Arrival sequencing method based on airspace constraints and arrival flow

Abstract

The present invention discloses an arrival sorting method based on airspace constraints and approach flow, comprising: determining the delay absorption capacity of each approach direction in combination with the airspace constraints in the terminal area; screening the approach and landing flight plans in the terminal area to participate in the sorting; extracting the approach direction of the flight, and calculating the approach flow of each approach direction in the terminal area; determining the approach priority according to the delay absorption capacity and approach flow of each approach direction; calculating the sorting priority and sorting benchmark of the flight, and establishing a sorting queue according to the sorting priority and sorting benchmark time of the flight; sorting and calculating the flights based on the sorting queue order, and providing the flight with a recommended landing runway, recommended landing time and delay absorption decision. The present invention integrates airspace constraints and approach flow to ensure priority sorting of high-flow approach directions, while considering the feasibility of the route to absorb delay time, calculating the approach queue sequence, conforming to the control operation preference, improving the approach rate of high-flow directions, and balancing the approach pressure.

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 arrival sorting method based on airspace constraints and approach flow. Background Art

[0002] Air traffic is rapidly increasing, and the imbalance in capacity and flow is increasing control pressure. Control is significantly impacted by airspace constraints, military activities, and arrival traffic. To alleviate these challenges, reduce delays, and improve efficiency, research on arrival flight sequencing methods continues in China.

[0003] Current arrival sequencing technology methods and application systems mainly focus on minimizing delays and optimizing the sequencing of incoming flights based on constraints such as runway constraints and delay costs. However, there is little research on the delay absorption capacity constraints of control and command combined with traffic distribution under airspace restrictions. Combining the control and command preferences under the conditions of unbalanced traffic distribution in different approach directions, flights from the approach directions with large traffic volume and smaller airspace allocation space are given priority for approach and landing to balance the control pressure.

[0004] The Chinese invention patent application number CN 202211285427.1, entitled "Intelligent Landing Runway Allocation Method and System Based on Traffic Data Balance Analysis," discloses a method for intelligent landing runway allocation based on traffic data balance analysis. The method focuses on proposing an intelligent runway allocation strategy for coping with different traffic conditions. Based on the flight delay threshold, the runway landing capacity threshold, and the traffic ratio value of the fixed point corresponding to the runway, a unique available landing runway is matched to achieve intelligent runway allocation. The patent does not mention the calculation rules for the landing slot.

[0005] Chinese invention patent application number CN 201811608206.7, entitled "A Multi-Objective Optimization Method for Flight Slot Allocation Based on a Distribution Estimation Algorithm," discloses a multi-objective optimization method for flight slot allocation based on a distribution estimation algorithm. While ensuring airport capacity constraints, this method fully utilizes slots to achieve multi-objective optimization of delay costs and airline fairness indicators, while meeting computational complexity requirements. Finally, ground holding recommendations are generated based on the slot allocation results, balancing capacity and demand, thereby optimizing flight delay costs, improving airport and airspace utilization, and reducing flight safety risks. Starting from the pre-tactical phase, this method focuses on the resource constraints of the landing airport. Following the principles of airline slot fairness and minimizing flight delay costs, it assigns recommended takeoff and landing times to flights. However, this method does not consider the terminal airspace structure and arrival traffic distribution characteristics, nor does it consider the control and command processes of time-based flight operations during the tactical phase.

[0006] my country's airspace is complex, with limited airspace available for civil aviation. The unique airspace configuration further complicates control and command. Airspace restrictions significantly impact the management and sequencing of incoming flight traffic within the terminal / approach area. Control and command combine airspace constraints and approach traffic distribution to schedule the arrival and landing sequence for incoming and landing flights. In irregular airspace configurations, approach directions with narrow airspace and shorter ranges have limited dispatch capacity, and control typically prioritizes approach and landing flights from these directions. To balance control pressure, flights from directions with greater approach traffic are typically prioritized over those from other directions.

