An aircraft circling waiting identification method based on real-time ADS-B data

Abstract

This invention discloses a method for identifying aircraft circling and holding based on real-time ADS-B data. The method flow is as follows: Step 1: Obtain aircraft data information based on ADS-B data and identify valid data where the aircraft altitude is greater than 0. Construct a set of continuous operating azimuth angles for the aircraft using real-time ADS-B data and based on the azimuth function. Step 2: Construct a function for calculating the positive and negative tolerances of azimuth and inverse azimuth angles, using the azimuth quadrant as a reference. Step 3: Establish a circling and landing identification model to determine whether a flight has triggered circling and holding. Compared with existing technologies, this invention proposes and establishes a circling and landing identification model based on real-time ADS-B trajectory data, according to the characteristics of aircraft circling and holding operations. The identification technology based on this model can accurately identify the circling and holding state of an aircraft in real time, as well as the real-time data during the circling state, so that air traffic controllers can make timely decisions.

Description

Technical Field

[0001] This invention relates to the field of aviation, and more particularly to a method for identifying aircraft hovering and waiting based on real-time ADS-B data. Background Technology

[0002] The significance of circling and holding identification lies in improving the efficiency and safety of airport traffic control, and avoiding flight delays and safety incidents caused by air congestion. In busy airports, circling and holding has become a common phenomenon, especially during peak hours and in adverse weather conditions. Currently, automated identification methods for aircraft circling and holding characteristics are still in their infancy, particularly in the field of civil aviation trajectory data mining, where related research and applications are not yet fully mature. Traditional abnormal trajectory detection methods mainly focus on the following aspects: deviation from the flight path, sudden speed changes, abnormal altitude fluctuations, and flight entering no-fly zones. These methods are mostly based on the time series and positional change patterns of the trajectory, focusing on the abnormal parts of the flight trajectory. While circling and holding exhibits obvious circular or curved trajectories, these trajectories themselves are not necessarily abnormal; they are actually generated based on air traffic control instructions or the needs of air traffic flow management. Currently, China has not yet formed a mature and stable technical system for automated identification of circling and holding characteristics in trajectories. In actual air traffic management, the identification of circling and holding trajectories must have high real-time performance so that air traffic controllers can make timely decisions. Summary of the Invention

[0003] The purpose of this invention is to provide an aircraft circling and waiting identification method based on real-time ADS-B data. According to the characteristics of aircraft circling and waiting operations, a circling and landing identification model is proposed and established based on real-time ADS-B trajectory data. The identification technology based on this model can accurately identify the circling and waiting status of aircraft in real time, which is of great significance to the aviation industry and flight management.

[0004] To achieve the above objectives, the technical solution adopted by this invention is: an aircraft circling and waiting identification method based on real-time ADS-B data, the method flow of which is as follows.

[0005] Step 1: Based on ADS-B data, acquire aircraft data information and identify valid data where the aircraft altitude is greater than 0. Construct a set of aircraft time-continuous operating azimuth angles based on azimuth functions using real-time ADS-B data.

[0006] Step 2: Using the azimuth quadrant as a reference, construct calculation functions for azimuth and reverse azimuth with a positive and negative tolerance of 10°;

[0007] Step 3: Analyze the ADS-B trajectory data and azimuth function of flights with continuous altitudes greater than 0 within a certain period of time in real time. Based on the azimuth change curve of the azimuth function and the azimuth change trend, establish a circling landing identification model. Use the circling landing identification model to determine whether a flight has triggered a circling wait.

[0008] Preferably, in step one, aircraft altitude data is monitored based on ADS-B data, operating aircraft with an altitude greater than 0 are selected, and their ADS-B trajectory data is received in real time.

[0009] Preferably, the ADS-B trajectory data includes information such as flight number, longitude, latitude, altitude, heading, and time. Trajectory data within a preset time window is selected, and an aircraft azimuth function is constructed based on the ADS-B heading data. In the formula For flight time information, This is the aircraft's heading information.

[0010] As a preferred option, in step one, when ADS-B real-time data cannot be obtained, the aircraft altitude data is monitored based on ACARS message data, and operating aircraft with an altitude greater than 0 are selected, and their ADS-B trajectory data is received in real time.

[0011] Preferably, in step two, the azimuth and reverse azimuth angles are corrected by a tolerance of 10°.

