Aeronautical data analysis method and aeronautical data fusion platform

Abstract

The invention relates to the technical field of aeronautical data fusion, in particular to an aeronautical data analysis method and an aeronautical data fusion platform, which are used for acquiring a course angle and a barometric altitude in navigation data of an aircraft, analyzing flight stability under course offset and flight height adjustment according to a flight speed and an acceleration, and acquiring flight state characteristic data. According to the method, the course angle change rate and the air pressure height change rate are extracted, the track deviation trend and the flight height adjustment mode are accurately analyzed, and the flight speed and the acceleration are combined, so that the accuracy of flight stability evaluation is improved. The task execution progress and the flight path offset are accurately calculated in combination with the task route coordinates, the flight time and the airspace range, and the flight path monitoring capability is enhanced. And analyzing height range, speed interval and flight attitude data, introducing environmental factors such as wind speed, air pressure, turbulence intensity and the like, quantitatively evaluating the influence of weather on flight stability, and optimizing a flight control strategy.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation data fusion, and in particular to an aviation data analysis method and an aviation data fusion platform. Background Art

[0002] The field of aviation data fusion technology includes multiple links such as the collection, processing, storage and fusion of aviation data, aiming to integrate multi-source heterogeneous data and improve data integrity and consistency. The core content involves aspects such as aircraft operation status monitoring, navigation positioning, track prediction, fault diagnosis and aircraft situational awareness. Aviation data fusion mainly relies on multiple data sources such as sensor data, flight parameters, radar information, ground station data, etc., and fuses and optimizes data through specific calculation methods to improve data quality and enhance decision support capabilities. The key to data processing lies in the preprocessing, time synchronization, data association and data analysis of multi-source data to ensure that data can be efficiently shared between different systems and effectively analyzed.

[0003] Among them, the aviation data analysis method refers to the classification, screening, calculation and modeling of the collected multi-source aviation data to mine the characteristic information in the data and realize the in-depth analysis of aviation data. For flight data, navigation data, environmental data and system operation data, a rule-based classification strategy is used to structure the data, and key parameters are extracted through specific mathematical calculation methods. The data is normalized, denoised, interpolated and error corrected to ensure the accuracy of the data. In the data modeling process, statistical analysis methods are used to establish a data feature model, analyze the flight status, track deviation, and system anomalies, and perform pattern recognition and trend analysis based on multi-dimensional calculation methods to reveal the inherent correlation and change trend of the data.

[0004] Existing technologies have deficiencies in data fusion, real-time performance, and environmental factor analysis. They fail to fully correlate multi-dimensional data, resulting in delayed track deviation monitoring and inaccurate recognition of flight altitude adjustment patterns. Mission execution status assessment lacks route, time, and airspace matching analysis, which affects the accuracy of deviation monitoring. Flight attitude data analysis is not effectively combined with mission requirements, resulting in errors in maneuvering state judgment and affecting control strategy optimization. Meteorological impact assessment is based on a single parameter, which makes it difficult to quantify the effect of the environment on flight stability, resulting in a lack of flexibility in flight adjustment strategies, affecting precise control and mission optimization. Summary of the invention

[0005] The purpose of the present invention is to solve the shortcomings of the prior art and to propose an aviation data analysis method and an aviation data fusion platform.

[0006] In order to achieve the above object, the present invention adopts the following technical solution: an aviation data analysis method, comprising the following steps: S1: Obtain the heading angle and pressure altitude from the aircraft navigation data, analyze the flight stability under heading deviation and altitude adjustment according to the flight speed and acceleration, and obtain flight status characteristic data; S2: Analyze the heading change trend according to the flight status characteristic data, call the mission route coordinate point to calculate the current flight position offset, determine whether the current trajectory of the aircraft is within the target airspace range according to the offset, and obtain the flight mission offset data; S3: extracting the aircraft altitude difference in the flight mission offset data, calling the speed data to determine whether the current flight speed is within the mission specified speed range, matching the altitude difference and the flight speed with the aircraft maneuvering state, and obtaining a flight dynamic matching result; S4: Obtain wind speed, wind direction, air pressure, and turbulence intensity in the current airspace, calculate the wind speed change rate and the flight trajectory change, analyze the impact of the meteorological environment on the flight altitude and stability of the aircraft in combination with the flight dynamic matching result, and obtain meteorological impact analysis data; S5: Calculate the deviation change trend of the flight execution status according to the flight mission deviation data and the meteorological impact analysis data, and adjust the current aircraft control requirements to obtain an aviation data analysis report.

[0007] As a further solution of the present invention, the flight status characteristic data includes track deviation trend, flight altitude adjustment mode, and flight stability evaluation results; the flight mission deviation data includes track deviation, mission execution progress difference, and mission airspace compliance judgment result; the flight dynamic matching results include flight altitude deviation, flight speed deviation, and flight maneuvering state matching results; the meteorological impact analysis data includes the impact of wind speed changes on flight trajectory, the impact of air pressure changes on flight altitude, and the impact of turbulence intensity on flight stability; the aviation data analysis report includes an evaluation of the impact of flight status on mission execution, the amount of flight trajectory change, and the flight control adjustment range.

[0008] As a further solution of the present invention, the steps for acquiring the flight status characteristic data are: S101: Obtain the heading angle, flight speed, acceleration, and pressure altitude in the aircraft navigation data, calculate the change rate of the heading angle, perform adjacent data difference on the time series data of the heading angle, calculate the change rate of the heading angle per unit time, and obtain the heading angle change rate value; S102: Based on the heading angle change rate value, calculate its trend over time, use a sliding window method to smooth the heading angle change rate, calculate the first-order derivative of the time series, and perform offset judgment based on the trend of the change rate curve to obtain a track offset trend coefficient; S103: Based on the heading angle change rate value and the track deviation trend coefficient, the flight stability is calculated in combination with the flight speed and acceleration, using the formula: ; in, Represents the quantitative value of flight stability, Representative The flight speed at the moment, Representative The acceleration of time, Representative The heading angle change rate after smoothing at all times, Representative Track deviation trend coefficient at time, is the number of sampling time points, and the flight status characteristic data is obtained.

