Big-data aviation flight control data analysis system

Abstract

The invention, which relates to the technical field of aviation flight control data analysis, discloses a big-data aviation flight control data analysis system comprising a flight data real-time acquisition module, an air route monitoring module, a delayed flight scheduling module and a flight cooperative regulation module. The flight data real-time acquisition module is used for acquiring aviation flight data in real time; the route monitoring module is used for monitoring a flight route; the delayed flight scheduling module is used for analyzing aviation flight data and route intersections; the flight cooperative regulation and control module is used for performing cooperative regulation and control on the delayed flights; the method is used for solving the problems that when an existing aviation flight control data analysis technology is used for controlling delayed flights, channel analysis is not reasonable enough, the delay time of the delayed flights is increased, and economic losses are likely to be caused to airlines and passengers.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation flight control data analysis, and in particular to a big data aviation flight control data analysis system. Background Art

[0002] Aviation flight control data analysis technology refers to a comprehensive technical system that uses modern data analysis methods, artificial intelligence, big data processing and visualization technologies to collect, process, analyze and interpret data related to aviation flight control in order to optimize airspace management, improve flight safety, reduce flight delays and improve operational efficiency.

[0003] In modern aviation control, real-time analysis of flight data is of great significance for improving flight safety, optimizing airspace utilization and reducing airline operating costs. With the rapid development of the aviation industry and the continuous increase in flight traffic, aviation control faces huge challenges. For example, in route management, route conflicts often occur, causing some flights to be delayed. When the existing aviation flight control data analysis technology is used to regulate delayed flights, it is usually necessary to wait for the route to be unobstructed before the delayed flight can be allowed to take off. The regulation will increase the delay time, delay the passengers' time, and cause great losses to airlines and Passengers suffer economic losses, so it is necessary to optimize the regulation of delayed flights. For example, in the Chinese patent application publication number CN117238175A, a departure control method and system are disclosed. This solution only counts, broadcasts and predicts the delay time of delayed flights, but does not consider reasonable regulation of delayed flights to reduce the delay time of delayed flights. The existing aviation flight control data analysis technology is not reasonable enough in analyzing the route when regulating delayed flights, resulting in an increase in the delay time of delayed flights, which is easy to cause economic losses to airlines and passengers. Summary of the invention

[0004] The present invention aims to solve one of the technical problems in the prior art to at least a certain extent, by acquiring aviation flight data in real time, monitoring flight routes, extracting route intersections of intersecting flight routes, and then calculating the swing parameters of the aircraft's flight speed and actual navigation distance based on historical navigation data, and calculating in real time based on the swing parameters whether the delayed flight can be unobstructed after take-off, and then calculating in real time based on the swing parameters whether the delayed flight can take off early by scheduling the delayed flight and flights on intersecting routes if the delayed flight cannot be unobstructed after take-off, and finally coordinating and controlling the delayed flights to solve the problem that the existing aviation flight control data analysis technology is not reasonable in analyzing the route when controlling the delayed flight, resulting in an increase in the delay time of the delayed flight, which is easy to cause economic losses to the airlines and passengers.

[0005] To achieve the above-mentioned purpose, in a first aspect, the present application provides a big data aviation flight control data analysis system, including a flight data real-time acquisition module, an airway monitoring module, a delayed flight scheduling module and a flight collaborative control module; the flight data real-time acquisition module, the airway monitoring module and the flight collaborative control module are respectively connected to the delayed flight scheduling module data; The flight data real-time acquisition module is used to acquire aviation flight data in real time; The route monitoring module is used to monitor the flight routes and extract the route intersection points of intersecting flight routes; The delayed flight scheduling module is used to analyze aviation flight data and route intersections, and schedule delayed flights based on the analysis results; The flight coordinated control module is used to coordinate and control delayed flights.

[0006] Furthermore, the flight data real-time acquisition module is configured with a flight data real-time acquisition strategy, and the flight data real-time acquisition strategy includes: The flight data includes flight position, flight speed, flight route, delay data, take-off time, flight time and arrival time; The delay data includes delayed flights and delayed routes; The flight data is obtained by connecting to the aviation data terminal.

[0007] Furthermore, the route monitoring module is configured with a route monitoring strategy, and the route monitoring strategy includes: The flight route includes a flight layer and a flight line, and the flight line is a code of a preset route; Obtain the delayed route, find the flight route that has a route intersection with the delayed route, and mark it as an intersecting route. The route intersection is the longitude and latitude of the midpoint of the intersection area of ​​the two flight routes; The flight positioning, flight speed, take-off time, navigation time and arrival time of the intersecting routes are monitored in real time, and are named monitoring positioning, monitoring speed, take-off monitoring time, navigation monitoring time and arrival monitoring time respectively.

[0008] Further, the delayed flight scheduling module includes a navigation swing calculation unit, a real-time takeoff calculation unit and a real-time scheduling calculation unit; The navigation swing calculation unit is used to calculate the swing parameters of the flight speed and actual navigation distance of the aircraft based on historical navigation data; The real-time takeoff calculation unit is used to calculate in real time whether the delayed flight can take off unimpeded based on the swing parameters; The real-time scheduling calculation unit is used to calculate in real time based on the swing parameters whether the delayed flight can be scheduled to take off early by scheduling the delayed flight and flights on intersecting routes when the delayed flight cannot be unobstructed after take-off.

