Arrival sequencing method and electronic terminal based on multi-metering point constraints

Abstract

The present invention discloses an arrival sorting method and electronic terminal based on multi-metering point constraints, including: screening the arrival and landing flights in the terminal area, determining whether the arrival and landing flights participate in the sorting; pre-processing the arrival and landing flights participating in the sorting, establishing a sorting queue, and allocating runways and arrival routes to the flights; obtaining the metering point sequence to be calculated for the flight, dividing the delay allocation route segments; considering the operational constraints, taking the minimum delay of a single flight as the goal, sorting the arrival flights and performing delay calculation and delay allocation, obtaining the recommended transit time and recommended landing time of the metering point of each arrival flight, as well as the delay time and delay absorption strategy of the flight in each route segment; updating the recommended transit time of the arrival and landing flights at all waypoints on the route. The method of the present invention realizes the sorting of the arrival and landing flights at the metering points and runway ends, provides accurate and feasible auxiliary decision-making suggestions for the approach, and increases the stability of the arrival sorting queue.

Description

Technical Field

[0001] The present invention belongs to the technical field of air traffic management and approach management, and in particular relates to an approach sorting method based on multi-metering point constraints and an electronic terminal. Background Art

[0002] With the rapid development of my country's civil aviation industry, air traffic volume is increasing. The terminal airspace environment is complex, and air traffic control is significantly affected by weather and military activities, resulting in a particularly pronounced imbalance in capacity and flow. The Arrival Manager (AMAN) is an auxiliary decision-making system that manages arriving and landing flights and provides optimal approach and landing queue decisions. This system can reduce the burden on busy terminal / approach control, improve arrival efficiency, and reduce aircraft fuel consumption.

[0003] Current arrival sequencing technologies and application systems primarily focus on managing the sequencing of arriving and landing flights within runway constraints and individual metering points, with a particular emphasis on flight landing times, reducing flight delays, and improving arrival efficiency. However, little research has been conducted on the sequencing of arrival route waypoints with control constraints and conflicting waypoints.

[0004] Chinese invention patent application number CN202011447133.5, titled "A Method for Arrival Multi-Constraint Ranking Based on Multi-Objective Dynamic Runway Allocation," proposes a runway allocation strategy for different control scenarios. Based on a specific measurement point, it recommends a transit time and allocates delays to flights in the APP and ACC zones, respectively, based on the delay absorption capacity of the APP zone and the delay allocation strategy. This method does not consider the sorting calculation under the constraints of multiple measurement points.

[0005] Chinese invention patent application number CN200910076685.7, titled "Terminal Area Flight Conflict Resolution Method and System," states that conflict resolution calculations are performed only when the next critical point of a flight is determined to be a conflict convergence point based on flight location information. This method not only fails to resolve conflicts for all incoming flights based on multiple convergence points, but also is unsuitable for the "advance calculation" requirements of an arrival management decision support system for incoming flights.

[0006] Currently, the management of terminal arrival flight traffic and sequencing decisions are significantly impacted by airspace restrictions. my country's airspace situation is complex, with limited airspace available for civil aviation. The unique airspace configuration further complicates control and command. Within the terminal / approach area, due to restrictions on low- and medium-altitude airspace, flights with intersecting routes cannot pass through this waypoint using altitude-adjusted conflict resolution. Furthermore, minimum control safety intervals must be met at waypoints such as route combination sector transfer points to comply with control operating rules and safety regulations. Restrictions such as weather and military activities can render some segments of the arrival route unavailable, further increasing the need for unavailable time slot constraints at route metering points. Therefore, during the arrival sequencing process, for waypoints with route intersections or transit time slot restrictions, sequencing calculations must be performed for passing flights.

[0007] Existing technologies only consider the time slot and spacing constraints of a single metering point and landing runway to orderly sequence incoming and landing flights, but fail to consider the sequencing of flights under the constraints of multiple metering points. Therefore, in situations such as high arrival traffic, inclement weather, and military activities, existing arrival sequencing methods are prone to waypoint conflicts and the inability to achieve landing time slot recommendations when sequencing incoming and landing flights in the terminal area.

[0008] In addition, the existing sorting calculation method separates the sorting process from the delay allocation process. As a result, when delays in some route segments cannot be absorbed, the excess delays need to be allocated to other route segments, which in turn causes the passing time of other metering points to conflict or fail to meet the constraints. The recommended passing time (CTO) of other metering points and the delay values ​​and control recommendations of other route segments need to be recalculated, which increases the calculation cycle and implementation difficulty of the sorting algorithm. Summary of the Invention

[0009] To address the shortcomings of the aforementioned prior art, the present invention aims to provide an arrival sorting method and electronic terminal based on multi-meter point constraints. This method addresses the existing problem in which flights in the terminal area / approach zone fail to maintain safe spacing between multiple meter points within the terminal area, resulting in the inability to implement route control recommendations or causing a sudden change in the arrival flight sorting results, increasing control and command pressure. The method of the present invention enables the sorting of incoming and landing flights at meter points and runway ends, providing accurate and feasible auxiliary decision-making recommendations for approaches and increasing the stability of the arrival sorting queue.

[0010] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0011] The present invention provides a port entry sorting method based on multi-metering point constraints, comprising the following steps:

[0012] 1) Screen the arriving and landing flights in the terminal area and determine whether the arriving and landing flights are included in the sorting;

[0013] 2) Pre-process the incoming and outgoing flights to establish a sorting queue and assign runways and approach routes to the flights;

[0014] 3) Obtain the sequence of measurement points to be calculated for the flight and divide the delay allocation route segments;

[0015] 4) Considering operational constraints and taking the minimum delay of a single flight as the goal, the incoming flights are ranked and delayed. The recommended transit time (TTO) and recommended landing time (TLDT) of each incoming flight's metering point are obtained, as well as the flight's delay time and delay absorption strategy for each route segment.

[0016] 5) Update the recommended transit time for all waypoints on the route for arriving and landing flights.

