A big data-based analysis system for air traffic control data

Abstract

The present invention discloses a big data-based analysis system for air traffic control data, which relates to the technical field of air traffic control data analysis and includes a real-time flight data acquisition module, a route monitoring module, a delayed flight scheduling module, and a flight collaborative regulation module; the real-time flight data acquisition module is used to acquire air flight data in real time; the route monitoring module is used to monitor flight routes; the delayed flight scheduling module is used to analyze air flight data and route intersections; the flight collaborative regulation module is used to collaboratively regulate delayed flights; the present invention is used to solve the problem that in the existing air traffic control data analysis technology, when regulating delayed flights, the analysis of flight routes is not reasonable enough, resulting in an increase in the delay time of delayed flights and easily causing economic losses to airlines and passengers.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation flight control data analysis, and particularly to a big data-based 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 technology to collect, process, analyze, and interpret data related to aviation flight control, so as to optimize airspace management, improve flight safety, reduce flight delays, and enhance operational efficiency.

[0003] In modern air traffic control, the real-time analysis of flight data is of great significance for improving flight safety, optimizing airspace utilization, and reducing the operating costs of airlines. With the rapid development of the aviation industry, the flight volume is increasing continuously, and air traffic control faces huge challenges. For example, in airway management, airway conflicts often occur, resulting in some flights being forced to be delayed. When the existing aviation flight control data analysis technology adjusts the delayed flights, it usually needs to wait until the airway is unobstructed before permitting the delayed flights to take off. The resulting regulation will increase the delay time, waste the passengers' time, and cause economic losses to airlines and passengers. Therefore, it is necessary to optimize the regulation of delayed flights. For example, in the Chinese patent with the application publication number CN117238175A, a departure control method and system are disclosed. This solution only counts, broadcasts, and predicts the delay duration of delayed flights, without considering reasonable regulation of delayed flights to reduce the delay duration of delayed flights. When the existing aviation flight control data analysis technology adjusts delayed flights, the analysis of the airway is not reasonable enough, resulting in an increase in the delay time of delayed flights, which is likely to cause economic losses to airlines and passengers. Summary of the Invention

[0004] The present invention aims to solve at least one of the technical problems in the prior art to some extent. By obtaining aviation flight data in real time, monitoring the flight route at the same time, extracting the route intersection points of intersecting flight routes, then calculating the swing parameter of the flight speed and actual navigation distance of the aircraft based on historical navigation data, calculating in real time whether the delayed flight can fly unobstructedly after taking off based on the swing parameter, and then calculating in real time whether the delayed flight can take off in advance by scheduling the delayed flight and the flights on the intersecting route when the delayed flight cannot fly unobstructedly after taking off, and finally performing collaborative regulation on the delayed flight, so as to solve the problem that when the existing aviation flight control data analysis technology adjusts the delayed flight, the analysis of the airway is not reasonable enough, resulting in an increase in the delay time of the delayed flight, which is likely to cause economic losses to airlines and passengers.

[0005] To achieve the above object, in a first aspect, the present application provides a big data-based air traffic control data analysis system, including a flight data real-time acquisition module, a route monitoring module, a delayed flight scheduling module, and a flight collaborative regulation module; the flight data real-time acquisition module, the route monitoring module, and the flight collaborative regulation module are respectively connected to the delayed flight scheduling module for data connection;

[0006] The flight data real-time acquisition module is used to acquire air flight data in real time;

[0007] The route monitoring module is used to monitor flight routes and extract route intersection points of intersecting flight routes;

[0008] The delayed flight scheduling module is used to analyze air flight data and route intersection points, and schedule delayed flights based on the analysis results;

[0009] The flight collaborative regulation module is used to conduct collaborative regulation on delayed flights.

[0010] Further, 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:

[0011] The flight data includes flight positioning, flight speed, flight route, delay data, departure time, flight time, and arrival time;

[0012] The delay data includes the number of delayed flights and the delayed route;

[0013] The flight data is acquired by connecting to an air data terminal.

[0014] Further, the route monitoring module is configured with a route monitoring strategy, and the route monitoring strategy includes:

[0015] The flight route includes a flight layer and a flight line, and the flight line is the code of a preset flight route;

[0016] Obtain the delayed route, search for flight routes that have route intersection points with the delayed route, and mark them as intersecting routes. The route intersection point is the longitude and latitude of the midpoint of the set of the intersecting areas of two flight routes;

[0017] Real-time monitor the flight positioning, flight speed, departure time, flight time, and arrival time of the intersecting routes, and name them as monitoring positioning, monitoring speed, departure monitoring time, flight monitoring time, and arrival monitoring time in sequence.

