Method and device for evaluating the reliability of the positioning of an aircraft

Abstract

The application relates to the technical field of flight positioning, and discloses a method and device for evaluating the positioning credibility of an aircraft, which comprises the following steps: calculating a weighted positioning weight according to TA value and RSRP data, calculating the calculated coordinates of the aircraft according to the weighted positioning weight and base station coordinates, determining the actual base station switching sequence of the aircraft according to positioning data and base station data, then determining sequence similarity according to the preset base station switching sequence, when the sequence similarity is greater than a threshold value, generating deviation alarm information, when the sequence similarity is less than or equal to the threshold value, calculating a positioning credibility score according to the calculated coordinates and the number of base station matches, generating a safety supervision strategy according to the positioning credibility score and performing a safety supervision operation. It can be seen that the application can realize positioning credibility evaluation by combining GNSS positioning data and 5G base station data, improve the accuracy and reliability of positioning credibility evaluation, realize dynamic verification of positioning through base station sequence comparison, improve the accuracy of detecting flight path deviation, and further improve flight safety.

Description

Technical Field

[0001] This invention relates to the field of flight positioning technology, and in particular to a method and apparatus for evaluating the reliability of aircraft positioning. Background Technology

[0002] With the rapid development of the low-altitude economy, low-altitude aircraft are increasingly used in logistics transportation, emergency rescue, and other fields. Their positioning reliability is directly related to flight safety and regulatory compliance, becoming a core issue of concern in the industry. Currently, the verification of low-altitude aircraft positioning reliability faces two major pain points: first, insufficient positioning accuracy, with traditional technologies struggling to detect positioning deviations at the hundred-meter level, failing to meet the needs of refined supervision; second, a lack of dynamic verification capabilities, with a lack of a real-time comparison mechanism between flight paths and base station switching sequences, making it difficult to cope with positioning anomalies during dynamic flight.

[0003] In existing technologies, the reliability verification of low-altitude vehicle positioning mainly relies on two schemes: one is GNSS single-source verification, which verifies positioning reliability through cross-verification of multiple satellite signals; the other is base station coarse positioning verification, which determines the terminal location based on the primary serving cell ID. However, both schemes have significant drawbacks: GNSS single-source verification cannot resist systematic spoofing attacks, easily leading to positioning failure; the accuracy of base station coarse positioning verification can only reach the level of the base station's coverage radius, which cannot meet the requirements for accurate verification at the hundred-meter level. Therefore, it is particularly important to propose a technical solution that can achieve dynamic positioning verification through multi-source data fusion and improve the accuracy and reliability of positioning reliability assessment. Summary of the Invention

[0004] This invention provides a method and apparatus for evaluating the reliability of aircraft positioning, which can achieve dynamic verification of positioning through multi-source data fusion and improve the accuracy and reliability of positioning reliability evaluation.

[0005] To address the aforementioned technical problems, the first aspect of this invention discloses a method for evaluating the reliability of aircraft positioning, the method comprising: The system acquires positioning data and base station data of the aircraft as it flies along the target flight path. The base station data includes the base station coordinates of each base station, the time advance of the aircraft relative to each base station, and reference signal data. Based on the time advance of the aircraft relative to each of the base stations and the reference signal data, a weighted positioning weight is calculated, and based on the weighted positioning weight and the base station coordinates of each of the base stations, the calculated coordinates of the aircraft are calculated. Based on the positioning data and the base station data, the actual base station handover sequence that the aircraft passes through when flying along the target flight path is determined, and the preset base station handover sequence corresponding to the target flight path is determined in the preset path planning database; Determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and determine whether the sequence similarity is greater than a preset similarity threshold. When the sequence similarity is greater than the similarity threshold, generate deviation alarm information for the aircraft, and perform alarm operation based on the deviation alarm information. When the sequence similarity is less than or equal to the similarity threshold, the number of base station matches between the actual base station switching sequence and the preset base station switching sequence is determined, and the positioning reliability score of the aircraft is calculated based on the calculated coordinates and the number of base station matches. A safety monitoring strategy for the aircraft is generated based on the positioning reliability score, and corresponding safety monitoring operations are executed based on the safety monitoring strategy.

[0006] A second aspect of the present invention discloses an evaluation device for the reliability of aircraft positioning, the device comprising: The acquisition module is used to acquire positioning data and base station data of the aircraft when it flies along the target flight path. The base station data includes the base station coordinates of each base station, the time advance of the aircraft relative to each base station, and reference signal data. The calculation module is used to calculate the weighted positioning weight based on the time advance of the aircraft relative to each of the base stations and reference signal data, and to calculate the calculated coordinates of the aircraft based on the weighted positioning weight and the base station coordinates of each of the base stations; The determination module is used to determine the actual base station switching sequence that the aircraft passes through when flying along the target flight path based on the positioning data and the base station data, and to determine the preset base station switching sequence corresponding to the target flight path in the preset path planning database; The determining module is further configured to determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and determine whether the sequence similarity is greater than a preset similarity threshold. When the sequence similarity is greater than the similarity threshold, deviation alarm information for the aircraft is generated, and alarm operation is performed based on the deviation alarm information. The determining module is further configured to determine the number of base stations that match the actual base station handover sequence with the preset base station handover sequence when the sequence similarity is less than or equal to the similarity threshold; The calculation module is also used to calculate the positioning reliability score of the aircraft based on the calculated coordinates and the number of base station matches; The generation module is used to generate a safety supervision strategy for the aircraft based on the positioning reliability score, and to execute corresponding safety supervision operations based on the safety supervision strategy.

[0007] As an optional implementation, in a second aspect of the invention, the base station data further includes the antenna installation height of each base station, and the reference signal data includes the signal transmission power, signal reception power, antenna gain, and signal frequency of the aircraft relative to each base station; The calculation module calculates the weighted positioning weights based on the aircraft's time advance relative to each base station and reference signal data, specifically including the following methods: For each base station, the target distance between the aircraft and the base station is calculated based on the time advance of the aircraft relative to the base station; The flight altitude of the aircraft is determined, and the target distance between the aircraft and each base station is corrected based on the flight altitude and the antenna installation height of each base station to obtain the corrected distance between the aircraft and each base station. For each base station, the standard path loss of the aircraft relative to the base station is calculated based on the corrected distance between the aircraft and the base station, the signal frequency, the antenna installation height of the base station, and a preset standard path loss model. For each base station, the actual path loss of the aircraft relative to that base station is calculated based on the aircraft's signal transmit power, signal receive power, and antenna gain relative to that base station. For each base station, the weighted positioning weight corresponding to the base station is calculated based on the standard path loss of the aircraft relative to the base station and the actual path loss.

[0008] As an optional implementation, in a second aspect of the invention, the calculation module calculates the calculated coordinates of the aircraft based on the weighted positioning weights and the base station coordinates of each base station, specifically including: The initial coordinates of the aircraft are calculated based on the weighted positioning weight corresponding to each base station, the base station coordinates of each base station, and the corrected distance between the aircraft and each base station, according to a preset weighted calculation formula. The initial coordinates are input into a preset iterative model for iterative solution to obtain the current coordinate result. The gradient vector of the current coordinate result is calculated according to the preset gradient vector calculation formula, and the target norm corresponding to the gradient vector is calculated. Determine whether the target norm is less than a preset tolerance error. If the target norm is less than the tolerance error, determine the current coordinate result as the calculated coordinates of the aircraft. When the target norm is greater than or equal to the allowable error, the current coordinate result is iteratively updated according to the current coordinate result, the gradient vector, and the preset step size to obtain the updated coordinate result, until the target norm of the gradient vector of the updated coordinate result is less than the allowable error.

[0009] As an optional implementation, in a second aspect of the invention, the positioning data includes the positioning coordinates of the aircraft; The calculation module calculates the aircraft's positioning reliability score based on the calculated coordinates and the number of base station matches, specifically including the following methods: Calculate the spatial offset of the aircraft based on its positioning coordinates and the calculated coordinates; The sequence matching degree of the aircraft is calculated based on the number of base station matches and the preset number of matches threshold. The reliability of the aircraft's ECID enhanced positioning is calculated based on a preset time lead distance calculation model and a preset neighbor cell signal attenuation model. The positioning reliability score of the aircraft is calculated based on the spatial offset, the sequence matching degree, and the ECID-enhanced positioning reliability.