[0017] Furthermore, the step 1) specifically includes:

[0018] 11) Screening of flights arriving and landing at the terminal area; the arrival management auxiliary decision-making system screens flight plans for arriving and landing at the terminal area based on the landing airport;

[0019] 12) Generate a four-dimensional flight trajectory prediction for the flight by combining historical flight plan statistics and radar track update data: Establish a route experience data information table based on historical flight data and aircraft performance, including aircraft model, flight number, departure airport, landing airport, reporting point name, actual distance at the reporting point, altitude at the reporting point, cruising altitude, and control sector to which it belongs. Use k-means (hard clustering algorithm) to obtain the empirical distance and empirical altitude layer altitude of each reporting point under the same departure and landing airport, same aircraft model, and same route conditions. Extract route experience data that matches the flight performance and route information of the flight in the prediction model and calculate and generate a static 4D trajectory prediction for the flight. Dynamically modify the 4D trajectory prediction results by combining real-time radar track data and GRIB format high-altitude wind information. The prediction results include the estimated time of each waypoint in the route, estimated altitude, estimated speed, and control sector information. The last waypoint in the route is an airport or runway, and the estimated time of the airport or runway is the estimated time of landing (ETA) of the flight.

[0020] 13) Determine whether a flight participates in the sorting calculation based on the sorting conditions: Determine whether a flight participates in the sorting based on the flight's estimated time of arrival (ETA), actual take-off time (ATD), actual landing time (ATA), radar-related identification, and estimated time of entry into the terminal area; if a flight taking off from a nearby airport actually takes off and its estimated landing time is within the current variable system parameter time VSP range (offline configuration), then the sorting conditions are met; if a flight taking off from other airports actually takes off or is already related to the radar, and its estimated landing time is within the current variable system parameter time VSP1 range (offline configuration) or its estimated time of entry into the terminal area is within the current variable system parameter time VSP2 range (offline configuration), then the sorting conditions are met; among them, VSP1 is 2 hours, and VSP2 is determined according to the regional airspace conditions and is within the range of 30-60 minutes.

[0021] Furthermore, the step 2) specifically includes:

[0022] 21) Determine flight priority attributes: For arriving and landing flights, special secondary code flights are given the highest priority 1; special aircraft are given the second highest priority 2; VIP flights are given the second highest priority 3; flights that have been manually intervened are given the second highest priority 4; flights that have been manually upgraded are only higher than ordinary flights and are given the second highest priority 5; ordinary flights are given the second lowest priority 6;

[0023] 22) Establish a flight schedule queue: select the estimated time of arrival (ETA) as the sorting reference time, and prioritize flights with higher priority; for flights of equal priority, flights with earlier sorting reference time will be prioritized;

[0024] 23) Assign runways and approach procedures to landing flights at terminal area controlled airports: Assign landing runways based on the runway operation mode and runway strategy of the landing airport, and then assign default approach procedures based on the landing runway and approach handover point assignment rules;

[0025] 24) Calculate the flight's reference time at the runway end based on the flight's assigned runway and approach procedure. If the runway and approach route information included in the flight plan is consistent with the assigned runway and approach route, the estimated landing time is used as the reference time at the runway end. Otherwise, the flight duration of the offline configured approach route is used to correct the flight's reference time at the runway end.

[0026] Furthermore, the step 3) specifically includes:

[0027] 31) Update the passing mark of each waypoint based on the route prediction information: if the estimated passing time is in the past, it means the flight has passed the corresponding waypoint; otherwise, if the estimated passing time is in the future, it means the flight has not passed the corresponding waypoint;

[0028] 32) Determine the set of restricted metering points included in the flight route based on the activation status of each metering point in the metering point sequence; wherein the metering point sequence includes: handover points for sector handover, route intersection points in the approach area, tower handover points, handover points with sector handover constraints, and waypoints affected by restricted areas; metering points that are in a closed state or have no interval / time slot constraints are not restricted metering points for the flight;

[0029] 33) According to the passing point marks of each waypoint, the restricted metering point sequence that the flight has not passed is screened, and the restricted metering point sequence that has not been passed is the metering point sequence to be calculated;

[0030] 34) Based on the current flight position, the remaining route is divided into segments; with the current flight position as the starting point, the segment from the current flight position to the first unvisited restricted metering point in the route constitutes the first route segment; the current flight position is the entry point of the route segment, and the first unvisited restricted metering point is the exit point of the route segment; thereafter, a route segment is formed between every two unvisited restricted metering points, wherein the restricted metering point expected to be passed first is the entry point of the route segment, the restricted metering point expected to be passed later is the exit point of the route segment, and the runway end is the exit point of the last route segment.

[0031] Furthermore, the step 4) specifically includes:

[0032] 41) During the sorting calculation process, the constraints at the runway end are calculated first, and then the recommended time for each metering point of the flight is calculated in reverse order according to the order in which the flight's metering points queue passes through in the planned route, and the constraints of each metering point to be calculated in the route are traversed in sequence.

[0033] Based on the calculation reference time at the runway end, the flight's recommended landing time and total delay time on the runway are calculated, ensuring that the difference between the flight's recommended landing time and the calculated recommended landing time of the flights in the queue, |△t|, meets the runway end interval constraint and that the flight's recommended landing time is within the unavailable period constraint range;

[0034] Separation constraints considered at the runway ends include:

[0035] Wake turbulence safety interval: All landing flights are required to maintain radar wake turbulence safety interval;

[0036] The intervals between special flights shall comply with the special regulations on the intervals between special flights;

[0037] Runway separation refers to the minimum separation between two consecutive landing flights on the same runway. In the case of multi-runway dependent operations, landing flights must not only maintain independent runway separation with the preceding and following flights on the same runway, but also maintain slant separation with flights landing on the related runway, i.e., runway dependent separation.

[0038] The unavailability period constraints considered at the runway end include:

[0039] Runway closure, that is, setting the runway closure time period caused by runway inspection;

[0040] Runway reserved time slots define the time period during which the runway cannot be used for landing;

[0041] The flight uses the calculated reference time as its initial TLDT. If the difference between the flight's TLDT and the calculated TLDTs of the flights in the queue (|△t|) does not satisfy the runway end spacing constraint, the flight's TLDT is delayed until it meets the spacing constraint. If the flight's TLDT falls within the runway end's unavailable period, the flight's TLDT is delayed until the end of the unavailable period.