[0009] As a further solution of the present invention, the steps for obtaining the flight mission offset data are: S201: Based on the flight status characteristic data, the heading change trend is analyzed, the heading angle sequence in the aircraft navigation data is called, the time change rate of the heading angle is calculated, and the trend change amount is calculated through a sliding window, using the trend calculation formula: ; in, Represents the rate of change of heading trend, Representative The heading angle at the moment, Represents the number of sampling time points, calculates the heading change trend, and obtains the heading trend change rate; S202: Based on the heading trend change rate, the mission route coordinate points and flight mission time in the aircraft navigation data are called to calculate the offset between the current flight position and the mission route, using the track offset calculation formula: ; in, Represents the flight path offset, Represents the current flight position coordinates, Represents the coordinates of the mission route target point and obtains the flight track offset; S203: Based on the flight track offset, the mission flight time data is called to calculate the flight time deviation value, and the target airspace range is called to determine whether the current trajectory of the aircraft meets the mission airspace requirements, and the mission execution offset is calculated using the formula: ; in, Represents the flight mission offset data, represents the mission planning flight time, Represents the current flight time, Represents the flight track offset and obtains the flight mission offset data.

[0010] As a further solution of the present invention, the steps for obtaining the flight dynamics matching result are: S301: Based on the flight mission offset data, extract the altitude range and speed range of the current route and obtain the current altitude data of the aircraft and the minimum altitude required by the mission and maximum height , calculate the difference between the current altitude and the mission altitude, using the formula: ; in, Represents the height deviation, Represents the current altitude of the aircraft. and Respectively represent the minimum altitude and maximum altitude specified in the mission, calculate the current flight altitude deviation value, and obtain the altitude deviation; S302: Based on the altitude deviation, obtain the current flight speed And the speed range specified by the task , to determine whether the current speed is within the specified range of the task, use the speed matching judgment formula: ; in, Represents the speed matching deviation, Represents the current speed of the aircraft. and Respectively represent the minimum speed and maximum speed specified in the mission, calculate the current flight speed deviation value, and obtain the speed matching deviation; S303: Based on the speed matching deviation, call the flight attitude data, including the pitch angle , Roll Angle and yaw angle , calculate the flight attitude change rate, using the formula: ; in, Represents the flight dynamic matching result, represents the rate of change of pitch angle, represents the rate of change of the roll angle, represents the rate of change of yaw angle, Represents the number of sampling points, calculates the dynamic state matching value, and obtains the flight dynamic matching result.

[0011] As a further solution of the present invention, the steps for obtaining the meteorological impact analysis data are: S401: Obtain wind speed, wind direction, air pressure, turbulence intensity in the current airspace and extract wind speed data Based on the changes at different time points, calculate the wind speed change rate and analyze the impact of wind speed on the flight trajectory using the formula: ; in, Represents the wind speed change rate data, Representative The wind speed at the moment, Represents the number of sampling time points, calculates the wind speed change rate, and obtains the wind speed change rate data; S402: Based on the wind speed change rate data, call the air pressure data to extract the current air pressure value of the aircraft Based on the changes at different time points, the flight altitude adjustment trend is calculated using the formula: ; in, Represents the flight altitude adjustment trend data, Representative The air pressure value at the moment, Represents the number of sampling time points, calculates the flight altitude adjustment trend, and obtains the flight altitude adjustment trend data; S403: Based on the flight altitude adjustment trend data, call the turbulence intensity data , calculate the flight stability change trend, and combine the flight dynamic matching results to evaluate the impact of the meteorological environment on the flight stability of the aircraft, using the formula: ; in, Represents meteorological impact analysis data, represents the turbulence intensity, Represents the flight altitude adjustment trend data, Represents the wind speed change rate data, Represents the number of sampling time points. The root mean square error of the wind speed and altitude adjustment trends is added to the denominator to consider the impact of their volatility on stability changes, calculate the flight stability change trend, and obtain meteorological impact analysis data.

[0012] As a further solution of the present invention, the steps for obtaining the aviation data analysis report are: S501: Based on the flight mission offset data and the weather impact analysis data, the impact of the flight status on the mission execution is analyzed. First, the heading offset in the flight mission offset data is extracted. and height offset , combined with the wind speed change rate in the meteorological impact analysis data and turbulence intensity , calculate the change in flight trajectory, using the formula: ; in, Represents the flight trajectory change data, Represents the heading offset, Represents the height offset, represents the wind speed change rate, Represents the turbulence intensity, and finally obtains the flight trajectory change. The comprehensive track deviation calculated by combining the wind speed change rate and the turbulence intensity can be used to subsequently adjust the control requirements of the aircraft and obtain the flight trajectory change data; S502: Based on the flight trajectory change data, adjust the control requirements of the current aircraft and calculate the flight attitude control parameters that need to be adjusted. First, extract the flight trajectory change And calculate the roll angle required for adjustment and pitch angle , using the following relationship: ; in, represents the roll angle adjustment value, Represents the pitch angle adjustment value, which can be further used to calculate the flight control adjustment amplitude to correct the flight trajectory, calculate the aircraft control demand adjustment value, and obtain flight control adjustment data; S503: Based on the flight control adjustment data, call the flight stability change data to calculate the adjustment range of the flight control, and extract the flight stability change data And calculate the adjustment , using the formula: ; Calculate flight control adjustment range and obtain aviation data analysis report; in, Represents the flight control adjustment range, represents the roll angle adjustment value, Represents the pitch angle adjustment value, Represents flight stability change data. This value is used to analyze the impact of flight status on mission execution and ultimately generate an aviation data analysis report.