[0010] As an optional implementation, in a second aspect of the present invention, the acquisition module is further configured to acquire historical flight records and base station handover networks, and analyze the flight handover probability between base stations based on the historical flight records and the base station handover networks; The device further includes: The model training module is used to train a base station handover model based on the historical flight records, the base station handover network, and the flight handover probability. The prediction module is used to input the target flight path into the base station handover model when there is no preset base station handover sequence corresponding to the target flight path in the path planning database, and predict the predicted base station handover sequence corresponding to the target flight path through the base station handover model. The determining module is further configured to determine the sequence similarity between the predicted base station handover sequence and the preset base station handover sequence, and store the predicted base station handover sequence in the path planning database.

[0011] As an optional implementation, in a second aspect of the present invention, the calculation module calculates the sequence matching degree of the aircraft based on the number of base station matches and a preset matching number threshold, specifically including: Obtain a preset adjustment coefficient, and calculate the sequence matching degree of the aircraft based on the adjustment coefficient, the number of base station matches, a preset number of matches threshold, and a preset matching degree calculation formula; The matching degree calculation formula includes:

[0012] in, The sequence matching degree of the aircraft is represented by k, and the adjustment coefficient is represented by k. This indicates the number of base stations that are matched. This represents the threshold for the number of matches; Furthermore, the calculation module calculates the positioning reliability score of the aircraft based on the spatial offset, the sequence matching degree, and the ECID-enhanced positioning reliability in the following specific ways: Obtain a preset weight set and a maximum allowable deviation tolerance, and calculate the positioning reliability score of the aircraft based on the weight set, the maximum allowable deviation tolerance, the spatial offset, the sequence matching degree, the ECID enhanced positioning reliability, and a preset reliability calculation formula; The credibility calculation formula includes:

[0013] The weight set includes , as well as , This represents the first weight corresponding to the spatial offset. This represents the second weight corresponding to the sequence matching degree. This represents the third weight corresponding to the ECID-enhanced positioning reliability. This represents the spatial offset. This indicates the maximum permissible deviation tolerance. Indicates the sequence matching degree. This indicates that the ECID enhances the reliability of the location.

[0014] As an optional implementation, in a second aspect of the invention, the weighted calculation formula includes:

[0015] in, Indicates the initial coordinates of the aircraft. Indicates the coordinates of base station i. This represents the corrected distance from the aircraft to base station i. This represents the weighted positioning weight corresponding to base station i; Furthermore, the gradient vector calculation formula includes:

[0016] in, The coordinates represent the calculated coordinates of the aircraft.

[0017] A third aspect of the present invention discloses another apparatus for evaluating the reliability of aircraft positioning, the apparatus comprising: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute some or all of the steps in the aircraft positioning reliability evaluation method according to any of the first aspects of the present invention.

[0018] The fourth aspect of the present invention discloses a computer storage medium storing computer instructions, which, when invoked, are used to execute some or all of the steps in the aircraft positioning reliability assessment method described in any of the first aspects of the present invention.

[0019] Compared with the prior art, the present invention has the following beneficial effects: In this embodiment of the invention, a weighted positioning weight is calculated based on the time lead and reference signal data. The calculated coordinates of the aircraft are then calculated based on the weighted positioning weight and base station coordinates. Based on the positioning data and base station data, the actual base station handover sequence for the aircraft flying along the target flight path is determined. A preset base station handover sequence corresponding to the target flight path is determined in a preset path planning database. The sequence similarity between the actual base station handover sequence and the preset base station handover sequence is determined. It is then determined whether the sequence similarity is greater than a similarity threshold. If it is greater, a deviation alarm message for the aircraft is generated and an alarm operation is executed. If it is less than or equal to the threshold, the number of base station matches between the actual base station handover sequence and the preset base station handover sequence is determined. Based on the calculated coordinates and the number of base station matches, the positioning reliability score of the aircraft is calculated. A safety supervision strategy is generated based on the positioning reliability score and safety supervision operations are executed. Therefore, implementing this invention enables positioning reliability assessment through multi-source data fusion, combining GNSS positioning data and 5G base station data, improving the accuracy and reliability of positioning reliability assessment. Dynamic positioning verification is achieved through base station handover sequence comparison, improving the accuracy and timeliness of flight path deviation detection. Flexible execution of safety supervision operations through reliability scores enhances flight safety. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a flowchart illustrating a method for evaluating the reliability of aircraft positioning disclosed in an embodiment of the present invention; Figure 2 This is an architecture diagram of an aircraft positioning reliability evaluation system disclosed in an embodiment of the present invention; Figure 3 This is an architecture diagram of a dual verification mechanism disclosed in an embodiment of the present invention; Figure 4 This is a flowchart illustrating another method for evaluating the reliability of aircraft positioning disclosed in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of an aircraft positioning reliability evaluation device disclosed in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of another aircraft positioning reliability evaluation device disclosed in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of another aircraft positioning reliability evaluation device disclosed in the embodiments of the present invention. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. 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.

[0023] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or end that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or ends.

[0024] 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 the invention. 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.

[0025] This invention discloses a method and apparatus for evaluating the reliability of aircraft positioning. It can achieve positioning reliability assessment through multi-source data fusion, combining GNSS positioning data and 5G base station data, thereby improving the accuracy and reliability of positioning reliability assessment. Dynamic verification of positioning is achieved through base station handover sequence comparison, which can improve the accuracy and timeliness of detecting flight path deviations. Furthermore, the reliability score allows for flexible execution of safety supervision operations, enhancing flight safety. These are described in detail below.

[0026] Example 1 Please see Figure 1 , Figure 1 This is a flowchart illustrating a method for evaluating the reliability of aircraft positioning, as disclosed in an embodiment of the present invention. Figure 1 The described method for evaluating the reliability of aircraft positioning can be applied to an apparatus for evaluating the reliability of aircraft positioning. This apparatus can be used within an aircraft, and the evaluation of aircraft positioning reliability can include an intelligent server or platform for generating a positioning reliability score for the aircraft. The intelligent server can be a local server or a cloud server; this embodiment of the invention does not impose limitations. Figure 1 As shown, the method for evaluating the reliability of the aircraft's positioning can include the following operations: 101. Obtain the positioning data and base station data of the aircraft as it flies along the target flight path.

[0027] In this embodiment of the invention, optionally, please refer to [the relevant documentation / reference]. Figure 2 , Figure 2 This is an architecture diagram of an aircraft positioning reliability evaluation system disclosed in an embodiment of the present invention. Figure 2 As shown, the low-altitude aircraft terminal connects to the base station network via the 5G air interface, accesses the base station database and path database through the base station network, and then determines the positioning reliability score of the low-altitude aircraft terminal through the reliability engine. The positioning reliability score is then sent to the monitoring platform to perform related operations. This invention does not limit the scope of the invention.

[0028] In this embodiment of the invention, optionally, when the aircraft is flying along the target flight path, the GNSS positioning data and base station data of the aircraft can be collected in real time through a lightweight SDK. The positioning data may include positioning coordinates, latitude and longitude data and timestamps. The base station data may include the base station identifier (i.e., serving cell ID), base station coordinates, the time advance (TA value) of the aircraft relative to each base station and reference signal data of each base station. This invention does not limit the scope of the invention.

[0029] 102. Calculate the weighted positioning weights based on the time advance of the aircraft relative to each base station and the reference signal data, and calculate the calculated coordinates of the aircraft based on the weighted positioning weights and the base station coordinates of each base station.

[0030] In this embodiment of the invention, optionally, please refer to [the relevant documentation / reference]. Figure 3 , Figure 3 This is an architecture diagram of a dual-verification mechanism disclosed in an embodiment of the present invention. For example... Figure 3 As shown, the positioning reliability of an aircraft can be evaluated through a dual verification mechanism. The dual verification mechanism can include a static verification process and a dynamic verification process. The static verification process can be achieved through geofencing comparison. Specifically, the weighted positioning weight can be calculated based on the TA value of the aircraft relative to each base station and the reference signal data. Based on the weighted positioning weight and the base station coordinates of each base station, the calculated coordinates of the aircraft can be calculated using the weighted least squares method and the gradient method iterative approach.

