A rapid updating method and system for aircraft bump identification based on real-time detection of an aircraft and a storage medium

Abstract

The application provides a rapid updating method and system for aircraft bump identification based on real-time detection of an aircraft and a storage medium, and the method comprises the following steps: acquiring a flight route area of an aircraft, and dividing the flight route area into subareas; collecting a thunderstorm index of weather and aircraft route data of the aircraft in the flight route area; and correcting a clear air turbulence distribution map of the subareas of the flight route area of the aircraft and correcting a cumuliform bump area distribution map of the subareas of the flight route area of the aircraft by using the aircraft route data and the thunderstorm index. The clear air turbulence distribution map and the cumuliform bump area distribution map can enable the pilot to better drive the aircraft and keep away from the bump area.

Description

Technical Field

[0001] This invention relates to the field of aircraft turbulence, and more particularly to a rapid update method, system, and storage medium for aircraft turbulence identification based on real-time aircraft detection. Background Technology

[0002] With the continuous development of aviation technology and the increasing demands for flight safety, turbulence during aircraft flight has become an important research topic in the field of flight safety. Turbulence not only affects passenger comfort but can also cause varying degrees of damage to aircraft. Therefore, real-time and accurate identification and early warning of aviation turbulence has become an important technological direction for improving aviation safety.

[0003] Traditional aviation turbulence prediction methods rely on meteorological data and previous flight history, which typically involve some delay during flight and cannot provide accurate warnings for specific flight segments and weather conditions. Existing technologies mainly focus on detecting thunderstorm areas, but they still have certain technical limitations in identifying other forms of turbulence such as clear-air turbulence and cumulus-induced turbulence.

[0004] Currently, traditional meteorological data often fails to accurately describe the local meteorological environment during aircraft flight, especially in different sub-regions along the flight path where strong localized turbulence may occur. Different weather phenomena, such as clear-air turbulence and cumulus turbulence, have strong regional and temporal characteristics, making it difficult for existing meteorological monitoring methods to achieve precise turbulence identification.

[0005] Existing turbulence warning systems often struggle to accurately correlate specific flight path data (such as distance and segment) with weather changes, lacking real-time correlation between the aircraft and weather conditions. Especially when aircraft are under the combined influence of thunderstorms, cumulonimbus turbulence, and clear-air turbulence, current technologies are insufficient to provide sufficiently timely and accurate warnings. Summary of the Invention

[0006] To address these issues, a rapid update method for aviation turbulence identification based on real-time aircraft detection was developed. This method, by finely dividing the aircraft's flight path area and combining it with real-time collected flight and meteorological data, can quickly and accurately identify and update potential turbulence phenomena during flight, particularly the effects of clear-air turbulence, cumulus turbulence, and thunderstorms. By updating the thunderstorm index, clear-air turbulence distribution map, and cumulus turbulence area distribution map in real time, and combining this data with real-time aircraft flight data and turbulence reports, this method can effectively provide pilots with real-time turbulence warnings, helping them adjust their flight strategies in a timely manner and ensuring flight safety.

[0007] The purpose of this invention is to provide a rapid update method, system, and storage medium for aviation turbulence identification based on real-time aircraft detection, which solves the aforementioned technical problems pointed out in the prior art.

[0008] This invention provides a rapid update method for aviation turbulence identification based on real-time aircraft detection, comprising the following steps:

[0009] The flight path area of ​​the aircraft is obtained, and the flight path area is divided into sub-regions; the thunderstorm index and aircraft flight path data of the weather are collected in the flight path area of ​​the aircraft.

[0010] Using the aircraft flight path data and thunderstorm index, a clear-sky turbulence distribution map is constructed for sub-regions of the aircraft's flight path area for correction, and a cumulonimbus turbulence area distribution map is constructed for correction.

[0011] Preferably, the aircraft route data includes turbulence reports, QAR data, and AMDAR data received via voice.

[0012] Preferably, the clear-air turbulence distribution map of the sub-region of the aircraft's flight path area is constructed and corrected using the aircraft flight path data and thunderstorm index. The specific operation steps are as follows:

[0013] Pre-set the clear-sky turbulence area and intensity level based on the pattern turbulence index and thunderstorm index;

[0014] The system uses voice recordings to receive aircraft turbulence reports, decodes and locates them, identifies clear-air turbulence areas within sub-regions of the flight path, and updates the clear-air turbulence distribution map. It also calculates the EDR turbulence index from the collected QAR data of the aircraft's flight path area and updates the clear-air turbulence distribution map accordingly.

[0015] The turbulence factor is calculated using real-time meteorological data transmitted from the AMDAR system in the flight route area; the turbulence area in the flight route area is determined by the turbulence factor; and the clear-air turbulence distribution map is updated using the turbulence area in the flight route area.

[0016] Determine whether the clear-air turbulence region with a defined intensity level is the same as the turbulence region; if they are different, modify the turbulence intensity level of the clear-air turbulence region and update the clear-air turbulence distribution map.

[0017] Preferably, the aircraft's turbulence reports are received via voice recordings and decoded for localization. Clear-air turbulence regions within sub-regions of the flight path area are identified, and a clear-air turbulence distribution map is constructed. The EDR turbulence index is calculated from the collected QAR data for the aircraft's flight path area, and the clear-air turbulence distribution map is updated accordingly, as follows:

[0018] Receive aircraft turbulence reports via voice recording;

[0019] The bump report is decoded to obtain the location, height, and intensity of the bump;

[0020] The clear-air turbulence area in the sub-region of the flight path region is identified by decoding the turbulence report;

[0021] The turbulence report is updated based on the changes over time to obtain a clear-air turbulence distribution map of the clear-air turbulence area in the flight path region;

[0022] Collect QAR data from the QAR system in the aircraft's flight path area;

[0023] Based on the observation data, confirm whether the aircraft's flight path was in clear weather;

[0024] If so, the QAR data is determined as the EDR turbulence index, and the EDR turbulence index is determined as clear-air turbulence.

