Single runway control operation situation analysis system and method

Abstract

The application relates to the technical field of air traffic control operation data analysis, and provides a single runway control operation situation analysis system and method.The single runway control operation situation analysis system comprises a flight path data analysis module, a control command mode judgment module and a control operation situation analysis module; the flight path data analysis module is used for obtaining flight path information of aircraft landing at the airport; the control command mode judgment module is used for judging a control operation mode commanded by a controller according to the flight path information and the number of flights taking off at intervals; the control operation situation analysis module comprises a control operation information acquisition unit used for acquiring control operation information and a control operation information statistical analysis unit used for generating control operation situation parameters according to the control operation information. The control operation information directly reflects flight data, and the control operation situation parameters are generated according to the control operation information, so that the review effect of the control efficiency of the controller is effectively improved.

Description

Technical Field

[0001] This application relates to the field of air traffic control operation data analysis technology, and in particular to a single runway control operation situation analysis system and method. Background Technology

[0002] In recent years, the number of flights has shown a steady and continuous growth trend, and the tension of airspace resources has become increasingly prominent. Air traffic controllers' actions, including issuing instructions, anticipating conflicts, and responding to emergencies, directly impact flight departure speed. Air traffic control situation analysis can assess controllers' clarity of instructions and their ability to anticipate conflicts, thereby enabling the development of personalized training plans. Situation analysis has become a crucial element in improving air traffic controller efficiency.

[0003] Currently, the control operation situation analysis mechanism mainly relies on traditional methods such as audio and video playback, simulator system restoration, and on-duty team scenario simulation exercises.

[0004] While these methods can help to review and analyze problems and shortcomings in the control process to some extent, they often lack intuitive and accurate information support based on flight data, thus limiting the maximization of control efficiency review results. Summary of the Invention

[0005] This application provides a single-runway air traffic control operation situation analysis system and method to solve the technical problem that existing air traffic control efficiency review analysis methods in single-runway operation environments lack intuitive and accurate information support for flight data, thus limiting the maximization of air traffic control efficiency review effects.

[0006] To address the aforementioned problems, this application provides a single-runway control operation status analysis system, comprising:

[0007] The flight track data parsing module is used to obtain the flight track information of aircraft landing at the airport;

[0008] The control and command mode determination module is used to determine the control operation mode commanded by the controller based on the flight track information and the number of intermittent takeoff flights.

[0009] The control operation status analysis module includes:

[0010] The air traffic control operation information acquisition unit is used to acquire air traffic control operation information; the air traffic control operation information includes the information acquisition time, controller identity information, distance between the current aircraft and the runway center point, air traffic control operation mode, runway used, aircraft type of the next aircraft, wake turbulence of the next aircraft, aircraft type of the current aircraft, wake turbulence of the current aircraft, and flight speed of the current aircraft.

[0011] The air traffic control operation information statistical analysis unit is used to generate air traffic control operation status parameters based on the air traffic control operation information. The air traffic control operation status parameters include the number of times each air traffic control operation mode is used for the controller, the average distance, the variance, the number of low distances, and the proportion of low distances.

[0012] In some embodiments, the control operation information statistical analysis unit is further configured to determine the controller with the largest positive difference and the controller with the largest negative difference based on the control operation status parameters.

[0013] In some embodiments, the control operation status analysis module further includes:

[0014] The control operation information output unit is used to process the control operation status parameters into reports, graphics, or text reports for output.

[0015] In some embodiments, the track data parsing module includes:

[0016] The raw data reading unit is used to read the integrated track data in ASTERIXCAT062 format output by the air traffic control automation system via multicast in real time;

[0017] A data validity verification unit is used to verify the validity of the integrated track data;

[0018] A data standard judgment unit is used to determine whether the integrated track data conforms to the CAT062 standard;

[0019] The data parsing unit is used to obtain the data items contained in the integrated track data conforming to the CAT062 standard according to FSPEC, and to parse the original data corresponding to each data item according to the UAP table to obtain the parsed data of the integrated track data.