[0031] 103. Based on positioning data and base station data, determine the actual base station handover sequence that the aircraft passes through when flying along the target flight path, and determine the preset base station handover sequence corresponding to the target flight path in the preset path planning database.

[0032] In this embodiment of the invention, optionally, such as Figure 3 As shown, the dynamic verification process can be achieved through serving cell sequence comparison. Specifically, based on positioning data and base station data, the actual base station handover sequence that the aircraft passes through when flying along the target flight path can be determined, and the preset base station handover sequence corresponding to the target flight path can be determined in the preset path planning database as a reference sequence.

[0033] 104. Determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and determine whether the sequence similarity is greater than the preset similarity threshold. When the sequence similarity is greater than the similarity threshold, generate deviation alarm information for the aircraft, and perform alarm operation based on the deviation alarm information.

[0034] In this embodiment of the invention, optionally, a Dynamic Time Warping (DTW) algorithm can be used. By setting a sliding window, the sequence similarity between the actual base station handover sequence and the preset base station handover sequence can be determined, and it can be determined whether the sequence similarity is greater than a preset similarity threshold. When the sequence similarity is greater than the similarity threshold, it indicates that the aircraft's flight path has seriously deviated from the predetermined flight path. At this time, an alarm mechanism can be triggered to generate deviation alarm information for the aircraft. The deviation alarm information can be used to remind the user that the aircraft may have a positioning abnormality or flight path deviation, and alarm operations can be performed based on the deviation alarm information. The alarm operations may include reminder operations for users or managers, as well as flight path adjustment operations or emergency landing operations for the aircraft. This invention is not limited to these.

[0035] In this embodiment of the invention, it should be noted that there is no order in which steps 102 and 103 are executed. They can be executed sequentially or simultaneously. Executing steps 102 and 103 simultaneously will result in higher efficiency in assessing the reliability of the aircraft's positioning.

[0036] 105. When the sequence similarity is less than or equal to the similarity threshold, determine the number of base station matches between the actual base station handover sequence and the preset base station handover sequence, and calculate the aircraft's positioning reliability score based on the calculated coordinates and the number of base station matches.

[0037] 106. Generate a safety supervision strategy for the aircraft based on the positioning reliability score, and execute the corresponding safety supervision operations according to the safety supervision strategy.

[0038] In this embodiment of the invention, optionally, a safety monitoring strategy for the aircraft can be generated based on the positioning reliability score. For example, when the positioning reliability score is less than 60% of the standard score, a level 3 alarm (critical alarm) can be issued, and a forced landing command can be issued to the aircraft; when the positioning reliability score is greater than or equal to 60% of the standard score and less than 80% of the standard score, a level 2 alarm (medium alarm) can be issued, and the aircraft can be repositioned and calibrated; when the positioning reliability score is greater than or equal to 80% of the standard score, the safety status of the aircraft can be updated. This invention does not impose any limitations.

[0039] It is evident that implementation Figure 1 The described method for assessing aircraft positioning reliability calculates weighted positioning weights based on time lead and reference signal data. Based on these weighted positioning weights and base station coordinates, it calculates the aircraft's coordinates. Using positioning and base station data, it determines the actual base station handover sequence for the aircraft flying along the target flight path. It then identifies a preset base station handover sequence corresponding to the target flight path in a pre-defined path planning database. Finally, it determines the sequence similarity between the actual and preset base station handover sequences, checking if the similarity exceeds a threshold. If it does, a deviation alarm is generated and an alarm is triggered; if it does, the number of base station matches between the actual and preset handover sequences is determined. Based on the calculated coordinates and the number of matching base stations, the method calculates the aircraft's positioning reliability score. Finally, it generates and executes a safety monitoring strategy based on the positioning reliability score. This method achieves positioning reliability assessment through multi-source data fusion, combining GNSS positioning data and 5G base station data, improving the accuracy and reliability of the assessment. Dynamic positioning verification through base station handover sequence comparison enhances the accuracy and timeliness of flight path deviation detection. Finally, the reliability score allows for flexible execution of safety monitoring operations, improving flight safety.

[0040] In an optional embodiment, the positioning data includes the aircraft's positioning coordinates; Calculating the aircraft's positioning reliability score based on the calculated coordinates and the number of base station matches can include the following operations: Calculate the space offset of the aircraft based on its positioning coordinates and calculated coordinates; The sequence matching degree of the aircraft is calculated based on the number of base station matches and the preset matching number threshold. The reliability of the aircraft's ECID enhanced positioning is calculated based on the preset time lead distance calculation model and the preset neighbor cell signal attenuation model. The positioning reliability score of the aircraft is calculated based on spatial offset, sequence matching degree, and ECID-enhanced positioning reliability.

[0041] In this optional embodiment, the positioning data may include the aircraft's positioning coordinates. The spatial offset of the aircraft can be calculated based on its positioning coordinates and calculated coordinates. When the aircraft's coordinates are two-dimensional, the spatial offset is a two-dimensional spatial offset; when the aircraft's coordinates are three-dimensional coordinates including altitude, the spatial offset is a three-dimensional spatial offset. Taking the three-dimensional spatial offset as an example, the calculation formula for calculating the aircraft's three-dimensional spatial offset based on its positioning coordinates and calculated coordinates includes:

[0042] In this optional embodiment, the sequence matching degree of the aircraft can be calculated based on the number of base station matches and a preset matching number threshold. The ECID enhanced positioning reliability of the aircraft can be calculated based on a preset time advance distance calculation model and a preset neighbor cell signal attenuation model. The time advance distance calculation model is also known as the TA distance calculation model. Specifically, the ECID enhanced positioning reliability of the aircraft can be comprehensively evaluated based on the TA distance calculation model, the neighbor cell signal attenuation model, and the multi-base station weighted positioning results. Then, the positioning reliability score of the aircraft can be calculated based on the spatial offset, sequence matching degree, and ECID enhanced positioning reliability. This embodiment does not limit this.

[0043] As can be seen, implementing this optional embodiment can calculate the spatial offset based on the aircraft's positioning coordinates and calculated coordinates, calculate the sequence matching degree based on the number of base station matches, the matching degree threshold, and the adjustment coefficient using the sigmoid function, and obtain the ECID-enhanced positioning reliability by combining TA distance calculation and neighbor cell signal attenuation model. Then, through a preset weight set and the maximum allowable deviation tolerance, a positioning reliability score is obtained based on the reliability calculation formula. This can comprehensively evaluate positioning reliability from three dimensions: spatial deviation, sequence matching, and enhanced positioning. The sigmoid function achieves smooth output of the sequence matching degree, avoiding abrupt changes in the score. By flexibly adjusting the weight set to suit different flight scenarios, the versatility and practicality of the method are improved.

[0044] In another optional embodiment, the method for evaluating the reliability of the aircraft's positioning may further include the following operations: Acquire historical flight records and base station handover networks. Analyze the flight handover probability between base stations based on the historical flight records and base station handover networks. Train a base station handover model based on the historical flight records, base station handover networks, and flight handover probabilities. When there is no preset base station handover sequence corresponding to the target flight path in the path planning database, the target flight path is input into the base station handover model, and the predicted base station handover sequence corresponding to the target flight path is predicted by the base station handover model. Determine the sequence similarity between the predicted base station handover sequence and the preset base station handover sequence, and store the predicted base station handover sequence in the path planning database.

[0045] In this optional embodiment, the historical flight record may include the historical flight record of the current aircraft or the historical flight record of all aircraft in the system. The historical flight record may include historical base station handover sequences. The base station handover network may include base station information of each base station, handover relationships between base stations, etc. The flight handover probability between base stations can be analyzed based on the historical flight record and the base station handover network. The base station handover model can be trained based on the historical flight record, the base station handover network, and the flight handover probability. The base station handover model can be a Hidden Markov Model (HMM). This model is used to learn and predict the transition probability between base stations. In actual flight, the HMM model can be used to predict the base station that the low-altitude aircraft may switch to at the next moment. This embodiment does not limit this.

[0046] In this optional embodiment, during the process of determining the preset base station handover sequence corresponding to the target flight path in the preset path planning database, if there is no preset base station handover sequence corresponding to the target flight path in the path planning database, the target flight path can be input into the base station handover model. The base station handover model can then predict the predicted base station handover sequence corresponding to the target flight path, and use the predicted base station handover sequence as a reference sequence. The sequence similarity between the predicted base station handover sequence and the preset base station handover sequence can then be determined, and the predicted base station handover sequence can be stored in the path planning database. By comparing the prediction with the actual handover, potential positioning anomalies or path deviations can be detected and reported in a timely manner, further improving the verification accuracy and dynamic response capability of positioning reliability. This embodiment does not impose any limitations.

