Route balance control method

Abstract

The present application relates to a kind of air route control method, more particularly to a kind of air route balance control method.It includes the following steps: a, first establish database;b, determine the traffic control point and sector that flight passes through;c, according to traffic control point flow and traffic control point capacity, obtain traffic control point load degree;d, according to sector flow and sector capacity, obtain sector load degree;e, the size of traffic control point load degree and sector load degree is compared, the value of big influence big to air route balance;f, with traffic control point load degree or sector load degree value big and crowded degree threshold interval is compared, to judge crowded state;g, according to crowded state, adjust traffic control point flow, traffic control point capacity or sector flow.The advantage effect of the present application: the present application draws lessons from road traffic flow state division method, proposes the concept of air traffic operation, divides air traffic operation state into smooth, crowded and congestion, provides the basis for managing air route.

Description

TECHNICAL FIELD

[0001] The present application relates to a route control method, in particular to a route balance control method. BACKGROUND

[0002] With the continuous development of civil aviation industry, the increase of the number of routes in airspace and the rapid growth of air traffic lead to the shortage of airspace resources, the highlighting of airport capacity short board, and the frequent occurrence of air traffic congestion problems, which is the main reason for flight delay. Due to the contradiction between the current shortage of airspace resources and the rapid growth of air traffic flow, the demand for solving air traffic management becomes urgent. According to the regulations and requirements in the "Civil Aviation Airport Flight Schedule Management Method", the specific data sources and specific calculation methods of the flight schedule configuration base and the flight schedule efficiency configuration coefficient of the air carrier are clear, and the air traffic flow balance proposed in the efficiency configuration coefficient is only recommended by the air traffic control unit, and the congestion degree of the route is calculated subjectively, which lacks objective and scientific calculation method and theoretical basis

[0003] In the balance model, the balance is understood as the congestion degree of air traffic flow, which specifically refers to the distribution of flight flow in the execution time period of flow control and sector to alleviate the flight delay phenomenon, and the traffic network can operate normally at this time, so it is necessary to quantify the congestion degree of flow control point and sector to lay the foundation for flight schedule allocation. SUMMARY

[0004] In order to solve the above technical problems, the present application provides a route balance control method, which aims to adjust the corresponding flow control point flow, flow control point capacity or sector flow by the load degree of flow control point and sector, so as to achieve route balance.

[0005] In order to achieve the above purpose, the route balance control method of the present application comprises the following steps: a, establishing a database; b, determining the flow control point and sector passed by the flight; c, obtaining the load degree of flow control point according to the flow control point flow and flow control point capacity; d, obtaining the load degree of sector according to the sector flow and sector capacity; e, comparing the size of flow control point load degree and sector load degree, and the larger the numerical value, the greater the influence on route balance; f, comparing the larger value of flow control point load degree or sector load degree with the congestion degree threshold interval to judge the congestion state; g, adjusting the flow control point flow, flow control point capacity or sector flow according to the congestion state.

[0006] The step a comprises: a flow control point, a take-off time of a flight plan, a flight time from a take-off airport to the flow control point in the flight plan, a restriction condition of the flow control point, a time interval of the flow control point restriction, a constraint condition of a landing airport and a flight frequency of each week.

[0007] The flow control point flow in the step c refers to the number of aircrafts passing through the flow control point in the execution time period of the flow control information; and comprises: c1, inputting the flight information according to the sequence in the flight sequence, comparing and judging the flight track of the flight with the flight track in the navigation data compilation to determine whether the flight passes through the flow control point; c2, screening the restriction condition of the flow control point for the flight passing through the flow control point; c3, for the flight meeting the restriction condition of the flow control point, obtaining the time of the flight arriving at the flow control point according to the expected take-off time of the flight and the time of the actual flight segment of the flight, comparing and judging the execution time interval of the restriction condition of the flow control point provided by the operation unit, if the time of the flight arriving at the flow control point is not in the execution time interval, returning to judge the flow control point flow of the next flight in the flight sequence; if the time of the flight arriving at the flow control point is in the execution time interval, accumulating the flight frequency of the flight per week; c4, calculating the number of times of all the flights in the flight sequence meeting the condition to obtain the flow control point flow value.

