaluation index, safety evaluation index, conflict evaluation index and coordination evaluation index is used as the comprehensive evaluation index; among them, the rerouting path with the smallest value of the comprehensive evaluation index is the optimal rerouting path.

[0110] Calculate the conflict evaluation index for each rerouting path and coordination evaluation indicators And calculate the comprehensive evaluation index of each rerouting path. Set the weight of each index in the comprehensive evaluation result, that is, ωf 、ω S 、ω C 、ω h , the sum of all weights is 1.

[0111] The details are as follows:

[0112]

[0113] in,

[0114] ω f +ω S +ω C +ω h =1;

[0115] Where, Indicates the rth i Comprehensive evaluation index of the rerouting path, ω f is the weight of the economic index, ω S is the weight of the safety index, ω C is the weight of the conflict index, ω h is the weight of the coordination index.

[0116] The method for evaluating aircraft rerouting paths in hazardous weather conditions provided by this embodiment has the following advantages over existing technologies:

[0117] 1. A model for evaluating aircraft rerouting paths in hazardous weather conditions is proposed. This model comprehensively considers the economy, safety, conflict, and coordination of the rerouting paths, constructs a comprehensive evaluation model, and evaluates the rerouting paths obtained by different algorithms under the same conditions. This model provides controllers with the optimal path results under the same evaluation indicators, providing a basis for selecting safe and reasonable rerouting paths.

[0118] 2. A safety evaluation method is proposed, which takes into account the characteristics of circumventing dangerous weather conditions under different circumstances of horizontal rerouting and altitude rerouting, and constructs safety evaluation index models for the two cases, so as to improve the efficiency and accuracy of safety evaluation under different rerouting methods.

[0119] 3. Considering the conflicts with aircraft under different circumstances of horizontal rerouting and altitude rerouting, a method for calculating the number of conflict resolution times is proposed, which can reasonably predict the expected flight conflicts between the rerouted aircraft and other aircraft and ensure the flight safety of the reroute path.

[0120] 4. Propose an assessment process for aircraft rerouting routes under hazardous weather conditions, taking into account the elements required for calculating evaluation indicators such as economy, safety, conflict, and coordination. Combined with flight planning, four-dimensional trajectory prediction, weather forecasting and other algorithms, the assessment process is refined to implement aircraft rerouting assessment under hazardous weather conditions and provide a comprehensive evaluation of the rerouting route to ensure that the planned route is economical, safe, and reliable, thereby guaranteeing the safety of aircraft transportation.

[0121] Example 2:

[0122] The method for assessing aircraft rerouting paths in hazardous weather conditions provided in Example 1 can be supplemented and adjusted in different specific application scenarios based on usage requirements or actual scenarios. If no conflict exists, one or more of the following technical solutions can be selected and used in combination with the technical solution in Example 1.

[0123] In the method provided in Example 1, the evaluation indicators used in the evaluation, as well as the calculation method of each evaluation indicator, can be selected and adjusted according to actual needs.

[0124] In some scenarios, aircraft may fly over areas with frequent bird activity, potentially threatening them with bird strikes. Therefore, it is necessary to assess the bird strike risk associated with bird flight and incorporate aircraft-bird conflicts into the conflict assessment indicators.

[0125] First, using the method provided in Example 1, the number of first flight conflicts between an aircraft and other aircraft using the diverted route is predicted, taking into account the flight plans and diversion routes of other aircraft in the same area. Then, the number of second flight conflicts between an aircraft using the diverted route and birds is predicted, taking into account the flight probabilities of birds in the same area. A conflict evaluation index is then calculated based on the sum of the first and second conflict counts.

[0126] The number of first flight conflicts with other aircraft is The number of second flight conflicts with birds is The calculation method of the conflict evaluation index is as follows:

[0127]

[0128] Where, Indicates the rth generated by different algorithms under the same conditions i A rerouting route conflict evaluation index. The smaller the value, the less conflict the rerouting route has and the better the route effect. Indicates the use of r i The number of conflicts between the diversion path and other aircraft is expected, Indicates the use of ri The estimated number of conflicts between each reroute and birds; The maximum number of conflicts that need to be resolved for different rerouting paths obtained by N algorithms under the same conditions.