[0042] 42) Starting from the runway end, calculate the recommended transit time for the restricted metering points in the route in reverse order; calculate the recommended transit time for the last restricted metering point first:

[0043] The estimated transit time of a metering point is selected as the calculation reference time, and the recommended transit time and delay time of the flight plan at that metering point are calculated taking into account the constraints of the metering point. The constraints of the metering point include: metering point interval, which is the minimum interval that two consecutive flights must maintain when passing through a metering point; reserved time slots at the metering point, which prohibit incoming flights from flying over the metering point within the time slot range; wake turbulence safety interval, which is the minimum safety interval that all flights in the air must maintain.

[0044] The initial recommended time to time (TTO) for a metering point is calculated as follows:

[0045] Recommended time to exit (TTO) = expected time to exit (ETO) + 0;

[0046] If the difference between the flight's recommended time to exit (TTO) at that metering point and the calculated recommended time to exit (TTO) of the flights in the queue, |△t|, meets all the constraints for that metering point, the flight is directly inserted into the result queue. Under the constraints, the recommended time to exit (TTO) = the estimated time to exit (ETO). The calculation for that metering point ends and the calculation for the constraints of the next restricted metering point begins.

[0047] If the interval between the proposed transit time of a flight and the proposed transit time of already calculated flights in the queue does not meet the interval constraint, or does not meet the reserved time slot constraint of the metering point, the proposed transit time of the metering point will be delayed so that it meets the interval constraint with the proposed transit time of other calculated flights and is outside the reserved time slot range of the metering point;

[0048] 43) The flight path of the incoming flight is divided into different segments; the runway end is the departure point of the last segment, and the last metering point in the route is the arrival point of the last segment, which is also the departure point of the previous segment. After the recommended transit time of the departure point and arrival point of the current segment is calculated, the delay absorption recommendation calculation is performed on the segment. If the delay time of the metering point is greater than the delay time of the segment's departure point, the recommended transit time of the segment's departure point is delayed until it equals the delay time of the metering point, and this is used as the initial delay, and the recommended transit time of the segment's departure point is recalculated.

[0049] The above process can ensure the basic flight time requirement on the flight route between the current measurement point and the previous measurement point under the premise of minimum delay, thereby increasing the reliability of the calculation results.

[0050] If the delay at the metering point is less than the delay at the flight-out point of the route segment, the delay that needs to be absorbed by the route segment is calculated as the difference between the delay at the metering point and the delay at the flight-out point of the route segment. The delay allocation result for the route segment is calculated based on the delay absorption capacity of the route segment and the available delay absorption strategies.

[0051] The delay time that needs to be absorbed by each route segment is obtained based on the recommended transit time and expected transit time of the entry and exit points: Route segment delay = (recommended transit time of the exit point - expected transit time of the exit point) - (recommended transit time of the entry point - expected transit time of the entry point);

[0052] 44) After completing the delay calculation for the current route segment, repeat steps 42) and 43) to calculate the recommended transit time of the entry point of the previous route segment, and complete the calculation of the delay time and the recommended control strategy.

[0053] Furthermore, in step 43), the delay absorption capacity of the route segment and the available delay absorption strategy are combined to calculate the delay allocation result of the route segment, which specifically includes:

[0054] 431) For small delays that do not exceed the speed control capacity of the current route segment, a deceleration time consumption TTL (Time To Loose) recommendation is given for that segment;

[0055] 432) For large delays that exceed the speed control absorption capacity of the current route segment, a rerouting suggestion is considered to change the flight's approach route in the approach area, and return to step 3) to recalculate the flight's restricted metering point set based on the new route;

[0056] 433) If there is no changeable route or the route segment delay cannot be absorbed after the route change, consider whether there is an available waiting area for the route segment and give a waiting suggestion; factors that need to be considered include: the available capacity of the waiting area and the opening status of the waiting area; for an open and available waiting area, the sum of the number of flights recommended to wait in the waiting area and the number of flights actually in the waiting state is less than the total capacity of the waiting area; if the conditions for entering the waiting area are not met or there is no available waiting area, the delay value that cannot be absorbed by the route segment is allocated to the previous route segment, that is, the recommended passing time of the entry point of the current route segment is delayed, and then the recommended passing time is recalculated in combination with the constraints of the entry point of the current route segment, and the delay absorption time and recommended control strategy of the current route segment are updated.

[0057] Furthermore, in step 4), when calculating the metering point constraint, a redundant interval parameter is set to increase the stability of flight sorting; when the difference between the interval value of a flight at the metering point and the constraint interval value is within the range of the interval parameter, it does not affect the sorting result of the flight, thereby improving the stability of the sorting queue and reducing the control workload.

[0058] Furthermore, the step 5) includes the following steps:

[0059] 51) Based on the route information and the trajectory prediction information of the waypoints, obtain the route segment information of each waypoint and the flight time between adjacent waypoints;

[0060] 52) Based on the delay of the route segment where the waypoint is located and the flight time between adjacent waypoints, the route segment delay is distributed to each waypoint according to the proportion of the flight time between adjacent waypoints in the route segment to the total flight time of the route segment, and the recommended transit time at each waypoint is calculated as:

[0061]

[0062] The present invention distributes the total delay time of a flight and provides recommended delay times and recommended accommodation strategies for each route segment divided by metering points. The recommended accommodation strategies include speed adjustment, rerouting, and waiting. After obtaining the recommended target time over (TTO) for each metering point, the delay time that needs to be absorbed by the route segment where the metering point is the entry point and the delay accommodation strategy are immediately calculated. If there are delays that cannot be absorbed, they can be immediately fed back to the exit point of the route segment to update the recommended delay time of the exit point, thereby reducing the cyclic calculation period. Based on the characteristic that landing flights cannot achieve accelerated catching-up at all stages of the terminal area route, the delay allocation process needs to consider the delay time of the entry point of each route segment. The delay time of the exit point must not be less than the delay time of the entry point, thereby optimizing the current calculation process and reducing cyclic calculations.

[0063] The present invention also provides an electronic terminal, comprising:

[0064] one or more processors;

[0065] a memory for storing one or more programs;

[0066] When the one or more programs are executed by the one or more processors, the one or more processors are enabled to implement the port arrival sequencing method based on multi-metering point constraints.

[0067] Beneficial effects of the present invention:

[0068] The present invention realizes a conflict-free approach and landing process of a landing flight in a terminal / approach area by calculating multiple metering points and recommended transit times and recommended delay times of a runway.

