A route traffic flow statistical method and system based on real-time track and a storage medium

Abstract

The application relates to the technical field of air traffic management, and discloses a route traffic statistical method and system based on real-time flight paths and a storage medium, the method comprising the following steps: acquiring and analyzing dynamic flight path data of an aircraft in real time to obtain real-time position, height information and an identity of the aircraft; tracking the dynamic trajectory of the aircraft in a preset monitoring area; when detecting that the aircraft passes through a path point, recording the identity, passing time and corresponding instantaneous height information of the aircraft; when a preset trajectory evaluation condition is met, judging whether the sequence of the path point passed through by the aircraft matches an ordered path point sequence and whether the instantaneous height information meets a vertical space constraint condition; and if both conditions are met, updating a traffic statistical value and generating a traffic statistical report. The application realizes the automation and precision of route traffic statistics, improves the flexibility and practicality of the system, and provides reliable and detailed data support for air traffic control core business.

Description

Technical Field

[0001] This application relates to the field of air traffic management technology, and in particular to a method, system and storage medium for airway traffic statistics based on real-time flight paths. Background Technology

[0002] Traditional airway traffic statistics primarily rely on flight plan data for analysis. This data is submitted in advance before flight departure and cannot capture real-time dynamic behaviors of aircraft during actual flight, such as detours, route changes, and delays caused by weather changes, airspace restrictions, military activities, etc. The statistical results lag significantly behind the actual airspace operation status, making it difficult to support air traffic control departments' immediate response to traffic changes. Existing air traffic control automation systems generally only support pre-configured fixed routes. When air traffic control departments activate temporary routes or special flight missions due to temporary airspace management needs, the system cannot automatically identify and count the traffic flow of aircraft passing through temporary routes, limiting the flexible allocation and optimized management of airspace resources.

[0003] Furthermore, with the continuous expansion of air transport, air traffic control decisions have placed higher demands on the precision of traffic statistics. However, existing systems have limited functionality, providing only basic total data or simple route segment flight counts, which is insufficient to meet the diverse needs of refined traffic analysis and decision support.

[0004] Therefore, it is necessary to propose a new route traffic statistics technology to solve or at least alleviate at least one of the problems existing in the above-mentioned existing technologies. Summary of the Invention

[0005] The purpose of this application is to provide a method, system, and storage medium for route traffic statistics based on real-time flight paths, which can accurately and in real-time count route traffic, adapt to temporary route changes, reduce manual intervention, and support multi-dimensional traffic analysis.

[0006] According to a first aspect of the embodiments disclosed in this application, this application provides a method for route traffic statistics based on real-time flight paths, employing the following technical solution: A method for calculating airway traffic based on real-time flight paths, comprising: Configure at least one preset navigation path, which includes an ordered sequence of waypoints and vertical space constraints. Real-time acquisition and parsing of aircraft dynamic trajectory data to obtain the aircraft's real-time location, altitude information, and identification; Within the preset monitoring area, based on the real-time location and altitude information, the dynamic trajectory of the aircraft is tracked. When the aircraft is detected to have passed through a path point in the ordered path point sequence, the aircraft's identification, passage time, and corresponding instantaneous altitude information are recorded. When the preset trajectory evaluation conditions are met, it is determined whether the sequence of path points passed by the recorded aircraft matches the ordered sequence of path points, and whether the instantaneous altitude information recorded by the aircraft when passing through each path point in the matched sequence of path points meets the vertical space constraint conditions. If both of the above conditions are met, then update the traffic statistics associated with the preset navigation path; Based on the traffic statistics, a traffic statistics report on the preset navigation path is generated and output.

[0007] Optionally, configuring at least one preset navigation path includes: providing a user interface to support creating, modifying, deleting, and querying the preset navigation path, and persistently saving the configuration data to a configuration file.

[0008] Optionally, the dynamic track data is comprehensive track data in ASTERIX CAT062 format, which is received in real time via UDP protocol in multicast mode. The flight number, secondary code, latitude and longitude position, altitude information and time information of the aircraft are obtained by parsing item by item according to FSPEC data index and UAP table.

[0009] Optionally, before tracking the dynamic trajectory of the aircraft within the preset monitoring area based on the real-time location and altitude information, different recording start and end conditions are set according to the type of the aircraft: For overflight flights, recording begins when the aircraft enters the preset monitoring area and ends when it exits the preset monitoring area. For departing flights, recording begins when the aircraft's radar track appears and its flight altitude exceeds a set value, and ends when it leaves the preset monitoring area. For inbound flights, recording begins when the aircraft enters the preset monitoring area and ends when the flight altitude drops below the set value.

[0010] Optionally, detecting that the aircraft has passed through a path point in the ordered path point sequence specifically involves: calculating the distance between the real-time position of the aircraft and the path point; when the distance is less than a preset distance threshold, determining that the aircraft has passed through the path point. The step of determining whether the sequence of path points traversed by the aircraft matches the ordered sequence of path points specifically involves determining whether the sequence of path points traversed by the aircraft is complete and contains all path points in the ordered sequence in sequence.

[0011] Optionally, the vertical space constraint includes an upper limit and a lower limit of altitude; determining whether the instantaneous altitude recorded by the aircraft satisfies the vertical space constraint specifically involves determining whether the instantaneous altitude of the aircraft at each waypoint is between the upper limit and the lower limit of altitude.

[0012] Optionally, generating and outputting a traffic statistics report about the preset navigation path includes: automatically generating the traffic statistics report at a specified time using a timer, and resetting the traffic statistics value at a specified time each day; the timer generates statistical information every half hour; after resetting the traffic statistics value, the traffic statistics value of the previous day is stored as historical data in a separate historical statistics file.