[0009] Further, the navigation swing calculation unit is configured with a navigation swing calculation strategy, and the navigation swing calculation strategy includes: Acquire historical navigation data, the navigation data including the duration of the aircraft's flight at the cruising altitude, the average speed, the longitude and latitude of the aircraft when it reaches the cruising altitude, and the longitude and latitude of the aircraft when it leaves the cruising altitude, named cruising duration, cruising speed, cruising start point, and cruising end point in sequence; The distance between the cruise starting point and the cruise ending point is calculated by longitude and latitude distance calculation to obtain the cruise distance; Calculate CS×CD and mark the result as TD, where CS is the cruising time and CD is the cruising speed; Calculate CR / TD and mark the result as the swing parameter, where CR is the cruising distance; A plane rectangular coordinate system is established with the cruising distance as the X-axis and the swing parameter as the Y-axis, named as the distance-swing relationship diagram, and the cruising distance and the swing parameter are entered into the distance-swing relationship diagram; Function regression analysis is performed on the distance swing relationship graph, and the regression function is named the distance swing relationship function.

[0010] Furthermore, the real-time takeoff calculation unit is configured with a real-time takeoff calculation strategy, and the real-time takeoff calculation strategy includes: Get the intersecting routes of the delayed route, number the intersection points of the intersecting routes of the delayed route, and mark them as L in order from near to far from the departure airport n , where n is a non-zero natural number and n is the sequence number of L; The time required for the delayed flight to reach the corresponding flight layer and the corresponding cruising starting point are obtained, which are named as the climb duration and the estimated starting point respectively. The climb duration and the estimated starting point are directly obtained from the historical flight data of the delayed flight; Calculate L by using the latitude and longitude distance calculation method n The distance from the estimated starting point, marked as P n ; P n Substitute the distance swing relationship function and mark the swing parameter obtained as K n ; Get the average speed of the delayed flight at the cruising altitude, marked as the normal speed, represented by the symbol V; By formula Calculate the delayed flight from the estimated starting point to the route intersection point L n The time required for the process is named as the estimated time, where T n For estimated duration; The estimated duration T n Add it to the climbing time to get the estimated intersection time, marked as G n ; Analyze whether delayed flights can be unobstructed after takeoff based on the estimated intersection time.

[0011] Furthermore, the analysis of whether the delayed flight can be unobstructed after take-off based on the estimated intersection time includes: Get the top view of the flight layer corresponding to the delayed flight, set the radius of the first area, and use the route intersection point L n The first field is the center of the circle, and the radius is the radius to construct a circle, named the nth field of the shift. The n in the nth field of the shift is L n The serial number corresponds to; For any L n And the flight number n field, get the historical flight data, find L n The time period when the flight position on the corresponding intersecting route is within the nth range of the flight sequence is marked as the nth occupied time period; For the nth road occupation period, the median of the nth road occupation period is obtained and marked as the nth road occupation median. A set is formed by the nth road occupation medians and named as the median set. The median set is clustered by the clustering algorithm to obtain different median clusters. Obtain the number of medians of the n-th occupied lane in the median cluster, mark it as the median number, compare the median number with the first number threshold, and if the median number is less than or equal to the first number threshold, output a delayed flight signal, otherwise output a normal flight signal; The median cluster that outputs delayed flight signals is eliminated, and the maximum and minimum values ​​of the time in the nth lane occupation period are obtained for the median cluster that outputs normal flight signals to form a time range named the nth lane occupation time; Get the current time, analyze the first estimated time after the current time, add the current time to the first estimated time, and get the expected time; Add the expected time to the estimated intersection time to get the expected intersection time, and determine whether the expected intersection time is within the nth lane occupation time. If so, output a route blocking signal, otherwise output a route clear signal; Analyze each value of n. If all output route clear signals, notify the delayed flight to take off at the expected time. If there is an output route congestion signal, jump to the real-time scheduling calculation unit for analysis.

[0012] Furthermore, the real-time scheduling calculation unit is configured with a real-time scheduling calculation strategy, and the real-time scheduling calculation strategy includes: Obtain the nth occupied time of the output route blocking signal, and mark the corresponding flight as an occupied flight; Get the minimum and maximum flight speeds of delayed flights, named as delayed minimum speed and delayed maximum speed respectively; Starting with n=1, query L n+1 Whether the corresponding flight is a road-occupying flight, if so, a half-way control signal is output, otherwise a full-way control signal is output; If the half-range control signal is output, the route L will be delayed. n With L n+1 The midpoint between is marked as the control reference point. n The segment between the control reference point is marked as the post-control segment; if the full-range control signal is output, L n With L n+1 The segments between are marked as post-regulation segments; L n With L n-1 The segments between are marked as segments to be analyzed. When n=1, the segment to be analyzed is the segment between L1 and the estimated starting point. n , determine whether there is a post-regulation segment in the flight segment to be analyzed. If so, mark the part of the flight segment to be analyzed that does not belong to the post-regulation segment as the pre-regulation segment. If not, mark the flight segment to be analyzed as the pre-regulation segment; Based on L n The analysis of the front and back control segments can determine whether the delayed flights can be regulated.

[0013] Furthermore, based on L n The analysis of the pre-regulation segment and post-regulation segment to determine whether the delayed flight can be regulated includes the following sub-steps: Obtain the minimum and maximum values ​​of the nth lane occupation time, which are named as the pre-time limit and the post-time limit, and are represented by symbols H1 and H2 respectively; The expected time is represented by the symbol E, E-H1 is calculated, and the result is marked as U1, and H2-E is calculated, and the result is marked as U2; L n The corresponding example of the previous control segment is marked as A n , A n Substitute the swing relationship function into the example and solve to get C n , through the formula Calculate the time required for the delayed flight to pass the pre-adjustment segment, mark it as the pre-adjustment estimated time, and convert the pre-adjustment estimated time W n Add to U1 and get R1n , W n Subtract U2 to get R2 n ; The formula W n Replace with R1 respectively n and R2 n , do not change A n and C n , solve for the new V, which is marked as the deceleration speed and acceleration speed, marked as V1 and V2 respectively; Determine whether the deceleration speed is greater than or equal to the minimum speed of delay. If so, output a normal deceleration signal, otherwise output a deceleration abnormal signal; determine whether the acceleration speed is less than or equal to the maximum speed of delay. If so, output a normal acceleration signal, otherwise output an acceleration abnormal signal; L n The corresponding distance mark of the post-control segment is B n , B n Substitute the distance swing relationship function and mark the swing parameter obtained as Bk n , B n With A n Add and substitute into the distance swing relationship function, and mark the swing parameter obtained as Z n ; If the output speed reduction signal is normal, then the formula Solve the speed of the delayed flight in the post-control section after the speed reduction, where BV1 is the speed of the delayed flight after the speed reduction; if the output is a normal acceleration signal, then the formula Calculate the accelerated post-regulation speed of the delayed flight in the post-regulation segment, where BV2 is the accelerated post-regulation speed; Determine whether BV1 is less than or equal to the maximum speed of delay. If so, output a speed reduction feasible signal, otherwise output a speed reduction impossibility signal; determine whether BV2 is greater than or equal to the minimum speed of delay. If so, output an acceleration feasible signal, otherwise output an acceleration impossibility signal.