[0020] In some embodiments, the track data parsing module further includes:

[0021] The data information expiration processing unit is used to set a counter for each aircraft landing at the local airport. When the track data of the aircraft corresponding to the counter is updated, the counter count is cleared to zero. When the counter count reaches a preset value, the track data of the aircraft corresponding to the counter is deleted from the track data of the aircraft landing at the local airport.

[0022] In some embodiments, the control and command mode determination module includes:

[0023] The five-sided approach range determination unit is used to determine whether the aircraft is within the five-sided approach range based on the flight track information and the preset five-sided area range value.

[0024] The landing trend judgment unit is used to determine whether an aircraft within the five-sided approach area is in a landing state based on its flight altitude and speed.

[0025] The rear landing flight determination unit is used to determine whether there are any landing aircraft within a preset distance range behind an aircraft when the aircraft in the landing state reaches a preset distance from the center of the runway.

[0026] The control and command mode determination unit is used to output the controller's control and command mode based on information such as whether there are any landing aircraft within a preset distance range behind the aircraft and the number of aircraft that the controller takes off intermittently.

[0027] In some embodiments, the single-runway control operation status analysis system, the control operation information acquisition unit, is further configured to store the control operation information into a record table.

[0028] This application also provides a method for analyzing the operational status of single-runway traffic control, the method comprising:

[0029] Obtain flight path information of aircraft landing at this airport;

[0030] The control operation mode directed by the controller is determined based on the flight track information.

[0031] Acquire air traffic control operation information and generate air traffic control operation status parameters based on the air traffic control operation information; wherein, the air traffic control operation information includes the time of information acquisition, controller identity information, distance between the current aircraft and the runway center point, air traffic control operation mode, runway used, aircraft type of the following aircraft, wake turbulence of the following aircraft, aircraft type of the current aircraft, wake turbulence of the current aircraft, and flight speed of the current aircraft; the air traffic control operation status parameters include the number of times each air traffic control operation mode is used for the controller, average distance, variance, number of low-range events, and percentage of low-range events.

[0032] In some embodiments, the single-runway control operation status analysis method further includes:

[0033] The controllers with the greatest positive difference and the greatest negative difference are determined based on the aforementioned control operation status parameters.

[0034] In some embodiments, determining the control operation mode directed by the controller based on the flight track information includes:

[0035] Based on the flight path information and the preset pentagonal area range value, determine whether the aircraft is within the pentagonal approach area range;

[0036] When an aircraft is within the five-sided approach area, its altitude and speed are used to determine whether it is in a landing state.

[0037] When the aircraft is in the landing state, the distance between the aircraft and the center of the runway is monitored, and when the aircraft reaches a preset distance from the center of the runway, it is determined whether there are any landing aircraft within a preset distance range behind the aircraft.

[0038] When there are landing aircraft within a preset distance range behind the aircraft, the controller's control command mode is output according to the number of aircraft taking off intermittently by the controller.

[0039] The beneficial effects of the implementation method of this application are as follows: The single runway control operation situation analysis system provided by this application generates control operation situation parameters based on control operation information. The control operation situation parameters include the number of times of each control operation mode, average distance, variance, number of low-distance times, and proportion of low-distance times for each controller. When controllers review control efficiency, they can intuitively see the control efficiency of each controller based on the control operation situation parameters. Moreover, the control operation information can intuitively reflect flight data. By generating control operation situation parameters based on control operation information, the review effect of controllers' control efficiency is effectively improved. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein:

[0041] Figure 1 This is a block diagram of the composition structure of a single-runway control operation status analysis system provided in an embodiment of this application;

[0042] Figure 2 This is a flowchart illustrating how the track data parsing module in a single-runway control operation status analysis system, provided in an embodiment of this application, obtains track information of aircraft landing at the airport.

[0043] Figure 3 This is a flowchart of the control command mode judgment module in the single runway control operation situation analysis system provided in an embodiment of this application, which judges the control operation mode commanded by the controller.

[0044] Figure 4 This is a flowchart illustrating the generation of control operation status parameters by the control operation status analysis module in a single-runway control operation status analysis system provided in an embodiment of this application.