[0013] Optionally, the traffic statistics report includes traffic statistics divided by preset time periods and traffic statistics divided by the entity to which the aircraft belongs; wherein, the traffic statistics divided by preset time periods are counted separately by hourly time periods, and the traffic statistics divided by the entity to which the aircraft belongs are mapped to the corresponding airlines according to the three-letter code of the flight number, and the number of flights of each airline passing through each preset flight path is counted; the traffic statistics report includes a text file recording detailed information of the aircraft passing through each preset flight path, and a table file recording the traffic statistics of each time period and the total traffic statistics of each preset flight path.

[0014] According to a second aspect of the embodiments disclosed in this application, this application provides an airway traffic statistics system based on real-time flight paths, including a processor and a memory. The memory stores a computer program, and when the processor executes the computer program, it implements the airway traffic statistics method based on real-time flight paths as described in any one of the embodiments disclosed in the first aspect of this application.

[0015] According to a third aspect of the embodiments disclosed in this application, this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the route traffic statistics method based on real-time tracks as described in any one of the embodiments disclosed in the first aspect of this application.

[0016] In summary, this application provides a method, system, and storage medium for route traffic statistics based on real-time flight paths. Compared with the prior art, this invention has the following advantages: (1) The automation and precision of airway traffic statistics have been achieved. This application automatically acquires and parses the dynamic trajectory data of aircraft, and performs dual judgments on path matching and altitude constraints based on the user-configured preset flight path and its ordered path point sequence and vertical space constraints, so as to automatically and precisely count the traffic of any preset flight path.

[0017] (2) Improved system flexibility and practicality. This application allows users to flexibly create, modify, delete and query preset flight paths through the user interface, and can quickly respond to and adapt to the statistical needs of complex operational scenarios such as the activation of temporary routes and detours, and has high practicality and scalability.

[0018] (3) It provides rich data support and decision-making basis. This application can generate text files and table files containing traffic statistics divided by hourly time period, traffic statistics divided by airline, and detailed information of aircraft passing through each preset flight path. It provides reliable and detailed data support for core air traffic control businesses such as route planning, traffic management, airspace capacity assessment and operational efficiency analysis, and improves the scientific and refined level of air traffic control operation management.

[0019] Other features and advantages disclosed in this application will be described in detail in the following detailed description section. Attached Figure Description

[0020] The accompanying drawings are provided to further illustrate the present application and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a flowchart illustrating a route traffic statistics method based on real-time flight paths, according to an exemplary embodiment.

[0021] Figure 2 This is a structural block diagram of an airway traffic statistics system based on real-time flight paths, according to an exemplary embodiment. Detailed Implementation

[0022] The specific embodiments disclosed in this application will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of this disclosure.

[0023] In the current field of air traffic management, the statistics of airway traffic flow is a fundamental and crucial task, as the results are key indicators for evaluating air traffic control operational efficiency and airway utilization. However, existing statistical methods largely rely on flight plans or fixed airway paths. When faced with temporarily opened airways or aircraft deviations from their actual flight paths due to weather or other reasons, the real-time performance and accuracy of these methods are significantly compromised. To address these technical problems, this application proposes an airway traffic flow statistics method based on real-time flight paths, enabling automatic and accurate statistics of traffic flow along any preset flight path.

[0024] like Figure 1 As shown, in one exemplary embodiment disclosed in this application, a method for route traffic statistics based on real-time flight paths is proposed, including: Step S101: Configure at least one preset navigation path, which includes an ordered sequence of waypoints and vertical space constraints. Step S102: Acquire and parse the aircraft's dynamic trajectory data in real time to obtain the aircraft's real-time position, altitude information, and identification. Step S103: Within the preset monitoring area, track the dynamic trajectory of the aircraft based on real-time location and altitude information. When the aircraft passes through a path point in an ordered sequence of path points, record the aircraft's identification, passage time, and corresponding instantaneous altitude information. Step S104: When the preset trajectory evaluation conditions are met, determine whether the sequence of path points passed by the recorded aircraft matches the ordered sequence of path points, and whether the instantaneous altitude information recorded by the aircraft when passing through each path point in the matched sequence of path points meets the vertical space constraint conditions. Step S105: If both of the above conditions are met, update the traffic statistics associated with the preset navigation path; Step S106: Based on the traffic statistics, generate and output a traffic statistics report for the preset navigation path.

[0025] For ease of understanding, the following explains some key terms in this embodiment: A pre-planned flight path refers to an aircraft's flight route that is planned or defined in advance within actual airspace. This path can consist of a series of ordered geographical coordinate points and may be subject to specific flight altitude restrictions.

[0026] A waypoint sequence is a set of multiple waypoints that form a predetermined flight path, arranged in a specific order. An aircraft must pass through these waypoints sequentially during flight.

[0027] Vertical space constraints refer to the limits on the permitted flight altitude range of an aircraft when passing through specific waypoints or flight segments. They typically include an upper altitude limit and a lower altitude limit.

[0028] Dynamic flight path data refers to the collection of dynamic information generated in real time during an aircraft's flight, reflecting its identity, position, altitude, speed, and other dynamic data. This data is typically acquired by radar or ADS-B systems.

[0029] A pre-defined monitoring area refers to a specific geographical area within the airspace. This area is used to define the scope for tracking and recording aircraft flight paths.

[0030] In a preferred embodiment, the trajectory evaluation condition is set as: the aircraft enters / exits a preset monitoring area.

[0031] Traffic flow statistics refer to the number of aircraft or other relevant statistical indicators that pass through a specific preset flight path within a specific time period.

[0032] A traffic statistics report is a document or data set generated based on traffic statistics to display and analyze airway traffic conditions.