[0013] An aviation data fusion platform, the aviation data fusion platform comprising: The track monitoring module obtains the heading angle, flight speed, acceleration, and pressure altitude from the aircraft navigation data, calculates the heading angle change rate, track deviation trend, pressure altitude change rate, and flight altitude adjustment mode, and calculates the flight stability under track deviation and altitude adjustment by combining the flight speed and acceleration, and generates flight status characteristic data; The mission offset analysis module calculates the heading change trend, mission route offset, and flight time difference based on the flight status characteristic data, determines the conformity of the flight trajectory with the airspace range, and generates flight mission offset data; The flight dynamics matching module extracts the altitude range and speed range of the current route in the flight mission offset data, calculates the difference between the current altitude of the aircraft and the altitude specified in the mission, and whether the current flight speed is within the speed range specified in the mission, determines whether the flight attitude and maneuvering state meet the mission requirements, and generates a flight dynamics matching result; The meteorological impact assessment module obtains wind speed, wind direction, air pressure, and turbulence intensity, calculates the wind speed change rate and the flight trajectory change, and combines the flight dynamic matching results to assess the impact of the meteorological environment on the flight altitude and flight stability of the aircraft, and generates meteorological impact analysis data; The flight control optimization module calls the flight mission offset data and the meteorological impact analysis data, calculates the flight trajectory change, adjusts the aircraft control requirements, calls the flight dynamic matching results, calculates the control adjustment range, and generates flight control adjustment data.

[0014] Compared with the prior art, the advantages and positive effects of the present invention are: In the present invention, by extracting the heading angle change rate and the pressure altitude change rate, the track deviation trend and the flight altitude adjustment mode are accurately analyzed, and the flight speed and acceleration are combined to improve the accuracy of the flight stability assessment. Combined with the mission route coordinates, flight time and airspace range, the mission execution progress and track deviation are accurately calculated to enhance the flight trajectory monitoring capability. Analyze the altitude range, speed range and flight attitude data to ensure that the flight maneuvering state meets the mission requirements. Introduce environmental factors such as wind speed, air pressure, and turbulence intensity to quantitatively evaluate the impact of meteorology on flight stability and optimize flight control strategies. By calculating the flight trajectory change and control adjustment range in real time, flight control is dynamically optimized to make mission execution more accurate, flight safety higher, and enhance track management and decision support capabilities in complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a flow chart of the method of the present invention; Figure 2 The flowchart of obtaining the flight status characteristic data of the present invention is as follows; Figure 3 A flowchart for obtaining flight mission offset data of the present invention; Figure 4 The flowchart of obtaining the flight dynamic matching result of the present invention; Figure 5 The flowchart of obtaining the meteorological impact analysis data of the present invention; Figure 6 The present invention is a flowchart for obtaining the aviation data analysis report. DETAILED DESCRIPTION

[0016] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0017] In the description of the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating positions or positional relationships, are based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, in the description of the present invention, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0018] See also Figure 1 The present invention provides a technical solution: an aviation data analysis method, comprising the following steps: S1: Obtain the heading angle, flight speed, acceleration, and pressure altitude from the aircraft navigation data, extract the heading angle change rate to analyze the track deviation trend, and extract the pressure altitude change rate to analyze the flight altitude adjustment mode, evaluate the flight stability under track deviation and flight altitude adjustment based on the flight speed and acceleration, and obtain the flight status characteristic data; S2: Analyze the heading change trend according to the flight status characteristic data, call the mission route coordinate points and flight mission time in the aircraft navigation data, calculate the offset between the current flight position and the relative mission route, analyze the mission execution progress difference according to the flight time, call the target airspace range to determine whether the current trajectory of the aircraft meets the mission airspace requirements, and obtain the flight mission offset data; S3: Extract the altitude range and speed range of the current route in the flight mission offset data, calculate the difference between the current altitude of the aircraft and the altitude specified in the mission, and whether the current flight speed is within the speed range specified in the mission. Analyze whether the maneuvering state of the aircraft meets the mission requirements based on the flight attitude data, and obtain the flight dynamic matching result. S4: Obtain the wind speed, wind direction, air pressure, and turbulence intensity of the current airspace, calculate the wind speed change rate and the flight trajectory change, call the air pressure data to calculate the flight altitude adjustment trend, call the turbulence intensity data to calculate the flight stability change trend, combine the flight dynamic matching results to analyze the impact of the meteorological environment on the flight altitude and flight stability of the aircraft, and obtain meteorological impact analysis data; S5: Analyze the impact of the flight status on mission execution based on the flight mission offset data and meteorological impact analysis data, obtain the flight trajectory change under the current impact level, adjust the current aircraft control requirements based on the flight trajectory change, call the flight stability change data to calculate the adjustment range of the flight control, and obtain the aviation data analysis report.

[0019] Flight status characteristic data include track deviation trend, flight altitude adjustment mode, and flight stability assessment results; flight mission deviation data include track deviation amount, mission execution progress difference, and mission airspace compliance determination results; flight dynamic matching results include flight altitude deviation, flight speed deviation, and flight maneuvering state matching results; meteorological impact analysis data include the impact of wind speed changes on flight trajectory, the impact of air pressure changes on flight altitude, and the impact of turbulence intensity on flight stability; aviation data analysis reports include an assessment of the impact of flight status on mission execution, the amount of flight trajectory change, and the range of flight control adjustments.