[0045] Figure 5 This is a flowchart of a single-runway control operation status analysis method provided in an embodiment of this application;

[0046] Figure 6This is a partial schematic diagram of a report output by the control operation information output unit in a single runway control operation status analysis system provided in an embodiment of this application;

[0047] Figure 7 This is a partial schematic diagram of a text report output by the control operation information output unit in a single runway control operation situation analysis system provided in an embodiment of this application;

[0048] Figure 8 This is a schematic diagram of the CAT062 data standard. Detailed Implementation

[0049] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It is understood that the specific embodiments described herein are only for explaining this application and not for limiting it. Furthermore, it should be noted that, for ease of description, only the parts related to this application are shown in the accompanying drawings, not all structures. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0050] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0051] Please see Figure 1 This application provides a single-runway control operation status analysis system, which can be used for airport controllers to review control efficiency.

[0052] The single-runway air traffic control situation analysis system provided in this application includes a track data parsing module, an air traffic control mode judgment module, and an air traffic control situation analysis module. The track data parsing module obtains the track information of aircraft landing at the airport. The air traffic control mode judgment module determines the air traffic control mode commanded by the controller based on the track information and the number of intermittently taking off flights. The air traffic control situation analysis module includes an air traffic control information acquisition unit and an air traffic control information statistical analysis unit. The air traffic control information acquisition unit acquires air traffic control information and stores it in a record table. Air traffic control information may include the information acquisition time, controller identity information, distance between the current aircraft and the runway center point, air traffic control mode, runway used, aircraft type of the following aircraft, wake turbulence of the following aircraft, aircraft type of the current aircraft, wake turbulence of the current aircraft, and flight speed of the current aircraft. The air traffic control information statistical analysis unit generates air traffic control situation parameters based on the air traffic control information. Air traffic control situation parameters include the number of times each air traffic control mode is used for the controller, average distance, variance, number of low-range flights, and percentage of low-range flights.

[0053] The track data parsing module is used to obtain the track information of aircraft landing at the airport. It should be noted that aircraft track information is generally output by the air traffic control automation system via multicast in ASTERIX CAT062 format as composite track data. Therefore, the track data parsing module is needed to parse the ASTERIX CAT062 format track data. ASTERIX CAT062 is a standardized format used in the aviation industry for the standardized transmission of data between air traffic control automation systems and external equipment.

[0054] When parsing track data, the first step is to read the raw data, such as... Figure 2 As shown, the raw data here refers to the integrated track data in ASTERIX CAT062 format output by the air traffic control automation system. In some embodiments, the track data parsing module may include a raw data reading unit, a data validity verification unit, a data standard judgment unit, and a data parsing unit.

[0055] The raw data reading unit is used to read ASTERIXCAT062 format composite track data output by the air traffic control automation system via multicast in real time. For example, the raw data reading unit can be implemented using a UdpClient (User Datagram Protocol Client) client. The UdpClient client can be defined to receive the multicast address and destination port set by the air traffic control automation system to send data, thereby reading the ASTERIXCAT062 format composite track data output by the air traffic control automation system via multicast in real time.

[0056] After reading the raw data, the validity of the raw data is verified by a data validity verification unit, that is, the validity of the integrated track data is verified. This application embodiment does not limit the specific verification method. For example, during the verification process, it can first determine whether the format of the raw data is the original format. If the raw data is in the original format, the validity of the data is further determined; otherwise, it is directly determined as invalid data. For example, the validity of the data can be determined by checking whether the message length conforms to the CAT062 standard.

[0057] After verifying that the raw data is valid, the next step is to determine whether the integrated track data conforms to the CAT062 standard. It should be noted that the CAT062 data standard is as follows: Figure 8 As shown, CAT=062 indicates track data in 062 format, occupying 1 byte; the LEN field indicates the total length of the data frame, occupying 2 bytes. Data length (LEN) = CAT field + LEN field + FSPEC field + data item length; FSPEC (Field Specification) represents the data index of the UAP (User Application Profile) table, with variable length, and the last bit of each byte is FX (FieldExtensionIndicator). FX=0 indicates the end of the FSPEC field, and FX=1 indicates that there is still an FSPEC field following it. Each bit in this field corresponds to a data item in the UAP table; if the bit is 1, it indicates that the data contains that data item, and 0 indicates that the data does not contain that data item.