[0129] In specific implementation, the reachable set of bird flight probabilities within the flight time of the reroute path can be solved based on the bird movement data; a Reich model of the aircraft is established, and the intersection of the reachable set and the Reich model is calculated to obtain the second flight conflict number.

[0130] Bird observations are conducted daily within the airport clear zone and within an observation area with a 2km radius centered on the clear zone, using radar, optoelectronics, and manual detection methods. Daily bird information is collected and stored for at least 90 days. The system compiles statistics for the last 90 days, collecting bird species and corresponding movement data such as maximum flight speed, turn radius, and maximum altitude within the clear zone. This data is then stored.

[0131] Through radar, optoelectronic data and other means, the bird species in the area passed by the reroute path are identified, and the identified birds are compared with the stored data to extract the corresponding movement data.

[0132] Because birds' flight is easily affected by external environmental disturbances and the uncertainty of their flight objectives, their flight state exhibits highly nonlinear characteristics. Therefore, birds are a nonlinear system.

[0133] For nonlinear systems, the following formula can be used to express them:

[0134]

[0135] Among them, t is time, x is the state variable of the bird, u is the flight input of the bird, and v is the external interference to the bird.

[0136] Where, let x(t)∈X, u(t)∈U(t),v(t)∈V, X, U(t) and V are all convex sets and compact sets. The sum of the bird's flight input u and the external interference v will not exceed the bird's inherent motion data, so u(t)+v(t)∈U(t).

[0137] The reachable set of bird flight states is defined as:

[0138] R[υ]=R(υ,t0,X0);

[0139] Here, X0 is the initial state, t0 is the system at the initial time, and R[υ] represents the set of states that can be reached at time v, also known as the reachable set. The reachable set reflects the locations that an aircraft can reach at any given time, thereby deriving the range within which an aircraft may be subject to bird interference during a flight conflict.

[0140] The reachable set is a compact convex set. Based on the properties of the reachable set, the problem of solving the reachable set can be transformed into a convex optimization problem.

[0141] Let the support function of the reachable set be:

[0142] ρ(l|X)=max{<l,x> |x∈X};

[0143] Among them, l and x are both vectors.

[0144] According to the properties of convex sets, the reachable set can be expressed by the support function as:

[0145]

[0146] Because bird flight is susceptible to external interference and the guidance of their owners, birds can fly in any direction and exhibit a variety of flight patterns, including straight-line, uniform-speed flight, linear acceleration, deceleration, circular flight, U-turns, landing, and climbing. Horizontal acceleration is greater than vertical acceleration. The reachable range typically represented by an ellipsoidal reachable set exhibits similar characteristics to bird flight. Furthermore, the ellipsoidal model offers low computational complexity, high accuracy, and low conservatism. Therefore, it is suitable for reachable set analysis.

[0147] If the ellipsoid model is used to analyze a nonlinear system, the system needs to be linearized. The linearized system is:

[0148]

[0149] Where x(t)∈X, u(t)∈U(t),v(t)∈V;

[0150] Assume that the reachable set is an ellipsoid, let c x ,M x are the center and boundary of the set, then:

[0151] x∈X=E(c x ,M x );

[0152]

[0153] The support function of a reachable set can be expressed as:

[0154]

[0155] Among them, l∈R[υ], s∈[0,υ]; R[υ] is the set of states that can be reached from the initial time 0 at time t=υ; Φ(t,s) is the system The transfer matrix satisfies And Φ(s,s)=I;

[0156] Assume that the reachable set is an ellipsoid, let c x ,M x is the center and boundary of the set, then x∈X=E(c x ,M x );

[0157]

[0158] The support function can be expressed as<l,x> ≤ <l,c X >+ <l,M X l> 1 / 2 ;

[0159] The support function of the reachable set R[υ] can be further expressed as the initial set, control set, and interference set using center and shape matrices:

[0160]

[0161] Among them, l∈R[υ], s∈[0,υ]; R[υ] is the set of states that can be reached from the initial time 0 at time t=υ; Φ(t,s) is the system The transfer matrix satisfies And Φ(s,s)=I;c x0 is the center of the initial set, M x0 is the boundary of the initial set; U is the flight input set of birds, and V is the interference set of the outside world on birds.