[0020] See also Figure 2 , the steps for obtaining flight status characteristic data are: S101: Obtain the heading angle, flight speed, acceleration, and pressure altitude in the aircraft navigation data, calculate the change rate of the heading angle, perform adjacent data difference on the time series data of the heading angle, calculate the change rate of the heading angle per unit time, and obtain the heading angle change rate value; Obtain the heading angle, flight speed, acceleration, and pressure altitude from the aircraft navigation data, and calculate the rate of change of the heading angle. First, obtain the aircraft's navigation data, including the heading angle , Flight speed , acceleration and pressure altitude These data are usually collected in real time by sensors on the aircraft and recorded in the flight data recorder. For example, in a certain flight, the sensor records data once per second, and the heading angle sequence obtained is Next, we calculate the rate of change of the heading angle by performing adjacent data differences on the heading angle time series data and calculating the rate of change of the heading angle per unit time. Specifically, the rate of change of the heading angle is It can be expressed as: ; in, and Respectively and The heading angle at the moment, is the time interval, assuming that the time interval is 1 second, then: ; ; ; Assume that the heading angle of a flight changes as follows: , , , , the calculated change rates are: ; ; ; These change rate values ​​can reflect the heading change of the aircraft at each time point. The result shows that the heading angle changes relatively smoothly, and finally the heading angle change rate value is obtained.

[0021] S102: Based on the heading angle change rate value, calculate its trend over time, use a sliding window method to smooth the heading angle change rate, calculate the first-order derivative of the time series, and make an offset judgment based on the trend of the change rate curve to obtain a track offset trend coefficient; Based on the heading angle change rate value, its trend over time is calculated, and the heading angle change rate is smoothed by using a sliding window method. The first-order derivative of the time series is calculated, and the offset judgment is made by the trend of the change rate curve. First, based on the heading angle change rate value calculated above, its change trend over time is analyzed. In order to reduce noise interference, the heading angle change rate is smoothed by using a sliding window method. Assuming that the sliding window size is 3 seconds, the first The rate of change after smoothing for: ; Assuming the calculated The sequence is , then the sliding average is calculated as follows: ; ; Next, calculate the first derivative of the smoothed time series to assess the change in the rate of change. It can be approximately expressed as: ; Assume that the calculation is: ; ; By analyzing The sign and size of the heading change can be used to determine the acceleration or deceleration trend. This result shows that the heading angle change trend gradually increases, and finally the track deviation trend coefficient is obtained.

[0022] S103: Based on the heading angle change rate value and the track deviation trend coefficient, the flight stability is calculated in combination with the flight speed and acceleration using the formula: ; in, Represents the quantitative value of flight stability, Representative The flight speed at the moment, Representative The acceleration of time, Representative The heading angle change rate after smoothing at all times, Representative Track deviation trend coefficient at time, is the number of sampling time points to obtain the flight status characteristic data; First, get the speed of the aircraft at each time point and acceleration Data is usually collected by the speedometer and accelerometer on the aircraft, and then the velocity at each time point is calculated. and The product of the two, find the absolute value of the difference, sum it up for all time points, and finally divide it by the total number of sampling points , assuming that the speed and acceleration data of a certain aircraft are as follows: ; ; ; ; Calculate the value at each moment: ; ; ; ; The results show that the aircraft has good stability during this period, with lower The value indicates that the track deviation is small, and finally the flight status characteristic data is obtained.

[0023] See also Figure 3 , the steps to obtain the flight mission offset data are: S201: Based on the flight status characteristic data, the heading change trend is analyzed, the heading angle sequence in the aircraft navigation data is called, the time change rate of the heading angle is calculated, and the trend change amount is calculated through a sliding window, using the trend calculation formula: ; in, Represents the rate of change of heading trend, Representative The heading angle at the moment, Represents the number of sampling time points, calculates the heading change trend, and obtains the heading trend change rate; First, extract the heading angle time series from the aircraft navigation data This data is usually recorded by the inertial navigation system (INS) on the aircraft and stored in the flight control system. For example, the heading angle of an aircraft within 10 seconds is recorded as , calculate the time rate of change of heading angle , using the difference calculation method: ; Assuming the time interval seconds, the calculated heading angle time rate sequence is (Unit: degrees / second), Next, the sliding window method is used to calculate the trend change, and the window size is set , then Smoothed heading change rate at all times: ; Substitute the data and calculate (Unit: degrees / second), and finally calculate the heading change trend: ; Substitute the data and calculate: ; ; The results show that the heading change trend of the aircraft is relatively stable, the overall heading adjustment change rate is small, the flight trajectory deviation trend is controllable, and finally the heading trend change rate is obtained.

[0024] S202: Based on the heading trend change rate, the mission route coordinate points and flight mission time in the aircraft navigation data are called to calculate the offset between the current flight position and the mission route, using the track offset calculation formula: ; in, Represents the flight path offset, Represents the current flight position coordinates, Represents the coordinates of the mission route target point and obtains the flight track offset; First, extract the current flight coordinates of the aircraft And the coordinates of the mission route target point , these data are provided by GPS and mission planning system, for example, current flight position (Unit: km), mission route target point , use Euclidean distance to calculate the flight trajectory offset: ; Substitute the data and calculate: ; ; The result shows that the current flight position is offset by 0.58 km relative to the mission route target point. The aircraft trajectory has a certain degree of track error. It may be necessary to adjust the heading to reduce the error and finally obtain the flight track offset.