[0058] Table 1 shows some data items in the UAP table of the CAT062 standard. Based on the FSPEC data index, each data item in the UAP table is parsed to obtain all the aircraft's flight track information. In Table 1, FRN (Flight Reference Number) refers to different types of key flight track information (field reference number). DataItem refers to the smallest and most basic data unit constituting the flight track information; it is the part of the data block carrying the specific actual value. Information refers to a complete snapshot of the status of a particular flight track at a specific moment, composed of a series of Data Items. Length refers to the total number of bytes in the entire CAT062 message. In the table below, when Length corresponds to "1+", it indicates that the corresponding field is an expandable field.

[0059] Table 1 UAP Comparison Table

[0060] FRN DataItem Information Length 1 I062 / 010 Data Source Identifier 2 2 - Spare - 3 I062 / 015 Service Identification 1 4 I062 / 070 Time of Track Information 3 5 I062 / 105 Calculated Track Position(WGS-84) 8 6 I062 / 010 Calculated Track Position(Cartesian) 6 7 I062 / 185 Calculated Track Velocity(Cartesian) 4 8 - Spare - 9 I062 / 060 Track Mode 3 / A Code 2 10 I062 / 245 Target Identification 7 11 I062 / 380 Aircraft Derived Data 1+ 12 I062 / 040 Track Number 2

[0061] When the track information conforms to the CAT062 standard, the data items contained in the integrated track data conforming to the CAT062 standard are obtained through the data parsing unit FSPEC, and the original data corresponding to each data item is parsed according to the UAP table to obtain the parsed data of the integrated track data. For example, suppose a CAT062 data packet is received as shown below (data is represented in hexadecimal):

[0062] 3E 00 1A 48 03 00 01 02 03 04 05 06 07 08 09 0A 0B 0C 0D 0E 0F 10 1112 13

[0063] The analysis can be performed step by step in the following four steps:

[0064] Step 1. Confirm data type: The first byte is 3E, which is 62 in decimal, conforming to the CAT062 standard.

[0065] Step 2. Check the length: The second and third bytes are 00 1A, which is 26 in decimal. This means the entire data packet (including the CAT and LEN fields themselves) is 26 bytes in total. Counting our data, it is indeed 26 bytes, the length is correct.

[0066] Step 3. Parsing FSPEC: The fourth byte is 48 (0100 1000 in binary). FSPEC is interpreted starting from the least significant bit (rightmost bit):

[0067] Bit 1 (value 1): Data item I062 / 010 (calculated track number) exists.

[0068] Bit 2 (value 0): Data item I062 / 015 does not exist.

[0069] Bit 3 (value 0): Data item I062 / 020 does not exist.

[0070] Bit 4 (value 1): Data item I062 / 040 (track number) exists.

[0071] Bit 5 (value 0): Data item I062 / 050 does not exist.

[0072] Bit 6 (value 0): Data item I062 / 060 does not exist.

[0073] Bit 7 (value 0): Data item I062 / 070 does not exist.

[0074] Bit 8 (most significant bit, value 0): indicates that FSPEC ends here and there are no subsequent extension bytes.

[0075] Therefore, this FSPEC tells us that this data packet contains two data items, I062 / 010 and I062 / 040.

[0076] Step 4. Parse data items: Following the instructions of FSPEC, we begin parsing the remaining data.

[0077] I062 / 010 (Calculated Track Number): The two bytes 03 00 following FSPEC represent this data item. According to the standard, it typically contains some calculation status and mode information.

[0078] I062 / 040 (track number): The next two bytes, 01 and 02, represent this data item. According to the standard definition, this is usually a 16-bit unsigned integer, which here represents the track number 0x0102 (decimal 258).