[0014] Furthermore, the flight coordinated control module is configured with a flight coordinated control strategy, and the flight coordinated control strategy includes: If a speed reduction feasible signal is output, the delayed flight will be operated at V1 in the first controlled segment and then at BV1 in the second controlled segment; If a signal indicating that speed reduction is not feasible is output, and a signal indicating that acceleration is feasible is output, the delayed flight will be operated at V2 in the first controlled segment, and then at BV2 in the second controlled segment; If the speed reduction impossibility signal and the acceleration impossibility signal are output at the same time, a delay continuation signal is output.

[0015] Beneficial effects of the present invention: The present invention acquires aviation flight data in real time, monitors flight routes at the same time, extracts route intersections of intersecting flight routes, and then calculates the swing parameters of the aircraft's flight speed and actual navigation distance based on historical navigation data, and calculates in real time whether the delayed flight can be unimpeded after taking off based on the swing parameters. The advantage is that, under normal circumstances, the route width of the aircraft reaches 20 kilometers, and flying within this 20-kilometer width is normal navigation. Even if there is a deviation in the flight angle, as long as it is within the route, it is normal navigation. Multiple adjustments during the flight will make the aircraft's flight route not completely straight, and the actual navigation mileage will increase, that is, the swing parameters. Analysis based on the swing parameters can more accurately calculate the intersection between flights, thereby improving the accuracy and rationality of aviation flight control data analysis; The present invention calculates in real time based on swing parameters whether the delayed flight can take off early by scheduling the delayed flight and flights on intersecting routes when the delayed flight cannot be unobstructed after takeoff, and finally coordinates and controls the delayed flights. The advantage is that, when the delayed flight cannot be unobstructed after takeoff, the existing aviation flight control data analysis technology usually does not allow the delayed flight to take off. The present invention dynamically adjusts the speed of the delayed flight based on the swing parameters, calculates a smooth navigation plan for the delayed flight without affecting the normal navigation of other flights, so that the delayed flight can reduce the delay time, thereby improving the accuracy and effectiveness of aviation flight control data analysis. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a functional block diagram of the system of the present invention; Figure 2 is a schematic diagram of a top view of a flight layer of the present invention; Figure 3 It is the distance swing relationship diagram of the present invention; Figure 4 It is a schematic diagram of the nth field of the shift of the present invention; Figure 5 It is a schematic diagram of the control reference point and the post-control flight segment of the present invention; Figure 6 It is a schematic diagram of the front control segment and the rear control segment of L2 of the present invention. DETAILED DESCRIPTION

[0017] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0018] It should be noted that the terms used herein are for describing specific embodiments only and are not intended to be limiting of exemplary embodiments according to the present invention.

[0019] In the absence of conflict, the embodiments of the present invention and the features of the embodiments may be combined with each other.

[0020] Example 1, please refer to Figure 1 As shown, the present application provides a big data aviation flight control data analysis system, including a flight data real-time acquisition module, an airway monitoring module, a delayed flight scheduling module and a flight collaborative control module; the flight data real-time acquisition module, the airway monitoring module and the flight collaborative control module are respectively connected to the delayed flight scheduling module data; The flight data real-time acquisition module is used to acquire aviation flight data in real time; The flight data real-time acquisition module is configured with a flight data real-time acquisition strategy, which includes: Flight data includes flight position, flight speed, flight route, delay data, departure time, flight time and arrival time; Delay data includes delayed flights and delayed routes; Acquire flight data by connecting to aviation data terminal; In actual applications, with authorization, flight data and delay data can be directly obtained through the existing aviation data monitoring system, which is not specifically explained in this embodiment. The delayed flight in the delay data refers to the specific flight code of the delayed flight, which is used to distinguish different analysis objects in actual applications. No distinction is made in this embodiment, so the subsequent delayed flights and delayed flights all refer to the example objects described in this embodiment.

[0021] See also Figure 2 As shown, the route monitoring module is used to monitor the flight routes and extract the route intersection points of intersecting flight routes; The route monitoring module is configured with route monitoring strategies, which include: The flight route includes flight layers and flight lines. The flight lines are codes for preset routes. Get the delayed route, find the flight route that has a route intersection with the delayed route, and mark it as the intersecting route. The route intersection is the longitude and latitude of the midpoint of the intersection area of ​​the two flight routes; Real-time monitoring of the flight positioning, flight speed, take-off time, navigation time and arrival time of the intersecting routes, named monitoring positioning, monitoring speed, take-off monitoring time, navigation monitoring time and arrival monitoring time in sequence; In actual applications, there are multiple different flight layers when an aircraft is flying, and the specific division of the existing flight layers shall prevail. In this embodiment, the flight layer is obtained only to find the intersecting flight routes in the same flight layer. The flight line is the number of the flight route, so this embodiment does not explain it in detail. It is only necessary to know its role and significance, which does not affect the actual implementation of this embodiment; delayed flights often occur at airports, part of which is due to weather reasons and part of which is due to route reasons. The analysis process for each delayed flight is the same. This embodiment lists the analysis process of one of the delayed flights to explain the specific analysis steps and data processing methods; Figure 2 For example, Figure 2 This is a schematic diagram of a bird's-eye view at the 9,000-meter flight layer, which shows delayed routes and intersecting routes. Other irrelevant flight routes are automatically blocked. The route intersection is the geometric center point of the parallelogram of the intersection area of ​​the two flight routes.