[0025] The clear-sky turbulence distribution map is updated using the clear-sky turbulence determined by the EDR turbulence index to obtain a new clear-sky turbulence distribution map.

[0026] Preferably, the turbulence factor is calculated using real-time meteorological data transmitted from the AMDAR system in the flight path area; the turbulence area in the flight path area is determined using the turbulence factor; and the clear-air turbulence distribution map is updated using the turbulence area in the flight path area. Specifically:

[0027] Collect real-time meteorological data transmitted from the AMDAR system in the area of ​​the aircraft's flight path;

[0028] The turbulence factor is calculated using the AMDAR data.

[0029] The atmospheric convection index is obtained by calculating the thunderstorm index and the real-time meteorological data transmitted by the AMDAR system.

[0030] A preset convection threshold is established; it is then determined whether the atmospheric convection index is less than the convection threshold.

[0031] If so, it is determined that there is no atmospheric convection in the sub-region of the flight path area, and that the sub-region is identified as a clear-air turbulence region.

[0032] The clear-sky turbulence distribution map is updated based on the turbulence factor and the clear-sky turbulence region to obtain a further updated clear-sky turbulence distribution map.

[0033] The turbulence factor is calculated for all sub-regions of the flight path area of ​​the aircraft to obtain the turbulence area in the flight path area.

[0034] Calculate the atmospheric convection index for the bumpy area; determine whether the atmospheric convection index of the bumpy area is less than the convection threshold.

[0035] If so, then the bumpy area is determined to be a clear-air turbulence area;

[0036] The clear-air turbulence distribution map is updated using the clear-air turbulence region of the bumpy area to obtain the updated clear-air turbulence distribution map.

[0037] Preferably, a turbulence intensity level and a clear-air turbulence intensity level are preset; the clear-air turbulence intensity level is determined for the clear-air turbulence region; it is determined whether the clear-air turbulence region with the determined clear-air turbulence intensity level is the same as the turbulence region; if they are different, the turbulence intensity level of the clear-air turbulence region is determined, and the clear-air turbulence distribution map is updated. Specifically:

[0038] The bump intensity level is set, which is divided into: light bump, moderate bump and heavy bump;

[0039] The clear-sky turbulence intensity level is set, and the clear-sky turbulence intensity level is divided into blue clear-sky turbulence, yellow clear-sky turbulence and red clear-sky turbulence.

[0040] The clear-air turbulence intensity level is assigned to the clear-air turbulence area based on the atmospheric convection index;

[0041] Determine whether the location of the bumpy area is the same as the clear-air turbulence area;

[0042] If the location is different, the turbulence factor is compared with the preset turbulence threshold, the turbulence intensity level is modified, and the clear-sky turbulence distribution map is updated to obtain the updated clear-sky turbulence distribution map.

[0043] Ideally, a distribution map of cumulus-induced turbulence areas should be constructed for correction. The specific steps are as follows:

[0044] Preset thunderstorm threshold range; determine whether the thunderstorm index of each sub-region is greater than the thunderstorm threshold;

[0045] If so, the range of cumulus turbulence area in the sub-region is determined based on the range of thunderstorm threshold, and a cumulus turbulence area distribution map is obtained based on the range of cumulus turbulence area.

[0046] The cumulus turbulence area distribution map is updated based on the turbulence reports, QAR data, and AMDAR data received from the aircraft using the aforementioned voice method, resulting in an updated cumulus turbulence area distribution map.

[0047] The thunderstorm index is monitored over time, and the distribution map of the cumulus turbulent area is updated using the monitored thunderstorm index over time to obtain the updated distribution map of the cumulus turbulent area.

[0048] Accordingly, the present invention also proposes a rapid update system for aviation turbulence identification based on real-time aircraft detection, comprising: a data acquisition module; and a correction module;

[0049] The acquisition module is used to acquire the flight path area of ​​the aircraft, divide the flight path area into sub-regions, and acquire the thunderstorm index and aircraft flight path data of the weather in the flight path area of ​​the aircraft.

[0050] The aircraft route data includes turbulence reports, QAR data, and AMDAR data received via voice.

[0051] The correction module is used to correct the clear-sky turbulence distribution map and the cumulonimbus turbulence area distribution map of the sub-regions of the aircraft's flight path area by using the aircraft flight path data and thunderstorm index.

[0052] Accordingly, the present invention also proposes a storage medium storing a computer program, which, when executed by a processor, implements the steps of the rapid update method for identifying aviation turbulence based on real-time aircraft detection as described above.