[0079] Therefore, through the above steps, it can be confirmed that the data packet conforms to the basic requirements of the CAT062 format in terms of structure.

[0080] After obtaining the analyzed data from the comprehensive flight track data, the flight track information of aircraft landing at the local airport is further filtered out. For example, the flight track information of aircraft landing at the local airport can be filtered from the analyzed data of the landing airport.

[0081] It should be noted that if the timestamp of a data packet matches the current time, it indicates that it is real-time data. However, some data packets are delayed, which may result in expired track data. Considering that aggregated track data may expire, in some embodiments, the track data parsing module may also include a data expiration processing unit. This unit can set a counter for each aircraft landing at the local airport. When the track data of the corresponding aircraft is updated, the counter is reset to zero. When the counter reaches a preset value, the track data of the aircraft corresponding to that counter is deleted from the track data of the aircraft landing at the local airport. This application does not limit the specific value of the preset value of the counter. For example, taking a preset value of 8 as an example, the counter value increments by 1 every second, starting from 0. When new corresponding aggregated track data is updated, the value is reset to zero. If the counter exceeds 8, it indicates that the aircraft's track has expired, and the aircraft is deleted from the track information list and will no longer participate in subsequent calculations.

[0082] After obtaining the flight path information of the aircraft landing at the airport, the controller can then make control decisions based on this information. The controller's control decisions mainly include determining and directing the number of intercalation flights based on the time interval between preceding and following landing flights; this is crucial to the efficiency of air traffic control operations. When determining and directing the number of intercalation flights based on the flight path information, the controller needs to know the distance interval between preceding and following landing flights. In determining the interval between landing flights, it is necessary to first determine whether the aircraft is within the five-sided approach area. Once the aircraft enters the five-sided approach area, it is further determined whether the aircraft is in a landing state. Then, if there are landing flights behind the aircraft, the distance interval between the following landing flights and the currently landing flight can be further determined. For example, if... Figure 3 As shown, in some embodiments, the control and command mode determination module may include a five-sided approach range determination unit, a landing trend determination unit, a rear landing flight determination unit, and a control and command mode determination unit.

[0083] It should be noted that the flight path data analysis module obtains flight path information for aircraft landing at the airport, including the aircraft's real-time flight path latitude and longitude, flight altitude, flight speed, and other flight path parameters. Therefore, the five-sided approach range determination unit can determine whether the aircraft is within the five-sided approach area based on the flight path information and the preset five-sided area range value. For example, the location of the aircraft can be determined based on the longitude and latitude information in the flight track information, that is, the coordinate point of the aircraft can be determined. Then, based on the coordinate point corresponding to the aircraft and the preset pentagonal area range value, it can be determined whether the aircraft is within the pentagonal approach area. In this application embodiment, the specific judgment method is not limited. For example, in some embodiments, the judgment can be made by the ray method. When judging, the coordinate point corresponding to the aircraft can be converted into a PointF (Floating-point Point) type point to facilitate the standardization of the coordinate format for subsequent calculations. Then, a horizontal ray is emitted to the right from the coordinate point of the aircraft, and the number of intersections between the horizontal ray and the preset pentagonal area is counted. When the number of intersections is odd, it is determined that the aircraft has entered the pentagonal approach area. When the number of intersections is even (including 0), it is determined that the aircraft is not within the pentagonal approach area. When counting the number of intersections between the horizontal ray and the preset pentagonal region, each edge of the pentagonal region can be iterated through. For each edge, it is determined whether the ordinate of the aircraft's coordinate point is between the ordinates of the two vertices of the edge. If so, the edge may intersect with the horizontal ray. The abscissa of the intersection point between the horizontal ray and the edge is then calculated. If the abscissa of the aircraft's coordinate point is less than the abscissa of the intersection point, the number of intersections between the horizontal ray and the preset pentagonal region is incremented by 1.