[0033] This embodiment provides a method for route traffic statistics based on real-time flight paths. First, in step S101, at least one preset flight path needs to be configured. This preset flight path can consist of a series of ordered waypoint sequences, and vertical spatial constraints can be set for these waypoints or the entire flight segment. For example, the geographic coordinates of the waypoints can be input manually by editing a configuration file or database entry, and their order can be specified. Simultaneously, an allowable flight altitude range can be manually set as a vertical spatial constraint for each waypoint or flight segment.

[0034] Further, in step S102, the system acquires and parses the aircraft's dynamic flight path data in real time. This data can be received via various communication interfaces, such as receiving data streams through a network port. The received data stream is then parsed to extract the aircraft's real-time location (such as latitude and longitude), current altitude information, and its unique identifier (such as flight number or transponder code). The data parsing process can be performed according to a preset data format, such as using delimiters or specific field structures to identify and extract the required information.

[0035] In step S103, within the preset monitoring area, the system continuously tracks the aircraft's dynamic trajectory based on its real-time position and altitude information. When the aircraft enters the monitoring area, the system begins to monitor its trajectory. When the system detects that the aircraft has passed a waypoint in an ordered sequence of waypoints, it records the aircraft's identification, the specific time it passed the waypoint, and its instantaneous altitude information at that time. For example, the system can calculate the distance between the aircraft's real-time position and the waypoint; if this distance is less than a preset distance threshold, it determines that the aircraft has passed the waypoint.

[0036] Subsequently, in step S104, when the preset trajectory evaluation conditions are met, the system will judge the recorded sequence of waypoints traversed by the aircraft. Specifically, it will judge whether the sequence matches the ordered sequence of waypoints of the preset flight path, for example, by checking whether the recorded waypoints appear in a preset order. At the same time, the system will further judge whether the instantaneous altitude information recorded by the aircraft when passing through these matching waypoints meets the preset vertical space constraints, for example, by checking whether the instantaneous altitude is between the upper and lower limits of the allowed altitude.

[0037] In step S105, if both of the above conditions are met, the system will update the traffic statistics associated with the preset flight path. For example, the number of flights passing through the flight path can be incremented by one.

[0038] Finally, in step S106, based on the updated traffic statistics, the system can generate and output a traffic statistics report for the preset flight path. This report can be presented in basic text format, for example, containing only the total number of flights along a specific flight path. Report generation can be manually triggered by the user.

[0039] This application achieves automated tracking and recording of key information regarding aircraft flight trajectories by configuring flexible preset flight paths and vertical space constraints, combined with the acquisition and analysis of real-time dynamic flight path data. The accuracy and compliance of traffic statistics are ensured through the evaluation of waypoint sequences and instantaneous altitudes.

[0040] In some of the embodiments described above in this application, a preset navigation path is configured for traffic statistics. However, in its implementation, the configuration of the preset navigation path often relies on hard coding or static file modification, lacking flexible interactive means. This makes it difficult for users to quickly and conveniently manage the navigation path dynamically when faced with temporary route adjustments, new route requirements, or changes in route parameters, increasing the complexity of system maintenance and response delay.

[0041] In this regard, this application further proposes a method for configuring at least one preset navigation path, which includes: providing a user interface to support the creation, modification, deletion and query operations of the preset navigation path, and persistently saving the configuration data to a configuration file.

[0042] Specifically, the user interface is a graphical or text-based interface for human-computer interaction, designed to visualize the abstract configuration process and enable users to operate it intuitively. The user interface can be a web-based interface, built using front-end technologies such as HTML, CSS, and JavaScript, accessible and operable by users through a browser; or it can be a desktop application interface, developed using frameworks such as Java Swing, C# WPF, or Python PyQt, running on a local computer.

[0043] The creation, modification, deletion, and query operations for preset navigation paths aim to provide complete lifecycle management functionality for preset navigation paths. Specifically, the "create" operation allows users to input a new sequence of waypoints, vertical space constraints, and other information to define a new preset navigation path; the "modify" operation allows users to select an existing preset navigation path and adjust and update its waypoints, altitude range, and other parameters; the "delete" operation allows users to remove preset navigation paths that are no longer needed; and the "query" operation allows users to search for and view detailed information about existing preset navigation paths based on name, identifier, or other attributes.

[0044] The persistent storage of configuration data in the configuration file refers to storing the preset navigation path configuration changes made by the user through the user interface in a non-volatile manner, ensuring that the data is not lost after system restarts or abnormal situations. The configuration file can be in various formats. For example, it can be a text file in JSON (JavaScript Object Notation) or YAML (YAML Ain't Markup Language) format, which has good readability and structured characteristics, facilitating the storage of complex path objects; it can also be a file in XML (Extensible Markup Language) format, which defines the data structure through tags and is widely used for configuration and data exchange; or, for simple configuration items, it can be a file in INI (Initialization File) format.

[0045] In some of the embodiments described above in this application, it is proposed to acquire aircraft dynamic track data for traffic statistics. However, in actual air traffic control automation environments, track data sources are complex and have diverse formats. If there is a lack of a unified and standardized data parsing mechanism, the system will be unable to accurately and efficiently extract the key flight parameters necessary for traffic statistics from the original radar or broadcast data, thereby affecting the accuracy of subsequent track tracking and path matching.

[0046] In this application, the dynamic track data in the disclosed embodiments is comprehensive track data in ASTERIX CAT062 format, which is received in real time via UDP protocol in multicast mode. The aircraft's flight number, secondary code, latitude and longitude position, altitude information and time information are obtained by parsing item by item according to the FSPEC data index and UAP table.