[0018] Further, the delayed flight scheduling module includes a navigation swing calculation unit, a real-time departure calculation unit, and a real-time scheduling calculation unit;

[0019] The navigation swing calculation unit is used to calculate the swing parameter of the flight speed and the actual navigation distance of the aircraft based on historical navigation data;

[0020] The real-time takeoff calculation unit is used to calculate in real time whether the delayed flight can take off smoothly based on the swing parameter;

[0021] The real-time scheduling calculation unit is used to calculate in real time whether, in the case where the delayed flight cannot take off smoothly after takeoff, the delayed flight can take off in advance by scheduling the delayed flight and the flights on the intersecting air routes.

[0022] Further, the navigation swing calculation unit is configured with a navigation swing calculation strategy, and the navigation swing calculation strategy includes:

[0023] Obtain historical navigation data, where the navigation data includes the flight duration, average flight speed of the aircraft within the cruising altitude, the longitude and latitude when the aircraft reaches the cruising altitude, and the longitude and latitude when the aircraft leaves the cruising altitude, and name them the cruising duration, cruising speed, cruising starting point, and cruising ending point in sequence;

[0024] Calculate the distance between the cruising starting point and the cruising ending point through longitude and latitude distance calculation to obtain the cruising distance;

[0025] Calculate CS×CD, and mark the calculation result as TD, where CS is the cruising duration and CD is the cruising speed;

[0026] Calculate CR / TD, and mark the calculation result as the swing parameter, where CR is the cruising distance;

[0027] Establish a plane rectangular coordinate system with the cruising distance as the X-axis and the swing parameter as the Y-axis, name it the distance swing relationship diagram, and enter the cruising distance and the swing parameter into the distance swing relationship diagram;

[0028] Conduct function regression analysis on the distance swing relationship diagram, and name the regression function the distance swing relationship function.

[0029] Further, the real-time takeoff calculation unit is configured with a real-time takeoff calculation strategy, and the real-time takeoff calculation strategy includes:

[0030] Obtain the intersecting air routes of the delayed air route, number the route intersection points of the intersecting air routes of the delayed air route, and mark them as L in the order from near to far from the departure airport n , where n is a non-zero natural number and n is the serial number of L;

[0031] Obtain the time required for the delayed flight to reach the corresponding flight level and the corresponding starting point of cruise, and name them the climbing duration and the estimated starting point respectively. The climbing duration and the estimated starting point are directly obtained from the historical flight data of the delayed flight;

[0032] Calculate the distance L through the latitude and longitude distance calculation method n The distance from the estimated starting point, denoted as P n ;

[0033] Substitute P n into the distance swing relationship function, and mark the obtained swing parameter as K n ;

[0034] Obtain the average speed of the delayed flight at the cruise altitude, denoted as the regular speed, represented by the symbol V;

[0035] Through the formula Calculate the duration required for the delayed flight to reach the airway intersection L n from the estimated starting point, named the estimated duration, where T n is the estimated duration;

[0036] Add the estimated duration T n to the climbing duration to obtain the estimated intersection duration, denoted as G n ;

[0037] Based on the estimated intersection duration, analyze whether the delayed flight can proceed smoothly after takeoff.

[0038] Furthermore, analyzing whether the delayed flight can proceed smoothly based on the estimated intersection duration includes:

[0039] Obtain the top view of the flight level corresponding to the delayed flight, set the first domain radius, and construct a circle with the airway intersection L n as the center and the first domain radius as the radius, named the nth domain of the flight. The n in the nth domain of the flight corresponds to the serial number of L n ;

[0040] For any L n and the nth domain of the flight, obtain the historical flight data, and find the time period when the flight position on the corresponding intersection airway is within the nth domain of the flight, denoted as the nth occupancy period; n ;

[0041] For the nth occupancy period, obtain the median of the nth occupancy period, denoted as the nth occupancy median. A set composed of the nth occupancy medians is named the median set, and clustering analysis is performed on the median set through a clustering algorithm to obtain different median clusters;

[0042] Obtain the number of the nth lane medians in the median cluster, mark it as the median quantity, compare the median quantity with the first quantity threshold. If the median quantity is less than or equal to the first quantity threshold, output a delayed flight signal; otherwise, output a normal flight signal.

[0043] Eliminate the median cluster that outputs the delayed flight signal. For the median cluster that outputs the normal flight signal, obtain the maximum and minimum values of the time in the nth lane period, form a time range, and name it the nth lane time.

[0044] Obtain the current time, analyze the first estimated time after the current time, and add the current time and the first estimated time to obtain the expected time.

[0045] Add the expected time and the estimated intersection duration to obtain the expected intersection time, and determine whether the expected intersection time is within the nth lane time. If so, output a route congestion signal; otherwise, output a route clear signal.

[0046] Analyze for 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.

[0047] Further, the real-time scheduling calculation unit is configured with a real-time scheduling calculation strategy, and the real-time scheduling calculation strategy includes:

[0048] Obtain the nth lane time that outputs the route congestion signal, and mark the corresponding flight number as the occupied lane flight number.