[0047] As can be seen, implementing this optional embodiment can acquire historical flight records and base station handover networks, analyze the probability of flight handover between base stations, train the base station handover model, and when there is no preset base station handover sequence corresponding to the target flight path in the path planning database, the predicted base station handover sequence can be obtained through model prediction. The similarity between the predicted sequence and the actual sequence is compared and the predicted sequence is stored in the database. This can solve the problem of missing preset base station handover sequences, expand the applicability of the evaluation method, and make the predicted sequence more consistent with the actual flight base station handover pattern by the model trained based on historical data, ensuring the effectiveness of sequence comparison. By dynamically supplementing database resources, the long-term adaptability of the method is improved.

[0048] In another optional embodiment, calculating the sequence matching degree of the aircraft based on the number of base station matches and a preset matching number threshold may include the following operations: Obtain the preset adjustment coefficient, and calculate the sequence matching degree of the aircraft based on the adjustment coefficient, the number of base station matches, the preset number of matches threshold, and the preset matching degree calculation formula; The matching degree calculation formula includes:

[0049] in, This represents the sequence matching degree of the aircraft, and k represents the adjustment coefficient. Indicates the number of base station matches. Indicates the threshold for the number of matches; Furthermore, calculating the aircraft's positioning reliability score based on spatial offset, sequence matching degree, and ECID-enhanced positioning reliability can include the following operations: Obtain the preset weight set and maximum allowable deviation tolerance, and calculate the aircraft's positioning reliability score based on the weight set, maximum allowable deviation tolerance, spatial offset, sequence matching degree, ECID enhanced positioning reliability, and preset reliability calculation formula; The credibility calculation formula includes:

[0050] The weight set includes , as well as , This represents the first weight corresponding to the spatial offset. This represents the second weight corresponding to the sequence matching degree. This represents the third weight corresponding to the ECID-enhanced location reliability. Indicates spatial offset. Indicates the maximum permissible deviation tolerance. Indicates sequence matching degree. ECID indicates that location reliability is enhanced.

[0051] In this optional embodiment, the sequence matching degree of the aircraft can be calculated based on the adjustment coefficient, the number of base station matches, a preset matching number threshold, and a preset matching degree calculation formula. The matching degree calculation formula includes... This represents the sequence matching degree of the aircraft, and k represents the adjustment coefficient. Indicates the number of base station matches. This represents the threshold for the number of matches. The matching degree is calculated using the sigmoid function, which smoothly reflects the degree of sequence matching. When the number of matches at the base station... Exceeding the threshold for the number of matches At that time, sequence matching degree A value close to 1 indicates a high matching degree; conversely, a value close to 0 indicates a low matching degree. The adjustment coefficient k is used to control the slope of the sigmoid function, affecting the sensitivity of the matching degree to changes in the number of base stations. This embodiment does not limit the application of this coefficient.

[0052] In this optional embodiment, the weight set may include a first weight corresponding to the spatial offset, a second weight corresponding to the sequence matching degree, and a third weight corresponding to the ECID-enhanced positioning reliability. The maximum allowable deviation tolerance can be adjusted and set according to specific circumstances. The positioning reliability score of the aircraft can be calculated based on a preset reliability calculation formula. In the reliability calculation formula, ... This represents the first weight corresponding to the spatial offset. This represents the second weight corresponding to the sequence matching degree. This represents the third weight corresponding to the ECID enhanced positioning credibility. The weight set can be set according to the needs of actual application scenarios to ensure the comprehensiveness and accuracy of the credibility score. This embodiment does not impose any limitations.

[0053] As can be seen, implementing this optional embodiment can clarify the sigmoid calculation formula for sequence matching degree, define the parameter functions of adjustment coefficient, base station matching number, and matching number threshold, clarify the weighted calculation formula for location credibility score, and define the meaning and value logic of core parameters such as weight set and maximum allowable deviation tolerance. This can standardize and regulate the calculation process of sequence matching degree and credibility score, and at the same time, by flexibly adjusting parameters to adapt to different base station distribution densities and flight scenario requirements, the adaptability of the method can be improved, and the scoring results can more objectively and accurately reflect the location credibility, providing a reliable basis for safety supervision decisions.

[0054] Example 2 Please see Figure 4 , Figure 4 This is a flowchart illustrating a method for evaluating the reliability of aircraft positioning, as disclosed in an embodiment of the present invention. Figure 4 The described method for evaluating the reliability of aircraft positioning can be applied to an apparatus for evaluating the reliability of aircraft positioning. This apparatus can be used within an aircraft, and the evaluation of aircraft positioning reliability can include an intelligent server or platform for generating a positioning reliability score for the aircraft. The intelligent server can be a local server or a cloud server; this embodiment of the invention does not impose limitations. Figure 4 As shown, the method for evaluating the reliability of the aircraft's positioning can include the following operations: 201. Obtain the positioning data and base station data of the aircraft as it flies along the target flight path.

[0055] 202. For each base station, calculate the target distance between the aircraft and the base station based on the time lead of the aircraft relative to the base station.

[0056] In this embodiment of the invention, optionally, for each base station, the target distance between the aircraft and the base station can be calculated based on the TA value of the aircraft relative to the base station. The formula for calculating the target distance includes:

[0057] in, This represents the target distance between the aircraft and base station i. Let c represent the time advance of the spacecraft relative to base station i, and let c represent the speed of light.

[0058] 203. Determine the flight altitude of the aircraft, and based on the flight altitude and the antenna installation height of each base station, correct the target distance between the aircraft and each base station to obtain the corrected distance between the aircraft and each base station.

[0059] In this embodiment of the invention, optionally, the base station data also includes the antenna installation height of each base station. Since the aircraft flies in a low-altitude environment, it is necessary to consider the three-dimensional spatial distance caused by the aircraft's altitude for correction. Therefore, the target distance between the aircraft and each base station can be corrected based on the flight altitude and the antenna installation height of each base station to obtain the corrected distance between the aircraft and each base station. Specifically, the vertical height difference between the flight altitude and the antenna installation height of each base station can be calculated, and then this vertical height difference can be used to correct the two-dimensional plane distance calculated by the TA value, projecting it onto the horizontal distance of the two-dimensional plane. Specifically:

[0060] in, H represents the corrected distance between the aircraft and base station i, and H represents the aircraft's flight altitude. This indicates the antenna installation height of base station i.

[0061] 204. For each base station, calculate the standard path loss of the aircraft relative to the base station based on the corrected distance between the aircraft and the base station, the signal frequency, the antenna installation height of the base station, and the preset standard path loss model.

[0062] In this embodiment of the invention, optionally, the reference signal data includes the signal frequency, which can determine the environmental information of the base station's location. The environmental information may include street width and average building height. For each base station, based on the environmental information, the corrected distance between the aircraft and the base station, the signal frequency, the antenna installation height of the base station, and a preset standard path loss model, the standard path loss of the aircraft relative to the base station is calculated. The preset standard path loss model includes:

[0063] in, This represents the standard path loss, where W represents the street width. Indicates the average height of the building. This indicates the antenna installation height of base station i. This represents the corrected distance between the aircraft and base station i. Indicates the signal frequency.

[0064] 205. For each base station, calculate the actual path loss of the aircraft relative to that base station based on the aircraft's signal transmit power, signal receive power, and antenna gain relative to that base station.

[0065] In this embodiment of the invention, optionally, the reference signal data also includes the aircraft's signal transmit power, signal receive power, and antenna gain relative to each base station. For each base station, the actual path loss of the aircraft relative to that base station can be calculated based on the aircraft's signal transmit power, signal receive power, and antenna gain relative to that base station. The formula for calculating the actual path loss includes:

[0066] in, RSP represents the actual path loss, RSRP represents the signal transmit power (dBm), RSRP represents the signal receive power (dBm), and G represents the antenna gain.

[0067] 206. For each base station, calculate the weighted positioning weight corresponding to the base station based on the standard path loss and actual path loss of the aircraft relative to that base station.