[0053] Compared with the prior art, the embodiments of the present invention have at least the following technical advantages:

[0054] Analysis of the rapid update method, system, and storage medium for aviation turbulence identification based on real-time aircraft detection provided by this invention reveals that, in practical applications, clear-air turbulence areas are identified and predicted by collecting and analyzing different data sources (such as pilot reports, QAR system data, AMDAR system meteorological data, etc.) and incorporated into a clear-air turbulence distribution map. This process involves multiple steps, including decoding turbulence reports, calculating the EDR turbulence index, evaluating turbulence factors, dynamically updating AMDAR data, and classifying clear-air turbulence intensity. The purpose of these steps is to track and predict flight turbulence in real time. The analysis process involves identifying turbulent areas within the system; analyzing pilot reports to pinpoint actual turbulence zones and provide reference data for subsequent analysis; utilizing the Energy Distribution Ratio (EDR) to quantify turbulence intensity and frequency to assess the severity of clear-air turbulence; evaluating potential factors contributing to clear-air turbulence based on weather and airflow characteristics, such as wind speed, temperature variations, and airflow instability; continuously collecting AMDAR data to update clear-air turbulence forecasts and ensure timely and accurate warnings; and finally, classifying clear-air turbulence into different intensity levels based on various indicators to update and correct the clear-air turbulence distribution map.

[0055] Furthermore, by setting a thunderstorm threshold, it is first determined whether the thunderstorm index of each sub-region exceeds the preset threshold. If so, the range of the cumulus turbulence area in that region is determined based on the thunderstorm index. The higher the thunderstorm index value, the wider the horizontal range of the turbulence area, and the higher the vertical range also becomes. The specific ranges are as follows: When the thunderstorm index is ≥ 75, the horizontal range of the turbulence area is 200 kilometers, and the vertical range is from the ground to the top of the convective cloud + 500 meters; when the thunderstorm index is 50-75, the horizontal range is 100 kilometers; when the thunderstorm index is 25-50, the horizontal range is 50 kilometers. This judgment process helps pilots avoid strong thunderstorm areas, reduce turbulence risks, and provides pilots with the latest flight path suggestions to ensure flight safety. By receiving voice reports, QAR data, and AMDAR data, the distribution map of cumulonimbus turbulence areas is updated in real time. This data helps to determine the changes in the current turbulence area, and pilots can adjust their flight paths according to the updated information to avoid dangerous areas and reduce the impact of sudden weather. Through this update, pilots can keep abreast of weather changes, improve their ability to respond to emergencies, and ensure flight safety. Continuously monitoring changes in the thunderstorm index and updating the distribution map of cumulonimbus turbulence areas in combination with real-time data can reflect the intensity and impact range of thunderstorms in real time. Attached Figure Description

[0056] Figure 1 This is a flowchart of the main update method for aviation turbulence identification based on real-time aircraft detection, as described in Example 1.

[0057] Figure 2 This is a diagram of a rapid update system for aviation turbulence identification based on real-time aircraft detection, as described in Example 2.

[0058] Figure 3 A schematic diagram of the structure of a storage medium for applying the above-mentioned fast update method for aviation turbulence identification based on real-time aircraft detection;

[0059] Labels: Acquisition module 10; Correction module 20; Processor 1110; Communication interface 1120; Memory 1130; Computer storage medium 1140. Detailed Implementation

[0060] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0061] The present invention will now be described in further detail with reference to specific embodiments and accompanying drawings.

[0062] Example 1

[0063] like Figure 1 As shown, this embodiment of the invention provides a rapid update method for aviation turbulence identification based on real-time aircraft detection, including the following steps:

[0064] S1: Obtain the flight path area of ​​the aircraft (i.e., the area within the flight path of the aircraft), divide the flight path area into sub-regions; collect the thunderstorm index and aircraft flight path data for the flight path area of ​​the aircraft.

[0065] The aircraft route data includes turbulence reports, QAR data, and AMDAR data received via voice.

[0066] It should be noted that this step first determines the specific flight path of the aircraft and divides the route area into multiple sub-regions; through this division, weather changes for each segment can be accurately tracked, especially thunderstorm areas related to turbulence.

[0067] By dividing the flight route area into sub-regions, more detailed turbulence information can be obtained within the specific area where the aircraft is flying. Each sub-region can collect weather and turbulence data in a targeted manner, accurately determining the intensity and impact range of turbulence for each segment of the flight. The refined regional division improves the accuracy of flight safety monitoring and early warning, and can promptly identify weather phenomena that may affect aircraft safety.

[0068] First, define a thunderstorm index with a value range of 0-100. That is, a thunderstorm index of 75-100 is an extremely severe thunderstorm, 50-75 is a strong thunderstorm, 25-50 is a normal thunderstorm, and below 25 is a weak thunderstorm.

[0069] The radar combined reflectivity data is linearly and proportionally mapped from the 20-65 dBZ range to the thunderstorm index range of 0-100, thus obtaining the thunderstorm index T1 based on the combined reflectivity data.

[0070] The lightning frequency data was piecewise linearly smoothed, with grid points below 2 lightning strikes / km² denoted as 1, 2-5 lightning strikes / km² as 2, and so on. A total of 12 intervals were created. Then, based on the corresponding statistical data, the piecewise linearly smoothed lightning frequencies were linearly and proportionally mapped to the thunderstorm index range of 25-100, resulting in the thunderstorm index T2 based on the lightning frequency data.

[0071] The lightning data, after being smoothed by the blackbody brightness temperature of the TBB cloud top and segmented, was also mapped to the thunderstorm index range of 0-100 using a linear proportional mapping method based on the corresponding statistical data, thus obtaining the thunderstorm index T3 based on satellite TBB data.

[0072] Finally, based on the thunderstorm identification area, the T1 index is used in areas with radar coverage, and the larger of the T2 or T3 index is used as the thunderstorm index for that area if there is no radar identification coverage.