[0049] Obtain the minimum and maximum flight speeds of the delayed flight, and name them the minimum delayed flight speed and the maximum delayed flight speed respectively.

[0050] Start with n = 1, query whether the corresponding flight of L n+1 is the occupied lane flight number. If so, output a half-course regulation signal; otherwise, output a full-course regulation signal.

[0051] If a half-course regulation signal is output, mark the midpoint between L n and L n+1 as the regulation reference point, and mark the flight segment between L n and the regulation reference point as the post-regulation flight segment; if a full-course regulation signal is output, mark the flight segment between L n and L n+1 as the post-regulation flight segment.

[0052] Mark the flight segment between L n and L n-1 as the to-be-analyzed flight segment. When n = 1, the to-be-analyzed flight segment is L 1The flight segment between the estimated starting point, for L n , determine whether there is a post-regulation flight 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 flight segment as the pre-regulation flight segment. If not, mark the flight segment to be analyzed as the pre-regulation flight segment;

[0053] Based on L n 's pre-regulation flight segment and post-regulation flight segment, analyze whether the delayed flight can be regulated.

[0054] Furthermore, analyzing whether the delayed flight can be regulated based on L n 's pre-regulation flight segment and post-regulation flight segment includes the following sub-steps:

[0055] Obtain the minimum and maximum values of the nth occupancy time, and name them the time pre-limit value and the time post-limit value, respectively, represented by the symbols H1 and H2;

[0056] Use the symbol E to represent the expected time, calculate E - H1, mark the calculation result as U1, calculate H2 - E, and mark the calculation result as U2;

[0057] Mark the example of the pre-regulation flight segment corresponding to L n as A n , substitute A n into the example swing relationship function to solve for C n , through the formula calculate the duration required for the delayed flight to pass through the pre-regulation flight segment, mark it as the pre-regulation estimated duration, add the pre-regulation estimated duration W n to U1 to get R1 n , subtract U2 from W n to get R2 n ;

[0058] Replace W in the formula n with R1 n and R2 n respectively, without changing A n and C n , solve for the new V, and mark it as the deceleration speed and the acceleration speed respectively, marked as V1 and V2;

[0059] Judge whether the deceleration speed is greater than or equal to the minimum delay speed. If so, output a deceleration normal signal; otherwise, output a deceleration abnormal signal. Judge whether the acceleration speed is less than or equal to the maximum delay speed. If so, output an acceleration normal signal; otherwise, output an acceleration abnormal signal;

[0060] Mark the distance of the post-regulation flight segment corresponding to L n as B n , mark Bn Substitute into the distance swing relationship function, and mark the solved swing parameter as Bk n , and add B n and A n , then substitute the sum into the distance swing relationship function, and mark the solved swing parameter as Z n ;

[0061] If a normal speed reduction signal is output, then solve for the speed after speed reduction during the subsequent regulation flight segment of the delayed flight using the formula , where BV1 is the speed after speed reduction during the subsequent regulation; if a normal acceleration signal is output, then solve for the speed after acceleration during the subsequent regulation flight segment of the delayed flight using the formula , where BV2 is the speed after acceleration during the subsequent regulation;

[0062] Determine whether BV1 is less than or equal to the maximum hourly speed of the delay. If so, output a feasible speed reduction signal; otherwise, output an unfeasible speed reduction signal. Determine whether BV2 is greater than or equal to the minimum hourly speed of the delay. If so, output a feasible acceleration signal; otherwise, output an unfeasible acceleration signal.

[0063] Furthermore, the flight collaborative regulation module is configured with a flight collaborative regulation strategy, and the flight collaborative regulation strategy includes:

[0064] If a feasible speed reduction signal is output, then regulate the delayed flight to navigate at V1 in the previous regulation flight segment and then at BV1 in the subsequent regulation flight segment;

[0065] If an unfeasible speed reduction signal is output and a feasible acceleration signal is output, then regulate the delayed flight to navigate at V2 in the previous regulation flight segment and then at BV2 in the subsequent regulation flight segment;

[0066] If both an unfeasible speed reduction signal and an unfeasible acceleration signal are output, then output a delay continuation signal.

[0067] Advantages of the present invention: By obtaining real-time aviation flight data, monitoring the flight route simultaneously, extracting the route intersection points of intersecting flight routes, and then calculating the swing parameter between the flight speed and the actual navigation distance of the aircraft based on historical navigation data, and calculating in real time whether the delayed flight can proceed smoothly after takeoff based on the swing parameter. The advantage is that usually, the width of the aircraft route reaches twenty kilometers, and flying within this twenty-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. Making multiple adjustments during the flight will make the flight route of the aircraft not completely straight, and the actual navigation mileage will increase, that is, the swing parameter. Analyzing based on the swing parameter can calculate the intersection between flights more accurately, improving the accuracy and rationality of aviation flight control data analysis;