[0022] The delayed flight scheduling module is used to analyze aviation flight data and route intersections, and schedule delayed flights based on the analysis results; the delayed flight scheduling module includes a navigation swing calculation unit, a real-time takeoff calculation unit, and a real-time scheduling calculation unit; The navigation swing calculation unit is used to calculate the swing parameters of the flight speed and actual navigation distance of the aircraft based on historical navigation data; The navigation swing calculation unit is configured with a navigation swing calculation strategy, which includes: Obtain historical navigation data, which includes the duration of the aircraft's flight at the cruising altitude, the average speed, the longitude and latitude of the aircraft when it reaches the cruising altitude, and the longitude and latitude of the aircraft when it leaves the cruising altitude, named cruising duration, cruising speed, cruising start point, and cruising end point in sequence; In practical applications, the flight route of an aircraft is usually 20km wide, and flying within a 20km width range is not considered yaw. Therefore, there are certain angle deviations and angle adjustments during the flight of the aircraft, which makes the actual flight path of the aircraft appear in the form of a broken line. There is a certain deviation between the distance of the actual flight path and the distance between the two places the aircraft passes, namely, the swing parameter. Only by analyzing the swing parameter can the actual distance traveled by the aircraft be more accurately calculated based on the aircraft's speed and flight time, so as to make a more accurate prediction of the smoothness of the aircraft's route; it is represented as the aircraft flying at a constant speed within the same altitude layer, excluding the aircraft's ascent and descent process; due to too much historical navigation data, this embodiment is not convenient for specific display, and is only explained through a distance swing relationship diagram; The distance between the cruise starting point and the cruise ending point is calculated by longitude and latitude distance calculation to obtain the cruise distance; Calculate CS×CD and mark the result as TD, where CS is the cruising time and CD is the cruising speed; Calculate CR / TD and mark the result as the swing parameter, where CR is the cruising distance; See also Figure 3 As shown, a plane rectangular coordinate system is established with the cruising distance as the X-axis and the swing parameter as the Y-axis, named as the distance-swing relationship diagram, and the cruising distance and the swing parameter are entered into the distance-swing relationship diagram; Perform function regression analysis on the distance swing relationship graph, and name the regression function as the distance swing relationship function; In practical applications, the latitude and longitude distance calculation is an existing calculation method, which will not be described in detail in this embodiment. The calculated TD represents the actual flight distance of the aircraft, and the cruising distance represents the distance between the cruising start point and the cruising end point during the flight of the aircraft, which is the distance between the aircraft flying from one place to another. Due to the flight deviation of the aircraft, TD will definitely be greater than the cruising distance, so the swing parameter is calculated, and the distance swing relationship diagram is constructed as shown in FIG. Figure 3 As shown in the figure, the distance swing relationship function obtained by functional regression analysis is Y=-5×10 -9 ×X 2 +-5×10 -5 ×X+1.0083, where Y is the swing parameter and X is the cruising distance. In the function regression analysis, the least square method is used to select the best regression model; The real-time takeoff calculation unit is used to calculate in real time whether the delayed flight can take off unimpeded based on the swing parameters; The real-time takeoff calculation unit is configured with a real-time takeoff calculation strategy, which includes: Get the intersecting routes of the delayed route, number the intersection points of the intersecting routes of the delayed route, and mark them as L in order from near to far from the departure airport n , where n is a non-zero natural number and n is the sequence number of L; The time required for the delayed flight to reach the corresponding flight layer and the corresponding cruising starting point are obtained, which are named as the climb duration and the estimated starting point respectively. The climb duration and the estimated starting point are directly obtained from the historical flight data of the delayed flight; Calculate L by using the latitude and longitude distance calculation method n The distance from the estimated starting point, marked as P n ; In practical applications, such as Figure 2As shown in the figure, the leftmost of the delayed route is the departure airport, and the intersecting routes are marked from left to right as L1 and L2, 1≤n≤2. In normal operation, flights usually have fixed routes and take-off times, which are fixed operating standards. Therefore, the climb duration and estimated starting point can be referenced by historical flight data. After a flight is delayed, the time and adjustment of each delay are different, so it is impossible to directly analyze it through historical flight data. However, after a flight is delayed, its flight route has not changed, and the climb duration and estimated starting point are The estimated starting point is basically the same as that of normal operation, so it can be used as a reference. The climbing time and estimated starting point of the delayed flight are 25 minutes and (106.836528, 29.586071), respectively. The longitude and latitude of L1 and L2 are (111.562264, 29.463931) and (116.720804, 28.748523), respectively. The longitude and latitude calculation method is used to calculate P1 to be 457 km and P2 to be 964 km. The calculation results are all integers. P n Substitute the distance swing relationship function and mark the swing parameter obtained as K n ; Get the average speed of the delayed flight at the cruising altitude, marked as the normal speed, represented by the symbol V; By formula Calculate the delayed flight from the estimated starting point to the route intersection point L n The time required for the process is named as the estimated time, where T n For estimated duration; The estimated duration T n Add it to the climbing time to get the estimated intersection time, marked as G n ; In practical applications, substitute P1 and P2 into Y=-5×10 -9 ×X 2 -5×10 -5 ×X+1.0083, and the solution is K1 and K2 are 0.9844 and 0.9555 respectively; the normal speed V is 800km / h, and the estimated time T1 and T2 required for the delayed train to reach L1 and L2 from the estimated starting point are calculated to be 0.58h=34.8min and 1.26h=75.6min respectively. The calculation