[0162] Since the flight state of the bird is uncertain, the input in the above formula is uncertain and there are external disturbances. For a system with uncertain input, the following formula can be used:

[0163]

[0164] Where A(t)∈A∈I n×n , The elements belong to the real independent space, v(t) is the input, and the input set is

[0165] Therefore, the reachable set of birds in time r can be expressed as the sum of homogeneous solutions and special solutions:

[0166]

[0167] in, is a homogeneous solution of a reachable set, is a special solution of the reachable set, which can be expressed as follows:

[0168]

[0169] in, is the interval exponential matrix e At The p-order over-approximation, F is the correction set, which can be expressed as:

[0170]

[0171] Among them, E(t) is the remainder, which can be expressed as:

[0172]

[0173] In the formula

[0174]

[0175] After obtaining the above reachable set model, the conflict between the reachable set model and the aircraft Reich model is resolved to determine whether birds may pose a threat to the aircraft within time t.

[0176] The Reich model is an aircraft collision model. Figure 6 Assume that the length, wingspan, and height of the aircraft in the route are λx, λy, and λz, respectively. With aircraft A as the center, a cuboid region with a length of 2λx, 2λy, and 2λz in the longitudinal, lateral, and vertical directions, respectively, is created as the aircraft collision layer. When a collision occurs, it means that the bird has entered the aircraft collision layer.

[0177] When the dangerous target is a bird, the separation standards and collision distances between aircraft cannot be applied. Bird strike risk calculation can be performed by constructing collision and proximity layers for aircraft and birds, respectively. The aircraft collision layer is a cuboid centered on aircraft A, with the length, wingspan, and height of the aircraft as the center. A cuboid with a length, width, and height of Sx, Sy, and Sz, centered on aircraft A, is the aircraft proximity layer.

[0178] To analyze the collision risk between birds and aircraft, we construct bird collision and proximity layers. Assuming that aircraft can avoid bird risks by driving away or avoiding them within time r, we define the reachable set R[0,r] of bird B at time r as the bird collision layer. When the bird collision layer lies within the aircraft collision layer, it indicates a dangerous approach and a bird strike risk.

[0179] Taking the reachable set R[0,2r] at time 2r as the bird proximity layer, when the bird proximity layer is outside the aircraft proximity layer, there is no collision risk between aircraft A and bird B; when the bird proximity layer is close to the aircraft proximity layer, the bird strike risk will increase.

[0180] Assume that the aircraft position at time r is (x, y, z), the aircraft collision layer is λ(x, y, z), and the aircraft adjacent layer is S(x, y, z).

[0181] By calculating R[0,r]∩λ(x,y,z), we can calculate whether a bird strike will occur at time r and obtain the bird strike judgment result; by calculating R[0,r]∩S(x,y,z), we can calculate whether birds enter the aircraft proximity layer at time r and obtain the bird strike threat warning result.

[0182] Based on the above calculation results, the number of second flight conflicts between the aircraft and birds during the period of time when the aircraft is flying along the reroute path can be obtained, and the reroute path can be evaluated based on the number of second flight conflicts.

[0183] Example 3:

[0184] Based on the methods for evaluating aircraft rerouting paths in dangerous weather conditions provided in the above-mentioned embodiments 1 and 2, the present invention further provides an apparatus for evaluating aircraft rerouting paths in dangerous weather conditions that can be used to implement the above-mentioned methods, such as Figure 7 FIG. 1 is a schematic diagram of the device architecture of an embodiment of the present invention. The device for evaluating aircraft rerouting paths in dangerous weather conditions in this embodiment includes one or more processors 11 and a memory 12. Figure 7 A processor 11 is taken as an example.