[0012] Preferably, in step three, the hovering landing identification model uses the azimuth quadrant as a reference, analyzes the aircraft's ADS-B trajectory data in real time based on the quadrant information of the heading, obtains the aircraft's heading and time in chronological order, and judges the situation as hovering and waiting if the situation occurs, that is, the aircraft changes along the same azimuth and opposite azimuth directions and the same heading occurs 2 or more times.

[0013] Preferably, the specific method for identifying and judging aircraft circling and waiting using the azimuth quadrant as a reference is as follows:

[0014] First quadrant: i.e., heading hour,

[0015] If the azimuth value ,

[0016] Same azimuth angle Valid range ;

[0017] If the azimuth value ,

[0018] Same azimuth angle Valid range ;

[0019] reverse azimuth Valid range ;

[0020] If it appears If the course changes along the same azimuth and opposite azimuth directions and the same course appears two or more times, it is judged as circling and waiting.

[0021] Second quadrant: i.e., heading At the same azimuth angle Valid range ,

[0022] If the azimuth value ,

[0023] reverse azimuth Valid range ;

[0024] If the azimuth value ,

[0025] reverse azimuth Valid range ;

[0026] If it appears If the course changes along the same azimuth and opposite azimuth directions and the same course appears two or more times, it is judged as circling and waiting.

[0027] Third quadrant: i.e., heading At the same azimuth angle Valid range ,

[0028] If the azimuth value ,

[0029] reverse azimuth Valid range ;

[0030] If the azimuth value ,

[0031] reverse azimuth Valid range ;

[0032] If it appears If the course changes along the same azimuth and opposite azimuth directions and the same course appears two or more times, it is judged as circling and waiting.

[0033] Fourth quadrant: i.e., heading hour,

[0034] If the azimuth value ,

[0035] Same azimuth angle Valid range ;

[0036] If the azimuth value ,

[0037] Same azimuth angle Valid range ;

[0038] reverse azimuth Valid range ;

[0039] If it appears If the course changes along the same azimuth and opposite azimuth directions and the same course appears two or more times, it is judged as circling and waiting.

[0040] Compared with existing technologies, the advantages of this invention are as follows: Based on the characteristics of aircraft circling and waiting operations, and using real-time ADS-B trajectory data, this invention proposes and establishes a circling landing identification model that identifies aircraft circling and waiting states and real-time data during circling, based on changes in the same and opposite azimuth angles and the occurrence of the same heading two or more times. The identification technology based on this model can accurately identify the circling and waiting state of aircraft in real time, as well as the real-time data during the circling state, so that air traffic controllers can make timely decisions, avoid mutual interference and conflicts between flights, ensure that flights take off and land on time, minimize delays and safety accidents, and improve the efficiency and safety of air transport. Attached Figure Description

[0041] Figure 1 This is a flowchart of the method of the present invention;

[0042] Figure 2 This is a detailed description diagram of the quadrant information in which the present invention is located;

[0043] Figure 3 This is an example diagram of the operation of the hovering landing identification model of the present invention based on the first quadrant;

[0044] Figure 4 This is an example diagram of the operation of the hovering landing identification model of the present invention based on the second quadrant;

[0045] Figure 5 This is an example diagram of the operation of the hovering landing identification model of the present invention based on the third quadrant;

[0046] Figure 6 This is an example diagram illustrating the operation of the hovering landing identification model of the present invention based on the fourth quadrant.

[0047] Figure 7 , Figure 8 , Figure 9 This is a diagram of the operating interface of the hovering landing identification model of the present invention;

[0048] Figure 10 This is the interface for displaying the circling status of multiple aircraft using the circling landing identification model of the present invention. Detailed Implementation

[0049] The ADS-B system broadcasts real-time aircraft position, speed, altitude, and heading data, providing high-precision real-time flight trajectory information. Therefore, utilizing ADS-B data to automatically identify circling and holding trajectories not only improves the timeliness of identification but also increases its accuracy. Effective identification of circling and holding can improve the efficiency and safety of airport traffic control, while reducing the risk of flight delays and safety incidents, thus enhancing the efficiency and safety of civil aviation transportation. Therefore, this invention establishes a circling and holding identification model based on real-time ADS-B data. Through the design of this model, real-time determination of whether an aircraft is in a circling and holding state is achieved.

[0050] The present invention will be further described below: a method for identifying aircraft circling and waiting based on real-time ADS-B data, the method flow of which is as follows.