[0068] In this embodiment of the invention, optionally, for each base station, the weighted positioning weight corresponding to the base station can be calculated based on the standard path loss and the actual path loss of the aircraft relative to the base station. Specifically, the path loss difference between the standard path loss and the actual path loss of the aircraft relative to the base station can be calculated, and the weighted positioning weight corresponding to the base station can be calculated based on the path loss difference. The path loss difference and the weighted positioning weight are negatively correlated; the larger the difference, the lower the weight.

[0069] 207. Calculate the calculated coordinates of the aircraft based on the weighted positioning weights and the base station coordinates of each base station.

[0070] 208. Based on the positioning data and base station data, determine the actual base station handover sequence that the aircraft passes through when flying along the target flight path, and determine the preset base station handover sequence corresponding to the target flight path in the preset path planning database.

[0071] 209. Determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and determine whether the sequence similarity is greater than the preset similarity threshold. When the sequence similarity is greater than the similarity threshold, generate deviation alarm information for the aircraft, and perform alarm operation based on the deviation alarm information.

[0072] 210. When the sequence similarity is less than or equal to the similarity threshold, determine the number of base station matches between the actual base station handover sequence and the preset base station handover sequence, and calculate the aircraft's positioning reliability score based on the calculated coordinates and the number of base station matches.

[0073] 211. Generate a safety supervision strategy for the aircraft based on the positioning reliability score, and execute the corresponding safety supervision operations according to the safety supervision strategy.

[0074] In this embodiment of the invention, for other descriptions of steps 201 and 207-211, please refer to the detailed description of steps 101-106 in Embodiment 1 of the invention. These descriptions will not be repeated in this embodiment of the invention.

[0075] It is evident that implementation Figure 4 The described method for evaluating the reliability of aircraft positioning can acquire positioning data and base station data when the aircraft flies along the target flight path. It calculates the target distance based on the aircraft's time lead relative to each base station, corrects the distance by combining the aircraft's flight altitude with the base station antenna installation height, calculates the standard path loss using a preset standard path loss model, and calculates the actual path loss based on signal transmit power, signal receive power, and antenna gain. Finally, it determines the weighted positioning weights based on the standard path loss and the actual path loss. This method can eliminate measurement errors caused by altitude factors through three-dimensional distance correction, improving the accuracy of distance data. Path loss comparison improves the accuracy and reliability of base station signal evaluation, avoiding the bias of single-parameter judgments, and making the weighted positioning weight allocation more closely reflect the real propagation environment, thus improving the accuracy and reliability of subsequent aircraft coordinate calculations. Based on the weighted positioning weights and base station coordinates, the calculated coordinates of the aircraft are calculated, and the target flight path of the aircraft is determined based on the positioning data and base station data. The actual base station handover sequence for flight is determined from a pre-defined path planning database, which identifies the pre-defined base station handover sequence corresponding to the target flight path. The sequence similarity between the actual and pre-defined base station handover sequences is then determined, and it is judged whether the sequence similarity exceeds a similarity threshold. If it does, a deviation alarm is generated for the aircraft and alarm operations are executed. If it is less than or equal to the threshold, the number of base station matches between the actual and pre-defined base station handover sequences is determined. Based on the calculated coordinates and the number of base station matches, the aircraft's positioning reliability score is calculated. A safety monitoring strategy is generated and executed based on the positioning reliability score. This system can achieve positioning reliability assessment through multi-source data fusion, combining GNSS positioning data and 5G base station data, improving the accuracy and reliability of positioning reliability assessment. Dynamic positioning verification is achieved through base station handover sequence comparison, improving the accuracy and timeliness of flight path deviation detection. Flexible execution of safety monitoring operations through reliability scores enhances flight safety.

[0076] In an optional embodiment, calculating the aircraft's computed coordinates based on the weighted positioning weights and the base station coordinates of each base station may include the following operations: The initial coordinates of the aircraft are calculated based on the weighted positioning weight corresponding to each base station, the base station coordinates of each base station, and the corrected distance between the aircraft and each base station, according to a preset weighted calculation formula. The initial coordinates are input into the preset iterative model for iterative solution to obtain the current coordinate result. The gradient vector of the current coordinate result is calculated according to the preset gradient vector calculation formula, and the target norm corresponding to the gradient vector is calculated. Determine whether the target norm is less than the preset tolerance. If the target norm is less than the tolerance, determine the current coordinate result as the calculated coordinate of the aircraft. When the target norm is greater than or equal to the allowable error, the current coordinate result is iteratively updated based on the current coordinate result, gradient vector and preset step size to obtain the updated coordinate result, until the target norm of the gradient vector of the updated coordinate result is less than the allowable error.

[0077] In this optional embodiment, the initial coordinates of the aircraft can be calculated based on a preset weighted calculation formula according to the weighted positioning weight corresponding to each base station, the base station coordinates of each base station, and the corrected distance between the aircraft and each base station. Specifically, the weighted least squares method can be used to calculate the initial coordinates of the aircraft. The preset weighted calculation formula is to minimize the sum of squared errors between the distance estimate and the measured value. This embodiment does not limit this.

[0078] In this optional embodiment, the initial coordinates can be input into a preset iterative model. Starting from the initial coordinates, the gradient method is used for iterative solution until the convergence condition is met. Specifically, the gradient method is used for each iteration to obtain the current coordinate result. Then, the gradient vector of the current coordinate result is calculated according to the preset gradient vector calculation formula, and the target norm corresponding to the gradient vector is calculated. Specifically, the L2 norm of the gradient vector can be calculated, and then the L2 norm of the gradient vector is determined. Whether it is less than the preset tolerance error ε. The tolerance error can be set according to the actual situation, for example, 1m. When the L2 norm of the gradient vector is less than the tolerance error, that is... This indicates that the current point is close to its minimum value. At this point, iteration stops, and the current coordinates are determined as the calculated coordinates of the spacecraft, i.e., the output is... This embodiment does not limit the final positioning result.

[0079] In this optional embodiment, optionally, when the L2 norm of the gradient vector is greater than or equal to the allowable error, i.e. At this point, the update proceeds along the negative gradient, that is, the current coordinate result is iteratively updated based on the gradient vector, the coordinates corresponding to the gradient vector, and the preset step size to obtain the updated coordinate result. Specifically:

[0080] in, This represents the updated coordinate result. This represents the current coordinate result, where c represents the step size. The gradient vector is represented, and the search continues based on the updated coordinate results until the target norm of the gradient vector of the updated coordinate results is less than the allowable error. The final positioning result is then output. The final positioning result may include the latitude and longitude coordinates of the aircraft, but this embodiment does not limit it.

[0081] As can be seen, implementing this optional embodiment can obtain the initial coordinates of the aircraft based on the weighted positioning weights, base station coordinates, and correction distance through a weighted calculation formula. The initial coordinates are then input into the iterative model to calculate the gradient vector and target norm. The comparison between the target norm and the allowable error determines whether to terminate the iteration. If the condition is not met, the gradient vector is updated and the iteration continues until convergence, thus determining the calculated coordinates of the aircraft. This approach can fully leverage the advantages of the weight differences among the base stations through the weighted least squares method, improving the rationality of the initial coordinates. Gradient iteration optimization gradually reduces the positioning error, meeting the accuracy requirements of fine positioning. By setting the allowable error, a balance between positioning accuracy and computational efficiency is achieved, avoiding ineffective iterations that consume resources.

[0082] In another alternative embodiment, the weighted calculation formula includes:

[0083] in, Indicates the initial coordinates of the aircraft. Indicates the coordinates of base station i. This represents the corrected distance from the aircraft to base station i. This represents the weighted positioning weight corresponding to base station i; Furthermore, the formula for calculating the gradient vector includes:

[0084] in, This represents the calculated coordinates of the aircraft.

[0085] In this optional embodiment, optionally, in the weighted calculation formula, Indicates the initial coordinates of the aircraft. Indicates the coordinates of base station i. This represents the corrected distance from the aircraft to base station i. This represents the weighted positioning weight corresponding to base station i. The coordinates of the aircraft are optimized using the weighted least squares method to find the coordinates that minimize the function value. .