[0073] S2: Using the aircraft flight path data and thunderstorm index, construct a clear-sky turbulence distribution map for the sub-regions of the aircraft's flight path area and correct it, as well as construct a cumulonimbus turbulence area distribution map and correct it.

[0074] It should be noted that the clear-air turbulence distribution map was constructed and corrected using aircraft flight path data, AMDAR data, and thunderstorm index. Clear-air turbulence is an airflow fluctuation caused by factors such as uneven wind speed and air pressure difference in the absence of a significant weather system, and it usually occurs when aircraft pass through areas of stable airflow.

[0075] The above steps, through the clear-sky turbulence distribution map, can identify unstable airflow areas in clear-sky regions during flight, providing a reference for pilots and reducing turbulence caused by clear-sky turbulence. Although clear-sky turbulence is not as significant as thunderstorms, it can still affect aircraft flight. By updating the clear-sky turbulence distribution map in real time, pilots can use this information to avoid potential turbulence areas in advance, ensuring flight stability.

[0076] Using thunderstorm index, real-time aircraft turbulence reports (voice-based, QAR data), and other meteorological data, a distribution map of cumulonimbus turbulence areas was constructed. Cumulonimbus turbulence is usually caused by convective clouds, especially near severe convective weather (such as thunderstorm areas).

[0077] By mapping the distribution of cumulus turbulence areas, it is possible to accurately determine whether an aircraft is crossing a region of strong convective clouds (such as a thunderstorm area) and update the turbulence area in a timely manner. Cumulus turbulence within convective areas has a significant impact on flight safety. By accurately constructing and updating the distribution map of cumulus turbulence areas, pilots can avoid or prepare for dealing with cumulus turbulence, ensuring flight safety.

[0078] It continuously receives flight data and turbulence reports from aircraft, promptly corrects and updates the distribution maps of clear-sky turbulence and cumulus-related turbulence areas, and provides timely feedback on weather changes that occur during flight. The timely updated distribution maps can more accurately reflect the turbulence situation in the current and future flight routes and provide pilots with real-time flight adjustment suggestions.

[0079] The dynamic update mechanism enables meteorological and flight data to be fed back in real time, avoiding the delays or inaccuracies that may exist in traditional weather forecasts, thereby improving safety and comfort during flight.

[0080] Specifically, in step S2, the clear-sky turbulence distribution map and the cumulus-induced turbulence area distribution map are constructed and corrected for the sub-regions of the aircraft's flight path area using the aircraft flight path data and thunderstorm index. The specific operation steps are as follows:

[0081] Steps S21-S22 mainly explain that the aircraft's turbulence reports are received and decoded using the collected voice data to locate the turbulence, identify clear-air turbulence areas in sub-regions of the flight path area, and construct a clear-air turbulence distribution map; the EDR turbulence index is calculated based on the collected QAR data of the aircraft's flight path area, and the clear-air turbulence distribution map is updated, as detailed below:

[0082] S21: Acquire turbulence reports from aircraft via voice (i.e., reports are usually made by the pilot via radio).

[0083] The bump report is decoded to obtain the location, height, and intensity of the bump;

[0084] The clear-air turbulence area in the sub-region of the flight path region is identified by decoding the turbulence report;

[0085] The turbulence report is updated based on the changes over time to obtain a clear-air turbulence distribution map of the clear-air turbulence area in the flight path region;

[0086] It should be noted that, as time changes, for each report of clear-air turbulence received, the location, height, and intensity of the turbulence are decoded, an area affected by the turbulence is added to the location of the turbulence and its vicinity, the real-time situation of clear-air turbulence is updated, and previous clear-air turbulence forecasts are updated and adjusted in real time; by combining all real-time reports of clear-air turbulence across the country, the real-time distribution map of clear-air turbulence is updated in real time.

[0087] During the flight, pilots report the turbulence they encounter to the ground control center via radio system; these reports are decoded in real time to extract key information, such as the location, altitude and intensity of the turbulence, so that the ground control center can understand the turbulence situation in the current airspace in a timely manner.

[0088] Pilots are the most direct weather observers; they can sense turbulence occurring on board. By receiving and decoding these reports, pilots can more quickly and accurately identify whether clear-air turbulence or other forms of turbulence exist in the current airspace, and thus take preventative measures. Real-time reception of pilots' turbulence reports helps in timely understanding of aerial weather dynamics, especially clear-air turbulence. This step is crucial for establishing a dynamic turbulence area distribution map, which can reduce the risk of pilots encountering severe turbulence during the flight. Furthermore, by monitoring and recording the specific location of turbulence in real time through pilots' turbulence reports, a reliable basis is provided for subsequent route adjustments and flight safety decisions.

[0089] S22: Collect QAR data from the QAR system in the aircraft's flight path area;

[0090] Collect observational data of the aircraft's flight path area (i.e., observational data refers to data observed by equipment such as satellites and radar); confirm whether the aircraft's flight path is in clear weather.

[0091] If so, the QAR data is determined as the EDR turbulence index, and the EDR turbulence index is determined as clear-air turbulence.

[0092] The clear-sky turbulence distribution map is updated using the clear-sky turbulence determined by the EDR turbulence index to obtain a new clear-sky turbulence distribution map;

[0093] It should be noted that for the real-time downloaded QAR data, the EDR turbulence index along the flight path is obtained through real-time calculation of the QAR data. Simultaneously, combined with satellite and radar observation data, if the flight path is clear and cloudless, the EDR turbulence information calculated through QAR can be classified as clear-air turbulence. The calculated EDR turbulence index information is then used to update and adjust clear-air turbulence forecasts in real time.