[0068] Based on the swing parameters, the present invention calculates in real time whether, in the case where a delayed flight cannot proceed smoothly after takeoff, the delayed flight can take off in advance by scheduling the delayed flight and the flights on the intersecting flight paths, and finally performs collaborative regulation on the delayed flight. The advantage lies in that, in the case where a delayed flight cannot proceed smoothly after takeoff, the existing air traffic control data analysis technology usually does not allow the delayed flight to take off, while the present invention dynamically adjusts the speed of the delayed flight based on the swing parameters, and calculates a smooth flight plan for the delayed flight without affecting the normal navigation of other flights, so that the delayed flight can reduce the delay time and improve the accuracy and effectiveness of air traffic control data analysis. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] Figure 1 is a schematic block diagram of the system of the present invention;

[0070] Figure 2 is a schematic top view of the flight layer of the present invention;

[0071] Figure 3 is a distance swing relationship diagram of the present invention;

[0072] Figure 4 is a schematic diagram of the nth field of the flight schedule of the present invention;

[0073] Figure 5 is a schematic diagram of the regulation reference point and the post-regulation flight segment of the present invention;

[0074] Figure 6 is the L of the present invention 2 schematic diagram of the pre-regulation flight segment and the post-regulation flight segment. DETAILED DESCRIPTION OF THE INVENTION

[0075] It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present invention belongs.

[0076] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention.

[0077] In the case of no conflict, the embodiments in the present invention and the features in the embodiments can be combined with each other.

[0078] Example 1, please refer to Figure 1As shown in the figure, the present application provides a big data-based air traffic control data analysis system, including a real-time flight data acquisition module, a route monitoring module, a delayed flight scheduling module, and a flight coordination and regulation module; the real-time flight data acquisition module, the route monitoring module, and the flight coordination and regulation module are respectively connected to the delayed flight scheduling module for data connection;

[0079] The real-time flight data acquisition module is used to acquire air flight data in real time;

[0080] The real-time flight data acquisition module is configured with a real-time flight data acquisition strategy, and the real-time flight data acquisition strategy includes:

[0081] The flight data includes flight positioning, flight speed, flight route, delay data, departure time, flight time, and arrival time;

[0082] The delay data includes the delayed flight number and the delayed route;

[0083] The flight data is acquired by connecting to the air data terminal;

[0084] In practical applications, with authorization, the flight data and delay data can be directly acquired through the existing air data monitoring system. This embodiment does not make specific descriptions. The delayed flight number in the delay data refers to the specific flight number code of the delayed flight, which is used to distinguish different analysis objects in practical applications. This embodiment does not make distinctions. Therefore, the subsequent delayed flight number and delayed flight both refer to the example objects described in this embodiment.

[0085] Please refer to Figure 2 As shown in the figure, the route monitoring module is used to monitor the flight route and extract the route intersection points of the intersecting flight routes;

[0086] The route monitoring module is configured with a route monitoring strategy, and the route monitoring strategy includes:

[0087] The flight route includes a flight layer and a flight line, and the flight line is the code of the preset flight route;

[0088] Acquire the delayed route, search for the flight routes that have route intersection points with the delayed route, and mark them as intersecting routes. The route intersection point is the longitude and latitude of the midpoint of the set of the intersecting areas of two flight routes;

[0089] Real-time monitor the flight positioning, flight speed, departure time, flight time, and arrival time of the intersecting routes, and name them as monitoring positioning, monitoring speed, departure monitoring time, flight monitoring time, and arrival monitoring time in sequence;

[0090] In practical applications, there are multiple different flight levels when an aircraft is in flight. Specifically, it is based on the existing division of flight levels. In this embodiment, obtaining the flight level is only for finding the intersecting flight routes within the same flight level. The flight line is the number of the flight route. Therefore, this embodiment does not specifically describe it. It is only necessary to know its function and significance, which does not affect the actual implementation of this embodiment. Delayed flights often occur at airports. Part of the reason is weather, and part is the route reason. 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 the data processing method. Taking Figure 2 as an example, Figure 2 is a schematic diagram of the top view of the 9000-meter flight level, which shows the delayed route and the intersecting route. The other irrelevant flight routes are automatically blocked. The route intersection point is the geometric center point of the parallelogram in the intersecting area of the two flight routes.

[0091] The delayed flight scheduling module is used to analyze the aviation flight data and the route intersection point, and schedule the delayed flight based on the analysis result. The delayed flight scheduling module includes a navigation swing calculation unit, a real-time takeoff calculation unit, and a real-time scheduling calculation unit.

[0092] The navigation swing calculation unit is used to calculate the swing parameter between the flight speed of the aircraft and the actual navigation distance based on historical navigation data.

[0093] The navigation swing calculation unit is configured with a navigation swing calculation strategy, which includes:

[0094] Obtain historical navigation data, which includes the flight duration, average speed, longitude and latitude when the aircraft reaches the cruise altitude, and longitude and latitude when the aircraft leaves the cruise altitude within the cruise altitude of the aircraft, and name them cruise duration, cruise speed, cruise starting point, and cruise ending point in turn.