[0086] In this optional embodiment, optionally, in the gradient vector calculation formula, The vector represents the calculated coordinates of the aircraft. Each component represents the rate of change of the weighted sum of squared residuals when the aircraft moves from its current position to the i-th base station. The vector direction points to the direction in which the residuals increase the fastest. Therefore, the negative gradient direction is the correction direction in which the residuals decrease the fastest.

[0087] As can be seen, implementing this optional embodiment can clarify the weighted calculation formula for initial coordinates, define the correlation logic of parameters such as initial aircraft coordinates, base station coordinates, correction distance, and weighted positioning weights, clarify the gradient vector calculation formula, and define the operational relationship between parameters such as calculation coordinates, base station distance, and weights. This can provide rigorous mathematical theoretical support for the calculation and iterative optimization of initial aircraft coordinates, ensure the scientific nature and accuracy of coordinate calculations, clarify the coordinate correction direction through gradient vectors, accelerate the iterative convergence speed, and improve the computational efficiency of the overall evaluation method.

[0088] Example 3 Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of an aircraft positioning reliability evaluation device disclosed in an embodiment of the present invention. Figure 5 The described aircraft positioning reliability assessment device can be applied to aircraft. This assessment can include an intelligent server or platform for generating a positioning reliability score for the aircraft. The intelligent server can be a local server or a cloud server; this embodiment of the invention does not limit the scope. Figure 5 As shown, the device for evaluating the reliability of the aircraft's positioning may include: The acquisition module 301 is used to acquire the positioning data and base station data of the aircraft when it flies along the target flight path. The base station data includes the base station coordinates of each base station, the time advance of the aircraft relative to each base station, and reference signal data. The calculation module 302 is used to calculate the weighted positioning weight based on the time advance of the aircraft relative to each base station and the reference signal data, and to calculate the calculated coordinates of the aircraft based on the weighted positioning weight and the base station coordinates of each base station. The determination module 303 is used to determine the actual base station handover sequence that the aircraft passes through when flying along the target flight path based on the positioning data and base station data, and to determine the preset base station handover sequence corresponding to the target flight path in the preset path planning database; The determination module 303 is also used to determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and to determine whether the sequence similarity is greater than the preset similarity threshold. When the sequence similarity is greater than the similarity threshold, deviation alarm information for the aircraft is generated, and alarm operation is performed based on the deviation alarm information. The determining module 303 is also used to determine the number of base stations that match the actual base station handover sequence with the preset base station handover sequence when the sequence similarity is less than or equal to the similarity threshold; The calculation module 302 is also used to calculate the aircraft's positioning reliability score based on the calculated coordinates and the number of base station matches; The generation module 304 is used to generate a safety supervision strategy for the aircraft based on the positioning confidence score, and to execute the corresponding safety supervision operation according to the safety supervision strategy.

[0089] It is evident that implementation Figure 5 The described aircraft positioning reliability assessment device can calculate a weighted positioning weight based on time advance and reference signal data, calculate the aircraft's calculated coordinates based on the weighted positioning weight and base station coordinates, determine the actual base station handover sequence of the aircraft flying along the target flight path based on positioning data and base station data, determine the preset base station handover sequence corresponding to the target flight path in a preset path planning database, determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and determine whether the sequence similarity is greater than a similarity threshold. If it is greater than a similarity threshold, a deviation alarm message for the aircraft is generated and an alarm operation is executed. If it is less than or equal to a similarity threshold, the number of base station matches between the actual base station handover sequence and the preset base station handover sequence is determined. Based on the calculated coordinates and the number of base station matches, the aircraft's positioning reliability score is calculated. Based on the positioning reliability score, a safety supervision strategy is generated and a safety supervision operation is executed. It can achieve positioning reliability assessment through multi-source data fusion, combining GNSS positioning data and 5G base station data, thereby improving the accuracy and reliability of positioning reliability assessment. It can achieve dynamic positioning verification through base station handover sequence comparison, thereby improving the accuracy and timeliness of flight path deviation detection. It can flexibly execute safety supervision operations through reliability scores, thereby improving flight safety.

[0090] In an optional embodiment, such as Figure 6 As shown, the base station data also includes the antenna installation height of each base station, and the reference signal data includes the aircraft's signal transmit power, signal receive power, antenna gain, and signal frequency relative to each base station; The calculation module 302 calculates the weighted positioning weights based on the aircraft's time advance relative to each base station and reference signal data in the following specific ways: For each base station, the target distance between the aircraft and the base station is calculated based on the time lead of the aircraft relative to the base station. Determine the flight altitude of the aircraft, and based on the flight altitude and the antenna installation height of each base station, correct the target distance between the aircraft and each base station to obtain the corrected distance between the aircraft and each base station; For each base station, the standard path loss of the aircraft relative to the base station is calculated based on the corrected distance between the aircraft and the base station, the signal frequency, the antenna installation height of the base station, and the preset standard path loss model. For each base station, the actual path loss of the aircraft relative to that base station is calculated based on the aircraft's signal transmit power, signal receive power, and antenna gain relative to that base station. For each base station, the weighted positioning weight corresponding to that base station is calculated based on the standard path loss and the actual path loss of the aircraft relative to that base station.

[0091] It is evident that implementation Figure 6 The described aircraft positioning reliability assessment device can acquire positioning data and base station data when the aircraft flies along the target flight path. It calculates the target distance based on the aircraft's time lead relative to each base station, corrects the distance by combining the aircraft's flight altitude and the base station antenna installation height, calculates the standard path loss using a preset standard path loss model, and calculates the actual path loss based on signal transmit power, signal receive power, and antenna gain. Then, it determines the weighted positioning weights based on the standard path loss and the actual path loss. This device can eliminate measurement errors caused by altitude factors through three-dimensional distance correction, improving the accuracy of distance data. Path loss comparison improves the accuracy and reliability of base station signal evaluation, avoiding the bias of single-parameter judgments, and making the weighted positioning weight allocation more closely reflect the real propagation environment, thus improving the accuracy and reliability of subsequent aircraft coordinate calculations. Based on the weighted positioning weights and base station coordinates, it calculates the aircraft's coordinates and determines the aircraft's target flight path based on the positioning data and base station data. The actual base station handover sequence for flight is determined from a pre-defined path planning database, which identifies the pre-defined base station handover sequence corresponding to the target flight path. The sequence similarity between the actual and pre-defined base station handover sequences is then determined, and it is judged whether the sequence similarity exceeds a similarity threshold. If it does, a deviation alarm is generated for the aircraft and alarm operations are executed. If it is less than or equal to the threshold, the number of base station matches between the actual and pre-defined base station handover sequences is determined. Based on the calculated coordinates and the number of base station matches, the aircraft's positioning reliability score is calculated. A safety monitoring strategy is generated and executed based on the positioning reliability score. This system can achieve positioning reliability assessment through multi-source data fusion, combining GNSS positioning data and 5G base station data, improving the accuracy and reliability of positioning reliability assessment. Dynamic positioning verification is achieved through base station handover sequence comparison, improving the accuracy and timeliness of flight path deviation detection. Flexible execution of safety monitoring operations through reliability scores enhances flight safety.

[0092] In another alternative embodiment, such as Figure 6As shown, the calculation module 302 calculates the aircraft's coordinates based on the weighted positioning weights and the base station coordinates of each base station in the following specific ways: The initial coordinates of the aircraft are calculated based on the weighted positioning weight corresponding to each base station, the base station coordinates of each base station, and the corrected distance between the aircraft and each base station, according to a preset weighted calculation formula. The initial coordinates are input into the preset iterative model for iterative solution to obtain the current coordinate result. The gradient vector of the current coordinate result is calculated according to the preset gradient vector calculation formula, and the target norm corresponding to the gradient vector is calculated. Determine whether the target norm is less than the preset tolerance. If the target norm is less than the tolerance, determine the current coordinate result as the calculated coordinate of the aircraft. When the target norm is greater than or equal to the allowable error, the current coordinate result is iteratively updated based on the current coordinate result, gradient vector and preset step size to obtain the updated coordinate result, until the target norm of the gradient vector of the updated coordinate result is less than the allowable error.