[0094] The QAR (Quick Access Recorder) data system collects real-time flight-related data, such as flight altitude, speed, and airflow. Based on this, it confirms whether the current flight area is in clear weather. If it is clear, it analyzes the intensity of clear-air turbulence based on the EDR (Energy Dissipation Rate) index and updates the distribution map.

[0095] Steps S23-S25 mainly explain how to calculate the turbulence factor using real-time meteorological data transmitted from the AMDAR system in the flight path area; determine the turbulence area in the flight path area using the turbulence factor; and update the clear-air turbulence distribution map using the turbulence area in the flight path area. Specific details are as follows:

[0096] S23: Collect real-time meteorological data (such as temperature, humidity, wind speed, air pressure, etc.) transmitted from the AMDAR system in the area of ​​the aircraft's flight path.

[0097] Using the AMDAR data, a turbulence factor is calculated (common calculation methods include those based on wind speed shear, vertical velocity variation (such as longitudinal wind speed variation), and atmospheric stability index, etc. A high turbulence factor value usually means that the airflow in the area is relatively unstable and prone to turbulence).

[0098] The atmospheric convection index is obtained by calculating the thunderstorm index and the real-time meteorological data transmitted by the AMDAR system.

[0099] It should be noted that the turbulence factor is calculated using data from the AMDAR (Aircraft Meteorological Data Relay) system. AMDAR provides real-time meteorological data of the aircraft during flight, including meteorological parameters such as wind speed, airflow, and temperature. The turbulence factor is calculated based on this data, reflecting the intensity of airflow changes and the potential turbulence risk.

[0100] The AMDAR system provides real-time meteorological data, which is crucial for understanding the weather conditions in the current flight area. By calculating the turbulence factor, the stability of airflow can be assessed, thereby predicting the presence of strong turbulence; especially at high altitudes, changes in wind speed and temperature can have a significant impact on flight, so accurate calculation of the turbulence factor is necessary to provide relevant risk warnings.

[0101] The above calculation of turbulence factor can quantify the impact of weather changes on flight and identify areas that may cause turbulence in advance. For pilots, this allows them to take countermeasures such as adjusting flight altitude and avoiding flight paths in advance, thus ensuring flight safety.

[0102] The purpose of this step is to assess the risk of turbulence that may occur during flight in real time, and to provide data support for subsequent flight decisions.

[0103] S24: Preset convection threshold; determine whether the atmospheric convection index is less than the convection threshold;

[0104] If so, it is determined that there is no atmospheric convection in the sub-region of the flight path area, and the sub-region is identified as a clear-air turbulence area (i.e., clear-air turbulence usually occurs under clear-air weather conditions, where the atmosphere is unstable and there is no precipitation).

[0105] The clear-sky turbulence distribution map is updated based on the turbulence factor and the clear-sky turbulence region to obtain a further updated clear-sky turbulence distribution map.

[0106] It should be noted that in this step, data from the QAR (Quick Access Recorder) system is used to monitor the aircraft's actual flight status, including information such as flight altitude, speed, and airflow changes. This data is combined with other meteorological data to further update the clear-air turbulence distribution map, thereby accurately identifying turbulence areas under clear-air weather conditions. QAR data provides detailed data on the aircraft during actual flight, which can help to more accurately identify the occurrence and intensity of clear-air turbulence. Clear-air turbulence usually occurs under specific meteorological conditions in clear-air weather. By combining QAR data with meteorological data, the occurrence area and intensity of clear-air turbulence can be accurately determined.

[0107] By updating clear-air turbulence maps in real time, pilots can adjust their altitude or change course based on the latest information to avoid entering areas of severe turbulence. This not only improves flight safety but also enhances flight comfort and efficiency; clear-air turbulence often occurs under specific weather conditions, and rapid response and information updates can reduce uncertainties during flight.

[0108] The purpose of updating the clear-sky turbulence distribution map is to provide real-time and accurate turbulence warnings, helping pilots make timely decisions and avoid unnecessary risks and turbulence during flight;

[0109] S25: Calculate the turbulence factor for all sub-regions of the flight path area of ​​the aircraft to obtain the turbulence area in the flight path area (that is, a part of the sub-regions is the turbulence area).

[0110] Calculate the atmospheric convection index for the bumpy area; determine whether the atmospheric convection index of the bumpy area is less than the convection threshold.

[0111] If so, then the bumpy area is determined to be a clear-air turbulence area;

[0112] The clear-air turbulence distribution map is updated using the clear-air turbulence region of the bumpy area to obtain the updated clear-air turbulence distribution map;

[0113] It should be noted that the flight data collected by the AMDAR system is used to analyze the intensity of clear-air turbulence. This data, through parameters such as real-time wind speed, temperature changes, and airflow direction, helps to analyze the intensity and changing trends of clear-air turbulence. Through these analyses, pilots can have a clearer understanding of weather changes, thereby effectively updating the distribution map of clear-air turbulence.

[0114] By analyzing AMDAR data, the intensity and extent of clear-air turbulence can be accurately predicted. This process can provide pilots with important reference information, enabling them to anticipate the severity of turbulence and adjust their flight path or altitude accordingly.

[0115] This step helps monitor changes in clear-air turbulence in real time, enabling pilots to obtain the latest weather information in a timely manner and thus avoid areas of severe turbulence. The intensity of clear-air turbulence is often difficult to predict, but real-time data and intensity analysis can greatly improve the accuracy of early warnings, help pilots make more scientific decisions during flight, reduce unnecessary turbulence, and improve flight safety.