[0008] The flow control point capacity in the step c refers to the maximum number of aircrafts that can be received in the execution time period of the flow control point; and the flow control capacity value is obtained according to the type of the restriction condition of the flow control point, the flow control time length, the name of the flow control point and the execution time interval of the flow control point according to the time interval or the distance interval.

[0009] The flow control point load degree in the step c is equal to the flow control point flow value divided by the flow control capacity value.

[0010] The sector flow in the step d refers to the number of aircrafts passing through the sector per unit time, and the sector flow value is obtained according to the number of times of the flights passing through the sector in the flight sequence.

[0011] The sector capacity in the step d refers to the maximum number of aircrafts serviced under the continuous service level request in a specified time, and each sector capacity value is a given value.

[0012] The sector load degree in the step d is equal to the sector flow value divided by the sector capacity value.

[0013] The congestion threshold interval is given as [0.8-0.9, 1].

[0014] The congestion threshold interval is given as [0.8-0.9, 1].

[0015] The present application has the advantages and effects that: the present application proposes the concept of air traffic operation by referring to the road traffic flow state division method, divides the air traffic operation state into smooth, crowded and congested, and provides the basis for managing the route. BRIEF DESCRIPTION OF DRAWINGS

[0016] Figure 1 is the flow value of the flow control point of the embodiment of the present application.

[0017] Figure 2 is the capacity value of the flow control point of the embodiment of the present application.

[0018] Figure 3 is the load degree of the flow control point of the embodiment of the present application.

[0019] Figure 4 is the sector capacity value of the embodiment of the present application.

[0020] Figure 5 is the sector flow value of the embodiment of the present application.

[0021] Figure 6 is the flight distribution table of the embodiment of the present application.

[0022] Figure 7 is the route balance calculation table of the embodiment of the present application. EMBODIMENT

[0023] The present application is further described in detail below with reference to the embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0024] The route balance evaluation method comprises the following steps: a, establishing a database; b, determining the flow control points and sectors through which the flights pass; c, obtaining the flow control point load degree according to the flow control point flow and the flow control point capacity; d, obtaining the sector load degree according to the sector flow and the sector capacity; e, comparing the flow control point load degree and the sector load degree, and the larger value has a greater impact on the route balance; f, comparing the larger value of the flow control point load degree or the sector load degree with the congestion threshold interval to determine the congestion state; g, adjusting the flow control point flow, the flow control point capacity or the sector flow according to the congestion state.

[0025] The step a comprises the flow control point, the takeoff time of the flight plan, the flight time from the takeoff airport to the flow control point in the flight plan, the restriction condition of the flow control point, the flow control point restriction time interval, the constraint condition of the landing airport and the flight frequency per week.

[0026] The flow control point flow in the step c refers to the number of aircrafts passing through the flow control point in the execution time period of the flow control information, and comprises the following steps: c1, inputting the flight information according to the sequence in the flight sequence, comparing and judging the flight trajectory of the flight passing through the flow control point in combination with the enroute chart; c2, screening the restriction condition of the flow control point for the flight passing through the flow control point; c3, for the flight meeting the restriction condition of the flow control point, obtaining the time of the flight arriving at the flow control point according to the expected takeoff time of the flight and the actual flight segment running time of the flight, and comparing and judging in combination with the execution time interval of the restriction condition of the flow control provided by the running unit, if the time of the flight arriving at the flow control point is not in the execution time interval, returning to the next flight in the flight sequence for the flow control point flow judgment; if the time of the flight arriving at the flow control point is in the execution time interval, accumulating the flight frequency per week of the flight; c4, calculating the flow control point flow value by the number of times meeting the condition in all flight sequences.