result is rounded to two decimal places and converted to minutes. The estimated time T n Adding the climbing time, the estimated intersection times G1 and G2 are 59.8 minutes and 100.6 minutes respectively; Analyze whether the delayed flight can be unobstructed after take-off based on the estimated intersection time; See also Figure 4As shown, obtain the overhead view of the flight layer corresponding to the delayed flight, set the first area radius, and use the route intersection point L n The first field is the center of the circle, and the radius is the radius to construct a circle, named the nth field of the shift. The n in the nth field of the shift is L n The serial number corresponds to; For any L n And the flight number n field, get the historical flight data, find L n The time period when the flight position on the corresponding intersecting route is within the nth range of the flight sequence is marked as the nth occupied time period; In practical applications, the top view of the flight layer corresponding to the delayed flight is Figure 2 , the radius of the first area is set to 40km. Since the route width of an aircraft is usually 20km, if two aircraft appear within a 20km width, it will be classified as a high-risk event. We need a certain degree of redundancy to deal with safety events, so the standard is raised to 40km, which is two route widths to ensure that both aircraft have enough space; the first area and the second area of ​​the flight are constructed as follows Figure 4 As shown, taking the first area of ​​the flight as an example, find the time period when the flight position on the intersecting route corresponding to L1 is in the first area, marked as the first road occupation period. The first road occupation period is the time range between the time when the flight position enters the first area of ​​the flight and the time when the flight position leaves the first area of ​​the flight during a certain flight. For example, on the intersecting route corresponding to L1, when a certain flight enters the first area of ​​the flight at 13:26:37 and leaves the first area of ​​the flight at 13:29:31, the first road occupation period recorded this time is [13:26:37,13:29:31]; For the nth road occupation period, the median of the nth road occupation period is obtained and marked as the nth road occupation median. A set is formed by the nth road occupation medians and named as the median set. The median set is clustered by the clustering algorithm to obtain different median clusters. Obtain the number of medians of the n-th occupied lane in the median cluster, mark it as the median number, compare the median number with the first number threshold, and if the median number is less than or equal to the first number threshold, output a delayed flight signal, otherwise output a normal flight signal; The median cluster that outputs delayed flight signals is eliminated, and the maximum and minimum values ​​of the time in the nth lane occupation period are obtained for the median cluster that outputs normal flight signals to form a time range named the nth lane occupation time; In practical applications, for the 1st lane occupation period, the median of each 1st lane occupation period is calculated, such as [13:26:37, 13:29:31] listed in this embodiment, the median is 13:28:04, so the 1st lane occupation median is 13:28:04, and each 1st lane occupation period is analyzed to obtain several 1st lane occupation medians. In the same time period, only one flight will pass through a flight route. Due to the influence of speed control, the nth lane occupation period is not the same every time, but there is a certain fluctuation. By performing cluster analysis based on the nth lane occupation median, finding similar nth lane occupation medians and merging their nth lane occupation periods, the time when the flight passes L can be obtained. n The fluctuation range of the time period, a median cluster is a flight passing through L n Different median clusters represent different flights. If the number of medians is too small, they are usually data recorded after flight delays and have no reference value. Therefore, they need to be removed. For the remaining median clusters, each median cluster can get an n-th occupying time. In subsequent analysis, only the n-th occupying time closest to the estimated intersection time needs to be used for analysis. Get the current time, analyze the first estimated time after the current time, add the current time to the first estimated time, and get the expected time; In actual applications, since it takes at least 50 minutes to board the plane and prepare for takeoff before the plane takes off, the first estimated time in this embodiment is set to 1 hour, and 10 minutes are left for analysis and scheduling. For example, a flight is originally scheduled to take off at 14:00, and at 12:50 it is notified that the flight is delayed to 15:00. At this time, the current time is 12:50 and the expected time is 13:50, which is not the original 14:00, so it is not analyzed. If the current time is 13:10 and the expected time is 14:10, which exceeds the original take-off time, it is analyzed, and based on the analysis results, it is determined whether the delayed flight can take off in one hour; Add the expected time to the estimated intersection time to get the expected intersection time, and determine whether the expected intersection time is within the nth lane occupation time. If so, output a route blocking signal, otherwise output a route clear signal; Analyze each value of n. If all output route clear signals, notify the delayed flight to take off at the expected time. If there is an output route congestion signal, jump to the real-time scheduling calculation unit for analysis. In actual applications, the expected time is 14:10, and the estimated intersection times G1 and G2 are 59.8 minutes and 100.6 minutes respectively. Taking G1 as an example, the expected intersection time is calculated to be 15:09:48. Find out whether 15:09:48 is within the first lane occupation time. It is found that 15:09:48 is not within any first lane occupation time, so the route is clear. Similarly, analyze when n=2. It is found that the expected time 15:50:36 corresponding to G2 is between the second lane occupation time [15:49:28, 15:56:42]. The route congestion signal is output and jumped to the real-time scheduling calculation unit for analysis. The real-time scheduling calculation unit is used to calculate in real time based on the swing parameters whether the delayed flight can be scheduled to take off earlier by scheduling the delayed flight and flights on the intersecting routes if the delayed flight cannot be unimpeded after taking off; The real-time scheduling calculation unit is configured with a real-time scheduling calculation strategy, which includes: Obtain the nth occupied time of the output route blocking signal, and mark the corresponding flight as an occupied flight; Get the minimum and maximum flight speeds of delayed flights, named as delayed minimum speed and