[0047] Specifically, the dynamic flight track data adopts the ASTERIX CAT062 standard format, which is a commonly used surveillance data exchange format in the international civil aviation field. It contains comprehensive information such as the aircraft's position, speed, altitude, and identity. The system receives this data in real time via UDP multicast to ensure high real-time performance and network transmission efficiency. During parsing, the data type of the current data block is determined based on the FSPEC bitmap field in the CAT062 data block. Then, each data field is extracted item by item according to the UAP table definition to obtain the aircraft's flight number, secondary code, latitude and longitude position, altitude information, and time information for subsequent traffic statistics.

[0048] In some of the embodiments described above in this application, a method for tracking the dynamic trajectory of aircraft based on real-time location and altitude information is proposed for traffic statistics. However, in the implementation process, due to the significant differences in flight characteristics of aircraft at different flight stages (such as overflight, departure, and arrival), if a uniform recording start and end condition is adopted, the statistical range will be inaccurate, and it will be impossible to effectively distinguish the effective flight route data of different types of flights, thereby affecting the accuracy of traffic statistics.

[0049] To this end, this application further proposes that, within a preset monitoring area, before tracking the dynamic trajectory of the aircraft based on the real-time location and altitude information, different recording start and end conditions are set according to the type of the aircraft. Specifically, the type of aircraft usually refers to its flight mission or phase, such as overflight, outbound flight, inbound flight, etc. Setting different recording conditions according to these types aims to accurately define the effective flight phase of the aircraft within a specific route or monitoring area, thereby avoiding interference from irrelevant data. In one implementation, the aircraft type can be automatically identified by the aircraft's identification (such as flight number prefix, route code) or its current flight status (such as takeoff, landing, cruise), and the recording condition rules corresponding to different types of aircraft can be pre-stored. In another implementation, the aircraft can also be associated with a specific set of recording conditions through manual configuration or pre-classification based on flight plan data. During real-time processing, the preset type is queried based on the aircraft's identification, and the corresponding recording conditions are applied.

[0050] Furthermore, for overflight flights, recording begins when the aircraft enters the preset monitoring area and ends when it exits the preset monitoring area. An overflight flight refers to a flight that does not take off or land within this monitoring area but only traverses it. The recording begins when the aircraft's real-time position enters the geographical boundary of the preset monitoring area, and ends when the aircraft's real-time position leaves that geographical boundary. This method ensures complete tracking and statistics of the overflight flight's trajectory throughout the entire monitoring area. For example, the system can continuously monitor the aircraft's real-time position, triggering a recording start event when its latitude and longitude coordinates first cross the polygonal boundary of the preset monitoring area; and triggering a recording end event when it crosses the boundary again and leaves the area. Alternatively, the system can calculate the distance between the aircraft and the center point of the preset monitoring area, combined with the area's radius or shape parameters, to determine whether the aircraft has entered or left the area. Recording begins when the distance changes from greater than a threshold to less than a threshold, and ends otherwise.

[0051] Simultaneously, for departing flights, recording begins when the aircraft's radar track appears and its flight altitude exceeds a set value, and ends when it leaves the preset monitoring area. Departing flights refer to flights that take off from an airport within this monitoring area and leave that area. The recording start condition is twofold: first, the system can receive the aircraft's radar track data, indicating that it has entered radar coverage and begun flight; second, its flight altitude must exceed a preset value, which is typically used to exclude non-en route flight phases such as ground taxiing and low-altitude climb during initial takeoff. The recording end condition is similar to that for overflight flights, namely, leaving the preset monitoring area. For example, the system continuously receives dynamic track data from the aircraft; once valid radar track information (such as latitude, longitude, and altitude) is parsed and its altitude value is determined to be higher than a preset takeoff altitude threshold (e.g., 3000 feet), recording begins. Alternatively, a time window can be set to continuously monitor the aircraft's altitude for a period after takeoff; once it reaches or exceeds a preset altitude threshold (e.g., the altitude at which it leaves the airport control area), recording begins.

[0052] Furthermore, for inbound flights, recording begins when the aircraft enters the preset monitoring area and ends when its altitude drops below a set value. An inbound flight refers to a flight that enters this monitoring area from outside and lands at an airport within this area. The recording start condition is the aircraft entering the geographical boundary of the preset monitoring area. The recording end condition is when its altitude drops below a preset value. This is typically used to exclude the final stages of descent, low-altitude circling, or non-en route phases after entering the airport terminal area, ensuring that the statistics only cover the approach process along the route. For example, recording begins when the aircraft's real-time position first enters the preset monitoring area. Subsequently, the system continuously monitors its instantaneous altitude information, stopping recording once the altitude value falls below a preset approach altitude threshold (e.g., 2000 feet). Alternatively, recording can be stopped when the aircraft is identified as entering an approach phase and its altitude is below a specific value, based on the aircraft's flight phase information (e.g., inferred from Flight Management System (FMS) data or controller instructions).

[0053] In some of the solutions mentioned above in this application, the detection of aircraft waypoints and the determination of path matching are proposed to statistically analyze airway traffic. However, in this process, there is a lack of clear quantitative judgment standards on how to accurately determine whether an aircraft has actually passed the preset waypoints from continuous dynamic flight track data, and how to scientifically define whether the sequence of waypoints passed by the aircraft conforms to the preset airway logic. This leads to the easy occurrence of missed judgments, misjudgments, or incorrect statistics on abnormal flight trajectories in practical applications, making it difficult to guarantee the accuracy and reliability of traffic statistics.

[0054] In response, this application further proposes to detect when the aircraft passes through a path point in the ordered path point sequence, specifically by: calculating the distance between the real-time position of the aircraft and the path point; and determining that the aircraft has passed through the path point when the distance is less than a preset distance threshold. The determination of whether the sequence of path points passed by the aircraft matches the ordered path point sequence specifically involves: determining whether the sequence of path points passed by the aircraft is complete and sequentially contains all the path points in the ordered path point sequence.