[0095] In practical applications, the flight route of an aircraft is usually 20 km wide. Flying within a 20 km width range is not considered off-course. Therefore, there are certain angle deviations and angle adjustments during the flight of the aircraft, making the actual flight path of the aircraft in a broken line form. There is a certain deviation between the distance of the actual flight path and the distance the aircraft travels between two places, that is, the swing parameter. Only by analyzing the swing parameter can the actual distance passed by the aircraft be calculated more accurately based on the speed and flight duration of the aircraft, so as to more accurately predict the smoothness of the aircraft route. It means that the aircraft flies at a constant speed within the same altitude layer, excluding the process of the aircraft ascending and descending. Since there is too much historical navigation data, it is not convenient to specifically display it in this embodiment, and it is only explained through the distance swing relationship diagram.

[0096] Calculate the distance between the cruise starting point and the cruise ending point through the calculation of longitude and latitude distances to obtain the cruise distance;

[0097] Calculate CS × CD, and mark the calculation result as TD, where CS is the cruise duration and CD is the cruise speed;

[0098] Calculate CR / TD, and mark the calculation result as the swing parameter, where CR is the cruise distance;

[0099] Please refer to Figure 3 As shown, establish a plane rectangular coordinate system with the cruise distance as the X-axis and the swing parameter as the Y-axis, named the distance-swing relationship diagram, and enter the cruise distance and the swing parameter into the distance-swing relationship diagram;

[0100] Conduct a function regression analysis on the distance-swing relationship diagram, and name the regression function as the distance-swing relationship function;

[0101] In practical applications, the calculation of longitude and latitude distances is an existing calculation method, and this embodiment will not elaborate specifically. The calculated TD represents the actual flight distance of the aircraft, while the cruise distance represents the distance between the cruise starting point and the cruise ending point during the flight of the aircraft, which is the distance between one place and another during the flight of the aircraft. Due to the flight deviation of the aircraft, TD will definitely be greater than the cruise distance. Thus, the swing parameter is calculated, and the constructed distance-swing relationship diagram is as Figure 3 As shown, the distance-swing relationship function obtained through function 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 cruise distance. In the function regression analysis, the least squares method is used to select the best regression model;

[0102] The real-time takeoff calculation unit is used to calculate in real time whether the delayed flight can take off smoothly based on the swing parameter;

[0103] The real-time takeoff calculation unit is configured with a real-time takeoff calculation strategy, and the real-time takeoff calculation strategy includes:

[0104] Obtain the intersecting routes of the delayed route, number the route intersections of the intersecting routes of the delayed route, and mark them as L n in the order from near to the departure airport, where n is a non-zero natural number and n is the serial number of L;

[0105] Obtain the time required for the delayed flight to reach the corresponding flight level and the corresponding cruise starting point, and name them 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;

[0106] Calculate L by the latitude and longitude distance calculation method n The distance from the estimated starting point is marked as P n ;

[0107] In practical applications, as Figure 2 shown, if the leftmost of the delayed route is the departure airport, then the intersecting routes are marked as L 1 and L 2 , 1 ≤ n ≤ 2. Flights usually have fixed routes and departure times during normal operations, which are fixed operation standards. Therefore, both the climb duration and the estimated starting point can be referenced by historical flight data. After a flight is delayed, the delay time and adjustments each time are different. Therefore, it is impossible to directly analyze through historical flight data. However, after a flight is delayed, its flight route remains unchanged, and the climb duration and the estimated starting point are basically the same as those during normal operation. Therefore, they can be referenced. The climb duration and the estimated starting point of the delayed flight are obtained as 25 min and (106.836528, 29.586071) respectively. The latitudes and longitudes of L 1 and L 2 are (111.562264, 29.463931) and (116.720804, 28.748523) respectively. Calculate P 1 to be 457 km and P 2 to be 964 km. The calculation results are all rounded to integers;

[0108] Substitute P n into the distance swing relationship function, and mark the obtained swing parameter as K n ;

[0109] Obtain the average speed of the delayed flight at the cruising altitude, marked as the conventional speed, represented by the symbol V;

[0110] Through the formula calculate the duration required for the delayed flight to reach the route intersection L n . Name it the estimated duration, where T n is the estimated duration;

[0111] Add the estimated duration T n to the climb duration to obtain the estimated intersection duration, marked as G n ;

[0112] In practical applications, substitute P 1 and P 2 into Y = -5×10 -9 ×X 2 -5×10 -5 ×X + 1.0083 to solve for K1 and K 2 are 0.9844 and 0.9555 respectively; the conventional speed V is obtained as 800 km / h, and the estimated number of delayed flights is calculated to reach L from the estimated starting point 1 and L 2 The required estimated duration T 1 and T 2 are 0.58 h = 34.8 min and 1.26 h = 75.6 min respectively. The calculation results are rounded to two decimal places and converted to minutes. The estimated duration T n is added to the climbing duration to obtain the estimated intersection duration G 1 and G 2 are 59.8 min and 100.6 min respectively;