[0025] S203: Based on the flight track offset, the mission flight time data is called to calculate the flight time deviation value, and the target airspace range is called to determine whether the current trajectory of the aircraft meets the mission airspace requirements, and the mission execution offset is calculated using the formula: ; in, Represents the flight mission offset data, represents the mission planning flight time, Represents the current flight time, Represents the flight track offset and obtains the flight mission offset data; First, obtain the mission planning flight time and current flight time , assuming that the task planning time Seconds, current flight time Seconds, calculate the time deviation value: ; Then, the mission offset calculation formula is used: ; Substitute the data and calculate: ; The result shows that the aircraft has a time deviation of about 5.59% compared to the mission planning time, which means that there is a certain error between the aircraft track and the mission route, and the execution progress of the navigation mission has deviated. It is necessary to optimize the track in combination with the heading adjustment decision to meet the mission requirements and finally obtain the flight mission deviation data.

[0026] See also Figure 4 , the steps to obtain the flight dynamic matching results are: S301: Based on the flight mission offset data, extract the altitude range and speed range of the current route and obtain the current altitude data of the aircraft and the minimum altitude required by the mission and maximum height , calculate the difference between the current altitude and the mission altitude, using the formula: ; in, Represents the height deviation, Represents the current altitude of the aircraft. and Respectively represent the minimum altitude and maximum altitude specified in the mission, calculate the current flight altitude deviation value, and obtain the altitude deviation; First, obtain the real-time altitude data of the aircraft This data is usually obtained by the barometric altimeter or GPS altitude sensor on the aircraft. For example, the current altitude of an aircraft is , and the mission altitude range is , , calculate whether the current height exceeds the task range, using the formula: ; Substitute the data and calculate: ; ; This result shows that the current flight altitude is within the mission requirements, the aircraft meets the mission requirements in terms of altitude control, and finally obtains the altitude deviation. This numerical result indicates that the altitude error of the aircraft is 0m, which means that the aircraft has not deviated from the preset altitude range in the current flight segment, and no additional altitude adjustment is required, which meets the altitude constraint conditions set by the flight mission. Therefore, this result can be directly used to further evaluate the overall trajectory compliance of the aircraft and serve as an input parameter for subsequent speed and attitude calculations.

[0027] S302: Obtain current flight speed based on altitude deviation And the speed range specified by the task , to determine whether the current speed is within the specified range of the task, use the speed matching judgment formula: ; in, Represents the speed matching deviation, Represents the current speed of the aircraft. and Respectively represent the minimum speed and maximum speed specified in the mission, calculate the current flight speed deviation value, and obtain the speed matching deviation; Extract the current speed of the aircraft , which is provided by the airspeed sensor or inertial navigation system on the aircraft. For example, the current speed of an aircraft is , and the speed range specified by the task is , , using the speed matching determination formula: ; Substitute the data and calculate: ; ; The result shows that the current flight speed is within the mission range, the aircraft speed control meets the mission requirements, and the speed matching deviation is finally obtained. The numerical result indicates that the aircraft speed error is 0m / s, which means that the current speed of the aircraft does not exceed the mission limit range and no speed adjustment is required. Therefore, this data can be used to further judge the compliance of the aircraft during dynamic maneuvers, and analyze whether the aircraft maintains a stable flight state in combination with attitude changes.

[0028] S303: Based on the speed matching deviation, call the flight attitude data, including the pitch angle , Roll Angle and yaw angle , calculate the flight attitude change rate, using the formula: ; in, Represents the flight dynamic matching result, represents the rate of change of pitch angle, represents the rate of change of the roll angle, represents the rate of change of yaw angle, Represents the number of sampling points, calculates the dynamic state matching value, and obtains the flight dynamic matching result; Get the attitude angle data of the aircraft at multiple times. The data is provided by the inertial measurement unit (IMU). For example, within a 5-second time window, the attitude angle of the aircraft changes as follows: Pitch angle changes , roll angle change , yaw angle change , calculate the attitude change rate at each moment, using the formula: ; in, , and Represent the change rates of pitch angle, roll angle and yaw angle respectively, assuming that the data sampling interval , then calculate: ; ; The result shows that the attitude adjustment rate of the aircraft within the 5-second time window is 3.6 degrees / second, and the maneuvering state of the aircraft matches the attitude adjustment range required by the mission, and finally the flight dynamic matching result is obtained. The numerical result indicates that the attitude change rate of the aircraft is low, which means that the aircraft did not perform violent maneuvers and maintained a relatively stable attitude adjustment state, which meets the flight stability requirements of the mission. Therefore, this result can be used to further determine whether the aircraft is in a state beyond the normal mission maneuvering range during the flight process, and as a basis for track adjustment and flight control optimization.

[0029] See also Figure 5 ,The steps to obtain meteorological impact analysis data are: S401: Obtain wind speed, wind direction, air pressure, turbulence intensity in the current airspace and extract wind speed data Based on the changes at different time points, calculate the wind speed change rate and analyze the impact of wind speed on the flight trajectory using the formula: ; in, Represents the wind speed change rate data, Representative The wind speed at the moment, Represents the number of sampling time points, calculates the wind speed change rate, and obtains the wind speed change rate data; Collect wind speed data at different time points. Assume that the wind speed observation value within 10 seconds is \mathrm{W}=\left [ {12.3, 14.5, 13.8, 15.2, 14.0, 12.8, 13.5, 14.7, 15.1, 13.9} \right ]\mathrm{m} / \mathrm{s} , calculate the wind speed change value at adjacent moments , then take its absolute value and find the average to obtain the wind speed change rate, using the formula: ; Substitute the data and calculate: ; ; The result shows that the wind speed change rate is 1.13m / s, which means that the wind speed fluctuates significantly in a short period of time, which may interfere with the flight trajectory. The data can be used to further calculate the flight altitude adjustment trend and the flight stability change trend to evaluate the overall impact of meteorological conditions on the aircraft and finally obtain the wind speed change rate data.