[0185] The processor 11 and the memory 12 may be connected via a bus or other means. Figure 7 The bus connection is taken as an example.

[0186] Memory 12, as a non-volatile computer-readable storage medium for the hazardous weather aircraft reroute path assessment method, can be used to store non-volatile software programs, non-volatile computer-executable programs, and modules, such as the hazardous weather aircraft reroute path assessment method described in Examples 1 and 2. Processor 11 executes the non-volatile software programs, instructions, and modules stored in memory 12 to perform various functional applications and data processing of the hazardous weather aircraft reroute path assessment device, thereby implementing the hazardous weather aircraft reroute path assessment method described in Examples 1 and 2.

[0187] The memory 12 may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state memory device. In some embodiments, the memory 12 may optionally include a memory remotely located relative to the processor 11, and such remote memory may be connected to the processor 11 via a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0188] The program instructions / modules are stored in the memory 12. When executed by one or more processors 11, the method for evaluating the aircraft rerouting path under dangerous weather conditions in the above-mentioned embodiments 1 and 2 is executed. For example, the above-described Figure 1 The steps shown.

[0189] An embodiment of the present invention further provides a non-volatile computer storage medium, wherein the computer storage medium stores computer executable instructions, and the computer executable instructions are executed by one or more processors, for example Figure 7 A processor 11 in the embodiment 1 can enable the one or more processors to execute the aircraft rerouting path assessment method under dangerous weather conditions in embodiment 1 and embodiment 2, for example, executing the above-described Figure 1 The steps shown.

[0190] It is worth noting that the information interaction, execution process, etc. between the modules and units within the above-mentioned devices and systems are based on the same concept as the processing method embodiment of the present invention. The specific content can be found in the description of the method embodiment of the present invention and will not be repeated here.

[0191] Those skilled in the art will understand that all or part of the steps in the various methods of the embodiments can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium, which may include: read-only memory (ROM), random access memory (RAM), a disk or an optical disk, etc.

[0192] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for evaluating aircraft rerouting paths in hazardous weather conditions, characterized in that: include: Plan at least two re-route paths based on the aircraft's current position and weather forecast results; Based on weather forecast results, calculate the first amount of fuel consumed by the aircraft if it were to hold in the air to avoid dangerous weather, and calculate the second amount of fuel consumed by the aircraft if it were to fly a diverted route. Calculate the economic efficiency evaluation index based on the first and second fuel amounts. Based on the weather forecast results, the dangerous weather level and the corresponding dangerous areas for each level are obtained. The safety evaluation index is calculated based on the dangerous areas passed by the reroute route. The safety evaluation index calculation process includes: if the rerouting path is a horizontal rerouting path, obtaining the current altitude layer of the aircraft, obtaining a radar echo map of the horizontal profile of the altitude layer, obtaining the range and level of each danger zone through the radar echo map, determining the intersection points of the rerouting path with different danger zones, and calculating the safety evaluation index of the rerouting path based on the distances between the intersection points of the rerouting path and the different danger zones and the levels of the danger zones; If the rerouting path is a high-altitude rerouting path, the airspace passed by the rerouting path is three-dimensionally gridded in the form of a cube, the airspace is discretized and divided into cube grid models of different scales, and the cube grid models are three-dimensionally encoded; the three-dimensional radar echo map is mapped to the three-dimensional rasterized area, and the three-dimensional radar echo level within each grid is annotated to obtain the range and level of the dangerous area in three dimensions; the position and number of grids passed by the rerouting path from the starting point to the end point, as well as the level of the dangerous area corresponding to the passed grids, are counted; and the safety evaluation index of the rerouting path is calculated based on the number of grids counted and the level of the dangerous area. Combined with the flight plans and rerouting routes of other aircraft in the same area, the number of flight conflicts between the aircraft and other aircraft when the aircraft adopts the rerouting route is predicted, and the conflict evaluation index is calculated based on the number of flight conflicts. Combined with the airspace structure, the original flight path of the aircraft, and the diverted path, record the number of transfers of control responsibility when the aircraft flies along the diverted path, and calculate the coordination evaluation index based on the number of transfers; The weighted sum of economic evaluation index, safety evaluation index, conflict evaluation index and coordination evaluation index is used as the comprehensive evaluation index, and all rerouting paths are evaluated based on the comprehensive evaluation index.