[0113] Based on the estimated intersection duration, analyze whether the delayed flight can fly unobstructed after takeoff;

[0114] Please refer to Figure 4 as shown, obtain the top view of the flight layer corresponding to the delayed flight, set the first domain radius, and construct a circle with the route intersection point L n as the center and the first domain radius as the radius, named the nth domain of the flight. The n in the nth domain of the flight corresponds to the serial number of L n ;

[0115] For any L n and the nth domain of the flight, obtain the historical flight data, and find the time period when the flight position on the intersecting route corresponding to L n is within the nth domain of the flight, marked as the nth occupation period;

[0116] In practical applications, the top view of the flight layer corresponding to the delayed flight is Figure 2 , the first domain radius is set to 40 km. Since the width of the aircraft route is usually 20 km, if there are two aircraft within a 20 km width, it will be listed as a high-risk event. For safety events, we need a certain redundancy, so the standard is increased to 40 km, which is two route widths, to ensure that both aircraft have enough space; the constructed 1st domain of the flight and the 2nd domain of the flight are as Figure 4 shown. Taking the 1st domain of the flight as an example, find the time period when the flight position on the intersecting route corresponding to L 1 is within the 1st domain of the flight, marked as the 1st occupation period. The 1st occupation period is the time range between the time when the flight position enters the 1st domain of the flight and the time when the flight position leaves the 1st domain of the flight during a certain flight of the aircraft. For example, for L 1On the corresponding intersecting flight route, during a certain flight, the flight entered the first area of the shift at 13:26:37 and left the first area of the shift at 13:29:31. The first occupancy period obtained from this record is [13:26:37, 13:29:31];

[0117] For the nth occupancy period, obtain the median of the nth occupancy period, marked as the nth occupancy median. A set composed of the nth occupancy medians is named the median set. Cluster analysis is performed on the median set through a clustering algorithm to obtain different median clusters;

[0118] Obtain the number of the nth occupancy medians in the median cluster, marked as the median number. Compare the median number with the first quantity threshold. If the median number is less than or equal to the first quantity threshold, output a delayed flight signal; otherwise, output a normal flight signal;

[0119] Eliminate the median clusters that output the delayed flight signal. For the median clusters that output the normal flight signal, obtain the maximum and minimum values of the time in the nth occupancy period, form a time range, and name it the nth occupancy time;

[0120] In practical applications, for the first occupancy period, calculate the median of each first occupancy period. For example, for [13:26:37, 13:29:31] listed in this embodiment, its median is 13:28:04. Therefore, the first occupancy median is 13:28:04. Analyze each first occupancy period to obtain several first occupancy medians. Since only one flight passes through a flight route within the same time period, due to the influence of speed control, the nth occupancy period is not the same every time but has a certain fluctuation. By performing cluster analysis based on the nth occupancy median, finding similar nth occupancy medians and merging their nth occupancy periods, the fluctuation range of the time period when the flight passes through L n can be obtained. One median cluster is the fluctuation of the time period when one flight passes through L n Different median clusters represent different flights. If the number of medians is too small, usually it is the data recorded after a flight delay and has no reference value. Therefore, it needs to be eliminated. For the remaining median clusters, each median cluster can obtain an nth occupancy time. In subsequent analysis, only the nth occupancy time closest to the estimated intersection time needs to be used for analysis;

[0121] Obtain the current time, analyze the first estimated time after the current time, and add the current time and the first estimated time to obtain the expected time;

[0122] In practical applications, since at least 50 minutes are required for boarding and pre-takeoff preparations before the plane takes off, the first estimated time in this embodiment is set to 1 hour, with an additional 10 minutes reserved for analysis and scheduling. For example, a certain flight was originally scheduled to take off at 14:00. At 12:50, it was notified that the flight was delayed until 15:00. At this time, the current time is 12:50, and the expected time is 13:50. Since it has not reached the original 14:00, no analysis is performed. If the current time is 13:10 and the expected time is 14:10, which exceeds the original takeoff time, then an analysis is carried out to determine whether the delayed flight can take off one hour later based on the analysis results.

[0123] Add the expected intersection duration to the estimated intersection duration to obtain the expected intersection time, and determine whether the expected intersection time is within the nth lane time. If so, output a route congestion signal; otherwise, output a route clear signal.

[0124] Analyze for each value of n. If a route clear signal is output for all, notify the delayed flight to take off at the expected time. If a route congestion signal is output, jump to the real-time scheduling calculation unit for analysis.