[0055] Specifically, regarding the calculation of the distance between the aircraft's real-time position and a waypoint, if the distance is less than a preset distance threshold, it is determined that the aircraft has passed the waypoint. This technical feature aims to quantify the abstract concept of an aircraft "passing" a waypoint into a calculable spatial distance, thereby achieving precise capture of waypoint traversal behavior. The distance can be calculated in various ways. For example, Euclidean distance can be used to measure the three-dimensional spatial proximity between the aircraft's real-time position and the waypoint. Alternatively, considering the Earth's curvature, geodetic distance (such as the Haversine formula or Vincenty formula) can be used to calculate the distance between the aircraft's real-time position and the waypoint on the Earth's surface, and combined with the altitude difference for a comprehensive judgment. The preset distance threshold is a key parameter for determining whether an aircraft has passed a waypoint. This threshold can be a fixed value, such as 500 meters, 1 nautical mile, or 2 kilometers, to adapt to the accuracy requirements of different airspaces or waypoints. In addition, the threshold can also be dynamically adjustable, for example, by adaptively adjusting based on factors such as the type of waypoint (e.g., mandatory reporting point, turning point), the level of airspace congestion, or the aircraft's flight speed, in order to ensure both accuracy and system flexibility.

[0056] Regarding the determination of whether the sequence of waypoints traversed by the aircraft is complete and sequentially includes all waypoints in the ordered sequence, this technical feature aims to ensure that the aircraft's actual flight trajectory not only passes through all critical waypoints in the preset flight path but also strictly follows the preset order, thereby effectively identifying and eliminating abnormal flight behaviors that deviate from the flight path logic. Specifically, the completeness of the sequence can be determined by maintaining a list of detected waypoints traversed by the aircraft. When an aircraft passes a waypoint and it is recorded, the waypoint is added to the list. Finally, this list is compared with the ordered sequence of waypoints contained in the preset flight path to check whether all preset waypoints have appeared in the list. The sequentiality of the sequence requires that, during the comparison process, it is not only confirmed that all waypoints have been passed but also that the order in which they are passed during the actual flight of the aircraft is completely consistent with the order in the preset flight path. For example, a state machine model can be used, where each state represents that the aircraft has successfully passed a waypoint in the preset sequence, and the state can only transition when the aircraft passes the next waypoint in sequence. If an aircraft skips a waypoint or passes through it in the wrong order, the state machine cannot reach the final successful matching state.

[0057] In some of the embodiments described above in this application, vertical space constraints are proposed to limit the flight altitude of aircraft. However, in the process of implementation, relying solely on a single altitude value is often insufficient to cope with altitude changes in complex airspace environments, and there is a lack of clear definition of the altitude range. This results in problems such as ambiguous judgment criteria and inability to effectively filter out aircraft that deviate from the prescribed altitude layer when determining whether an aircraft meets the altitude requirements of a specific route.

[0058] In response, this application further proposes that the vertical space constraint includes an upper limit and a lower limit of altitude; to determine whether the instantaneous altitude recorded by the aircraft meets the vertical space constraint, specifically, to determine whether the instantaneous altitude of the aircraft when passing through each waypoint is between the upper limit and the lower limit of altitude.

[0059] Specifically, the vertical space constraint is part of a preset flight path, used to limit the permissible flight altitude range of an aircraft on a specific segment or waypoint. By including upper and lower altitude limits, this constraint explicitly defines a permissible vertical altitude range, rather than a single altitude value. For example, the upper and lower altitude limits can be included as attributes of the preset flight path and entered during waypoint sequence configuration; for instance, for a certain waypoint, its upper altitude limit can be set to 10,000 meters and its lower altitude limit to 9,000 meters. Furthermore, the upper and lower altitude limits can also be automatically calculated by the system or obtained from a preset database based on airspace management regulations or route design standards. For example, the system can automatically match the corresponding upper and lower altitude limits based on route type (such as high-altitude route, low-altitude route) or airspace level.

[0060] Determining whether the instantaneous altitude recorded by an aircraft meets the vertical space constraints is a crucial step in ensuring that the aircraft's flight trajectory conforms to the preset vertical space requirements of the route. It compares the aircraft's real-time flight data with the preset vertical constraints to identify flight behaviors that meet or do not meet the conditions. For example, after acquiring the aircraft's instantaneous altitude information, the system compares it numerically with the preset vertical space constraints (i.e., the upper and lower altitude limits). If the instantaneous altitude is greater than or equal to the lower altitude limit and less than or equal to the upper altitude limit, it is determined that the conditions are met. Another example is by defining an altitude interval function, taking the aircraft's instantaneous altitude as input, and using this function to determine whether it falls within a preset altitude interval, such as using a Boolean expression `(instantaneous altitude >= lower altitude limit) AND (instantaneous altitude <= upper altitude limit)` for this determination.

[0061] Furthermore, the method of determining whether the aircraft's instantaneous altitude at each waypoint is between the upper and lower altitude limits emphasizes the strictness and continuity of vertical space compliance checks throughout the entire flight path. This ensures that the aircraft not only meets altitude requirements at a specific point in time, but also conforms to a preset altitude range at each critical waypoint, thereby improving the accuracy and safety of airway traffic statistics. For example, when an aircraft passes a waypoint, the system records its instantaneous altitude. Subsequently, for that waypoint, the system extracts its corresponding vertical space constraints (upper and lower altitude limits) and compares the aircraft's instantaneous altitude at that waypoint against these constraints. If all passed waypoints meet these conditions, the overall condition is deemed satisfied. Alternatively, a loop or iterative mechanism can be designed to traverse each waypoint traversed by the aircraft. In each iteration, the instantaneous altitude and corresponding vertical space constraints of the current waypoint are obtained, and a range check is performed. If the instantaneous altitude of any waypoint does not meet the constraints, it is immediately determined that the overall condition is not met, and there is no need to continue checking subsequent waypoints.