[0093] It is evident that implementation Figure 6 The described aircraft positioning reliability evaluation device can obtain the initial coordinates of the aircraft based on weighted positioning weights, base station coordinates, and correction distance using a weighted calculation formula. The initial coordinates are then input into an iterative model to calculate the gradient vector and target norm. The comparison between the target norm and the allowable error determines whether to terminate the iteration. If the condition is not met, the gradient vector is updated and iteration continues until convergence, thus determining the calculated coordinates of the aircraft. It can fully leverage the advantages of the weight differences among base stations using weighted least squares, improving the rationality of the initial coordinates. Gradient iteration optimization gradually reduces positioning errors, meeting the accuracy requirements of fine-grained positioning. By setting an allowable error, a balance between positioning accuracy and computational efficiency is achieved, avoiding ineffective iterations that consume resources.

[0094] In yet another alternative embodiment, such as Figure 6 As shown, the positioning data includes the aircraft's positioning coordinates; The calculation module 302 calculates the aircraft's positioning reliability score based on the calculated coordinates and the number of base station matches using the following specific methods: Calculate the space offset of the aircraft based on its positioning coordinates and calculated coordinates; The sequence matching degree of the aircraft is calculated based on the number of base station matches and the preset matching number threshold. The reliability of the aircraft's ECID enhanced positioning is calculated based on the preset time lead distance calculation model and the preset neighbor cell signal attenuation model. The positioning reliability score of the aircraft is calculated based on spatial offset, sequence matching degree, and ECID-enhanced positioning reliability.

[0095] It is evident that implementation Figure 6 The described aircraft positioning reliability assessment device can calculate the spatial offset based on the aircraft's positioning coordinates and calculated coordinates. Based on the number of base station matches, the matching number threshold, and the adjustment coefficient, it calculates the sequence matching degree using the sigmoid function. Combining TA distance calculation and the neighbor cell signal attenuation model, it obtains ECID-enhanced positioning reliability. Then, through a preset weight set and the maximum allowable deviation tolerance, it obtains a positioning reliability score based on the reliability calculation formula. It can comprehensively evaluate positioning reliability from three dimensions: spatial deviation, sequence matching, and enhanced positioning. The sigmoid function achieves smooth output of the sequence matching degree, avoiding abrupt changes in the score. By flexibly adjusting the weight set to suit different flight scenarios, it improves the versatility and practicality of the method.

[0096] In yet another alternative embodiment, such as Figure 6 As shown, the acquisition module 301 is also used to acquire historical flight records and base station handover networks, and to analyze the flight handover probability between base stations based on the historical flight records and base station handover networks. The device for assessing the reliability of the aircraft's positioning may also include: The model training module 305 is used to train the base station handover model based on historical flight records, base station handover network, and flight handover probability. The prediction module 306 is used to input the target flight path into the base station handover model when there is no preset base station handover sequence corresponding to the target flight path in the path planning database, and predict the predicted base station handover sequence corresponding to the target flight path through the base station handover model. The determination module 303 is also used to determine the sequence similarity between the predicted base station handover sequence and the preset base station handover sequence, and to store the predicted base station handover sequence in the path planning database.

[0097] It is evident that implementation Figure 6 The described aircraft positioning reliability assessment device can acquire historical flight records and base station handover networks, analyze the probability of flight handover between base stations, train a base station handover model, and when there is no preset base station handover sequence corresponding to the target flight path in the path planning database, it can predict the base station handover sequence through the model, compare the similarity between the predicted sequence and the actual sequence, and store the predicted sequence in the database. This can solve the problem of missing preset base station handover sequences, expand the applicability of the assessment method, and make the predicted sequence more consistent with the actual flight base station handover pattern by the model trained based on historical data, ensuring the effectiveness of sequence comparison. By dynamically supplementing database resources, the long-term adaptability of the method is improved.

[0098] In yet another alternative embodiment, such as Figure 6As shown, the calculation module 302 calculates the sequence matching degree of the aircraft based on the number of base station matches and the preset matching number threshold in the following specific ways: Obtain the preset adjustment coefficient, and calculate the sequence matching degree of the aircraft based on the adjustment coefficient, the number of base station matches, the preset number of matches threshold, and the preset matching degree calculation formula; The matching degree calculation formula includes:

[0099] in, This represents the sequence matching degree of the aircraft, and k represents the adjustment coefficient. Indicates the number of base station matches. Indicates the threshold for the number of matches; Furthermore, the specific methods by which the calculation module 302 calculates the aircraft's positioning reliability score based on spatial offset, sequence matching degree, and ECID-enhanced positioning reliability include: Obtain the preset weight set and maximum allowable deviation tolerance, and calculate the aircraft's positioning reliability score based on the weight set, maximum allowable deviation tolerance, spatial offset, sequence matching degree, ECID enhanced positioning reliability, and preset reliability calculation formula; The credibility calculation formula includes:

[0100] The weight set includes , as well as , This represents the first weight corresponding to the spatial offset. This represents the second weight corresponding to the sequence matching degree. This represents the third weight corresponding to the ECID-enhanced location reliability. Indicates spatial offset. Indicates the maximum permissible deviation tolerance. Indicates sequence matching degree. ECID indicates that location reliability is enhanced.

[0101] It is evident that implementation Figure 6The described aircraft positioning reliability assessment device clarifies the sigmoid calculation formula for sequence matching degree, defines the roles of parameters such as adjustment coefficient, base station matching number, and matching number threshold, clarifies the weighted calculation formula for positioning reliability score, and defines the meaning and value logic of core parameters such as weight set and maximum allowable deviation tolerance. This enables the calculation process of sequence matching degree and reliability score to be standardized and regulated. At the same time, by flexibly adjusting parameters to adapt to different base station distribution densities and flight scenario requirements, the adaptability of the method is improved, and the scoring results more objectively and accurately reflect positioning reliability, providing a reliable basis for safety supervision decisions.

[0102] In yet another alternative embodiment, such as Figure 6 As shown, the weighted calculation formula includes:

[0103] in, Indicates the initial coordinates of the aircraft. Indicates the coordinates of base station i. This represents the corrected distance from the aircraft to base station i. This represents the weighted positioning weight corresponding to base station i; Furthermore, the formula for calculating the gradient vector includes:

[0104] in, This represents the calculated coordinates of the aircraft.

[0105] It is evident that implementation Figure 6 The described aircraft positioning reliability assessment device can clearly define the weighted calculation formula for initial coordinate calculation, define the correlation logic of parameters such as initial aircraft coordinates, base station coordinates, correction distance, and weighted positioning weights, clarify the gradient vector calculation formula, and define the operational relationship of parameters such as calculation coordinates, base station distance, and weights. It can provide rigorous mathematical theoretical support for the initial coordinate calculation and iterative optimization of the aircraft, ensure the scientificity and accuracy of coordinate calculation, clarify the coordinate correction direction through gradient vectors, accelerate the iterative convergence speed, and improve the computational efficiency of the overall assessment method.

[0106] Example 4 Please see Figure 7 , Figure 7 This is a schematic diagram of the structure of another aircraft positioning reliability evaluation device disclosed in an embodiment of the present invention. Figure 7 As shown, the device for evaluating the reliability of the aircraft's positioning may include: Memory 401 storing executable program code; Processor 402 coupled to memory 401; The processor 402 calls the executable program code stored in the memory 401 to execute the steps in the aircraft positioning reliability evaluation method described in Embodiment 1 or Embodiment 2 of the present invention.

[0107] Example 5 This invention discloses a computer storage medium storing computer instructions. When these computer instructions are invoked, they are used to execute some or all of the steps in any of the aircraft positioning reliability assessment methods disclosed in Embodiment 1 of this invention.

[0108] Example 6 This invention discloses a computer program product, which includes a non-transitory computer-readable storage medium storing a computer program, and the computer program is operable to cause a computer to perform the steps in the aircraft positioning reliability assessment method described in Embodiment 1 or Embodiment 2.

[0109] The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0110] Through the detailed description of the above embodiments, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), one-time programmable read-only memory (OTPROM), electrically-Erasable Programmable Read-Only Memory (EEPROM), compact disc read-only memory (CD-ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium that can be used to carry or store data.