[0116] Step S26 mainly clarifies that: a turbulence intensity level and a clear-air turbulence intensity level are preset; the clear-air turbulence intensity level is determined for the clear-air turbulence region; it is determined whether the clear-air turbulence region with the determined clear-air turbulence intensity level is the same as the turbulence region; if they are different, the turbulence intensity level of the clear-air turbulence region is determined, and the clear-air turbulence distribution map is updated. Specific details are as follows:

[0117] S26: Set the bump intensity level, which is divided into: light bump, moderate bump and heavy bump;

[0118] The clear-sky turbulence intensity level is set, and the clear-sky turbulence intensity level is divided into blue clear-sky turbulence, yellow clear-sky turbulence and red clear-sky turbulence.

[0119] The clear-sky turbulence region is assigned a clear-sky turbulence intensity level based on the atmospheric convection index; (that is, the atmospheric convection index can be determined using a threshold, and the clear-sky turbulence region can be assigned blue clear-sky turbulence, yellow clear-sky turbulence, and red clear-sky turbulence).

[0120] Determine whether the location of the bumpy area is the same as the clear-air turbulence area;

[0121] If the location is different, the turbulence factor and the preset turbulence threshold are judged (that is, the specific judgment is based on the magnitude of the turbulence factor and the turbulence threshold to classify different levels of intensity), the turbulence intensity level is determined, and the clear sky turbulence distribution map is updated to obtain the updated clear sky turbulence distribution map.

[0122] It should be noted that, based on real-time collected data, the intensity of clear-air turbulence is classified into different levels, such as mild, moderate, and severe turbulence, and the clear-air turbulence distribution map is dynamically updated according to these levels. Different intensities of clear-air turbulence have different impacts on flight. Setting turbulence intensity levels helps pilots choose appropriate countermeasures based on different intensities, such as changing flight altitude or adjusting flight path. The above-mentioned classification of intensity levels allows for the grading of different types of clear-air turbulence risks, enabling pilots to better predict the severity of turbulence and adjust flight plans in a timely manner, thereby reducing discomfort during flight. This ensures that pilots can obtain clear information through intensity levels, avoid high-intensity turbulence areas in a timely manner, and ensure flight safety.

[0123] S27: Preset thunderstorm threshold range; Determine whether the thunderstorm index of each sub-region is greater than the thunderstorm threshold;

[0124] If so, the range of cumulus turbulence area in the sub-region is determined based on the range of thunderstorm threshold, and a cumulus turbulence area distribution map is obtained based on the range of cumulus turbulence area.

[0125] It should be noted that, based on the thunderstorm index, the intensity of convection is first determined according to its numerical value, and the extent of the cumulonimbus turbulence area is determined using the following criteria:

[0126] When the thunderstorm index is ≥ 75, the turbulence area extends horizontally to 200 km and vertically to the ground level + 500 meters above the convective cloud tops; when the thunderstorm index is 50-75, the turbulence area extends horizontally to 100 km and vertically to the ground level + 500 meters above the convective cloud tops; when the thunderstorm index is 25-50, the turbulence area extends horizontally to 50 km and vertically to the ground level + 500 meters above the convective cloud tops. Within the horizontal range, the greater the thunderstorm intensity, the larger the affected area. The vertical range is defined as the distance from the ground level to the convective cloud tops + 500 meters. Figure 3 As shown;

[0127] By analyzing the thunderstorm index, it is determined whether thunderstorms will affect flight and the extent of cumulonimbus turbulence areas is identified. Pilots then adjust their flight paths based on the intensity and location of the thunderstorms to avoid areas with severe turbulence. Thunderstorms and cumulonimbus turbulence are common hazards during flight, especially severe thunderstorms which are often accompanied by significant turbulence. Real-time assessment of thunderstorm thresholds effectively prevents entry into severe thunderstorm areas. The above steps accurately determine the area affected by thunderstorms, providing pilots with clearer flight path recommendations, avoiding flight in severe thunderstorm areas, and reducing the impact of turbulence on pilots and passengers.

[0128] Provide pilots with the latest forecasts of thunderstorm areas and suggest the best flight routes to avoid high-risk areas and ensure flight safety;

[0129] S28: Update the cumulus turbulence area distribution map based on the turbulence report, QAR data, and AMDAR data received from the aircraft using the aforementioned voice method, to obtain an updated cumulus turbulence area distribution map (the specific operation steps are the same as those for updating the clear-sky turbulence distribution map, and will not be repeated here).

[0130] It should be noted that by updating the distribution map of cumulonimbus turbulence areas in a timely manner through voice reports, QAR data, and AMDAR data, pilots can adjust their flight routes to avoid turbulent areas. Cumulonimbus turbulence often occurs during flight, especially in areas with large changes in weather conditions. Real-time updates of cumulonimbus turbulence areas can improve pilots' ability to cope with sudden weather events.

[0131] By updating the distribution map, pilots can clearly understand the impact of weather changes, thereby formulating appropriate flight strategies and reducing unnecessary turbulence and safety risks; it also reflects changes in cumulonimbus turbulence areas in real time, ensuring that pilots can understand the airspace weather in real time during flight and guaranteeing flight safety.

[0132] S29: Monitor the thunderstorm index over time, and update the cumulus turbulence area distribution map using the monitored thunderstorm index over time to obtain the updated cumulus turbulence area distribution map.