[0051] Step 1: Based on ADS-B data, acquire aircraft data information and identify valid data where the aircraft altitude is greater than 0. Construct a set of aircraft time-continuous operating azimuth angles based on azimuth functions using real-time ADS-B data.

[0052] Based on ADS-B data monitoring of aircraft altitude data, aircraft with altitudes greater than 0 are selected for operation, and their ADS-B trajectory data is received in real time. This ADS-B trajectory data includes information such as flight number, longitude, latitude, altitude, heading, and time. Selecting data within the aforementioned time window, and based on the ADS-B heading data, an aircraft operating azimuth function is constructed. In the formula For flight time information, This is the aircraft's heading information.

[0053] As a preferred solution, when ADS-B real-time data is unavailable, aircraft altitude data is monitored based on ACARS message data. Aircraft with an altitude greater than 0 are selected for operation, and their ADS-B trajectory data is received in real time. ACARS message data is used to compensate for the incomplete coverage of ADS-B data signals, ensuring real-time determination of the aircraft's circling and holding status.

[0054] Step 2: Considering occasional incomplete ADS-B signal coverage and azimuth errors, a calculation function with a ±10° tolerance for azimuth and reverse azimuth is constructed based on the azimuth quadrant. This is done according to the quadrant information of the heading. See the detailed description below. Figure 2 :

[0055] Step 3: Analyze the ADS-B trajectory data and azimuth function of flights with continuous altitudes greater than 0 within a certain period of time in real time. Based on the azimuth change curve of the azimuth function and the azimuth change trend, establish a circling landing identification model. Use the circling landing identification model to determine whether a flight has triggered a circling wait.

[0056] The hovering landing identification model uses the azimuth quadrant as a reference. Based on the quadrant information of the heading, it analyzes the aircraft's ADS-B trajectory data in real time, acquires the aircraft's heading and time in chronological order, and judges the aircraft as hovering and waiting if the following conditions are met: the aircraft changes along the same azimuth and opposite azimuth directions and the same heading appears two or more times. See the interface diagram of the hovering landing identification model. Figures 7 to 9 .

[0057] The specific method for identifying and judging aircraft circling and waiting, based on the azimuth quadrant of the aforementioned circling and landing identification model, is as follows.

[0058] (1) First quadrant: i.e., heading hour,

[0059] If the azimuth value ,

[0060] Same azimuth angle Valid range ;

[0061] If the azimuth value ,

[0062] Same azimuth angle Valid range ;

[0063] reverse azimuth Valid range ;

[0064] If it appears If the course changes along the same azimuth and opposite azimuth directions and the same heading appears two or more times, it is judged as a circling and waiting situation. An example of this operation is shown in the diagram below. Figure 3 As shown;

[0065] (2) Second quadrant: i.e., heading At the same azimuth angle Valid range ,

[0066] If the azimuth value ,

[0067] reverse azimuth Valid range ;

[0068] If the azimuth value ,

[0069] reverse azimuth Valid range ;

[0070] If it appears If the course changes along both the same and opposite azimuth angles and repeats the same heading two or more times, it is judged as a circling and waiting situation. An example of this operation is shown in the diagram below. Figure 4 As shown;

[0071] (3) Third quadrant: i.e., heading At the same azimuth angle Valid range ,

[0072] If the azimuth value ,

[0073] reverse azimuth Valid range ;

[0074] If the azimuth value ,

[0075] reverse azimuth Valid range ;

[0076] If it appears If the course changes along both the same and opposite azimuth angles and repeats the same heading two or more times, it is judged as a circling and waiting situation. An example of this operation is shown in the diagram below. Figure 5 As shown;

[0077] (4) Fourth quadrant: i.e., heading hour,

[0078] If the azimuth value ,

[0079] Same azimuth angle Valid range ;

[0080] If the azimuth value ,

[0081] Same azimuth angle Valid range ;

[0082] reverse azimuth Valid range ;

[0083] If it appears If the course changes along both the same and opposite azimuth angles and repeats the same heading two or more times, it is judged as a circling and waiting situation. An example of this operation is shown in the diagram below. Figure 6 As shown.

[0084] This invention, based on the characteristics of aircraft circling and waiting operations and using real-time ADS-B trajectory data, proposes and establishes a circling landing identification model that identifies aircraft circling and waiting states by varying their course along the same and opposite azimuth angles and exhibiting the same heading two or more times. The identification technology based on this model can accurately identify the circling and waiting state of an aircraft in real time, as well as the real-time data during the circling state. (See [link to relevant documentation]). Figure 10 The relevant data includes flight information such as the number of times the flight circled, the circling position, and the circling time, so that air traffic controllers can make timely decisions.