[0069] Based on flight priority and the first-come, first-served principle, the present invention establishes a sorting queue for all landing flights at the terminal. The proposed landing time and proposed transit time for each flight are calculated sequentially according to the sorting queue order, with the proposed landing time at the runway end being prioritized. The proposed transit time for each transit point is then calculated sequentially, and control recommendations for each route segment are provided based on the delay time at each transit point. The proposed transit time for each transit point is calculated in reverse order, following the transit order of the waypoints along the route.

[0070] The present invention follows the principle of non-acceleration between various metering points; each time the recommended passing time of a metering point is calculated, the delay time that needs to be absorbed by the route segment where the metering point is located as the entry point and the recommended control strategy for delay absorption are immediately calculated. When calculating the control strategy recommendation, suggestions such as control deployment, rerouting or waiting are given according to the size of the delay. When rerouting, it is necessary to determine a new route metering point based on the new route and recalculate the recommended passing time of the metering point; when calculating the waiting suggestion, it is necessary to consider whether there is a waiting point in the corresponding route, as well as the waiting area capacity and closure status of the waiting point. The excess delay value that exceeds the absorption capacity of the route segment is moved to the previous route segment for absorption, and the recommended passing time of the metering point of the entry point of this route segment and the delay absorption time and recommended control strategy of this route segment are calculated and updated.

[0071] The present invention ultimately obtains the recommended transit time and calculated landing time of each sequenced flight at multiple metering points, which meets the constraints of each metering point and complies with the principle of minimum delay for a single flight. The control suggestions for each flight segment are referenceable and comply with the control command operation rules. BRIEF DESCRIPTION OF THE DRAWINGS

[0072] Figure 1 This is the terminal area flight route map in the example;

[0073] Figure 2 A schematic diagram of the expected landing / passing sequence of the participating flights on the runway, metering point P4 and metering point P5;

[0074] Figure 3 Schematic diagram of the calculation sequence for participating flights in the sorting;

[0075] Figure 4 Flowchart of the sorting method of the present invention. DETAILED DESCRIPTION

[0076] In order to facilitate understanding by those skilled in the art, the present invention will be further described below with reference to embodiments and drawings. The contents mentioned in the embodiments are not intended to limit the present invention.

[0077] Reference Figure 1 As shown, the present invention provides a port entry sorting method based on multi-metering point constraints, the steps are as follows:

[0078] 1) Screening the arriving and landing flights in the terminal area to determine whether the arriving and landing flights are included in the sorting process; specifically,

[0079] 11) Screening of flights arriving and landing in the terminal area; the arrival management auxiliary decision-making system screens the flight plans arriving and landing in the terminal area according to the landing airport; Figure 1 As shown, Flight A arrives at the TMA terminal via ACC sector 2; Flight B arrives at the TMA terminal via ACC sector 1; Flight C departs from TMA1 and arrives at TMA; and Flight D arrives at TMA via ACC sector 4. All four flights are part of the landing flight plan. Flight E departs from the TMA terminal and is part of the departure flight plan; Flight F arrives at TMA2 via TMA and is part of the overfly flight plan; and Flight H arrives at the TMA terminal via ACC sector 3. Taking the TMA terminal as an example, based on the functional requirements of the arrival management decision support system, the five flights landing in this terminal area are selected: Flights A, B, C, D, and H.

[0080] 12) Combine historical flight plan statistics and radar track update data to generate the four-dimensional track prediction results of the flight: Based on the historical flight data of the route and the performance of the aircraft, establish the route experience data information table, including the aircraft model, flight number, departure airport, landing airport, reporting point name, actual distance of the reporting point, altitude of the reporting point, cruising altitude, and control sector to which it belongs. Use k-means (hard clustering algorithm) to obtain the empirical distance and empirical altitude layer altitude of each reporting point under the same departure and landing airport, the same aircraft model and the same route; extract the flight performance and route information matching the prediction model. The static 4D trajectory prediction results of the flight are calculated and generated based on the route experience data. The 4D trajectory prediction results are dynamically corrected by combining the real-time radar track data and the GRIB format upper-altitude wind information. The prediction results include the estimated passing time, estimated passing altitude, estimated passing speed and the control sector information of each waypoint in the route. Among them, the last waypoint in the route is the airport or runway, and the estimated passing time of the airport or runway is the estimated time of arrival (ETA) of the flight. According to the 4D prediction results, the expected landing order of flights A, B, C, D, and H on the runway and metering points P4 and P5 is as follows: Figure 2 As shown, the expected landing sequence on the runway is HADCB.

[0081] 13) Determine whether a flight participates in the sorting calculation based on the sorting conditions: Determine whether a flight participates in the sorting based on the flight's estimated time of arrival (ETA), actual take-off time (ATD), actual landing time (ATA), radar-related identification, and estimated time of entry into the terminal area. If a flight departing from a nearby airport has actually taken off and its estimated landing time is within the current variable system parameter time VSP range (offline configuration), the sorting conditions are met. If a flight departing from other airports has actually taken off or has been associated with the radar, and its estimated landing time is within the current variable system parameter time VSP1 range (offline configuration) or its estimated time of entry into the terminal area is within the current variable system parameter time VSP2 range (offline configuration), the sorting conditions are met. VSP1 is 2 hours, and VSP2 is determined according to the regional airspace conditions and is within the range of 30-60 minutes. Flights departing from nearby airports, such as flight C, have already taken off and their estimated landing time is within the current time VSP time (offline configuration), and they meet the sorting conditions. For flights departing from other airports, such as flights A, B, D, and H, all four have taken off, but only flights D and H have arrived at the terminal area and are radar-linked. The estimated landing times of flights A, C, and D are within the current VSP1 time (offline configuration), while the estimated handover approach time of flight B is within the current VSP2 time (offline configuration). Based on this comprehensive assessment, flights A, B, C, D, and H all meet the sorting criteria.