[0125] In practical applications, the expected time is 14:10, and the estimated intersection durations G 1 and G 2 are 59.8 minutes and 100.6 minutes respectively. Taking G 1 as an example, the expected intersection time is calculated to be 15:09:48. Check whether 15:09:48 is within the first lane time. By checking, it is found that 15:09:48 is not within any first lane time, so a route clear signal is output. Similarly, analyze when n = 2. Through analysis, it is found that the expected time 15:50:36 corresponding to G 2 is between the second lane time [15:49:28, 15:56:42], and a route congestion signal is output and jump to the real-time scheduling calculation unit for analysis.

[0126] The real-time scheduling calculation unit is used to calculate in real time whether, in the case where the delayed flight cannot take off smoothly after takeoff, the delayed flight and the flights on the intersecting route can be scheduled to enable the delayed flight to take off earlier.

[0127] The real-time scheduling calculation unit is configured with a real-time scheduling calculation strategy, and the real-time scheduling calculation strategy includes:

[0128] Obtain the nth lane time when a route congestion signal is output, and mark the corresponding flight as the lane-taking flight.

[0129] Obtain the minimum and maximum flight speeds of the delayed flights, and name them the minimum delayed flight speed and the maximum delayed flight speed respectively;

[0130] Start with n = 1 and query L n+1 Whether the corresponding flight is an occupying flight. If so, output a half-course regulation signal; otherwise, output a full-course regulation signal;

[0131] Please refer to Figures 5 to 6 As shown, if a half-course regulation signal is output, then mark the midpoint between L n and L n+1 as the regulation reference point, and mark the flight segment between L n and the regulation reference point as the post-regulation flight segment; if a full-course regulation signal is output, then mark the flight segment between L n and L n+1 as the post-regulation flight segment;

[0132] Mark the flight segment between L n and L n-1 as the flight segment to be analyzed. When n = 1, the flight segment to be analyzed is the flight segment between L 1 and the estimated starting point. For L n , determine whether there is a post-regulation flight segment in the flight segment to be analyzed. If there is, then mark the part of the flight segment to be analyzed that does not belong to the post-regulation flight segment as the pre-regulation flight segment; if not, then mark the flight segment to be analyzed as the pre-regulation flight segment;

[0133] In practical applications, assume that flight AA1111 will appear in the second flight area within the time range of the second occupying time [15:49:28, 15:56:42], that is, mark flight AA1111 as an occupying flight. The minimum delayed flight speed is obtained as 750 km / h, and the maximum delayed flight speed is 950 km / h. Since a smooth flight path signal is output at L 1 , the delayed flight will not encounter congestion when flying to L 1 . Therefore, there is no need to analyze the situation when n = 1. However, to more clearly illustrate the meaning of the post-regulation flight segment and the pre-regulation flight segment, here assume that the flight number corresponding to L 1 is also an occupying flight. When n = 1, L 2 is an occupying flight, and a half-course regulation signal is output. The regulation reference point and the post-regulation flight segment are as Figure 5 shown. When analyzing L 1 , if L 2 is not an occupying flight, then the flight segment between L 1 and L 2 can regulate the delayed flight. Only need to ensure that the time when arriving at L 2 is the same as the time without regulation. If L 2 is not an occupying flight, then it is necessary to...2 Half of the space is reserved for the regulation of L, so it is necessary to ensure that when analyzing the regulation of L 1 When the delayed flight reaches the regulation reference point, the time is the same as that without regulation. The same applies to the pre-regulation flight segment. If L n-1 is an occupied flight, then the regulation of L n can only use half of the flight segment. Based on the above theory, the pre-regulation flight segment and the post-regulation flight segment of L 2 are as shown. The post-regulation flight segment of L Figure 6 ends at the estimated longitude and latitude where the delayed flight needs to descend, that is, the estimated descent point corresponding to the estimated starting point; 2 Based on the pre-regulation flight segment and the post-regulation flight segment of L

[0134] to analyze whether the delayed flight can be regulated; n Obtain the minimum and maximum values of the nth occupied time, named the time pre-limit value and the time post-limit value respectively, and represented by the symbols H1 and H2 respectively;

[0135] Represent the expected time by the symbol E, calculate E - H1, mark the calculation result as U1, calculate H2 - E, and mark the calculation result as U2;

[0136]

[0137] Mark the example of the pre-regulation flight segment corresponding to L n as A n , substitute A n into the example swing relationship function to solve for C n , and calculate the duration required for the delayed flight to pass through the pre-regulation flight segment through the formula , mark it as the pre-regulation estimated duration. Add the pre-regulation estimated duration W n to U1 to get R1 n , subtract U2 from W n to get R2 n ;

[0138] Replace W in the formula n with R1 n and R2 n respectively, without changing A n and C n , solve for the new V, marked as the deceleration speed and the acceleration speed respectively, marked as V1 and V2;