[0085] The real-time aircraft circling and holding status identification technology of this invention not only helps improve the decision-making ability of airport traffic control, but also allows air traffic controllers to make timely decisions after being informed of the aircraft's circling and holding status, avoiding mutual interference and conflicts between flights, ensuring on-time takeoffs and landings, minimizing delays and safety incidents, and improving air transport efficiency and safety. Because the real-time aircraft circling and holding status identification technology can clearly know the real-time status of a flight, it can also help airports and airlines more accurately predict and plan flights, optimize operations and resource allocation, and improve operational efficiency and passenger satisfaction.

[0086] The above provides a detailed description of the aircraft circling and waiting identification method based on real-time ADS-B data provided by the present invention. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Modifications and improvements to the present invention are possible without exceeding the concept and scope specified in the appended claims. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A method for identifying aircraft holding patterns based on real-time ADS-B data, the method comprising: The method flow is as follows: ​ Step 1: Based on ADS-B data, acquire aircraft data information and identify valid data where the aircraft altitude is greater than 0. Using real-time ADS-B data and based on the azimuth function, construct a set of continuous time-based azimuth angles for the aircraft. Based on ADS-B data monitoring of aircraft altitude data, aircraft with altitudes greater than 0 are selected for operation, and their ADS-B trajectory data is received in real time. This ADS-B trajectory data includes flight number, longitude, latitude, altitude, heading, and time information. Trajectory data within a preset time window is selected, and based on the ADS-B heading data, an aircraft operating azimuth function is constructed. In the formula For flight time information, For aircraft heading information; Step 2: Using the azimuth quadrant as a reference, construct calculation functions for the positive and negative tolerances of the azimuth and reverse azimuth angles; Step 3: Analyze the ADS-B trajectory data and azimuth function geometry of flights operating at continuous altitudes greater than 0 for a certain period in real time. Based on the azimuth change curve of the azimuth function and the azimuth change trend, establish a circling landing identification model. Use the circling landing identification model to determine whether a flight has triggered a circling wait. The hovering landing identification model uses the azimuth quadrant as a reference. Based on the quadrant information of the heading, it analyzes the aircraft's ADS-B trajectory data in real time, obtains the aircraft's heading and time in chronological order, and judges the aircraft as hovering and waiting if the situation occurs, i.e., the aircraft changes along the same azimuth and opposite azimuth directions and the same heading occurs 2 or more times.

2. The aircraft circling waiting identification method based on real-time ADS-B data according to claim 1, characterized in that: In step one, when ADS-B real-time data cannot be obtained, the aircraft altitude data is monitored based on ACARS message data, and operating aircraft with an altitude greater than 0 are selected, and their ADS-B trajectory data is received in real time.

3. The aircraft circling and waiting identification method based on real-time ADS-B data according to claim 1, characterized in that: In step two, the azimuth and reverse azimuth angles are corrected by a tolerance of 10°.

4. The aircraft circling waiting identification method based on real-time ADS-B data according to claim 1, characterized in that: The specific method for identifying and judging aircraft circling and waiting, based on the azimuth quadrant of the aforementioned circling and landing identification model, is as follows. First quadrant: i.e., heading hour, If the azimuth value , co-azimuth valid range ; If the azimuth value , co-azimuth valid range ; anti-azimuth valid range ; If it appears If the course changes along the same azimuth and opposite azimuth directions and the same course appears two or more times, it is judged as circling and waiting. Second quadrant: i.e. heading When the same azimuth Effective range , If the azimuth value , anti-azimuth effective range ; If the azimuth value , anti-azimuth angle effective range ; If the case occurs, if the same azimuth and anti-azimuth direction changes and the same heading occurs twice or more, it is determined as circling and waiting; Third quadrant: i.e. heading when the same azimuth effective range , If the azimuth value , anti-azimuth effective range ; If the azimuth value , anti-azimuth angle effective range ; If it appears If the course changes along the same azimuth and opposite azimuth directions and the same course appears two or more times, it is judged as circling and waiting. Fourth quadrant: i.e. heading when, If the azimuth value , co-azimuth valid range ; If the azimuth value , co-azimuth valid range ; anti-azimuth angle effective range ; If it appears If the course changes along the same azimuth and opposite azimuth directions and the same course appears two or more times, it is judged as circling and waiting.

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