CN111611300A - Flight air hover state judgment method - Google Patents
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Abstract
The invention discloses a method for judging the air hovering state of a flight, which comprises the following steps of: acquiring all ADS-B data in a specified time period; calculating the maximum circle number of the flight in the current designated time period; calculating the maximum circle number of the flights circling from the takeoff; when the airplane lands, the full-flight circle state and the maximum circle number are obtained. The method can identify whether the airplane has the hovering phenomenon in the flying process, accurately calculates the number of hovering turns of the flight around a certain point, and does not depend on the identification of the specific track shape of the flight, thereby being beneficial to overcoming the defects of the original method and improving the identification rate.
Description
Technical Field
The invention relates to a method for judging the air hovering state of a flight, belonging to the technical field of civil aviation information.
Background
Along with the development of economy, the role of the civil aviation industry in national economy of China is becoming more important, the information and services provided by the civil aviation industry for passengers are continuously improved, and the passengers can travel more conveniently and quickly. Through the deep mining and the use of ADS-B (broadcast automatic dependent surveillance) data, the method helps to accurately and timely provide the passengers with information related to the airplane state, such as the position, the altitude, the speed, whether the airplane is hovering or not and whether the airplane is in taxi takeoff cruise or descending, and the like, so that the perception of the passengers on service details is improved.
Hover is a phenomenon that often occurs during the flight of an aircraft. If the track curve of the airplane is observed by naked eyes, whether the airplane has a spiral phenomenon or not can be easily distinguished, but if the airplane needs to be accurately and timely identified through an algorithm and data, certain challenges are provided. Generally, the difficulty is mainly reflected in the following aspects: the time and place of the hover is not fixed; the spiral forms are different and are difficult to exhaust; the number of turns and the size of the turns are different, and the spiral can be divided into forward and reverse. The existing spiral recognition method generally recognizes the curve shape of the track of the flight first, and then judges whether the spiral phenomenon exists or not according to the shape of the track. The method assumes that the spiral is matched with a certain track shape, but the identification and judgment of the flight track shape are difficult, generally only a small amount of regular shape identification can be realized, the irregular shape is difficult to identify, the track shapes corresponding to the spiral are multiple, the exhaustion is difficult, and other factors cause the existing identification method to have lower identification rate on the spiral phenomenon, and meanwhile, the existing method cannot distinguish the forward spiral from the reverse spiral and realize the identification of the spiral turn number.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a method for judging the hovering state of a flight in the air, which can identify whether the airplane has the hovering phenomenon in the flying process and accurately calculate the number of hovering turns of the flight around a certain point.
In order to achieve the above object, the present invention provides a method for determining a flight hovering state, comprising:
s1, acquiring all ADS-B data in a specified time period from take-off to landing of the flight;
step S2, calculating the maximum circle number of the flight in the appointed time period;
step S3, calculating the maximum circle number of the flight from take-off to the current time;
and step S4, obtaining the full-flight circle state and the maximum circle number when the airplane lands.
Preferably, the step S2 is to calculate the maximum number of circling turns of the airplane in the selected time period as follows:
step S21, determining candidate center point z0；
Step S22, calculating candidate center point z0And the integral absolute value of a complex function between the flight track point z:
step S23, calculating all candidate center points z0Taking an integral part of the maximum integral absolute value of the corresponding curve to obtain the maximum circling turn number of the airplane in the time period;
and step S24, judging the spiral state in the period according to the maximum spiral turn number.
Preferably, the candidate center point z0And the position information of the navigation track point z is longitude and latitude which are expressed by complex numbers, wherein the longitude is a complex real part, and the latitude is a complex imaginary part.
Preferably, the step S21 is executed along the flight path of the airplane during the time periodLine search is carried out, a point at the upper left corner of a navigation track point z is selected at intervals of a fixed distance and is used as a candidate center point z0。
Preferably, the point at the upper left corner of the selected track curve position point is the longitude minus the offset value of the current track curve position point, and the latitude of the track curve position point is added with the offset value.
Preferably, in step S24, if the maximum number of spiral turns in the time interval is less than 1, no spiral occurs in the time interval; if the maximum number of hover turns for the period is greater than zero, then hover occurs for the period, and the maximum number of hover turns for the period is compared to the maximum number of hover turns for the aircraft from takeoff.