[0139] In practical applications, since a clear route signal is output at L 1 , the delayed flight will not encounter congestion when flying to L 1 , so there is no need to analyze when n = 1. When n = 2, A 2 ​It is 507 km. The obtained H1 and H2 are 15:49:28 and 15:56:42 respectively, and the expected time E is 15:50:36. It is calculated that U1 is approximately 1.13 min and U2 is 6.1 min. Further calculation gives C 2 is 0.9817, W 2 is 0.65 h = 39 min. Further calculation gives R1 2 is 40.13 min, R2 2 is 32.9 min. The solved V1 is 772 km / h and V2 is 942 km / h. The calculation results are rounded to integers;

[0140] Judge whether the deceleration speed is greater than or equal to the minimum hourly speed of delay. If so, output a normal deceleration signal; otherwise, output an abnormal deceleration signal. Judge whether the acceleration speed is less than or equal to the maximum hourly speed of delay. If so, output a normal acceleration signal; otherwise, output an abnormal acceleration signal;

[0141] Mark the distance of the post-regulation flight segment corresponding to L n as B n Substitute B n into the distance swing relationship function, and mark the solved swing parameter as Bk n Substitute B n plus A n and substitute it into the distance swing relationship function, and mark the solved swing parameter as Z n ;

[0142] In practical applications, it is obtained through comparison that the deceleration speed is greater than the minimum hourly speed of delay, and a normal deceleration signal is output. The acceleration speed is less than the maximum hourly speed of delay, and a normal acceleration signal is output. Obtain B 2 is 216 km. Substitute X = 216 into the distance swing relationship function to solve for Bk 2 is 0.9973. Substitute B 2 plus A 2 and substitute it into the distance swing relationship function to solve for Z 2 is 0.9695;

[0143] If a normal deceleration signal is output, then solve the decelerated post-regulation speed of the delayed flight during navigation in the post-regulation flight segment through the formula where BV1 is the decelerated post-regulation speed. If a normal acceleration signal is output, then solve the accelerated post-regulation speed of the delayed flight during navigation in the post-regulation flight segment through the formula where BV2 is the accelerated post-regulation speed;

[0144] Judge whether BV1 is less than or equal to the maximum speed of delay. If so, output a signal indicating that speed reduction is feasible; otherwise, output a signal indicating that speed reduction is not feasible. Judge whether BV2 is greater than or equal to the minimum speed of delay. If so, output a signal indicating that acceleration is feasible; otherwise, output a signal indicating that acceleration is not feasible.

[0145] In practical applications, a signal indicating normal speed reduction is output, and the data is substituted into the formula , and we get By solving, BV1 is obtained as 823 km / h. When a signal indicating normal acceleration is output, the analysis and calculation process is similar to that when a signal indicating normal speed reduction is output. Therefore, no specific description will be given in this embodiment. By comparison, BV1 is less than the maximum speed of delay, and a signal indicating that speed reduction is feasible is output.

[0146] The flight collaborative regulation module is used to conduct collaborative regulation on delayed flights;

[0147] The flight collaborative regulation module is configured with a flight collaborative regulation strategy, and the flight collaborative regulation strategy includes:

[0148] If a signal indicating that speed reduction is feasible is output, then regulate the delayed flight to navigate at V1 within the previous regulation flight segment and then at BV1 within the subsequent regulation flight segment;

[0149] If a signal indicating that speed reduction is not feasible is output and a signal indicating that acceleration is feasible is output, then regulate the delayed flight to navigate at V2 within the previous regulation flight segment and then at BV2 within the subsequent regulation flight segment;

[0150] If signals indicating that both speed reduction and acceleration are not feasible are output simultaneously, then output a signal indicating continuous delay;

[0151] In practical applications, if a signal indicating that speed reduction is feasible is output, then regulate the delayed flight to fly at 772 km / h within the previous regulation flight segment and at 823 km / h within the subsequent regulation flight segment, and maintain the original 800 km / h within the remaining flight segments. Since the strategy of first reducing speed and then accelerating is used, there is no need to consider the signal indicating that acceleration is feasible. Through the analysis here, the delayed flight originally scheduled to take off at 15:00 can take off at 14:10, significantly reducing the flight delay time.

[0152] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, or a computer program product. Therefore, the present invention can take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program code. Among them, the storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk. These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory produce a manufacture including an instruction device, and the instruction device implements the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 in one block or multiple blocks.

[0153] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are only illustrative. For example, the division of the units is only a logical function division, and there can be other division methods in actual implementation. For another 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 displayed or discussed coupling or direct coupling or communication connection between each other can be through some communication interfaces. The indirect coupling or communication connection of the devices or units can be in an electrical, mechanical, or other form.

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; 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 the intersecting routes if the delayed flight cannot be unimpeded after taking off; 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.

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 1, 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.

5. The big data aviation flight control data analysis system according to claim 4, 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 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.

6. The big data aviation flight control data analysis system according to claim 5, 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 controlled.

7. The big data aviation flight control data analysis system according to claim 6, 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 relation 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 and 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.

8. The big data aviation flight control data analysis system according to claim 7, 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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