[0007] Existing arrival sorting methods often start from interval constraints, with minimizing flight delays as the sorting optimization objective. They consider sliding time window algorithms to enhance local search optima and non-dominated sorting genetic algorithms to address multiple objectives. However, considering the pressure of air traffic control, it is necessary to consider the pressure of arrival traffic and airspace allocation capacity, and dynamically measure the ability to absorb route delays. Existing algorithms cannot meet these requirements. Summary of the Invention

[0008] In view of the above-mentioned deficiencies in the prior art, the purpose of the present invention is to provide an arrival sorting method based on airspace constraints and approach traffic, so as to solve the problem that the prior art does not take into account control pressure and control preferences, and flexibly arranges the approach and landing sequence in combination with route traffic and route maneuverability.

[0009] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0010] The present invention provides an arrival sorting method based on airspace constraints and arrival flow, comprising the following steps:

[0011] 1) Determine the delay absorption capacity of each approach direction in combination with the airspace constraints within the terminal area;

[0012] 2) Screening of arrival and landing flights within the terminal area for sequencing;

[0013] 3) Pre-process flight plan information, extract flight approach directions, and calculate approach traffic for each approach direction within the terminal area;

[0014] 4) Determine the approach priority based on the delay absorption capacity and approach flow of each approach direction;

[0015] 5) Calculate the flight's sorting priority and sorting benchmark, and establish a sorting queue based on the flight's sorting priority and sorting benchmark time;

[0016] 6) Sort flights based on the sorting queue order and provide recommended landing runways, recommended landing times, and delay absorption decisions for flights.

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

[0018] 11) Combine the available airspace for aircraft maneuvering in the terminal area and configure the standard approach procedure and temporary approach route data offline; extract the waypoint where the standard approach procedure and the cruise route in the terminal area intersect as the corridor entrance point to indicate the approach direction;

[0019] 12) Obtain information on polygonal restricted areas within the terminal area where airspace is temporarily unavailable due to severe weather restrictions, and determine the availability of temporary routes based on the boundary segments of the polygonal restricted areas;

[0020] 13) Calculate the maximum delay absorption capacity for each approach direction in the terminal area separately: take the standard approach procedure as the reference route, obtain the longest approach route from the available temporary approach routes, and calculate the maximum deployment delay time that can be achieved by comparing it with the standard approach procedure without considering circling and holding.

[0021] Furthermore, the polygonal restricted area is a closed figure formed by multiple line segments connected end to end; the approach route is composed of waypoints, and the lines between the waypoints form the route, that is, a series of line segments connected end to end; and whether the approach route is affected by the polygonal restricted area and is in an unusable state is determined by a mathematical method of determining whether a line segment on the approach route intersects with each edge of the restricted area polygon or whether any endpoint of the line segment is inside the polygon.

[0022] Furthermore, the specific calculation method in step 13) is as follows:

[0023] 131) Based on historical experience data, calculate the average flight time T1 of flights with different wake turbulence types on historical routes and use it as a reference value;

[0024] 132) Obtain the flight duration T0 of each wake turbulence type flight under the standard approach procedure, and calculate the difference between it and the flight duration T1 of other approach routes in the same approach direction to obtain the delay time ΔT that can be absorbed by each route:

[0025] ΔT=T1-T0

[0026] The maximum value is the maximum tolerable delay time for the corresponding approach direction. For approach routes without historical experience data, the offline default flight duration is used. For approach directions with no available temporary approach routes, the maximum tolerable delay time is 0.

[0027] Furthermore, the step 2) specifically includes:

[0028] 21) Filter the flight schedules landing in the current terminal area according to the landing airport;

[0029] 22) Combining historical flight plan statistics and radar track update data, a 4D trajectory dynamic prediction model is used to calculate the estimated arrival time, altitude, speed, heading, and sector information for each waypoint along the flight route;

[0030] 23) Determine whether a flight participates in the sorting calculation based on the sorting conditions, specifically: 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 to enter the terminal area; if a flight taking off from a nearby airport has actually taken off and its estimated landing time is within the time range of the variable system parameter (VSP) VSP1 at the current time, then the flight meets the sorting conditions and participates in the sorting; if a flight taking off from other airports has actually taken off or has been associated with the radar, and its estimated landing time is within the time range of the variable system parameter VSP1 at the current time or its estimated time to enter the terminal area is within the time range of the variable system parameter VSP2 at the current time, then the flight meets the sorting conditions and participates in the sorting; VSP1 is 2 hours, and VSP2 is determined according to the regional airspace conditions and has a value of 30-60 minutes.