[0082] 2) Pre-process the incoming and outgoing flights to establish a sorting queue and assign runways and approach routes to the flights; specifically,

[0083] 21) Determine flight priority attributes: For arriving and landing flights, special secondary code flights are given the highest priority 1; special aircraft are given the second highest priority 2; VIP flights are given the second highest priority 3; flights that have been manually intervened are given the second highest priority 4; flights that have been manually upgraded are only higher than ordinary flights and are given the second highest priority 5; ordinary flights are given the second lowest priority 6;

[0084] 22) Establish a flight schedule queue: select the estimated time of arrival (ETA) as the sorting reference time, and flights with higher priority will be prioritized; for flights of equal priority, flights with earlier sorting reference time will be prioritized; the sorting queue order of the flights participating in the sorting is as follows: Figure 3 As shown in the participating sorting queue, the sorting calculation is performed in the order of ADHCB.

[0085] 23) Assign runways and approach procedures to landing flights at terminal area controlled airports: Assign landing runways based on the runway operation mode and runway strategy of the landing airport, and then assign default approach procedures based on the landing runway and approach handover point assignment rules;

[0086] 24) Calculate the flight's reference time at the runway end based on the flight's assigned runway and approach procedure. If the runway and approach route information included in the flight plan is consistent with the assigned runway and approach route, the estimated landing time is used as the reference time at the runway end. Otherwise, the flight duration of the offline configured approach route is used to correct the flight's reference time at the runway end.

[0087] 3) Obtain the sequence of metering points to be calculated for the flight and divide the delay allocation route segments; specifically including:

[0088] 31) Update the passing mark of each waypoint based on the route prediction information: if the estimated passing time is in the past, it means the flight has passed the corresponding waypoint; otherwise, if the estimated passing time is in the future, it means the flight has not passed the corresponding waypoint;

[0089] 32) Determine the set of restricted metering points included in the flight route based on the activation status of each metering point in the metering point sequence; wherein the metering point sequence includes: handover points for sector handover, route intersection points in the approach area, tower handover points, handover points with sector handover constraints, and waypoints affected by restricted areas; metering points that are in a closed state or have no interval / time slot constraints are not restricted metering points for the flight;

[0090] 33) According to the passing point marks of each waypoint, the restricted metering point sequence that the flight has not passed is screened, and the restricted metering point sequence that has not been passed is the metering point sequence to be calculated;

[0091] 34) Based on the current position of the flight, the remaining route segments are divided; with the current position of the flight as the starting point, the segment from the current position of the flight to the first unpassed restricted metering point in the route constitutes the first route segment; wherein, the current position of the flight is the entry point of the route segment, and the first unpassed restricted metering point is the exit point of the route segment; thereafter, a route segment is formed between every two unpassed restricted metering points, wherein the restricted metering point expected to be passed first is the entry point of the route segment, the restricted metering point expected to be passed later is the exit point of the route segment, and the runway end is the exit point of the last route segment. Define the current position of each flight as P i , where i represents the flight name, and the runway end is defined as RWY; the remaining route segment of flight A is: P A -P2, P2-P5, P5-RWY; the remaining segments of flight B are: P B -P1, P1-P4, P4-P5, P5-RWY; the remaining segments of flight C are: P C -P3, P3-P4, P4-P5, P5-RWY; the remaining segments of flight D are: P D -P5, P5-RWY; the remaining route segment of flight H is P H -RWY.

[0092] 4) Considering operational constraints and aiming for minimizing individual flight delays, the system sorts and allocates arrival flights, obtaining the recommended transit time (TTO) and target landing time (TLDT) for each arrival flight, as well as the flight delay time and delay absorption strategy for each route segment. Specifically, this includes:

[0093] 41) During the sorting calculation process, the constraints at the runway end are calculated first, and then the recommended time for each metering point of the flight is calculated in reverse order according to the order in which the flight's metering points queue passes through in the planned route, and the constraints of each metering point to be calculated in the route are traversed in sequence.

[0094] Based on the calculation reference time at the runway end, the flight's recommended landing time and total delay time on the runway are calculated, ensuring that the difference between the flight's recommended landing time and the calculated recommended landing time of the flights in the queue, |△t|, meets the runway end interval constraint and that the flight's recommended landing time is within the unavailable period constraint range;

[0095] Separation constraints considered at the runway ends include:

[0096] Wake turbulence safety interval: All landing flights are required to maintain radar wake turbulence safety interval;

[0097] The intervals between special flights shall comply with the special regulations on the intervals between special flights;

[0098] Runway separation refers to the minimum separation between two consecutive landing flights on the same runway. In the case of multi-runway dependent operations, landing flights must not only maintain independent runway separation with the preceding and following flights on the same runway, but also maintain slant separation with flights landing on the related runway, i.e., runway dependent separation.

[0099] The unavailability period constraints considered at the runway end include:

[0100] Runway closure, that is, setting the runway closure time period caused by runway inspection;

[0101] Runway reserved time slots define the time period during which the runway cannot be used for landing;

[0102] The flight uses the calculated reference time as its initial TLDT. If the difference between the flight's TLDT and the calculated TLDTs of the flights in the queue (|△t|) does not satisfy the runway end spacing constraint, the flight's TLDT is delayed until it meets the spacing constraint. If the flight's TLDT falls within the runway end's unavailable period, the flight's TLDT is delayed until the end of the unavailable period.

[0103] Calculate the recommended landing time at the runway end: Initial TLDT = Calculation reference time ELDT + Initial delay. When the recommended landing time at the runway end is first calculated, the initial runway delay value is 0. Compare the flight with the already calculated flights in the queue to see if the runway constraints are met. For example, for flight C, the already calculated flights include flights A, D, and H.

[0104] Check whether Flight C's initial TLDT is within the runway closure or runway reserved slot range. If so, delay Flight C's TLDT to the end of the runway closure or the end of the runway reserved slot. At this point, the flight incurs an initial delay (Delay = Runway closure / Reserved slot end time - Initial TLDT). Otherwise, Flight C does not need to be delayed, and its initial delay remains unchanged.

[0105] Compare flight C's current TLDT with the recommended landing times (TLDTs) of flights A, D, and H. If flight C's current TLDT does not meet the runway separation constraints, find the position of flight C's current TLDT in the flight queue. If the current TLDT of flight C is greater than flight A's TLDT and less than flight D's TLDT, delay flight C until it maintains the runway separation from flight A. The difference in TLDT between flight C and flight A is calculated as |ΔT1|, and the delay incurred by flight C is calculated as Delay = Initial Delay + (Runway Separation - |ΔT1|). Next, determine whether flight C's current TLDT meets the runway separation constraint. If not, delay flight C until it reaches the end of flight D, maintaining the runway separation from flight D. The difference in TLDT between flight C and flight D is calculated as |ΔT2|, which is the new delay value: Delay = Previous Delay + |ΔT2| + Runway Separation.