[0084] When an aircraft enters the five-sided approach area, a landing trend determination unit further determines whether the aircraft is in a landing state. Specifically, the landing trend can be determined based on the aircraft's altitude and speed. The aircraft's altitude and speed can be obtained from flight track information. For example, if the aircraft's altitude is below 1500 meters and its altitude and speed are decreasing, it can be determined that the aircraft is in a landing state.

[0085] When an aircraft is landing and has reached a preset distance from the runway center, a subsequent landing flight detection unit can further determine whether there are any landing aircraft within a preset distance range behind it. By setting a preset distance, the detection is only initiated when the preset distance is reached, thus reducing the amount of computation. The specific values ​​of the preset distance and preset distance range can be set based on experience. For example, the preset distance between the aircraft and the runway center can be 2KM, and the preset distance range behind the aircraft is 6KM to 25KM. That is, when a landing flight reaches 2KM from the runway center, it iterates through the other flights after the current flight within the five-sided range (inleftTrack list). For each subsequent flight, it first converts its latitude and longitude to coordinate points using the ENTransfor (East-North Transformation) function, and then calls the GetDistance (get distance) function to calculate the distance to the current flight. If the distance is between 6KM and 25KM, it records the aircraft type and wake turbulence of the current flight, marks the existence of a following flight, records the distance between the preceding and following aircraft, and stores the call sign of the following flight (a standardized code or name used to uniquely identify a specific flight in scenarios such as radio communication, air traffic control, and flight tracking). Then, it exits the loop. It should be noted that the `inleftTrack` list is used to store information about aircraft entering the left track. Controllers can then determine the number of intercalated takeoffs based on the wake turbulence information of the currently landing aircraft and its distance from subsequent landing aircraft. This decision-making process is a crucial indicator of controller efficiency. After the controller decides the number of intercalated takeoffs, the control command mode determination unit can output the controller's control command mode based on information about whether there are any landing aircraft within a preset distance range behind the aircraft and the number of intercalated takeoffs. For example, controller control command modes include AA, ADA, ADDA, and ADDDA, where AA indicates no intercalated takeoffs between two consecutive landing aircraft, ADA indicates one intercalated takeoff between two consecutive landing aircraft, ADDA indicates two intercalated takeoffs between two consecutive landing aircraft, ADDDA indicates three intercalated takeoffs between two landing aircraft, and so on.

[0086] It's understandable that a single-runway air traffic control situation analysis system can also include a database, such as a MySQL database. When a flight is 2 km from the runway centerline, it can be determined that the flight is about to land, thus initiating the data recording process in the database. The database can record the number of intermittently taking off aircraft. It should be noted that the database also contains information about air traffic controllers, and the data simultaneously records the landing time of landing flights, the distance between two landing flights, the aircraft type of the two landing flights, the wake turbulence of the landing flight, the landing speed of the landing flight, and the corresponding air traffic controller. Therefore, the number of intermittently taking off aircraft can be obtained from the value of `depcount` (Departure Count) in the database. Thus, the air traffic control mode under the command of the corresponding air traffic controller can be determined based on the number of intermittently taking off aircraft.

[0087] like Figure 4 As shown, after determining the control operation mode directed by the controller, the system can further analyze the control operation information through the control operation situation analysis module to obtain control operation situation parameters. Since control operation information can intuitively reflect flight data, generating control operation situation parameters based on control operation information effectively improves the controller's control efficiency and review effectiveness, while also increasing the efficiency of the controller's review work.

[0088] The air traffic control situation analysis module acquires air traffic control information through the air traffic control information acquisition unit and stores it in a record table. This unit can be understood as retrieving air traffic control information from a database. This information includes the information acquisition time, controller identification information, distance between the current aircraft and the runway centerline, air traffic control mode, the runway used, the aircraft type of the following aircraft, the wake turbulence of the following aircraft, the aircraft type of the current aircraft, the wake turbulence of the current aircraft, and the current aircraft's speed. It should be noted that the information acquisition time refers to the moment the aforementioned air traffic control information was acquired; the distance between the current aircraft and the runway centerline refers to the distance between the aircraft about to land and the runway centerline; the air traffic control mode refers to the controller's command mode for the two landing flights before and after the current one; the runway used includes the runway used by the currently landing aircraft, the following aircraft, and intercalating takeoff aircraft; and the current aircraft's speed refers to the speed of the aircraft about to land. The acquired air traffic control information can be stored in the `statistics` table of the database. By storing control operation-related information in a record table, the subsequent control operation information statistical analysis unit can analyze the data in the table, which facilitates the analysis by the control operation information statistical analysis unit.