[0062] In some of the solutions mentioned above in this application, a method for route traffic statistics based on real-time flight tracks was proposed to achieve automated statistics. However, in this process, only basic traffic values ​​can be obtained, which cannot meet the needs of civil aviation management departments for refined and multi-dimensional analysis of traffic data. As a result, the statistical results are difficult to directly support decision-making work such as route planning, airline operation analysis and airspace resource assessment.

[0063] In response, this application further proposes a traffic statistics report that includes traffic statistics divided by preset time periods and traffic statistics divided by the entity to which the aircraft belongs. The traffic statistics divided by preset time periods are counted separately for each hour, while the traffic statistics divided by the entity to which the aircraft belongs are mapped to the corresponding airlines based on the three-letter code of the flight number, and the number of flights of each airline passing through each preset flight path is counted. The traffic statistics report includes a text file recording detailed information of the aircraft passing through each preset flight path, and a tabular file recording the traffic statistics for each time period and the total traffic statistics for each preset flight path.

[0064] Specifically, the "traffic statistics divided by preset time periods" refers to the aggregation and statistical analysis of aircraft traffic data along a specific flight path according to a pre-defined time granularity. This division aims to reveal the patterns of traffic flow over time, such as the distribution of peak and off-peak periods. In addition to hourly statistics, different time granularities such as half-hour, daily, weekly, and monthly granularities can be used to meet different levels of analytical needs. For example, half-hour or hourly granularity can be used for short-term operational monitoring; daily or weekly granularity can be used for long-term trend analysis.

[0065] The "traffic statistics categorized by aircraft entity" refers to classifying and statistically analyzing airway traffic data according to the operating entity or type of the aircraft. This helps in analyzing the contribution and impact of different operators or different types of aircraft on the traffic of a specific airway. In addition to mapping the three-letter code of the flight number to the corresponding airline for statistical analysis, data can also be categorized and statistically analyzed based on the aircraft type (e.g., wide-body aircraft, narrow-body aircraft), the aircraft's place of registration, or specific operating entity (e.g., cargo company, passenger company), etc.

[0066] The "counting by hourly time period" is a specific implementation of the above-mentioned division by preset time period. Specifically, it uses one hour as a statistical cycle and counts the number of aircraft passing through a preset flight path within that cycle. This fine-grained statistical method can accurately capture intraday fluctuations in airway traffic, providing data support for refined management and resource allocation. The system can maintain a 24-hour time period array or data structure, with each element corresponding to one hour. When an aircraft passes a waypoint and meets the evaluation conditions, the traffic count for the corresponding hourly segment is updated based on its passage time.

[0067] The description of "mapping the three-letter code of the flight number to the corresponding airline and counting the number of flights of each airline along each preset flight path" is a specific implementation of the above-mentioned division by aircraft entity. By parsing the three-letter code in the aircraft flight number (e.g., CA for Air China, MU for China Eastern Airlines), it matches it with pre-maintained airline information to count the number of flights of each airline on a specific flight path. This allows management to clearly understand the distribution of each airline's route usage. The system internally maintains a mapping table between the three-letter code of the flight number and the airline name. When an aircraft's flight number is obtained, its three-letter code is extracted, the mapping table is queried to determine the airline, and the flight count statistics for that airline are accumulated.

[0068] The "text file recording detailed information of aircraft passing through each preset flight path" refers to generating an unstructured or semi-structured file containing detailed operational data for each aircraft passing through a specific flight path. This detailed information may include the aircraft's identification, precise transit time, instantaneous altitude, flight number, aircraft type, etc., used to provide raw data traceability and deeper analysis. This detailed information can be stored in formats such as plain text files (.txt), comma-separated value files (.csv), JSON files, or XML files, with each line or record representing a transit event or complete trajectory information for one aircraft.

[0069] The "table file recording traffic statistics and total traffic statistics for each preset flight path at different time periods" refers to generating a structured data file that clearly displays the traffic statistics results for each preset flight path in different time periods, as well as the total traffic statistics for that path, in tabular form. This format facilitates intuitive viewing and analysis of the data by users. It can be in the form of a spreadsheet file (e.g., Microsoft Excel's .xlsx or .xls format), a PDF table, or a CSV file that can be imported into a database. The table typically includes columns such as "Route Name," "Statistical Time Period," "Number of Flights," and "Total Traffic."

[0070] In some of the embodiments described above in this application, this application further proposes to automatically generate the traffic statistics report at a specified time using a timer, and to reset the traffic statistics value at a specified time every day; the timer generates statistical information once every half hour; after resetting the traffic statistics value, the traffic statistics value of the previous day is stored as historical data in an independent historical statistics file.

[0071] Specifically, regarding the automatic generation of the traffic statistics report at a specified time using a timer, this can be implemented using operating system-level timed task scheduling tools (such as Cron Job in Linux or Task Scheduler in Windows), configured to automatically execute the report generation script or program at specific times each day or week. Another approach is to integrate a scheduling framework (such as Quartz or SpringScheduler in the Java ecosystem) within the application. By configuring task triggers and executors, the report generation module can be automatically invoked at a preset time (e.g., early morning each day), ensuring that administrators can periodically obtain the latest route operation data.