[0027] The flow control point capacity in the step c refers to the maximum number of aircrafts that can be received in the execution time period of the flow control point; the flow control capacity value is obtained according to the restriction condition type of the flow control point, the flow control time length, the flow control point name and the flow control point execution time interval according to the time interval or the distance interval.

[0028] The flow control point load degree in the step c is equal to the flow control point flow value divided by the flow control capacity value.

[0029] The sector flow in the step d refers to the number of aircrafts passing through the sector per unit time, and the sector flow value is obtained according to the number of times of the flight passing through the sector in the flight sequence.

[0030] The sector capacity in step d refers to the maximum number of aircraft services at a specified time under a continuous service level request, and each sector capacity value is a given value.

[0031] The sector load in step d is the sector flow value ÷ sector capacity value.

[0032] The congestion threshold interval in step f is a given value [a, b], when the flow control point load or sector load value is ≥ a, it is judged to be in a congested state, and is recorded as the lowest score of 70 points; when the flow control point load or sector load value is < a, it is judged to be smooth or normal, and is recorded as 70-100 points, and when it is 0, it is recorded as the lowest score of 100 points; when the flow control point load or sector load value is ≥ b, it is judged to be congested.

[0033] The given value of the congestion threshold interval is [0.8-0.9, 1].

[0034] The following is an example of the calculation of the flow control point flow value of several flow control points. Figure 1 The flow control point flow value of several flow control points is calculated.

[0035] For the flow control point KARPI, one of the restrictions on its high flow is the flight through the H28 route and the execution time interval is from 10 am to 23:30 pm, and the other is that two MIT 50 kilometers are flown over the Dalian to Qingdao region within 15 minutes and the execution time interval is from 9 am to 6 pm, which accounts for 54.99% of the total flow. The reason is that the flow control point KARPI is a convergence node of several routes such as W5 and W106, and flights to East China, Central China and a small number of South China need to pass through this route point for transfer, which makes the traffic volume of this point grow significantly. Through the calculation of the flow control point flow in step c, the flow control point flow value of the flow control point KARPI is 1059.

[0036] For the flow control point IKEKA, the H114 route 20 kilometers and the Pudong landing flight 40 kilometers 1 unit are relatively large, accounting for 66% of all flights through the flow control point IKEKA. The reason is that the flow control point IKEKA is located at the intersection of the Dalian control sector and the Qingdao control sector, and the airspace structure is complex, and most of the flights to East China pass through this flow control point. Through the calculation of the flow control point flow in step c, the flow control point flow value of the flow control point IKEKA is 313.

[0037] For the flow control point UKDUM, the restriction condition is 15 minutes one aircraft for Beijing landing, and its execution time is 22:00-1:00, because Beijing is the main destination airport in the northeast region, and is the convergence of the main air routes G212, air route A575, air route W49, air route W33 and air route W201. The flow control point flow value of the flow control point UKDUM is 82 through the calculation of the flow control point flow in step c.

[0038] The following is an example of calculating the flow control point capacity value of the flow control point KARPI. Figure 2 The flow control point capacity value of the flow control point is calculated.

[0039] Taking the flow control point KARPI as an example, the restriction condition is 30 minutes 3 aircrafts MIT65 kilometers for H28 route, and the execution time is 0630-0900. It can be seen that the time interval restriction of KARPI point is more strict, and combined with the flow control time length, the flow control point capacity value of the flow control point KARPI in the execution time period of 2 hours and 30 minutes is calculated to be 15 aircrafts, and the flow control point capacity value of a week is 103. The flow control point capacity value of the whole flow control point KARPI is 13004.

[0040] For the flow control point IKEKA, the flow control point capacity value of the whole flow control point IKEKA is 2688.

[0041] For the flow control point UKDUM, the flow control point capacity value of the whole flow control point UKDUM is 84.

[0042] Therefore, according to Figure 1 and Figure 2 it can be concluded that Figure 3 the flow control point load degree of the flow control point KARPI is how much; the flow control point load degree of the flow control point IKEKA is how much; the flow control point load degree of the flow control point UKDUM is how much.