[0106] 42) Starting from the runway end, calculate the recommended transit time for the restricted metering points in the route in reverse order; first calculate the recommended transit time for the last restricted metering point, that is, the recommended transit time for point P5:

[0107] The estimated transit time of meter point P5 is selected as the calculation reference time, and the recommended transit time and delay time of the flight plan at this meter point are calculated taking into account the constraints of this meter point. The constraints of the meter point include: meter point interval, which is the minimum interval that two consecutive flights must maintain when passing through a meter point; reserved time slots at the meter point, which prohibit incoming flights from flying over the meter point within the time slot range; and wake turbulence safety interval, which is the minimum safety interval that all flights in the air must maintain.

[0108] The initial recommended time to time (TTO) for a metering point is calculated as follows:

[0109] Recommended time to transit (TTO) = estimated time to transit (ETO) + 0 (i.e. initial delay time);

[0110] If the difference between the flight's recommended time to exit (TTO) at that metering point and the calculated recommended time to exit (TTO) of the flights in the queue, |△t|, meets all the constraints for that metering point, the flight is directly inserted into the result queue. Under the constraints, the recommended time to exit (TTO) = the estimated time to exit (ETO). The calculation for that metering point ends and the calculation for the constraints of the next restricted metering point begins.

[0111] If the interval between the proposed transit time of a flight and the proposed transit time of already calculated flights in the queue does not meet the interval constraint, or does not meet the reserved time slot constraint of the metering point, the proposed transit time of the metering point will be delayed so that it meets the interval constraint with the proposed transit time of other calculated flights and is outside the reserved time slot range of the metering point;

[0112] (1) If the initial TTO time of flight C at meter point P5 is within the reserved time slot of the meter point, the TLDT of the flight is delayed to the end of the runway closure or the end of the runway reserved time slot, and the initial delay of the flight is Delay = the end of the reserved time slot of the meter point - the initial TTO; otherwise, the initial delay Delay remains unchanged;

[0113] (2) Calculate whether the recommended transit times of flight C and other calculated flights meet the interval constraint: If the initial TTO of flight C is between the recommended transit times of flight A and flight D, then compare the difference between the recommended transit times of flight A and flight C, and flight C and flight D at metering point P5 to see whether they meet the metering point transit interval requirement;

[0114] Compare the difference between the recommended transit times of Flight A and Flight C, |ΔT3|, to see if it is less than the required interval. If so, delay the flight by the recommended transit time at the metering point, and set the new delay Delay = Initial Delay + (interval constraint - |ΔT3|). Then proceed to the next step. Otherwise, Flight C maintains its current delay Delay = Initial Delay.

[0115] Compare the difference between the recommended transit times of flight C and flight D, |ΔT4|, to see if it is less than the interval requirement. If so, the recommended transit time of the delayed flight at the metering point is increased, and the new delay is Delay = current delay Delay + (interval constraint + |ΔT4|). Otherwise, flight C maintains its current delay Delay.

[0116] 43) The flight path of the incoming flight is divided into different segments; the runway end is the departure point of the last segment, and the last metering point in the route is the arrival point of the last segment, which is also the departure point of the previous segment. After the recommended transit time of the departure point and arrival point of the current segment is calculated, the delay absorption recommendation calculation is performed on the segment. If the delay time of the metering point is greater than the delay time of the segment's departure point, the recommended transit time of the segment's departure point is delayed until it equals the delay time of the metering point, and this is used as the initial delay, and the recommended transit time of the segment's departure point is recalculated.

[0117] The above process can ensure the basic flight time requirement on the flight route between the current measurement point and the previous measurement point under the premise of minimum delay, thereby increasing the reliability of the calculation results.

[0118] If the delay time at the metering point is less than the delay time at the route segment's departure point, the delay time that needs to be absorbed by the route segment is calculated as the difference between the delay time at the metering point and the delay time at the route segment's departure point. The delay allocation result for the route segment is calculated based on the delay absorption capacity of the route segment and the available delay absorption strategies. The delay time that needs to be absorbed by the route segment is obtained based on the recommended and expected transit times of the entry and exit points of each route segment: route segment delay = (recommended transit time of the departure point - expected transit time of the departure point) - (recommended transit time of the entry point - expected transit time of the entry point).

[0119] 44) After completing the delay calculation for the current route segment, repeat steps 42) and 43) to calculate the recommended transit time of the entry point of the previous route segment, and complete the calculation of the delay time and the recommended control strategy.

[0120] In step 43), the delay allocation result of the route segment is calculated based on the delay absorption capacity of the route segment and the available delay absorption strategy, which specifically includes:

[0121] 431) For small delays that do not exceed the speed control capacity of the current route segment, a deceleration time consumption TTL (Time To Loose) recommendation is given for that segment;

[0122] 432) For large delays that exceed the speed control absorption capacity of the current route segment, a rerouting suggestion is considered to change the flight's approach route in the approach area, and return to step 3) to recalculate the flight's restricted metering point set based on the new route;

[0123] 433) If there is no changeable route or the route segment delay cannot be absorbed after the route change, consider whether there is an available waiting area for the route segment and give a waiting suggestion; factors that need to be considered include: the available capacity of the waiting area and the opening status of the waiting area; for an open and available waiting area, the sum of the number of flights recommended to wait in the waiting area and the number of flights actually in the waiting state is less than the total capacity of the waiting area; if the conditions for entering the waiting area are not met or there is no available waiting area, the delay value that cannot be absorbed by the route segment is allocated to the previous route segment, that is, the recommended passing time of the entry point of the current route segment is delayed, and then the recommended passing time is recalculated in combination with the constraints of the entry point of the current route segment, and the delay absorption time and recommended control strategy of the current route segment are updated.

[0124] In addition, in step 4), when calculating the metering point constraint, a redundant interval parameter is set to increase the stability of flight sorting; when the difference between the interval value of a flight at the metering point and the constraint interval value is within the range of this interval parameter, it does not affect the flight sorting result, thereby improving the stability of the sorting queue and reducing the control workload.