[0072] Regarding resetting the traffic statistics value at a specified time each day, in practice, a data reset operation can be triggered immediately after the daily report generation task is completed, clearing or initializing the currently active traffic statistics value. Alternatively, a separate scheduled task can be set up to clear the relevant statistical fields in the database or memory at a specific time each day (e.g., midnight) to ensure that the data for each statistical period does not interfere with each other.

[0073] Regarding the timer's execution of statistical information generation every half hour, in practice, the execution frequency of the aforementioned timer can be configured to occur every 30 minutes. Each time it is triggered, the system will aggregate and calculate the traffic statistics within the current time window. Alternatively, stream processing technologies can be used, such as using stream processing frameworks like Apache Flink or Kafka Streams, defining a half-hour time window. When the data stream passes through, the statistical calculation within the window is automatically triggered, thereby achieving high-frequency automatic processing.

[0074] Regarding resetting the traffic statistics, the previous day's traffic statistics are stored as historical data in a separate historical statistics file. Specifically, before executing the reset operation, the current (i.e., the previous day's) traffic statistics results can be exported as a structured file format (such as CSV, JSON, or XML) and stored in a specified file system path, network storage, or object storage service. Alternatively, the previous day's traffic statistics can be migrated from the active statistics database table to a dedicated historical statistics database table or data warehouse, along with timestamp information, to facilitate subsequent long-term trend analysis and historical data auditing.

[0075] In a second aspect of the embodiments disclosed in this application, such as Figure 2 As shown in the illustration, this application also discloses a route traffic statistics system based on real-time flight paths, including a processor and a memory. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned route traffic statistics method based on real-time flight paths. This embodiment combines real-time flight path data processing with preset flight path configuration, and the processor executes the computer program to achieve automated traffic statistics, thereby solving the problems of insufficient real-time performance, poor route flexibility, and error-prone manual statistics in traditional methods, achieving dynamic, accurate, and multi-dimensional statistical effects.

[0076] In a third aspect of the embodiments disclosed in this application, a computer-readable storage medium is also disclosed, on which a computer program is stored. When the computer program is executed by a processor, it implements the aforementioned route traffic statistics method based on real-time flight paths. By embedding the statistical logic in the computer-readable storage medium, the system can drive the processor to automatically execute a series of complex logics such as route configuration, real-time flight path parsing, dynamic trajectory tracking, path matching verification, and traffic statistics updates, responding in real time to the dynamic changes of the aircraft.

[0077] The following example will provide a more detailed explanation of the above technical solution: In an airspace management system, to monitor and statistically analyze aircraft traffic flow along a specific route in real time, the system first configures the route. User A creates a preset flight path named "Optimized Route A" through the system's user interface. This path consists of a series of ordered waypoints, such as waypoints WP1, WP2, and WP3. User A also defines vertical space constraints for each waypoint; for example, WP1 requires aircraft to pass at an altitude between 8,000 and 9,000 meters, WP2 requires between 9,000 and 10,000 meters, and WP3 requires between 10,000 and 11,000 meters. This configuration data is persistently saved to a configuration file for later system use. This approach overcomes the limitation of traditional air traffic control automation systems that only support fixed routes, allowing users to customize and manage temporary or optimized routes.

[0078] The system receives and parses aircraft dynamic track data from radar stations in real time. This data is transmitted via UDP multicast in ASTERIXCAT062 format. Based on the FSPEC data index and UAP table, the system parses each aircraft's real-time position (latitude and longitude), altitude information, time information, and identification (such as flight number and secondary code). For example, the system receives real-time track data for aircraft with flight number "CA123," which includes its current latitude and longitude, altitude of 9500 meters, and timestamp. This real-time data acquisition and parsing capability solves the problem of insufficient real-time performance in traditional flight plan-based statistical methods, reflecting the actual dynamics of aircraft.

[0079] Within a pre-defined monitoring area, the system continuously tracks the dynamic trajectory of aircraft based on real-time position and altitude information. Before tracking, the system sets different start and end conditions for recording based on the aircraft type. For example, for an overflying flight, recording begins when it enters the pre-defined monitoring area; for an outbound flight, recording begins when its radar track appears and its flight altitude exceeds a set value (e.g., 3000 meters); for an inbound flight, recording begins when it enters the pre-defined monitoring area. When the system detects that flight "CA123" passes a waypoint in "Optimized Route A," it records the aircraft's identification, transit time, and corresponding instantaneous altitude information. Specifically, the system calculates the distance between the real-time position of flight "CA123" and waypoint WP1. When this distance is less than a pre-defined distance threshold (e.g., 1 nautical mile), the system determines that flight "CA123" has passed WP1 and records its instantaneous altitude at WP1 (e.g., 8550 meters) and transit time. Subsequently, the system detected and recorded information about flight "CA123" passing through WP2 (instantaneous altitude 9600 meters) and WP3 (instantaneous altitude 10500 meters) in the same way.

[0080] When the preset trajectory evaluation conditions are met, the system begins to evaluate the flight trajectory of flight "CA123". First, the system determines whether the sequence of waypoints traversed by flight "CA123" (e.g., WP1, WP2, WP3) is complete and sequentially contains the ordered sequence of waypoints for "Optimized Route A". Second, the system determines whether the instantaneous altitude information recorded by flight "CA123" at each waypoint in the matched sequence meets the preset vertical space constraints. For example, the system checks whether the instantaneous altitude of flight "CA123" at WP1 (8550 meters) is between 8000 and 9000 meters, at WP2 (9600 meters) is between 9000 and 10000 meters, and at WP3 (10500 meters) is between 10000 and 11000 meters.