Preferably, the working process of step S3 is:
step S31, traversing all candidate center points, if the number of the candidate center points with the integral absolute value more than or equal to 1 is 0, the circling phenomenon does not occur;
step S32, if the number of the candidate center points with the integral absolute value more than or equal to 1 is not 0, judging whether multiple circling occurs or not by adopting a clustering algorithm for all the candidate center points;
step S33, calculating the number of times of flight circling and calculating the circling number of each circling;
and step S34, adding the number of each spiral turn to obtain the total number of spiral turns of the flight from the takeoff.
Preferably, in step S4, when the aircraft lands, if the total number of circling turns of the flight from the takeoff is equal to 0, no circling occurs in the full flight; if the total number of spiral turns of the flight from the takeoff is more than 0, the flight is in spiral in the voyage, and the maximum number of spiral turns is output.
In another aspect, the present invention provides an electronic device comprising a central processing unit and a memory storing computer-executable instructions, wherein the computer-executable instructions, when executed, cause the processor to perform the above method.
In a further aspect, the present invention provides a non-volatile storage medium having a computer program stored therein, the computer program being operative to perform the above method.
Compared with the prior art, the invention has the following technical effects:
the method can identify whether the airplane has the hovering phenomenon in the flying process, accurately calculates the number of hovering turns of the flight around a certain point, and does not depend on the identification of the specific track shape of the flight, thereby being beneficial to overcoming the defects of the original method and improving the identification rate.
Drawings
The invention is illustrated and described only by way of example and not by way of limitation in the scope of the invention as set forth in the following drawings, in which:
FIG. 1 is a flow chart of a method for determining flight hovering status according to an embodiment of the present invention;
FIG. 2 illustrates a flow diagram for calculating a maximum lap number for a flight over a period of time, according to one embodiment of the invention;
FIG. 3 is a schematic diagram illustrating a method of determining candidate centroids according to one embodiment of the invention;
FIG. 4 illustrates a flow diagram for calculating a maximum number of lap turns for a flight from takeoff according to one embodiment of the invention;
fig. 5-7 show graphs of flight trajectories identified and plotted for practicing the method of the present invention.
Detailed Description
In order to make the objects, technical solutions, design methods, and advantages of the present invention more apparent, the present invention will be further described in detail by specific embodiments with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. The invention is further described with reference to the following figures and detailed description.
Examples
ADS-B (Automatic Dependent Surveillance-Broadcast): the broadcast type automatic relevant monitoring means that the position, the altitude, the speed, the course, the identification number and other information of the airplane can be automatically obtained from relevant airborne equipment without manual operation or inquiry, and the position, the altitude, the speed, the course, the identification number and the like of the airplane can be automatically broadcast to other airplanes or ground stations, so that controllers can monitor the state of the airplane.
As shown in fig. 1, the general idea of the method of the present invention is: receiving message data of a take-off event and a landing event in real time, and acquiring all ADS-B data of the flight in a time period from take-off to a current time point at any time point from the start of the flight to the landing of the aircraft after the flight; judging whether the airplane has a circling phenomenon in the past time period in real time according to the ADS-B data, and calculating the number of circling circles; when the airplane lands, the full-flight circle state and the circle number can be obtained by using the full ADS-B data of the flight.
As shown in FIG. 2, the steps of calculating the maximum number of turns of the flight in the selected period by using ADS-B data according to the present invention are as follows:
step 21, determining candidate center points. And searching the aircraft along the longitude and latitude trajectory curve in the period, taking a point at the upper left corner of the point on the current curve at regular intervals, namely subtracting a small offset value from the longitude of the point on the current curve, and adding a small offset value to the latitude to serve as a candidate point of a central point, finally determining one or more candidate central points possibly in the closed spiral trajectory curve, and expressing the longitude and latitude coordinates of the points by complex numbers, wherein the longitude is a real part, and the latitude is an imaginary part. All longitude and latitude trajectory curve points passed by the airplane in the period are also converted into complex number representations, wherein longitude is a real part, and latitude is an imaginary part.
Fig. 3 is a schematic diagram of a method for determining candidate centroids. And the solid line represents a longitude and latitude trajectory curve which is passed by the airplane in a period, a point is taken from the upper left corner of the point on the current curve at regular intervals along the curve during searching, the longitude of the point on the current curve minus a small offset value and the latitude plus a small offset value are taken as candidate points of the central point, and finally a plurality of candidate central points which are possibly in the closed spiral trajectory curve are determined. This method ensures that the center point inside the coil, a, b, c, d in the figure, is taken as long as the fixed spacing and offset values are taken reasonably.