delayed maximum speed respectively; Starting with n=1, query L n+1 Whether the corresponding flight is a road-occupying flight, if so, a half-way control signal is output, otherwise a full-way control signal is output; See also Figures 5 and 6 As shown, if the half-range control signal is output, the route L will be delayed n With L n+1 The midpoint between is marked as the control reference point. n The segment between the control reference point is marked as the post-control segment; if the full-range control signal is output, L n With L n+1 The segments between are marked as post-regulation segments; L n With L n-1 The segments between are marked as segments to be analyzed. When n=1, the segment to be analyzed is the segment between L1 and the estimated starting point. n , determine whether there is a post-regulation segment in the flight segment to be analyzed. If so, mark the part of the flight segment to be analyzed that does not belong to the post-regulation segment as the pre-regulation segment. If not, mark the flight segment to be analyzed as the pre-regulation segment; In practical applications, it is assumed that flight AA1111 will appear in the second field of flights within the time range of the second lane occupation time [15:49:28,15:56:42], that is, flight AA1111 is marked as a lane occupation flight, and the minimum delayed speed is 750km / h and the maximum delayed speed is 950km / h. Since the route clear signal is output at L1, the delayed flight will not encounter congestion when it flies to L1, so there is no need to analyze when n=1. However, in order to more clearly explain the significance of the rear control segment and the front control segment, it is assumed here that the flight corresponding to L1 is also a lane occupation flight. When n=1, L2 is a lane occupation flight, and a half-way control signal is output. The control reference point and the rear control segment are as follows Figure 5 As shown in the figure, when analyzing L1, if L2 is not a route-occupying flight, the segments between L1 and L2 can regulate the delayed flight. It is only necessary to ensure that the time when arriving at L2 is the same as when it is not regulated. If L2 is not a route-occupying flight, half of the space needs to be reserved for the regulation of L2. Therefore, it is necessary to ensure that when regulating L1, when the delayed flight flies to the regulation reference point, the time is the same as when it is not regulated. The same applies to the previous regulated segment. If L n-1 For the occupancy shift, L n The control can only use half of the flight segment. Based on the above theory, the front control segment and the rear control segment of L2 are obtained as follows: Figure 6 As shown, the post-control segment of L2 ends at the longitude and latitude where the delayed flight is estimated to need to descend, that is, the estimated descent point corresponding to the estimated starting point; Based on L n Whether the analysis of the previous and subsequent control segments can be used to control the delayed flights; Obtain the minimum and maximum values ​​of the nth lane occupation time, which are named as the pre-time limit and the post-time limit, and are represented by symbols H1 and H2 respectively; The expected time is represented by the symbol E, E-H1 is calculated, and the result is marked as U1, and H2-E is calculated, and the result is marked as U2; L n The corresponding example of the previous control segment is marked as A n , A n Substitute the swing relationship function into the example and solve to get C n , through the formula Calculate the time required for the delayed flight to pass the pre-adjustment segment, mark it as the pre-adjustment estimated time, and convert the pre-adjustment estimated time W n Add to U1 and get R1 n , W n Subtract U2 to get R2 n ; The formula W n Replace with R1 respectively nand R2 n , do not change A n and C n , solve for the new V, which is marked as the deceleration speed and acceleration speed, marked as V1 and V2 respectively; In practical applications, since the route is clear at L1, the delayed flight will not encounter congestion when flying to L1, so there is no need to analyze when n=1. When n=2, A2 is 507km, H1 and H2 are obtained as 15:49:28 and 15:56:42 respectively, and the expected time E is 15:50:36. The calculated U1 is about 1.13min and U2 is 6.1min. Further calculations show that C2 is 0.9817 and W2 is 0.65h=39min. Further calculations show that R12 is 40.13min and R22 is 32.9min. The solution shows that V1 is 772km / h and V2 is 942km / h. The calculation results retain integers. Determine whether the deceleration speed is greater than or equal to the minimum speed of delay. If so, output a normal deceleration signal, otherwise output a deceleration abnormal signal; determine whether the acceleration speed is less than or equal to the maximum speed of delay. If so, output a normal acceleration signal, otherwise output an acceleration abnormal signal; L n The corresponding distance mark of the post-control segment is B n , B n Substitute the distance swing relationship function and mark the swing parameter obtained as Bk n , B n With A n Add and substitute into the distance swing relationship function, and mark the swing parameter obtained as Z n ; In practical applications, when the deceleration speed is greater than the minimum speed of delay, a normal deceleration signal is output; when the acceleration speed is less than the maximum speed of delay, a normal acceleration signal is output; B2 is obtained to be 216km, X=216 is substituted into the distance swing relationship function, and Bk2 is solved to be 0.9973; B2 is added to A2 and substituted into the distance swing relationship function, and Z2 is solved to be 0.9695; If the output speed reduction signal is normal, then the formula Solve the speed of the delayed flight in the post-control section after the speed reduction, where BV1 is the speed of the delayed flight after the speed reduction; if the output is a normal acceleration signal, then the formula Calculate the accelerated post-regulation speed of the delayed flight in the post-regulation segment, where BV2 is the accelerated post-regulation speed; Determine whether BV1 is less than or equal to the maximum speed of delay. If so, output a speed reduction feasible signal, otherwise output a speed reduction impossibility signal; Determine whether BV2 is greater than or equal to the minimum speed of delay. If so, output an acceleration feasible signal, otherwise output an acceleration impossibility signal; In actual application, the normal speed reduction signal is output, and the data is substituted into the formula ,get The solution obtained is BV1 of 823 km / h. When a normal acceleration signal is output, the analysis and calculation process is similar to that when a normal deceleration signal is output. Therefore, it is not described in detail in this embodiment. By comparison, it is found that BV1 is less than the maximum delay speed, and a deceleration feasible signal is output.