[0125] 5) Update the recommended transit times for all waypoints on the route for incoming and landing flights; specifically,

[0126] 51) Based on the route information and the trajectory prediction information of the waypoints, obtain the route segment information of each waypoint and the flight time between adjacent waypoints;

[0127] 52) Based on the delay of the route segment where the waypoint is located and the flight time between adjacent waypoints, the route segment delay is distributed to each waypoint according to the proportion of the flight time between adjacent waypoints in the route segment to the total flight time of the route segment, and the recommended transit time at each waypoint is calculated as:

[0128]

[0129] The present invention has many specific application paths. The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements can be made without departing from the principles of the present invention. These improvements should also be considered as the scope of protection of the present invention.

Claims

1. A port entry sorting method based on multi-metering point constraints, characterized in that: Here are the steps: 1) Screen the arriving and landing flights in the terminal area and determine whether the arriving and landing flights are included in the sorting; 2) Pre-process the incoming and outgoing flights to establish a sorting queue and assign runways and approach routes to the flights; 3) Obtain the sequence of metering points to be calculated for the flight and divide the delay allocation route segments; 4) Considering operational constraints and aiming to minimize individual flight delays, the system ranks incoming flights and allocates delays. This system then determines the recommended transit time and landing time for each incoming flight, as well as the flight delay time and delay absorption strategy for each route segment. 5) Update the recommended transit time for all waypoints on the route for arriving and landing flights; The step 4) specifically includes: 41) During the sorting calculation process, the constraints at the runway end are calculated first, and then the recommended time for each metering point of the flight is calculated in reverse order according to the order in which the flight's metering points queue passes through in the planned route, and the constraints of each metering point to be calculated in the route are traversed in sequence. Based on the calculation reference time at the runway end, the flight's recommended landing time and total delay time on the runway are calculated, ensuring that the difference between the flight's recommended landing time and the calculated recommended landing time of the flights in the queue, |△t|, meets the runway end interval constraint and that the flight's recommended landing time is within the unavailable period constraint range; Separation constraints considered at the runway ends include: Wake turbulence safety interval: All landing flights are required to maintain radar wake turbulence safety interval; The intervals between special flights shall comply with the special regulations on the intervals between special flights; Runway separation refers to the minimum separation between two consecutive landing flights on the same runway. In the case of multi-runway dependent operations, landing flights must not only maintain independent runway separation with the preceding and following flights on the same runway, but also maintain slant separation with flights landing on the related runway, i.e., runway dependent separation. The unavailability period constraints considered at the runway end include: Runway closure, that is, setting the runway closure time period caused by runway inspection; Runway reserved time slots define the time period during which the runway cannot be used for landing; The flight uses the calculated reference time as its initial suggested landing time. If the difference |△t| between the suggested landing time of the flight and the suggested landing time of the calculated flights in the queue does not meet the runway end spacing constraint, the suggested landing time of the flight is delayed to make it meet the spacing constraint. If the suggested landing time of the flight falls within the unavailable period of the runway end, the suggested landing time of the flight is delayed until the end of the unavailable period. 42) Starting from the runway end, calculate the recommended transit time for the restricted metering points in the route in reverse order; calculate the recommended transit time for the last restricted metering point first: The estimated transit time of a metering point is selected as the calculation reference time, and the recommended transit time and delay time of the flight plan at that metering point are calculated taking into account the constraints of the metering point. The constraints of the metering point include: metering point interval, which is the minimum interval that two consecutive flights must maintain when passing through a metering point; reserved time slots at the metering point, which prohibit incoming flights from flying over the metering point within the time slot range; wake turbulence safety interval, which is the minimum safety interval that all flights in the air must maintain. The initial recommended time for a metering point is calculated as follows: Suggested passing time = expected passing time + 0; If the difference between the recommended transit time of a flight at that metering point and the recommended transit time of already calculated flights in the queue, |△t|, meets all the constraints of that metering point, the flight is directly inserted into the result queue. Under this constraint, the recommended transit time equals the expected transit time. The calculation for that metering point ends and the constraint calculation for the next restricted metering point begins. If the interval between the proposed transit time of a flight and the proposed transit time of already calculated flights in the queue does not meet the interval constraint, or does not meet the reserved time slot constraint of the metering point, the proposed transit time of the metering point will be delayed so that it meets the interval constraint with the proposed transit time of other calculated flights and is outside the reserved time slot range of the metering point; 43) The flight path of the incoming flight is divided into different segments; the runway end is the departure point of the last segment, and the last metering point in the route is the arrival point of the last segment, which is also the departure point of the previous segment. After the recommended transit time of the departure point and arrival point of the current segment is calculated, the delay absorption recommendation calculation is performed on the segment. If the delay time of the metering point is greater than the delay time of the segment's departure point, the recommended transit time of the segment's departure point is delayed until it equals the delay time of the metering point, and this is used as the initial delay, and the recommended transit time of the segment's departure point is recalculated. If the delay at the metering point is less than the delay at the flight-out point of the route segment, the delay that needs to be absorbed by the route segment is calculated as the difference between the delay at the metering point and the delay at the flight-out point of the route segment. The delay allocation result for the route segment is calculated based on the delay absorption capacity of the route segment and the available delay absorption strategies. The delay time that needs to be absorbed by each route segment is obtained based on the recommended transit time and expected transit time of the entry and exit points: Route segment delay = (recommended transit time of the exit point - expected transit time of the exit point) - (recommended transit time of the entry point - expected transit time of the entry point); 44) After completing the delay calculation for the current route segment, repeat steps 42) and 43) to calculate the recommended transit time of the entry point of the previous route segment, and complete the calculation of the delay time and the recommended control strategy.