[0030] S402: Based on the wind speed change rate data, call the air pressure data to extract the current aircraft air pressure value Based on the changes at different time points, the flight altitude adjustment trend is calculated using the formula: ; in, Represents the flight altitude adjustment trend data, Representative The air pressure value at the moment, Represents the number of sampling time points, calculates the flight altitude adjustment trend, and obtains the flight altitude adjustment trend data; Get the measured pressure of the aircraft within 10 seconds, assuming that the observed value is , calculate the pressure change value at adjacent moments , then take its absolute value and find the average to obtain the rate of change of air pressure, using the formula: ; Substitute the data and calculate: ; ; The result shows that the air pressure change rate is 0.48hPa, which means that the air pressure changes relatively smoothly over time and the flight altitude adjustment trend is weak. This data can be used to evaluate flight stability in combination with turbulence intensity to determine whether the aircraft needs additional attitude adjustments and finally obtain flight altitude adjustment trend data.

[0031] S403: Adjust trend data based on flight altitude and call turbulence intensity data , calculate the flight stability change trend, and combine the flight dynamic matching results to evaluate the impact of the meteorological environment on the flight stability of the aircraft, using the formula: ; in, Represents meteorological impact analysis data, represents the turbulence intensity, Represents the flight altitude adjustment trend data, Represents the wind speed change rate data, Represents the number of sampling time points. The denominator includes the root mean square error of the wind speed and altitude adjustment trend to consider the impact of their volatility on stability changes, calculate the flight stability change trend, and obtain meteorological impact analysis data; Get the turbulence intensity observation within 10 seconds, assuming the data is , using the comprehensive calculation formula for turbulence influence: ; Substitute the data and calculate: ; ; ; The results show that the flight stability change trend value is 0.418, indicating that turbulence, air pressure and wind speed changes have little impact on flight stability, and the aircraft can still maintain stable navigation. The data can be further used for flight decision adjustments to optimize flight trajectory or route planning, ensure that the aircraft maintains stable flight in complex meteorological environments, and ultimately obtain meteorological impact analysis data.

[0032] See also Figure 6 , the steps to obtain the aviation data analysis report are: S501: Based on the flight mission offset data and the weather impact analysis data, the impact of the flight status on the mission execution is analyzed. First, the heading offset in the flight mission offset data is extracted. and height offset , combined with the wind speed change rate in the meteorological impact analysis data and turbulence intensity , calculate the change in flight trajectory, using the formula: ; in, Represents the flight trajectory change data, Represents the heading offset, Represents the height offset, represents the wind speed change rate, Represents the turbulence intensity, and finally obtains the flight trajectory change. The comprehensive track deviation calculated by combining the wind speed change rate and the turbulence intensity can be used to subsequently adjust the control requirements of the aircraft and obtain the flight trajectory change data; Get heading offset , height offset , wind speed change rate , turbulence intensity , calculate the change in flight trajectory, using the formula: ; ; ; The result shows that the flight trajectory change is 30.61m, which reflects the composite displacement of the current heading and altitude deviation of the aircraft. The comprehensive track deviation calculated by combining the wind speed change rate and turbulence intensity can be effectively used for subsequent flight attitude adjustment and control decision-making, and finally obtain the flight trajectory change data.

[0033] S502: Based on the flight trajectory change data, adjust the current aircraft control requirements and calculate the flight attitude control parameters that need to be adjusted. First, extract the flight trajectory change And calculate the roll angle required for adjustment and pitch angle , using the following relationship: ; in, represents the roll angle adjustment value, Represents the pitch angle adjustment value, which can be further used to calculate the flight control adjustment amplitude to correct the flight trajectory, calculate the aircraft control demand adjustment value, and obtain flight control adjustment data; Assume that the heading offset is obtained , height offset , calculated as follows: ; ; ; The result shows that the aircraft control requirements are adjusted to a roll angle of 4.3° and a pitch angle of 44.2°, which means that the aircraft needs to make attitude adjustments to compensate for the current track deviation and ensure that its trajectory matches the target route. This data will be used to calculate the flight control adjustment range in the future to further optimize the aircraft trajectory stability and ultimately obtain flight control adjustment data.

[0034] S503: Based on the flight control adjustment data, the flight stability change data is called to calculate the adjustment range of the flight control, and the flight stability change data is extracted. And calculate the adjustment , using the formula: ; Calculate flight control adjustment range and obtain aviation data analysis report; in, Represents the flight control adjustment range, represents the roll angle adjustment value, Represents the pitch angle adjustment value, Represents flight stability change data, which is used to analyze the impact of flight status on mission execution and ultimately generate an aviation data analysis report; Assumptions , calculate the adjustment range , using the formula: ; ; ; The result shows that the flight control adjustment range is 68.84, which means that the current attitude correction range of the aircraft is large and additional stability adjustments may be required to avoid unstable conditions caused by violent maneuvers. This data can be used to optimize the control strategy and subsequently generate a comprehensive aviation data analysis report to determine the final execution of the flight control adjustment and finally obtain an aviation data analysis report.