[0081] If both of the above conditions are met—that is, flight "CA123" passes through all waypoints of "Optimized Route A" completely and sequentially, and the altitude at each waypoint meets the vertical space constraints—then the system confirms that flight "CA123" has successfully flown according to the requirements of "Optimized Route A." At this point, the system updates the traffic statistics associated with "Optimized Route A," adding one flight. This automated statistical method significantly improves statistical efficiency and accuracy, avoiding the inefficiency and error-proneness of traditional manual statistics.

[0082] Finally, based on the updated traffic statistics, the system generates and outputs a traffic statistics report for "Optimized Route A". This report includes multi-dimensional data, such as traffic statistics divided by preset time periods (e.g., hourly periods) and by aircraft entity (mapped to the corresponding airline based on the three-letter code of the flight number), and statistics on the number of flights by each airline along each preset flight path. For example, the report might show that "Optimized Route A" has 15 flights between 08:00 and 09:00, of which 5 are from Airline X. The report also includes a text file recording detailed information about the aircraft along each preset flight path, and a table file recording the traffic statistics for each time period and the total traffic statistics for each preset flight path. Using a timer, the system can automatically generate these reports at a specified time (e.g., early morning each day) and reset the traffic statistics at a specified time each day, while storing the previous day's traffic statistics as historical data in a separate historical statistics file. This multi-dimensional, automated report generation function solves the problem of traditional single-dimensional statistics and meets the needs of higher management for multi-dimensional data.

[0083] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0084] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0085] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A method for calculating airway traffic flow based on real-time flight paths, characterized in that, include: Configure at least one preset navigation path, which includes an ordered sequence of waypoints and vertical space constraints. Real-time acquisition and parsing of aircraft dynamic trajectory data to obtain the aircraft's real-time location, altitude information, and identification; Within the preset monitoring area, based on the real-time location and altitude information, the dynamic trajectory of the aircraft is tracked. When the aircraft is detected to have passed through a path point in the ordered path point sequence, the aircraft's identification, passage time, and corresponding instantaneous altitude information are recorded. When the preset trajectory evaluation conditions are met, it is determined whether the sequence of path points passed by the recorded aircraft matches the ordered sequence of path points, and whether the instantaneous altitude information recorded by the aircraft when passing through each path point in the matched sequence of path points meets the vertical space constraint conditions. If both of the above conditions are met, then update the traffic statistics associated with the preset navigation path; Based on the traffic statistics, a traffic statistics report on the preset navigation path is generated and output.

2. The route traffic statistics method based on real-time flight paths according to claim 1, characterized in that, The configuration of at least one preset navigation path includes: providing a user interface to support the creation, modification, deletion and query operations of the preset navigation path, and persistently saving the configuration data to a configuration file.

3. The route traffic statistics method based on real-time flight paths according to claim 1, characterized in that, The dynamic track data is comprehensive track data in ASTERIX CAT062 format, which is received in real time via UDP protocol in multicast mode. The flight number, secondary code, latitude and longitude position, altitude information and time information of the aircraft are obtained by parsing item by item according to FSPEC data index and UAP table.

4. The route traffic statistics method based on real-time flight paths according to claim 1, characterized in that, Before tracking the dynamic trajectory of the aircraft within the preset monitoring area based on the real-time location and altitude information, different recording start and end conditions are set according to the type of the aircraft: For overflight flights, recording begins when the aircraft enters the preset monitoring area and ends when it exits the preset monitoring area. For departing flights, recording begins when the aircraft's radar track appears and its flight altitude exceeds a set value, and ends when it leaves the preset monitoring area. For inbound flights, recording begins when the aircraft enters the preset monitoring area and ends when the flight altitude drops below the set value.

5. The route traffic statistics method based on real-time flight paths according to claim 1, characterized in that, The detection of the aircraft passing through the ordered path point sequence specifically involves: calculating the distance between the real-time position of the aircraft and the path point; when the distance is less than a preset distance threshold, it is determined that the aircraft has passed through the path point. The step of determining whether the sequence of path points traversed by the aircraft matches the ordered sequence of path points specifically involves determining whether the sequence of path points traversed by the aircraft is complete and contains all path points in the ordered sequence in sequence.

6. The route traffic statistics method based on real-time flight paths according to claim 1, characterized in that, The vertical space constraint includes an upper limit and a lower limit for altitude; determining whether the instantaneous altitude recorded by the aircraft satisfies the vertical space constraint specifically involves determining whether the instantaneous altitude of the aircraft at each waypoint is between the upper limit and the lower limit for altitude.

7. The route traffic statistics method based on real-time flight paths according to claim 1, characterized in that, The process of generating and outputting a traffic statistics report on the preset navigation path includes: automatically generating the traffic statistics report at a specified time using a timer, and resetting the traffic statistics value at a specified time each day; the timer generates statistical information every half hour; after resetting the traffic statistics value, the traffic statistics value of the previous day is stored as historical data in a separate historical statistics file.

8. The route traffic statistics method based on real-time flight paths according to claim 2, characterized in that, The traffic statistics report includes traffic statistics divided by preset time periods and traffic statistics divided by the entity to which the aircraft belongs. The traffic statistics divided by preset time periods are counted separately for each hour, and the traffic statistics divided by the entity to which the aircraft belongs are mapped to the corresponding airlines according to the three-letter code of the flight number, and the number of flights of each airline passing through each preset flight path is counted. The traffic statistics report includes a text file recording detailed information of the aircraft passing through each preset flight path, and a table file recording the traffic statistics for each time period and the total traffic statistics for each preset flight path.

9. A route traffic statistics system based on real-time flight paths, characterized in that, It includes a processor and a memory, the memory storing a computer program, and the processor executing the computer program to implement the route traffic statistics method based on real-time flight paths as described in any one of claims 1-8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the route traffic statistics method based on real-time flight paths as described in any one of claims 1 to 8.

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