[0031] Furthermore, the four-dimensional trajectory prediction result of the flight is generated in the step 22) as follows: based on the historical flight data of the route and the performance of the aircraft, an experience data information table of the route is established, including the aircraft model, flight number, departure airport, landing airport, reporting point name, actual distance of the reporting point, reporting point passing altitude, cruising altitude, and the control sector to which it belongs; the k-means algorithm is used to obtain the experience distance and experience altitude layer altitude of each reporting point under the same departure and landing airport, the same aircraft model and the same route conditions; the route experience data that matches the flight performance and route information of the flight in the prediction model is extracted and the static 4D trajectory prediction result of the flight is calculated and generated; the 4D trajectory prediction result is dynamically corrected in combination with the real-time radar track data and the GRIB format high-altitude wind information, and the prediction result includes the expected passing time, expected passing altitude, expected passing speed and the control sector information of each waypoint in the route; wherein, the last waypoint in the route is an airport or runway, and the expected passing time of the airport or runway is the expected landing time of the flight.

[0032] Furthermore, the step 3) specifically includes:

[0033] 31) Traverse the waypoint information in the planned route in order of passing, filter out the corridor points included in the planned route, and select the first corridor point passed in the route as the approach direction of the flight;

[0034] 32) Using the estimated landing time of the flight as a reference, find the flight time with the earliest estimated landing time among the currently sorted flights;

[0035] 33) Taking the first flight in the current sequence as the starting point, divide the sequence time range into N time periods (the number of offline configuration time periods), and calculate the arrival flow in each direction within each time period based on the expected landing time of the flight, that is, the number of arrival flights.

[0036] Furthermore, the step 4) specifically includes:

[0037] 41) Based on the N time periods divided in step 3), the arrival traffic volume for each approach direction, and the delay absorption capacity under the airspace restrictions for each approach direction in step 1), calculate the arrival pressure for each time period, that is, the average flight delay absorption capacity: Average flight delay absorption capacity = delay absorption capacity within the time period / arrival traffic volume within the time period;

[0038] 42) The arrival priority of each approach direction is determined based on the average flight delay absorption capacity of each time period. The smaller the average flight delay absorption capacity, the higher the arrival priority;

[0039] 43) Assign a priority coefficient to each entry priority, such as: the highest priority coefficient is number 1, the second highest priority coefficient is number 2, and so on.

[0040] Furthermore, the step 5) specifically includes:

[0041] 51) In combination with the approach directions of the flights screened in step 31), the approach priority of the flight corresponding to the approach direction is selected as the approach priority of the flight;

[0042] 52) Determine flight attribute priority; for arriving and landing flights, special secondary code flights have the highest priority of 1; special aircraft have the second highest priority of 2; VIP flights have the priority of 3; flights with manual time slot intervention have the priority of 4; flights with manual priority increase have the priority of 5; ordinary flights have the low priority of 6;

[0043] 53) Flights participating in the sorting process are divided into four flight modes based on the sorting period: unstable mode, stable mode, ultra-stable mode, and frozen mode. Flight mode priorities are also defined. Flights participating in the sorting process for the first time are in unstable mode, and sorted flights can freely update their queue order and calculation results. Before entering the approach area, during the time range of variable system parameter VSP3, flights already associated with radar begin to enter stable mode. The relative order of such flights in the sorting queue remains unchanged, and new sorted flights are allowed to be inserted between flights in stable mode and flights in stable mode. After entering the terminal area, during the time range of variable system parameter VSP5, flights switch from stable mode to ultra-stable mode. New sorted flights are allowed to be inserted only if the interval between the preceding and succeeding sorted flights meets the requirements of twice the runway spacing and wake turbulence safety interval. Before the recommended landing time (CLDT), flights enter frozen mode during the time range of variable system parameter VSP6, and calculations are no longer updated. In addition, if route modifications to stable mode flights cause the flight prediction results to change beyond the time range of variable system parameter VSP4, the sorting order of stable mode flights is allowed to change. Manual intervention has the highest priority, and the landing order of flights in the sorting queue can be arbitrarily modified.