[0133] It should be noted that by continuously monitoring changes in the thunderstorm index and updating the impact range of cumulonimbus turbulence areas, pilots can always obtain the most accurate weather information. Thunderstorms are one of the most threatening factors during flight. Real-time monitoring of thunderstorm intensity and impact range can provide early warnings, helping pilots avoid dangerous areas. Continuously monitoring the changing trends of thunderstorms helps provide pilots with the most timely weather forecasts, preventing them from entering thunderstorm areas. Real-time monitoring of the thunderstorm index ensures that pilots can adjust their flight paths at any time during flight, reducing the flight risks brought by thunderstorms.

[0134] Example 2

[0135] like Figure 2 As shown, the present invention also provides a rapid update system for aviation turbulence identification based on real-time aircraft detection, comprising: a data acquisition module 10; and a correction module 20.

[0136] The acquisition module 10 is used to acquire the flight path area of ​​the aircraft (that is, the area in the flight path of the aircraft), divide the flight path area into sub-regions, and acquire the thunderstorm index and aircraft flight path data of the weather in the flight path area of ​​the aircraft.

[0137] The aircraft route data includes turbulence reports, QAR data, and AMDAR data received via voice.

[0138] The correction module 20 is used to correct the clear-sky turbulence distribution map and the cumulonimbus turbulence area distribution map of the sub-regions of the aircraft's flight path area using the aircraft route data and thunderstorm index.

[0139] Example 3

[0140] On the other hand, this third embodiment, based on the rapid update method for aviation turbulence identification based on real-time aircraft detection provided in the first embodiment, also provides a computer storage medium 1140 (hereinafter referred to as the storage medium). For example... Figure 3 The diagram shown is a schematic of a computer storage medium structure framework provided in Embodiment 3 of the present invention, which includes:

[0141] Memory 1130 is used to store computer programs;

[0142] The communication interface 1120 is used to connect the memory 1130 to the processor 1110;

[0143] Processor 1110 is configured to execute a computer program to implement a rapid update method for aviation turbulence identification based on real-time aircraft detection, as disclosed in an embodiment of any combination of the above-described embodiments.

[0144] In summary, the rapid update method, system, and storage medium for aviation turbulence identification based on real-time aircraft detection proposed in this invention demonstrate that, in practical applications, clear-air turbulence areas are identified and predicted by collecting and analyzing different data sources (such as pilot reports, QAR system data, AMDAR system meteorological data, etc.) and incorporated into the clear-air turbulence distribution map. This process involves multiple steps, including decoding turbulence reports, calculating the EDR turbulence index, evaluating turbulence factors, dynamically updating AMDAR data, and classifying clear-air turbulence intensity. The purpose of these steps is to track and predict turbulence in real time. Turbulence zones during flight; identifying actual turbulence zones by analyzing pilot reports to provide reference data for subsequent analysis; using EDR (Energy Distribution Ratio) to quantify turbulence intensity and frequency to determine the severity of clear-air turbulence; assessing factors that may cause clear-air turbulence, such as wind speed, temperature changes, and airflow instability, based on weather and airflow characteristics; continuously collecting AMDAR data to update clear-air turbulence forecast information to ensure the timeliness and accuracy of warnings; classifying clear-air turbulence into different intensity levels based on various indicators, thus updating and correcting the clear-air turbulence distribution map.

[0145] Furthermore, by setting a thunderstorm threshold, it is first determined whether the thunderstorm index of each sub-region exceeds the preset threshold. If so, the range of the cumulus turbulence area in that region is determined based on the thunderstorm index. The higher the thunderstorm index value, the wider the horizontal range of the turbulence area, and the higher the vertical range also becomes. The specific ranges are as follows: When the thunderstorm index is ≥ 75, the horizontal range of the turbulence area is 200 kilometers, and the vertical range is from the ground to the top of the convective cloud + 500 meters; when the thunderstorm index is 50-75, the horizontal range is 100 kilometers; when the thunderstorm index is 25-50, the horizontal range is 50 kilometers. This judgment process helps pilots avoid strong thunderstorm areas, reduce turbulence risks, and provides pilots with the latest flight path suggestions to ensure flight safety. By receiving voice reports, QAR data, and AMDAR data, the distribution map of cumulonimbus turbulence areas is updated in real time. This data helps to determine the changes in the current turbulence area, and pilots can adjust their flight paths according to the updated information to avoid dangerous areas and reduce the impact of sudden weather. Through this update, pilots can keep abreast of weather changes, improve their ability to respond to emergencies, and ensure flight safety. Continuously monitoring changes in the thunderstorm index and updating the distribution map of cumulonimbus turbulence areas in combination with real-time data can reflect the intensity and impact range of thunderstorms in real time.