[0043] From the above results, it can be seen that at the flow control point KARPI, the restriction condition is 2 flights MIT200 kilometers in Yantai landing within 60 minutes, and due to the strict flow control restriction condition, the capacity value of the flow control point is small in the execution time period from 10:50 to 12:50, and the number of flights passing through the flow control point is large, so that the load degree of the flow control point is greater than 1, which indicates that the flow control point KARPI has been unable to receive the flights meeting the restriction condition of 2 flights MIT200 kilometers in Yantai landing within 60 minutes to join the air traffic network; at the flow control point UKDUM, the restriction condition is 1 flight in Beijing landing within 15 minutes, and during the flow control execution time period, the flow value of the flow control point is close to the capacity value of the flow control point, and the load degree of the flow control point is about 0.98, which indicates that the flow control point UKDUM has approached the saturation state; at the flow control point IKEKA, the restriction condition is 1 flight in Hangzhou and Ningbo landing within 30 minutes, and the flow control execution time is 0745-0145, the load degree of the flow control point is about 0.94, which indicates that there are many flights to Hangzhou and Ningbo at the flow control point IKEKA, and the flow control time is long, so that the flow and capacity of the point are very close, in principle, the new flight plan should be allocated and as far as possible not to join, so as to ensure less flight delay and relieve the command load of the controller.

[0044] As shown in Figure 4 , the present application takes Harbin 01 sector (ZYHBAR01), Harbin 02 sector (ZYHBAR02), Harbin 03 sector (ZYHBAR03), Shenyang 01+13 sector (ZYTXAR01+13), Shenyang 02+08 sector (ZYTXAR02+08), Shenyang 03+12 sector (ZYTXAR03+12), Shenyang 04+14 sector (ZYTXAR04+14), Shenyang 5 sector (ZYTXAR05), Shenyang 07+13 sector (ZYTXAR07+13), Dalian 01+04 sector (ZYTLAR01+14), Dalian 02+15 sector (ZYTLAR02+05) and Dalian 03 sector (ZYTLAR03+06) as examples, and gives the capacity of each sector. The capacity value of each sector is the known capacity value given by the air traffic control unit.

[0045] As shown in Figure 5 , according to the route of the flight data compilation, see which sector the flight passes through Figure 4 , the transit sector flow is +1 according to the flight time.

[0046] In summary, from Figure 6It can be seen from the table that the load degree of the flow control points IKEKA, KAKAT, KARPI and UKDUM is higher for the flights taking off from the northeast and flying to Hangzhou, Ningbo, Beijing, Yantai and Chengdu, the main reason is that the flow value and the capacity value of the flow control points are very close, tending to be in a saturated state, among which the Yantai direction has reached a saturated state, and the flight quantity to the East China, North China and Central South China is large, and the second fraction is lower at the flow control point KARPI, the main reason is that the point is a convergence node of several routes such as W5 and W106, the number of routes passing through the point is 602, and the H28 route requires 3 MIT65 kilometers per 30 minutes, so that the traffic volume of the point increases significantly, while for the flow control point, the H28 route is 30 kilometers per aircraft for the limit, the load degree is lower, the main reason is that when the limit condition is met, the capacity of the corresponding flow control point is larger, and the acceptable flight quantity is larger, so that the fraction is relatively high, which is basically consistent with the actual running situation.

[0047] Figure 7 It can be seen from the route balance calculation table that the decisive influence on the flight CQH8695, the flight CES5381 and the flight CES2787 is the sector load degree, the value of which has exceeded 1 or tends to 1, which indicates that when the flight passes through a certain sector, the sector has reached a saturated state, and the flight cannot be guaranteed to run normally within the command ability of the controller. For flight CQH8920, the decisive influence is the load degree of the flow control point, which indicates that the flight is restricted by the conditions of the flow control point IKEKA, resulting in the flight unable to run normally. For flights CES5674 and CSZ9690, which take off from Dalian and fly to the outer region, the decisive load degree is 0.8333, which tends to 0.85, but there is still some room for improvement, but whether it is within the load capacity of the controller should be discussed with the controller. For flights MU9688 and JR1567, which are regional takeoffs and landings, there is no flow control condition restriction, and the load degree is small, which indicates that the Harbin regional 01 sector has low controller load from 7:00 to 9:00 in the morning and the Dalian regional 02+05 sector has low controller load from 22:00 to 0:00 at night, so the flights can be increased. For other flights, the load degree is more than 0.85, which can be considered to be in a saturated state in the control sector at that time, and the controller still has the ability to conduct operation command work.