Step 22, taking each candidate center point as z in turn0All points on the trajectory curve c are z, and according to the integral value, the calculated product needs to be matched in order not to distinguish between forward and reverse spiralThe absolute value of the score is taken. Thus, each candidate centroid corresponds to an integrated absolute value:
calculating the integral starting from the original definition of the integral, and assuming that a longitude and latitude track curve of a certain flight in a certain period is composed of n longitude and latitude points z1，z2，z3，...，znComposition z0Is a candidate center point on a non-curve. Then, starting from the definition, the integral is solved, every two adjacent points of the trajectory curve are connected into a straight line, and then the straight line is divided into k points c1，c2，c3，...，ckAnd the sum of the distances between two adjacent tangent points is calculated, so that the integral formula becomes:
step S23, calculating all candidate center points z0Taking an integral part of the maximum integral absolute value of the corresponding curve to obtain the maximum circling turn number of the airplane in the time period;
and step S24, the maximum value of the integral absolute values corresponding to all the candidate center points is obtained, and the maximum spiral turn number of the airplane in the period is obtained after the maximum value is rounded. If the maximum circle number of the circle in the time interval is less than 1, the circle does not occur in the time interval; if the maximum number of hover turns for the period is greater than zero, then hover occurs for the period, and the maximum number of hover turns for the period is compared to the maximum number of hover turns for the aircraft from takeoff.
When the maximum number of circling circles in the selected time period is continuously obtained, the maximum number of circling circles of the flight from the takeoff can be calculated, and the working process is as shown in fig. 4:
step S31, traversing all candidate center points, if the number of the candidate center points with the integral absolute value more than or equal to 1 is 0, the circling phenomenon does not occur;
and step S32, if the number of the candidate center points with the integral absolute value more than or equal to 1 is not 0, clustering the candidate center points with the integral absolute value more than or equal to 1 by adopting a clustering algorithm, and judging whether multiple times of circling occur or not. The specific way of clustering the candidate center points is as follows: firstly, screening out candidate central points with integral values larger than 1 in absolute value; then, clustering the latitude and longitude Euclidean distances according to the latitude and longitude between the latitude and longitude Euclidean distances; thirdly, finding out the candidate central point with the largest integrated value which is not classified yet, and calculating the latitude and longitude Euclidean distance from the point to other candidate central points with the integrated value larger than 1; and finally, judging whether the distance between the two central points is smaller than a preset threshold value, if so, classifying the two central points into the same class, otherwise, classifying the two central points into different classes. And continuing to classify the points which are not classified into the same class according to the flow until all the candidate central points with the absolute value of the integral value larger than 1 are classified.
Step S33, calculating the number of times of flight circling and calculating the circling number of each circling;
and step S34, adding the number of each spiral turn to obtain the total number of spiral turns of the flight from the takeoff.
When the airplane lands, if the total number of circling circles of the flight from the takeoff is equal to 0, circling does not occur in the full flight; if the total number of spiral turns of the flight from the takeoff is more than 0, the flight is in spiral in the voyage, and the maximum number of spiral turns is output.
After verification, the ADS-B data can be effectively utilized to identify various forms of spiral phenomena occurring at different time and places by the method. Fig. 5-6 show graphs of 4 flight trajectories with hover. Wherein, two flights in fig. 5 are circling in the middle of the journey, and the shape of the circling ring is approximate to a circle; the circling of two flights in fig. 6 occurs near the airport and one circling is irregular in shape and the other is approximately elliptical. In addition, as shown in fig. 7, the method can effectively identify and distinguish multiple spiral situations, and can respectively calculate the number of spiral turns of each spiral, and the total number of spiral turns can be obtained by summing the spiral turns.
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or improvements made to the technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.
Claims (10)
1. A method for judging the flight hovering state is characterized by comprising the following steps:
s1, acquiring all ADS-B data in a specified time period from take-off to landing of the flight;
step S2, calculating the maximum circle number of the flight in the appointed time period;
step S3, calculating the maximum circle number of the flight from take-off to the current time;
and step S4, obtaining the full-flight circle state and the maximum circle number when the airplane lands.