[0089] The air traffic control operation information statistical analysis unit generates air traffic control situation parameters based on air traffic control operation information. These parameters include the number of times each air traffic control operation mode is used by the controller, the average distance, variance, number of low-distance intervals, and the percentage of low-distance intervals. Specifically, the number of times each air traffic control operation mode is the statistical count of the controller's various command modes; the average distance and variance refer to the average and variance values ​​of the intervals of the aircraft controlled by the controller over a certain period; the number of low-distance intervals refers to the number of times the intervals of the aircraft controlled by the controller are less than a preset threshold within a certain period; and the percentage refers to the proportion of times the intervals of the aircraft controlled by the controller are low within a certain period.

[0090] In some embodiments, the air traffic control operation information statistical analysis unit is also used to determine the controllers with the largest positive differences and the controllers with the largest negative differences based on the air traffic control operation status parameters. It can intuitively analyze the controllers with large differences, thereby providing personalized guidance to the controllers with large differences. This targeted and personalized guidance can help to quickly improve the controllers' control efficiency, thereby ensuring the improvement of airport air traffic control operation efficiency.

[0091] In some embodiments, the control operation status analysis module may further include a control operation information output unit. The control operation information output unit is used to process the control operation status parameters into reports, graphs, or text reports for output. For example... Figure 6 and Figure 7 The images show reports and text reports generated from air traffic control operation status parameters. By generating reports, graphs, or text reports from air traffic control operation status parameters, different user needs can be met.

[0092] It is understandable that the system also includes a display module, through which reports, graphics, or text reports output by the control operation information output unit can be displayed.

[0093] Please see Figure 5 In some embodiments, this application also provides a method for analyzing the operational status of single-runway traffic control, including the following steps:

[0094] Step S10: Obtain the flight path information of the aircraft that landed at the airport.

[0095] like Figure 2 As shown, in some embodiments, step S10 may specifically include the following steps:

[0096] Step S11: Read the integrated flight track data in ASTERIX CAT062 format output by the air traffic control automation system via multicast in real time;

[0097] Step S12: Verify the validity of the integrated track data;

[0098] Step S13: Determine whether the integrated track data conforms to the CAT062 standard;

[0099] Step S14: Obtain the data items contained in the integrated track data that conforms to the CAT062 standard according to FSPEC, and parse the original data corresponding to each data item according to the UAP table to obtain the parsed data of the integrated track data.

[0100] It should be noted that step S10 corresponds to the function of the track data parsing module in the single runway control operation situation analysis system. Steps S11, S12, S13 and S14 correspond to the functions of the raw data reading unit, data validity verification unit, data standard judgment unit and data parsing unit, respectively. The specific explanation of step S10 in this embodiment will not be repeated.

[0101] Step S20: Determine the control operation mode directed by the controller based on the flight track information.

[0102] like Figure 3 As shown, in some embodiments, step S20 may specifically include the following steps:

[0103] Step S21: Based on the flight track information and the preset pentagonal area range value, determine whether the aircraft is within the pentagonal approach area range;

[0104] Step S22: When the aircraft is within the five-sided approach area, determine whether the aircraft is in a landing state based on the aircraft's flight altitude and flight speed;

[0105] Step S23: When the aircraft is in the landing state, monitor the distance between the aircraft and the center of the runway, and when the aircraft reaches a preset distance from the center of the runway, determine whether there are any landing aircraft within the preset distance range behind the aircraft.

[0106] Step S24: When there are landing aircraft within a preset distance range behind the aircraft, output the controller's control command mode according to the number of aircraft taking off intermittently by the controller.