[0023] The flight coordinated control module is used to coordinate and control delayed flights; The flight collaborative control module is configured with a flight collaborative control strategy, which includes: If a speed reduction feasible signal is output, the delayed flight will be operated at V1 in the first controlled segment and then at BV1 in the second controlled segment; If a signal indicating that speed reduction is not feasible is output, and a signal indicating that acceleration is feasible is output, the delayed flight will be operated at V2 in the first controlled segment, and then at BV2 in the second controlled segment; If the speed reduction impossibility signal and the acceleration impossibility signal are output at the same time, a delay continuation signal is output; In actual applications, if a feasible signal for speed reduction is output, the delayed flight is controlled to fly at 772km / h in the first controlled segment and at 823km / h in the second controlled segment, and the original 800km / h is maintained in the remaining segments. Since the strategy of first decelerating and then accelerating is used, there is no need to consider the feasible signal for acceleration. Through the analysis here, the delayed flight originally scheduled to take off at 15:00 can take off at 14:10, which greatly reduces the flight delay time.

[0024] It should be understood by those skilled in the art that the embodiments of the present invention may be provided as methods, systems or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware aspects. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program codes. Among them, the storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, magnetic disk or optical disk. These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0025] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of devices or units can be electrical, mechanical or other forms.

Claims

1. A big data aviation flight control data analysis system, characterized in that: It includes a flight data real-time acquisition module, a route monitoring module, a delayed flight scheduling module and a flight collaborative control module; the flight data real-time acquisition module, the route monitoring module and the flight collaborative control module are respectively connected with the delayed flight scheduling module data; The flight data real-time acquisition module is used to acquire aviation flight data in real time; The route monitoring module is used to monitor the flight routes and extract the route intersection points of intersecting flight routes; The delayed flight scheduling module is used to analyze aviation flight data and route intersections, and schedule delayed flights based on the analysis results; The flight coordinated control module is used to coordinate and control delayed flights.

2. The big data aviation flight control data analysis system according to claim 1, characterized in that: The flight data real-time acquisition module is configured with a flight data real-time acquisition strategy, and the flight data real-time acquisition strategy includes: The flight data includes flight position, flight speed, flight route, delay data, take-off time, flight time and arrival time; The delay data includes delayed flights and delayed routes; The flight data is obtained by connecting to the aviation data terminal.

3. The big data aviation flight control data analysis system according to claim 1, characterized in that: The route monitoring module is configured with a route monitoring strategy, and the route monitoring strategy includes: The flight route includes a flight layer and a flight line, and the flight line is a code of a preset route; Obtain the delayed route, find the flight route that has a route intersection with the delayed route, and mark it as an intersecting route. The route intersection is the longitude and latitude of the midpoint of the intersection area of ​​the two flight routes; The flight positioning, flight speed, take-off time, navigation time and arrival time of the intersecting routes are monitored in real time, and are named monitoring positioning, monitoring speed, take-off monitoring time, navigation monitoring time and arrival monitoring time respectively.

4. The big data aviation flight control data analysis system according to claim 3 is characterized in that: The delayed flight scheduling module includes a navigation swing calculation unit, a real-time takeoff calculation unit and a real-time scheduling calculation unit; The navigation swing calculation unit is used to calculate the swing parameters of the flight speed and actual navigation distance of the aircraft based on historical navigation data; The real-time takeoff calculation unit is used to calculate in real time whether the delayed flight can take off unimpeded based on the swing parameters; The real-time scheduling calculation unit is used to calculate in real time based on the swing parameters whether the delayed flight can be scheduled to take off early by scheduling the delayed flight and flights on intersecting routes when the delayed flight cannot be unobstructed after take-off.

5. The big data aviation flight control data analysis system according to claim 4, characterized in that: The navigation swing calculation unit is configured with a navigation swing calculation strategy, and the navigation swing calculation strategy includes: Acquire historical navigation data, the navigation data including the duration of the aircraft's flight at the cruising altitude, the average speed, the longitude and latitude of the aircraft when it reaches the cruising altitude, and the longitude and latitude of the aircraft when it leaves the cruising altitude, named cruising duration, cruising speed, cruising start point, and cruising end point in sequence; The distance between the cruise starting point and the cruise ending point is calculated by longitude and latitude distance calculation to obtain the cruise distance; Calculate CS×CD and mark the result as TD, where CS is the cruising time and CD is the cruising speed; Calculate CR / TD and mark the result as the swing parameter, where CR is the cruising distance; A plane rectangular coordinate system is established with the cruising distance as the X-axis and the swing parameter as the Y-axis, named as the distance-swing relationship diagram, and the cruising distance and the swing parameter are entered into the distance-swing relationship diagram; Function regression analysis is performed on the distance swing relationship graph, and the regression function is named the distance swing relationship function.

6. The big data aviation flight control data analysis system according to claim 5, characterized in that: The real-time takeoff calculation unit is configured with a real-time takeoff calculation strategy, and the real-time takeoff calculation strategy includes: Get the intersecting routes of the delayed route, number the intersection points of the intersecting routes of the delayed route, and mark them as L in order from near to far from the departure airport n , where n is a non-zero natural number and n is the sequence number of L; The time required for the delayed flight to reach the corresponding flight layer and the corresponding cruising starting point are obtained, which are named as the climb duration and the estimated starting point respectively. The climb duration and the estimated starting point are directly obtained from the historical flight data of the delayed flight; Calculate L by using the latitude and longitude distance calculation method n The distance from the estimated starting point, marked as P n ; P n Substitute the distance swing relationship function and mark the swing parameter obtained as K n ; Get the average speed of the delayed flight at the cruising altitude, marked as the normal speed, represented by the symbol V; By formula Calculate the delayed flight from the estimated starting point to the route intersection point L n The time required for the process is named as the estimated time, where T n For estimated duration; The estimated duration T n Add it to the climbing time to get the estimated intersection time, marked as G n ; Analyze whether delayed flights can be unobstructed after takeoff based on the estimated intersection time.