Claims

1. A method for controlling the uniformity of a route, characterized in that It comprises the following steps: a, establishing a database first; b, determining the flow control points and sectors through which the flight passes; c, obtaining the flow control point load degree according to the flow control point flow and the flow control point capacity; d, obtaining the sector load degree according to the sector flow and the sector capacity; e, comparing the flow control point load degree and the sector load degree, and the larger one has a greater impact on the route balance; f, comparing the larger one of the flow control point load degree or the sector load degree with the congestion degree threshold interval to determine the congestion state; g, adjusting the flow control point flow, the flow control point capacity or the sector flow according to the congestion state. The step a comprises the flow control points, the takeoff time of the flight plan, the flight time from the takeoff airport to the flow control point in the flight plan, the restriction conditions of the flow control point, the execution time interval of the flow control point, the constraint conditions of the landing airport and the flight frequency per week; the flow control point flow in the step c refers to the number of aircrafts passing through the flow control point in the execution time interval of the flow control information; it comprises the following steps: c1, inputting the flight information according to the sequence in the flight sequence, comparing and judging the flight trajectory of the flight according to the aeronautical chart to determine whether the flight passes through the flow control point; c2, screening the restriction conditions of the flow control point for the flight passing through the flow control point; c3, for the flight meeting the restriction conditions of the flow control point, obtaining the time when the flight arrives at the flow control point according to the expected takeoff time of the flight and the actual flight segment running time of the flight, comparing and judging the time with the execution time interval of the restriction conditions of the flow control provided by the running unit, if the time when the flight arrives at the flow control point is not in the execution time interval, returning to the next flight in the flight sequence to determine the flow control point flow; if the time when the flight arrives at the flow control point is in the execution time interval, accumulating the flight frequency per week of the flight; c4, calculating the number of times of all flights in the flight sequence meeting the conditions to obtain the flow control point flow value. The flow control point capacity in the step c refers to the maximum number of aircrafts that can be received in the execution time interval of the flow control point; the flow control capacity value is obtained according to the restriction condition type of the flow control point, the flow control time length, the flow control point name and the execution time interval of the flow control point according to the time interval or the distance interval. The flow control point load degree in the step c is equal to the flow control point flow value divided by the flow control capacity value. The sector flow in the step d refers to the number of aircrafts passing through the sector per unit time, and the sector flow value is obtained according to the number of times of the flight passing through the sector in the flight sequence. The sector capacity in the step d refers to the maximum aircraft service number under the continuous service level request in the specified time, and each sector capacity value is a given value.

2. The route balance control method according to claim 1, characterized by The sector load degree in the step d is equal to the sector flow value divided by the sector capacity value.

3. The route balance control method according to claim 1, characterized by The congestion degree threshold interval in the step f is a given value [a, b], when the larger one of the flow control point load degree or the sector load degree is greater than or equal to a, the congestion state is determined, and the minimum score is 70.

4. The route balance control method according to claim 1, characterized by ​ 5. The route balance control method according to claim 1, characterized by ​ 6. The route balance control method according to claim 1, characterized by ​ 7. The route balance control method according to claim 1, characterized by ​ When the traffic control point load degree or sector load degree value is greater than or equal to a, it is judged to be smooth or normal, and is recorded as the lowest score 100 points; When the traffic control point load degree or sector load degree value is greater than or equal to b, it is judged to be congested.

8. The route balance control method according to claim 1, characterized by The given value of the congestion degree threshold interval is [0.8-0.9, 1].

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