[0107] It should be noted that step S20 corresponds to the function of the control and command mode judgment module in the single runway control operation situation analysis system. Steps S21, S22, S23 and S24 correspond to the functions of the five-sided approach range judgment unit, the landing trend judgment unit, the rear landing flight judgment unit and the control and command mode judgment unit, respectively. The specific explanation of step S20 in this embodiment will not be repeated.

[0108] Step S30: Obtain air traffic control operation information and generate air traffic control operation status parameters based on the air traffic control operation information; wherein, the air traffic control operation information includes the information acquisition time, controller identity information, distance between the current aircraft and the runway center point, air traffic control operation mode, runway used, aircraft type of the next aircraft, wake turbulence of the next aircraft, aircraft type of the current aircraft, wake turbulence of the current aircraft, and flight speed of the current aircraft; the air traffic control operation status parameters include the number of times each air traffic control operation mode is used for the controller, average distance, variance, number of low-range events, and percentage of low-range events.

[0109] like Figure 4 As shown, in some embodiments, step S30 may specifically include the following steps:

[0110] Step S31: Obtain control operation information and store the control operation information in a record table;

[0111] Step S32: Generate control operation status parameters based on the control operation information.

[0112] In some embodiments, the single-runway control operation status analysis method further includes:

[0113] Step S40: Determine the controller with the largest positive difference and the controller with the largest negative difference based on the control operation status parameters.

[0114] It should be noted that steps S30 and S40 correspond to the functional implementation of the control operation situation analysis module in the single runway control operation situation analysis system. Detailed explanations of steps S30 and S40 will not be repeated in this embodiment.

[0115] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A single runway regulatory operations situational awareness system, characterized by, The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device.

2. The single runway operations situational analysis system of claim 1, wherein, The application relates to an air traffic control operation situation analysis method and device.

3. The single runway control operation situation analysis system according to claim 1 or 2, characterized by, The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device.

4. The single-runway control operations situational analysis system of claim 1, wherein, The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device.

5. The single runway operations situational analysis system of claim 4, wherein, The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device.

6. The single-runway operations situational analysis system of claim 1, wherein, The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. The application relates to an air traffic control operation situation analysis method and device. 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The application relates to an air traffic control 7. The single-runway operations situational analysis system of claim 1, wherein, The regulation operation information acquisition unit is further configured to store the regulation operation information into a record table.

8. A single runway regulatory operation situation analysis method, characterized in that, The single runway regulation operation situation analysis method comprises: acquiring track information of an aircraft landing on the airport; judging a regulation operation mode commanded by a controller according to the track information and a number of aircrafts taking off in an interval; acquiring regulation operation information and generating regulation operation situation parameters according to the regulation operation information, wherein the regulation operation information comprises time information, controller identity information, a distance between a current aircraft and a runway center point, the regulation operation mode, a runway used, a model of a next aircraft, wake of the next aircraft, a model of the current aircraft, wake of the current aircraft, and a flight speed of the current aircraft, and the regulation operation situation parameters comprise a number of times, an average distance, a variance, a number of times of low distance, and a low distance proportion of each regulation operation mode corresponding to the controller; 9. The single-runway control operation situation analysis method according to claim 8, characterized in that, the single runway regulation operation situation analysis method further comprises: determining a controller with a maximum positive difference and a controller with a maximum negative difference according to the regulation operation situation parameters.

10. The single-runway control operation situation analysis method according to claim 8, characterized in that, the judging of the regulation operation mode commanded by the controller comprises: judging whether an aircraft is in a five-edge approach area range according to the track information and a preset five-edge approach area range value; when the aircraft is in the five-edge approach area range, judging whether the aircraft is in a landing state according to a flight height and a flight speed of the aircraft; when the aircraft is in the landing state, monitoring a distance between the aircraft and a runway center, and when the distance between the aircraft and the runway center reaches a preset distance, judging whether there is a landing aircraft in a preset distance interval behind the aircraft; when there is a landing aircraft in the preset distance interval behind the aircraft, outputting the regulation operation mode commanded by the controller according to a number of aircrafts taking off in an interval by the controller.

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