[0146] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; those skilled in the art can modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A rapid update method for aviation turbulence identification based on real-time aircraft detection, characterized in that, The following steps are included: The flight path area of ​​the aircraft is obtained, and the flight path area is divided into sub-regions; the thunderstorm index and aircraft flight path data of the weather are collected in the flight path area of ​​the aircraft. Using the aircraft flight path data and thunderstorm index, a clear-sky turbulence distribution map is constructed for sub-regions of the aircraft's flight path area for correction, and a cumulonimbus turbulence area distribution map is constructed for correction. The aircraft route data includes turbulence reports, QAR data, and AMDAR data received via voice. The clear-air turbulence distribution map of the sub-region of the aircraft's flight path area is constructed and corrected using the aircraft flight path data and thunderstorm index. The specific operation steps are as follows: The system receives turbulence reports from aircraft via voice recordings, decodes and locates the turbulence, identifies clear-air turbulence areas within sub-regions of the flight path, and constructs a clear-air turbulence distribution map. It then calculates the EDR turbulence index using QAR data collected from the aircraft's flight path area to update the clear-air turbulence distribution map. Finally, it calculates turbulence factors using real-time meteorological data transmitted from the AMDAR system within the flight path area, and determines the turbulence areas within the flight path area based on these turbulence factors. The clear-air turbulence distribution map is updated using the turbulence areas in the flight path area; Pre-set turbulence intensity level and clear-air turbulence intensity level; determine the clear-air turbulence intensity level for the clear-air turbulence area; determine whether the clear-air turbulence area with the determined clear-air turbulence intensity level is the same as the turbulence area; if they are different, determine the turbulence intensity level of the clear-air turbulence area and update the clear-air turbulence distribution map. The system receives turbulence reports from aircraft via voice recordings, decodes and locates the turbulence, identifies clear-air turbulence areas within sub-regions of the flight path, and constructs a clear-air turbulence distribution map. It then calculates the EDR turbulence index based on QAR data collected from the aircraft's flight path area and updates the clear-air turbulence distribution map. Specifically: it receives turbulence reports from aircraft via voice recordings; decodes the turbulence reports to obtain the location, altitude, and intensity of the turbulence; identifies clear-air turbulence areas within sub-regions of the flight path area through the decoding of the turbulence reports; updates the turbulence reports according to time changes to obtain a clear-air turbulence distribution map of the clear-air turbulence areas in the flight path area; collects QAR data from the QAR system in the aircraft's flight path area; combines satellite and radar observation data to confirm whether the aircraft's flight path is in clear weather; if so, the QAR data is determined as the EDR turbulence index, and this EDR turbulence index is determined as clear-air turbulence; the clear-air turbulence distribution map is updated using the clear-air turbulence determined by the EDR turbulence index to obtain a new clear-air turbulence distribution map.

2. The rapid update method for aviation turbulence identification based on real-time aircraft detection according to claim 1, characterized in that, The turbulence factor is calculated using real-time meteorological data transmitted from the AMDAR system in the flight path area; the turbulence area in the flight path area is determined using the turbulence factor; and the clear-air turbulence distribution map is updated using the turbulence area in the flight path area. (Detailed explanation follows.) Collect real-time meteorological data transmitted from the AMDAR system in the area of ​​the aircraft's flight path; The turbulence factor is calculated using the real-time meteorological data. The atmospheric convection index is obtained by calculating the thunderstorm index and the real-time meteorological data transmitted by the AMDAR system. A preset convection threshold is established; it is then determined whether the atmospheric convection index is less than the convection threshold. If so, it is determined that there is no atmospheric convection in the sub-region of the flight path area, and that the sub-region is identified as a clear-air turbulence region. The clear-sky turbulence distribution map is updated based on the turbulence factor and the clear-sky turbulence region to obtain a further updated clear-sky turbulence distribution map. The turbulence factor is calculated for all sub-regions of the flight path area of ​​the aircraft to obtain the turbulence area in the flight path area. Calculate the atmospheric convection index for the bumpy area; determine whether the atmospheric convection index of the bumpy area is less than the convection threshold. If so, then the bumpy area is determined to be a clear-air turbulence area; The clear-air turbulence distribution map is updated using the clear-air turbulence region of the bumpy area to obtain the updated clear-air turbulence distribution map.

3. The rapid update method for aviation turbulence identification based on real-time aircraft detection according to claim 2, characterized in that, The system pre-sets turbulence intensity levels and clear-air turbulence intensity levels; it then determines the clear-air turbulence intensity level for the clear-air turbulence region; it checks whether the clear-air turbulence region with the determined intensity level is the same as the turbulence region; if they are different, it modifies the turbulence intensity level of the clear-air turbulence region and updates the clear-air turbulence distribution map. Specific details are as follows: The bump intensity level is set, which is divided into: light bump, moderate bump and heavy bump; The clear-sky turbulence intensity level is set, and the clear-sky turbulence intensity level is divided into blue clear-sky turbulence, yellow clear-sky turbulence and red clear-sky turbulence. The clear-air turbulence intensity level is assigned to the clear-air turbulence area based on the atmospheric convection index; Determine whether the location of the bumpy area is the same as the clear-air turbulence area; If the location is different, the turbulence factor is compared with the preset turbulence threshold, the turbulence intensity level is modified, and the clear-sky turbulence distribution map is updated to obtain the updated clear-sky turbulence distribution map.

4. The rapid update method for aviation turbulence identification based on real-time aircraft detection according to claim 3, characterized in that, To correct the distribution map of cumulus-induced turbulence, the specific steps are as follows: Preset thunderstorm threshold range; determine whether the thunderstorm index of each sub-region is greater than the thunderstorm threshold; If so, the range of cumulus turbulence area in the sub-region is determined based on the range of thunderstorm threshold, and a cumulus turbulence area distribution map is obtained based on the range of cumulus turbulence area. The cumulus turbulence area distribution map is updated based on the turbulence reports, QAR data, and AMDAR data received from the aircraft using the aforementioned voice method, resulting in an updated cumulus turbulence area distribution map. The thunderstorm index is monitored over time, and the distribution map of the cumulus turbulent area is updated using the monitored thunderstorm index over time to obtain the updated distribution map of the cumulus turbulent area.

5. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the steps of the rapid update method for aviation turbulence identification based on real-time aircraft detection as described in any one of claims 1-4.

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