[0111] Finally, it should be noted that the method and apparatus for evaluating the reliability of aircraft positioning disclosed in the embodiments of the present invention are merely preferred embodiments of the present invention and are only used to illustrate the technical solutions of the present invention, not to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for evaluating the reliability of aircraft positioning, characterized in that, The method includes: The system acquires positioning data and base station data of the aircraft as it flies along the target flight path. The base station data includes the base station coordinates of each base station, the time advance of the aircraft relative to each base station, and reference signal data. Based on the time advance of the aircraft relative to each of the base stations and the reference signal data, a weighted positioning weight is calculated, and based on the weighted positioning weight and the base station coordinates of each of the base stations, the calculated coordinates of the aircraft are calculated. Based on the positioning data and the base station data, the actual base station handover sequence that the aircraft passes through when flying along the target flight path is determined, and the preset base station handover sequence corresponding to the target flight path is determined in the preset path planning database; Determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and determine whether the sequence similarity is greater than a preset similarity threshold. When the sequence similarity is greater than the similarity threshold, generate deviation alarm information for the aircraft, and perform alarm operation based on the deviation alarm information. When the sequence similarity is less than or equal to the similarity threshold, the number of base station matches between the actual base station switching sequence and the preset base station switching sequence is determined, and the positioning reliability score of the aircraft is calculated based on the calculated coordinates and the number of base station matches. A safety monitoring strategy for the aircraft is generated based on the positioning reliability score, and corresponding safety monitoring operations are executed based on the safety monitoring strategy.

2. The method for evaluating the reliability of aircraft positioning according to claim 1, characterized in that, The base station data also includes the antenna installation height of each base station, and the reference signal data includes the aircraft's signal transmission power, signal reception power, antenna gain, and signal frequency relative to each base station; The step of calculating the weighted positioning weight based on the time advance of the aircraft relative to each of the base stations and reference signal data includes: For each base station, the target distance between the aircraft and the base station is calculated based on the time advance of the aircraft relative to the base station; The flight altitude of the aircraft is determined, and the target distance between the aircraft and each base station is corrected based on the flight altitude and the antenna installation height of each base station to obtain the corrected distance between the aircraft and each base station. For each base station, the standard path loss of the aircraft relative to the base station is calculated based on the corrected distance between the aircraft and the base station, the signal frequency, the antenna installation height of the base station, and a preset standard path loss model. For each base station, the actual path loss of the aircraft relative to that base station is calculated based on the aircraft's signal transmit power, signal receive power, and antenna gain relative to that base station. For each base station, the weighted positioning weight corresponding to the base station is calculated based on the standard path loss of the aircraft relative to the base station and the actual path loss.

3. The method for evaluating the reliability of aircraft positioning according to claim 2, characterized in that, The step of calculating the calculated coordinates of the aircraft based on the weighted positioning weights and the base station coordinates of each base station includes: The initial coordinates of the aircraft are calculated based on the weighted positioning weight corresponding to each base station, the base station coordinates of each base station, and the corrected distance between the aircraft and each base station, according to a preset weighted calculation formula. The initial coordinates are input into a preset iterative model for iterative solution to obtain the current coordinate result. The gradient vector of the current coordinate result is calculated according to the preset gradient vector calculation formula, and the target norm corresponding to the gradient vector is calculated. Determine whether the target norm is less than a preset tolerance error. If the target norm is less than the tolerance error, determine the current coordinate result as the calculated coordinates of the aircraft. When the target norm is greater than or equal to the allowable error, the current coordinate result is iteratively updated according to the current coordinate result, the gradient vector, and the preset step size to obtain the updated coordinate result, until the target norm of the gradient vector of the updated coordinate result is less than the allowable error.

4. The method for evaluating the reliability of aircraft positioning according to any one of claims 1-3, characterized in that, The positioning data includes the positioning coordinates of the aircraft; The step of calculating the positioning reliability score of the aircraft based on the calculated coordinates and the number of base station matches includes: Calculate the spatial offset of the aircraft based on its positioning coordinates and the calculated coordinates; The sequence matching degree of the aircraft is calculated based on the number of base station matches and the preset number of matches threshold. The reliability of the aircraft's ECID enhanced positioning is calculated based on a preset time lead distance calculation model and a preset neighbor cell signal attenuation model. The positioning reliability score of the aircraft is calculated based on the spatial offset, the sequence matching degree, and the ECID-enhanced positioning reliability.

5. The method for evaluating the reliability of aircraft positioning according to any one of claims 1-3, characterized in that, The method further includes: Historical flight records and base station handover networks are acquired. Based on the historical flight records and base station handover networks, the flight handover probability between base stations is analyzed. A base station handover model is trained based on the historical flight records, the base station handover networks, and the flight handover probability. When there is no preset base station handover sequence corresponding to the target flight path in the path planning database, the target flight path is input into the base station handover model, and the predicted base station handover sequence corresponding to the target flight path is predicted by the base station handover model. Determine the sequence similarity between the predicted base station handover sequence and the preset base station handover sequence, and store the predicted base station handover sequence in the path planning database.

6. The method for evaluating the reliability of aircraft positioning according to claim 4, characterized in that, The step of calculating the sequence matching degree of the aircraft based on the number of base station matches and a preset matching number threshold includes: Obtain a preset adjustment coefficient, and calculate the sequence matching degree of the aircraft based on the adjustment coefficient, the number of base station matches, a preset number of matches threshold, and a preset matching degree calculation formula; The matching degree calculation formula includes: in, The sequence matching degree of the aircraft is represented by k, and the adjustment coefficient is represented by k. This indicates the number of base stations that are matched. This represents the threshold for the number of matches; And, the step of calculating the positioning reliability score of the aircraft based on the spatial offset, the sequence matching degree, and the ECID-enhanced positioning reliability includes: Obtain a preset weight set and a maximum allowable deviation tolerance, and calculate the positioning reliability score of the aircraft based on the weight set, the maximum allowable deviation tolerance, the spatial offset, the sequence matching degree, the ECID enhanced positioning reliability, and a preset reliability calculation formula; The credibility calculation formula includes: The weight set includes , as well as , This represents the first weight corresponding to the spatial offset. This represents the second weight corresponding to the sequence matching degree. This represents the third weight corresponding to the ECID-enhanced positioning reliability. This represents the spatial offset. This indicates the maximum permissible deviation tolerance. Indicates the sequence matching degree. This indicates that the ECID enhances the reliability of the location.

7. The method for evaluating the reliability of aircraft positioning according to claim 3, characterized in that, The weighted calculation formula includes: in, Indicates the initial coordinates of the aircraft. Indicates the coordinates of base station i. This represents the corrected distance from the aircraft to base station i. This represents the weighted positioning weight corresponding to base station i; Furthermore, the gradient vector calculation formula includes: in, The coordinates represent the calculated coordinates of the aircraft.

8. An evaluation device for the reliability of aircraft positioning, characterized in that, The device includes: The acquisition module is used to acquire positioning data and base station data of the aircraft when it flies along the target flight path. The base station data includes the base station coordinates of each base station, the time advance of the aircraft relative to each base station, and reference signal data. The calculation module is used to calculate the weighted positioning weight based on the time advance of the aircraft relative to each of the base stations and reference signal data, and to calculate the calculated coordinates of the aircraft based on the weighted positioning weight and the base station coordinates of each of the base stations; The determination module is used to determine the actual base station switching sequence that the aircraft passes through when flying along the target flight path based on the positioning data and the base station data, and to determine the preset base station switching sequence corresponding to the target flight path in the preset path planning database; The determining module is further configured to determine the sequence similarity between the actual base station handover sequence and the preset base station handover sequence, and determine whether the sequence similarity is greater than a preset similarity threshold. When the sequence similarity is greater than the similarity threshold, deviation alarm information for the aircraft is generated, and alarm operation is performed based on the deviation alarm information. The determining module is further configured to determine the number of base stations that match the actual base station handover sequence with the preset base station handover sequence when the sequence similarity is less than or equal to the similarity threshold; The calculation module is also used to calculate the positioning reliability score of the aircraft based on the calculated coordinates and the number of base station matches; The generation module is used to generate a safety supervision strategy for the aircraft based on the positioning reliability score, and to execute corresponding safety supervision operations based on the safety supervision strategy.

9. An evaluation device for the reliability of aircraft positioning, characterized in that, The device includes: Memory containing executable program code; A processor coupled to the memory; The processor calls the executable program code stored in the memory to execute the aircraft positioning reliability assessment method as described in any one of claims 1-7.

10. A computer storage medium, characterized in that, The computer storage medium stores computer instructions, which, when invoked, are used to execute the aircraft positioning reliability assessment method as described in any one of claims 1-7.

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