[0035] An aviation data fusion platform, the aviation data fusion platform comprising: The track monitoring module obtains the heading angle, flight speed, acceleration, and pressure altitude from the aircraft navigation data, calculates the heading angle change rate, track deviation trend, pressure altitude change rate, and flight altitude adjustment mode, and calculates the flight stability under track deviation and altitude adjustment by combining the flight speed and acceleration, and generates flight status characteristic data; The mission offset analysis module calculates the heading change trend, mission route offset, and flight time difference based on the flight status characteristic data, determines the conformity of the flight trajectory with the airspace range, and generates flight mission offset data; The flight dynamics matching module extracts the altitude range and speed range of the current route in the flight mission offset data, calculates the difference between the current altitude of the aircraft and the altitude specified in the mission, and whether the current flight speed is within the speed range specified in the mission, determines whether the flight attitude and maneuvering state meet the mission requirements, and generates the flight dynamics matching results; The meteorological impact assessment module obtains wind speed, wind direction, air pressure, and turbulence intensity, calculates the wind speed change rate and flight trajectory change, and combines the flight dynamic matching results to assess the impact of the meteorological environment on the flight altitude and flight stability of the aircraft, generating meteorological impact analysis data; The flight control optimization module calls the flight mission offset data and meteorological impact analysis data, calculates the flight trajectory change, adjusts the aircraft control requirements, calls the flight dynamics matching results, calculates the control adjustment range, and generates flight control adjustment data.

[0036] The above are only preferred embodiments of the present invention and are not intended to limit the present invention in other forms. Any technician familiar with the profession may use the technical contents disclosed above to change or modify them into equivalent embodiments with equivalent changes and apply them to other fields. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the technical solution of the present invention still falls within the protection scope of the technical solution of the present invention.

Claims

1. An aviation data analysis method, characterized in that: The following steps are involved: S1: Obtain the heading angle and pressure altitude from the aircraft navigation data, analyze the flight stability under heading deviation and altitude adjustment according to the flight speed and acceleration, and obtain flight status characteristic data; S2: Analyze the heading change trend according to the flight status characteristic data, call the mission route coordinate point to calculate the current flight position offset, determine whether the current trajectory of the aircraft is within the target airspace range according to the offset, and obtain the flight mission offset data; S3: extracting the aircraft altitude difference in the flight mission offset data, calling the speed data to determine whether the current flight speed is within the mission specified speed range, matching the altitude difference and the flight speed with the aircraft maneuvering state, and obtaining a flight dynamic matching result; S4: Obtain wind speed, wind direction, air pressure, and turbulence intensity in the current airspace, calculate the wind speed change rate and the flight trajectory change, analyze the impact of the meteorological environment on the flight altitude and stability of the aircraft in combination with the flight dynamic matching result, and obtain meteorological impact analysis data; S5: Calculate the deviation change trend of the flight execution status according to the flight mission deviation data and the meteorological impact analysis data, and adjust the current aircraft control requirements to obtain an aviation data analysis report.

2. The aviation data analysis method according to claim 1, characterized in that: The flight status characteristic data includes track deviation trend, flight altitude adjustment mode, and flight stability assessment result; the flight mission deviation data includes track deviation amount, mission execution progress difference, and mission airspace compliance judgment result; the flight dynamic matching result includes flight altitude deviation, flight speed deviation, and flight maneuvering state matching result; the meteorological impact analysis data includes the impact of wind speed changes on flight trajectory, the impact of air pressure changes on flight altitude, and the impact of turbulence intensity on flight stability; the aviation data analysis report includes an assessment of the impact of flight status on mission execution, the amount of flight trajectory change, and the flight control adjustment range.

3. The aviation data analysis method according to claim 1, characterized in that: The steps for obtaining flight status characteristic data are as follows: S101: Obtain the heading angle, flight speed, acceleration, and pressure altitude in the aircraft navigation data, calculate the change rate of the heading angle, perform adjacent data difference on the time series data of the heading angle, calculate the change rate of the heading angle per unit time, and obtain the heading angle change rate value; S102: Based on the heading angle change rate value, calculate its trend over time, use a sliding window method to smooth the heading angle change rate, calculate the first-order derivative of the time series, and perform offset judgment based on the trend of the change rate curve to obtain a track offset trend coefficient; S103: Based on the heading angle change rate value and the track deviation trend coefficient, the flight stability is calculated in combination with the flight speed and acceleration, using the formula: ； in, Represents the quantitative value of flight stability, Representative The flight speed at the moment, Representative The acceleration of time, Representative The heading angle change rate after smoothing at all times, Representative Track deviation trend coefficient at time, is the number of sampling time points, and the flight status characteristic data is obtained.

4. The aviation data analysis method according to claim 1, characterized in that: The steps to obtain flight mission offset data are: S201: Based on the flight status characteristic data, the heading change trend is analyzed, the heading angle sequence in the aircraft navigation data is called, the time change rate of the heading angle is calculated, and the trend change amount is calculated through a sliding window, using the trend calculation formula: ； in, Represents the rate of change of heading trend, Representative The heading angle at the moment, Represents the number of sampling time points, calculates the heading change trend, and obtains the heading trend change rate; S202: Based on the heading trend change rate, the mission route coordinate points and flight mission time in the aircraft navigation data are called to calculate the offset between the current flight position and the mission route, using the track offset calculation formula: ； in, Represents the flight path offset, Represents the current flight position coordinates, Represents the coordinates of the mission route target point and obtains the flight track offset; S203: Based on the flight track offset, the mission flight time data is called to calculate the flight time deviation value, and the target airspace range is called to determine whether the current trajectory of the aircraft meets the mission airspace requirements, and the mission execution offset is calculated using the formula: ； in, Represents the flight mission offset data, represents the mission planning flight time, Represents the current flight time, Represents the flight track offset and obtains the flight mission offset data.