2. The port entry sorting method based on multi-metering point constraints according to claim 1 is characterized in that: The step 1) specifically includes: 11) Screening of flights arriving and landing at the terminal area; the arrival management auxiliary decision-making system screens flight plans for arriving and landing at the terminal area based on the landing airport; 12) Generate a four-dimensional trajectory prediction result for the flight by combining historical flight plan statistics and radar track update data: Establish a route experience data information table based on route historical flight data and aircraft performance, including aircraft model, flight number, departure airport, landing airport, reporting point name, actual distance at the reporting point, altitude at the reporting point, cruising altitude, and control sector to which it belongs; use the k-means algorithm to obtain the empirical distance and empirical altitude layer altitude passing through each reporting point under the same departure and landing airport, same aircraft model, and same route conditions; extract route experience data that matches the flight performance and route information of the flight in the prediction model and calculate and generate a static 4D trajectory prediction result for the flight; dynamically modify the 4D trajectory prediction result by combining real-time radar track data and GRIB format high-altitude wind information; the prediction result includes the estimated time of passing the point, estimated altitude, estimated speed of passing the point, and control sector information of each waypoint in the route; where the last waypoint in the route is an airport or runway, the estimated time of passing the airport or runway is the estimated time of landing of the flight; 13) Determine whether a flight participates in the sorting calculation based on the sorting conditions: Determine whether a flight participates in the sorting calculation based on the flight's estimated landing time, actual take-off time, actual landing time, radar-related identification, and estimated terminal entry time. If a flight taking off from a nearby airport actually takes off and its estimated landing time is within the current variable system parameter time VSP, the sorting conditions are met. If a flight taking off from other airports actually takes off or has been associated with the radar, and its estimated landing time is within the current variable system parameter time VSP1 or its estimated terminal entry time is within the current variable system parameter time VSP2, the sorting conditions are met. VSP1 is 2 hours, and VSP2 is determined based on the regional airspace conditions and is within the range of 30-60 minutes.

3. The port entry sorting method based on multi-metering point constraints according to claim 1 is characterized in that: The step 2) specifically includes: 21) Determine flight priority attributes: For arriving and landing flights, special secondary code flights are given the highest priority 1; special aircraft are given the second highest priority 2; VIP flights are given the second highest priority 3; flights that have been manually intervened are given the second highest priority 4; flights that have been manually upgraded are only higher than ordinary flights and are given the second highest priority 5; ordinary flights are given the second lowest priority 6; 22) Establish a flight schedule queue: select the estimated landing time as the sorting reference time, and flights with higher priority will be prioritized; for flights of equal priority, flights with earlier sorting reference time will be prioritized; 23) Assign runways and approach procedures to landing flights at terminal area controlled airports: Assign landing runways based on the runway operation mode and runway strategy of the landing airport, and then assign default approach procedures based on the landing runway and approach handover point assignment rules; 24) Calculate the flight's reference time at the runway end based on the flight's assigned runway and approach procedure. If the runway and approach route information included in the flight plan is consistent with the assigned runway and approach route, the estimated landing time is used as the reference time at the runway end. Otherwise, the flight duration of the offline configured approach route is used to correct the flight's reference time at the runway end.

4. The port entry sorting method based on multi-metering point constraints according to claim 1 is characterized in that: The step 3) specifically includes: 31) Update the passing mark of each waypoint based on the route prediction information: if the estimated passing time is in the past, it means the flight has passed the corresponding waypoint; otherwise, if the estimated passing time is in the future, it means the flight has not passed the corresponding waypoint; 32) Determine the set of restricted metering points included in the flight route based on the activation status of each metering point in the metering point sequence; wherein the metering point sequence includes: handover points for sector handover, route intersection points in the approach area, tower handover points, handover points with sector handover constraints, and waypoints affected by restricted areas; metering points that are in a closed state or have no interval / time slot constraints are not restricted metering points for the flight; 33) According to the passing point marks of each waypoint, the restricted metering point sequence that the flight has not passed is screened, and the restricted metering point sequence that has not been passed is the metering point sequence to be calculated; 34) Based on the current flight position, the remaining route is divided into segments; with the current flight position as the starting point, the segment from the current flight position to the first unvisited restricted metering point in the route constitutes the first route segment; the current flight position is the entry point of the route segment, and the first unvisited restricted metering point is the exit point of the route segment; thereafter, a route segment is formed between every two unvisited restricted metering points, wherein the restricted metering point expected to be passed first is the entry point of the route segment, the restricted metering point expected to be passed later is the exit point of the route segment, and the runway end is the exit point of the last route segment.

5. The port entry sorting method based on multi-metering point constraints according to claim 1 is characterized in that: In step 43), the delay absorption capacity of the route segment and the available delay absorption strategy are combined to calculate the delay allocation result of the route segment, which specifically includes: 431) For small delays that do not exceed the speed control absorption capacity of the current route segment, a deceleration time consumption TTL recommendation is given for that route segment; 432) For large delays that exceed the speed control absorption capacity of the current route segment, a rerouting suggestion is considered to change the flight's approach route in the approach area, and return to step 3) to recalculate the flight's restricted metering point set based on the new route; 433) If there is no changeable route or the route segment delay cannot be absorbed after the route change, consider whether there is an available waiting area for the route segment and give a waiting suggestion; factors that need to be considered include: the available capacity of the waiting area and the opening status of the waiting area; for an open and available waiting area, the sum of the number of flights recommended to wait in the waiting area and the number of flights actually in the waiting state is less than the total capacity of the waiting area; if the conditions for entering the waiting area are not met or there is no available waiting area, the delay value that cannot be absorbed by the route segment is allocated to the previous route segment, that is, the recommended passing time of the flight entry point of the current route segment is delayed, and then the recommended passing time is recalculated in combination with the constraints of the flight entry point of the current route segment, and the delay absorption time and recommended control strategy of the current route segment are updated.

6. The port entry sorting method based on multi-metering point constraints according to claim 1 is characterized in that: In step 4), when calculating the metering point constraint, a redundant interval parameter is set to increase the stability of flight sorting; the difference between the interval value of the flight at the metering point and the constraint interval value does not affect the flight sorting result when it is within the range of the interval parameter.

7. The port entry sorting method based on multi-metering point constraints according to claim 1 is characterized in that: The step 5) comprises the following steps: 51) Based on the route information and the trajectory prediction information of the waypoints, obtain the route segment information of each waypoint and the flight time between adjacent waypoints; 52) Based on the delay of the route segment where the waypoint is located and the flight time between adjacent waypoints, the route segment delay is distributed to each waypoint according to the proportion of the flight time between adjacent waypoints in the route segment to the total flight time of the route segment, and the recommended transit time at each waypoint is calculated as:

8. An electronic terminal, characterized in that: include: one or more processors; a memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method according to any one of claims 1 to 7.

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