2. The method for evaluating aircraft rerouting paths in hazardous weather conditions according to claim 1, wherein: Calculating the economic performance evaluation index based on the first fuel amount and the second fuel amount specifically includes: When the first fuel amount is greater than the second fuel amount, the value of the economic efficiency evaluation index is the ratio of the second fuel amount to the first fuel amount; When the first fuel amount is less than or equal to the second fuel amount, the value of the economy evaluation index is 1.

3. The method for evaluating aircraft rerouting paths in hazardous weather conditions according to claim 1, wherein: When the reroute path changes the flight altitude, the conflict evaluation index calculated based on the number of flight conflicts specifically includes: Obtain all altitude levels that the re-route path passes through, and obtain the flight plans of other aircraft in each altitude level; The number of flight conflicts between an aircraft and other aircraft at each altitude level is determined based on the flight speed and flight plan, and the conflict evaluation index is calculated based on the sum of the number of flight conflicts at all altitude levels.

4. The method for evaluating aircraft rerouting paths in hazardous weather conditions according to claim 1, wherein: The calculation of the coordination evaluation index based on the number of handovers specifically includes: Get the maximum number of handovers for all rerouting paths under the same conditions; When the maximum value of the number of handovers is not 0, the value of the coordination evaluation index is the ratio of the number of handovers to the maximum value of the number of handovers; When the maximum number of handovers is 0, the value of the economic evaluation index is 0.

5. The method for evaluating aircraft rerouting paths in hazardous weather conditions according to claim 1, wherein: The rerouting path with the smallest comprehensive evaluation index value is the optimal rerouting path.

6. The method for evaluating aircraft rerouting paths in hazardous weather conditions according to claim 1, wherein: The method of combining the flight plans and rerouting routes of other aircraft in the same area, predicting the number of flight conflicts between the aircraft and other aircraft when the aircraft adopts the rerouting route, and calculating the conflict evaluation index based on the number of flight conflicts, further includes: Combined with the flight plans and diversion routes of other aircraft in the same area, the number of first flight conflicts between the aircraft and other aircraft when the aircraft adopts the diversion route is predicted; Combined with the flight probability of birds in the same area, the number of secondary flight conflicts between aircraft and birds when the aircraft adopts a reroute flight path is predicted; A conflict evaluation index is calculated according to the sum of the first conflict number and the second conflict number.

7. The method for evaluating aircraft rerouting paths in hazardous weather conditions according to claim 6, wherein: The predicted number of second flight conflicts between the aircraft and birds when the aircraft adopts the reroute flight path specifically includes: According to the bird movement data, the reachable set of bird flight probability within the flight time of the reroute path is solved; Establish the aircraft Reich model, find the intersection of the reachable set and the Reich model, and obtain the second flight conflict number.

8. An aircraft rerouting path assessment device in hazardous weather conditions, characterized by: The method comprises at least one processor and a memory, wherein the at least one processor and the memory are connected via a data bus, and the memory stores instructions that can be executed by the at least one processor, and after being executed by the processor, the instructions are used to complete the aircraft rerouting path assessment method under hazardous weather conditions according to any one of claims 1 to 7.

9. A non-volatile computer storage medium, characterized in that The computer storage medium stores computer-executable instructions, which are executed by one or more processors to implement the aircraft rerouting path assessment method under hazardous weather conditions as described in any one of claims 1 to 7.

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