5. The aviation data analysis method according to claim 1, characterized in that: The steps to obtain the flight dynamics matching results are as follows: S301: Based on the flight mission offset data, extract the altitude range and speed range of the current route and obtain the current altitude data of the aircraft and the minimum altitude required by the mission and maximum height , calculate the difference between the current altitude and the mission altitude, using the formula: ； in, Represents the height deviation, Represents the current altitude of the aircraft. and Respectively represent the minimum altitude and maximum altitude specified in the mission, calculate the current flight altitude deviation value, and obtain the altitude deviation; S302: Based on the altitude deviation, obtain the current flight speed And the speed range specified by the task , to determine whether the current speed is within the specified range of the task, use the speed matching judgment formula: ； in, Represents the speed matching deviation, Represents the current speed of the aircraft. and Respectively represent the minimum speed and maximum speed specified in the mission, calculate the current flight speed deviation value, and obtain the speed matching deviation; S303: Based on the speed matching deviation, call the flight attitude data, including the pitch angle , Roll Angle and yaw angle , calculate the flight attitude change rate, using the formula: ； in, Represents the flight dynamic matching result, represents the rate of change of pitch angle, represents the rate of change of the roll angle, Angular rate of change, Represents the number of sampling points, calculates the dynamic state matching value, and obtains the flight dynamic matching result.

6. The aviation data analysis method according to claim 1, characterized in that: The steps for obtaining meteorological impact analysis data are as follows: S401: Obtain wind speed, wind direction, air pressure, turbulence intensity in the current airspace and extract wind speed data Based on the changes at different time points, calculate the wind speed change rate and analyze the impact of wind speed on the flight trajectory using the formula: ； in, Represents the wind speed change rate data, Representative The wind speed at the moment, Represents the number of sampling time points, calculates the wind speed change rate, and obtains the wind speed change rate data; S402: Based on the wind speed change rate data, call the air pressure data to extract the current air pressure value of the aircraft Based on the changes at different time points, the flight altitude adjustment trend is calculated using the formula: ； in, Represents the flight altitude adjustment trend data, Representative The air pressure value at the moment, Represents the number of sampling time points, calculates the flight altitude adjustment trend, and obtains the flight altitude adjustment trend data; S403: Based on the flight altitude adjustment trend data, call turbulence intensity data , calculate the flight stability change trend, and combine the flight dynamic matching results to evaluate the impact of the meteorological environment on the flight stability of the aircraft, using the formula: ； in, Represents meteorological impact analysis data, represents the turbulence intensity, Represents the flight altitude adjustment trend data, Represents the wind speed change rate data, Represents the number of sampling time points. The root mean square error of the wind speed and altitude adjustment trends is added to the denominator to consider the impact of their volatility on stability changes, calculate the flight stability change trend, and obtain meteorological impact analysis data.

7. The aviation data analysis method according to claim 1, characterized in that: The steps to obtain the aviation data analysis report are as follows: S501: Based on the flight mission offset data and the weather impact analysis data, the impact of the flight status on the mission execution is analyzed. First, the heading offset in the flight mission offset data is extracted. and height offset , combined with the wind speed change rate in the meteorological impact analysis data and turbulence intensity , calculate the change in flight trajectory, using the formula: ； in, Represents the flight trajectory change data, Represents the heading offset, Represents the height offset, represents the wind speed change rate, Represents the turbulence intensity, and finally obtains the flight trajectory change. The comprehensive track deviation calculated by combining the wind speed change rate and the turbulence intensity can be used to subsequently adjust the control requirements of the aircraft and obtain the flight trajectory change data; S502: Based on the flight trajectory change data, adjust the control requirements of the current aircraft and calculate the flight attitude control parameters that need to be adjusted. First, extract the flight trajectory change And calculate the roll angle required for adjustment and pitch angle , using the following relationship: ； in, Represents the roll angle adjustment value, Represents the pitch angle adjustment value, which can be further used to calculate the flight control adjustment amplitude to correct the flight trajectory, calculate the aircraft control demand adjustment value, and obtain flight control adjustment data; S503: Based on the flight control adjustment data, call the flight stability change data to calculate the adjustment range of the flight control, and extract the flight stability change data And calculate the adjustment , using the formula: ； Calculate flight control adjustment range and obtain aviation data analysis report; in, Represents the flight control adjustment range, Represents the roll angle adjustment value, Represents the pitch angle adjustment value, Represents flight stability change data. This value is used to analyze the impact of flight status on mission execution and ultimately generate an aviation data analysis report.

8. An aviation data fusion platform, characterized in that: According to any one of claims 1 to 7, the aviation data analysis method is performed, and the aviation data fusion platform comprises: The track monitoring module obtains the heading angle, flight speed, acceleration, and pressure altitude from the aircraft navigation data, calculates the heading angle change rate, track deviation trend, pressure altitude change rate, and flight altitude adjustment mode, and calculates the flight stability under track deviation and altitude adjustment by combining the flight speed and acceleration, and generates flight status characteristic data; The mission offset analysis module calculates the heading change trend, mission route offset, and flight time difference based on the flight status characteristic data, determines the conformity of the flight trajectory with the airspace range, and generates flight mission offset data; The flight dynamics matching module extracts the altitude range and speed range of the current route in the flight mission offset data, calculates the difference between the current altitude of the aircraft and the altitude specified in the mission, and whether the current flight speed is within the speed range specified in the mission, determines whether the flight attitude and maneuvering state meet the mission requirements, and generates a flight dynamics matching result; The meteorological impact assessment module obtains wind speed, wind direction, air pressure, and turbulence intensity, calculates the wind speed change rate and the flight trajectory change, and combines the flight dynamic matching results to assess the impact of the meteorological environment on the flight altitude and flight stability of the aircraft, and generates meteorological impact analysis data; The flight control optimization module calls the flight mission offset data and the meteorological impact analysis data, calculates the flight trajectory change, adjusts the aircraft control requirements, calls the flight dynamic matching results, calculates the control adjustment range, and generates flight control adjustment data.

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