2. The method for determining flight hovering status according to claim 1, wherein the step S2 is implemented by calculating the maximum hovering number of the airplane in the selected period as follows:
step S21, determining candidate center point z0；
Step S22, calculating candidate center point z0And the integral absolute value of a complex function between the flight track point z:
step S23, calculating all candidate center points z0Taking an integral part of the maximum integral absolute value of the corresponding curve to obtain the maximum circling turn number of the airplane in the time period;
and step S24, judging the spiral state in the period according to the maximum spiral turn number.
3. The method as claimed in claim 2, wherein the candidate center point z is determined by the flight hovering state0And the position information of the navigation track point z is longitude and latitude which are expressed by complex numbers, wherein the longitude is a complex real part, and the latitude is a complex imaginary part.
4. The impedance matching method for the satellite communication terminal antenna according to claim 2, wherein the step S21 is to search along a flight trajectory curve of the airplane in the time period, and select a point at the top left corner of a flight trajectory point z at a fixed distance as a candidate center point z0。
5. The impedance matching method for a satellite communication terminal antenna according to claim 4, wherein the point at the upper left corner of the selected trajectory curve location point is longitude minus offset of the current trajectory curve location point, and latitude of the trajectory curve location point is added with offset.
6. The method for determining flight hovering status according to claim 2, wherein in step S24, if the maximum hovering number of turns in the time interval is less than 1, no hovering occurs in the time interval; if the maximum number of hover turns for the period is greater than zero, then hover occurs for the period, and the maximum number of hover turns for the period is compared to the maximum number of hover turns for the aircraft from takeoff.
7. The method for determining flight hovering status according to claim 1, wherein the step S3 is performed by:
step S31, traversing all candidate center points, if the number of the candidate center points with the integral absolute value more than or equal to 1 is 0, the circling phenomenon does not occur;
step S32, if the number of the candidate center points with the integral absolute value more than or equal to 1 is not 0, judging whether multiple circling occurs or not by adopting a clustering algorithm for all the candidate center points;
step S33, calculating the number of times of flight circling and calculating the circling number of each circling;
and step S34, adding the number of each spiral turn to obtain the total number of spiral turns of the flight from the takeoff.
8. The method for determining the hovering state of a flight according to claim 1, wherein in step S4, when the flight is landing, if the total number of hovering turns of the flight from the takeoff is equal to 0, no hovering occurs in the full flight; if the total number of spiral turns of the flight from the takeoff is more than 0, the flight is in spiral in the voyage, and the maximum number of spiral turns is output.
9. An electronic device comprising a central processor and a memory storing computer-executable instructions, wherein the computer-executable instructions, when executed, cause the processor to perform the method of any one of claims 1-8.
10. A non-volatile storage medium, in which a computer program is stored which, when executed, implements the method of one of claims 1 to 8.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115223398A (en) * | 2022-07-14 | 2022-10-21 | 集美大学 | Nuclear adaptive fractional order complex value neural network AIS interpolation method considering channel constraint |
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| EP2685440A1 (en) * | 2012-07-09 | 2014-01-15 | The Boeing Company | Using aircraft trajectory data to infer aircraft intent |
| CN108648511A (en) * | 2018-06-29 | 2018-10-12 | 飞友科技有限公司 | A method of judging that Aircraft Air spirals based on ADS-B data |
| CN110751859A (en) * | 2019-10-17 | 2020-02-04 | 深圳市瑞达飞行科技有限公司 | Data processing method and device, computer system and readable storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2685440A1 (en) * | 2012-07-09 | 2014-01-15 | The Boeing Company | Using aircraft trajectory data to infer aircraft intent |
| CN108648511A (en) * | 2018-06-29 | 2018-10-12 | 飞友科技有限公司 | A method of judging that Aircraft Air spirals based on ADS-B data |
| CN110751859A (en) * | 2019-10-17 | 2020-02-04 | 深圳市瑞达飞行科技有限公司 | Data processing method and device, computer system and readable storage medium |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115223398A (en) * | 2022-07-14 | 2022-10-21 | 集美大学 | Nuclear adaptive fractional order complex value neural network AIS interpolation method considering channel constraint |
| CN115223398B (en) * | 2022-07-14 | 2023-09-19 | 集美大学 | Nuclear self-adaptive fractional order complex value neural network AIS interpolation method considering channel constraint |
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