7. The big data aviation flight control data analysis system according to claim 6, characterized in that: Analyzing whether the delayed flight can be unobstructed after takeoff based on the estimated intersection time includes: Get the top view of the flight layer corresponding to the delayed flight, set the radius of the first area, and use the route intersection point L n The first field is the center of the circle, and the radius is the radius to construct a circle, named the nth field of the shift. The n in the nth field of the shift is L n The serial number corresponds to; For any L n And the flight number n field, get the historical flight data, find L n The time period when the flight position on the corresponding intersecting route is within the nth range of the flight sequence is marked as the nth occupied time period; For the nth road occupation period, the median of the nth road occupation period is obtained and marked as the nth road occupation median. A set is formed by the nth road occupation medians and named as the median set. The median set is clustered by the clustering algorithm to obtain different median clusters. Obtain the number of medians of the n-th occupied lane in the median cluster, mark it as the median number, compare the median number with the first number threshold, and output a delayed flight signal if the median number is less than or equal to the first number threshold, otherwise output a normal flight signal; The median cluster that outputs delayed flight signals is eliminated, and the maximum and minimum values ​​of the time in the nth lane occupation period are obtained for the median cluster that outputs normal flight signals to form a time range named the nth lane occupation time; Get the current time, analyze the first estimated time after the current time, add the current time to the first estimated time, and get the expected time; Add the expected time to the estimated intersection time to get the expected intersection time, and determine whether the expected intersection time is within the nth lane occupation time. If so, output a route blocking signal, otherwise output a route clear signal; Analyze each value of n. If all output route clear signals, notify the delayed flight to take off at the expected time. If there is an output route congestion signal, jump to the real-time scheduling calculation unit for analysis.

8. The big data aviation flight control data analysis system according to claim 7, characterized in that: The real-time scheduling calculation unit is configured with a real-time scheduling calculation strategy, and the real-time scheduling calculation strategy includes: Obtain the nth occupied time of the output route blocking signal, and mark the corresponding flight as an occupied flight; Get the minimum and maximum flight speeds of delayed flights, named as delayed minimum speed and delayed maximum speed respectively; Starting with n=1, query L n+1 Whether the corresponding flight is a road-occupying flight, if so, a half-way control signal is output, otherwise a full-way control signal is output; If the half-range control signal is output, the route L will be delayed. n With L n+1 The midpoint between is marked as the control reference point. n The segment between the control reference point is marked as the post-control segment; if the full-range control signal is output, L n With L n+1 The segments between are marked as post-regulation segments; L n With L n-1 The segments between are marked as segments to be analyzed. When n=1, the segment to be analyzed is the segment between L1 and the estimated starting point. n , determine whether there is a post-regulation segment in the flight segment to be analyzed. If so, mark the part of the flight segment to be analyzed that does not belong to the post-regulation segment as the pre-regulation segment. If not, mark the flight segment to be analyzed as the pre-regulation segment; Based on L n The analysis of the previous and subsequent control segments can determine whether the delayed flights can be regulated.

9. The big data aviation flight control data analysis system according to claim 8, characterized in that: Based on L n The analysis of the pre-regulation segment and post-regulation segment to determine whether the delayed flight can be regulated includes the following sub-steps: Obtain the minimum and maximum values ​​of the nth lane occupation time, which are named as the pre-time limit and the post-time limit, and are represented by symbols H1 and H2 respectively; The expected time is represented by the symbol E, E-H1 is calculated, and the result is marked as U1, and H2-E is calculated, and the result is marked as U2; L n The corresponding example of the previous control segment is marked as A n , A n Substitute the swing relationship function into the example and solve to get C n , through the formula Calculate the time required for the delayed flight to pass the pre-adjustment segment, mark it as the pre-adjustment estimated time, and convert the pre-adjustment estimated time W n Add to U1 and get R1 n , W n Subtract U2 to get R2 n ; The formula W n Replace with R1 respectively n and R2 n , do not change A n and C n , solve for the new V, which is marked as the deceleration speed and acceleration speed, marked as V1 and V2 respectively; Determine whether the deceleration speed is greater than or equal to the minimum speed of delay. If so, output a normal deceleration signal, otherwise output a deceleration abnormal signal; determine whether the acceleration speed is less than or equal to the maximum speed of delay. If so, output a normal acceleration signal, otherwise output an acceleration abnormal signal; L n The corresponding distance mark of the post-control segment is B n , B n Substitute the distance swing relationship function and mark the swing parameter obtained as Bk n , B n With A n Add and substitute into the distance swing relationship function, and mark the swing parameter obtained as Z n ; If the output speed reduction signal is normal, then the formula Solve the speed of the delayed flight in the post-control section after the speed reduction, where BV1 is the speed of the delayed flight after the speed reduction; if the output is a normal acceleration signal, then the formula Calculate the accelerated post-regulation speed of the delayed flight in the post-regulation segment, where BV2 is the accelerated post-regulation speed; Determine whether BV1 is less than or equal to the maximum speed of delay. If so, output a speed reduction feasible signal, otherwise output a speed reduction impossibility signal; determine whether BV2 is greater than or equal to the minimum speed of delay. If so, output an acceleration feasible signal, otherwise output an acceleration impossibility signal.

10. The big data aviation flight control data analysis system according to claim 9, characterized in that: The flight coordination control module is configured with a flight coordination control strategy, and the flight coordination control strategy includes: If a speed reduction feasible signal is output, the delayed flight will be operated at V1 in the first controlled segment and then at BV1 in the second controlled segment; If a signal indicating that speed reduction is not feasible is output, and a signal indicating that acceleration is feasible is output, the delayed flight will be operated at V2 in the first controlled segment, and then at BV2 in the second controlled segment; If the speed reduction impossibility signal and the acceleration impossibility signal are output at the same time, a delay continuation signal is output.

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