[0044] 54) Calculate the flight sorting reference time: select the estimated time of arrival (ETA) as the sorting reference time (to ensure the order stability of the stable mode sorting queue, the flight sorting reference time remains unchanged after entering the stable mode, unless the ETA changes beyond the VSP4 time range);

[0045] 55) Determine the sorting priority of the flight and establish a sorting queue based on the flight sorting priority and the flight sorting benchmark.

[0046] Furthermore, the step 55) specifically includes:

[0047] 551) Determine the priority of flight attributes, and prioritize flights with higher flight attribute priorities;

[0048] 552) For flights with the same attribute priority, the flight mode is determined. Flights in frozen mode are prioritized, and the recommended landing time value remains unchanged. Flights in ultra-stable mode are prioritized, without considering the impact of other flights, to ensure that the recommended landing time value of ultra-stable mode flights meets the interval requirement. Flights in stable mode and unstable mode calculate the recommended landing time value based on the available time slots in the sorted flight queue.

[0049] 553) For flights with the same attribute priority and flight mode, the sorting order of the flights is determined based on the arrival priority and sorting reference time; the sorting reference time difference between the flight and the adjacent flights is calculated:

[0050] ΔELDT=|ELDT1-ELDT2|

[0051] Among them, ELDT1 and ELDT2 represent the sorting reference time of the two flights respectively, and ΔELDT represents the sorting reference time difference between the two flights;

[0052] When the difference between the sorting reference times of two flights is within the time range of the variable system parameter VSP7, the flight with the higher arrival priority is prioritized; otherwise, when the difference between the sorting reference times of two flights is outside the time range of the variable system parameter VSP7, the landing times are arranged in the order of the sorting reference times, that is, the flight with the earlier sorting reference time is prioritized;

[0053] 554) Flights with the same approach priority will have their landing times arranged in the order of their sorting reference times, i.e. flights with earlier sorting reference times will be prioritized;

[0054] 555) For flights with the same approach priority and the same sorting reference time, the actual take-off time or the time of entering the terminal area of ​​the flights shall be compared; special flights shall be ranked according to the actual take-off time, and other flights shall be ranked according to the time of entering the terminal area.

[0055] Furthermore, the step 6) specifically includes:

[0056] 61) Assign runways and approach procedures to landing flights: Assign the optimal landing runway to the landing flight based on the runway operation mode and runway allocation strategy of the landing airport, and then assign the default approach procedure based on the landing runway and approach handover point allocation rules;

[0057] 62) Calculate the flight's estimated landing time (ELDT) 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 information, the estimated landing time is used as the calculation basis; otherwise, the flight duration of the offline configured standard approach procedure is used to correct the flight's estimated landing time at the runway end;

[0058] 63) Calculate the flight's recommended landing time and delay absorption control decision based on the flight's runway and sequencing constraints.

[0059] Furthermore, the step 61) specifically includes:

[0060] 611) Based on the offline configured runway operation mode, available landing runways are screened for the flight, with the screening criteria including landing airport, approach direction, airline, aircraft type, and parking position. If only one available runway is screened, that runway is assigned to the flight. If multiple available runways are screened, a runway close to the approach direction is selected under the airborne anti-intersection strategy in combination with the current runway allocation strategy. Under the earliest calculated landing runway strategy, the runway with the earliest free time slot is selected.

[0061] 612) Refer to the offline configured approach route allocation rules to filter the available approach routes for the flight. The filtering conditions include landing airport, runway, approach direction, and approach mode. In the offline configuration, ensure that there is only one standard approach procedure among the approach routes that meet the filtering conditions, and select the standard approach procedure as the approach path for the flight.

[0062] 613) For flights that cannot be automatically assigned a landing runway or approach route, an alarm will be issued and manual intervention will be required.

[0063] Furthermore, the step 63) specifically includes:

[0064] 631) Calculate the recommended landing time at the runway end; based on the calculation reference time at the runway end and taking into account the runway end constraints, calculate the recommended landing time of the flight on the runway to ensure that the recommended landing time of the flight meets the runway end constraints;

[0065] 632) Calculate the delay time that the flight needs to absorb; total flight delay = recommended landing time - expected landing time; combined with the delay absorption strategy, calculate the delay allocation results for approach and zone adjustment, including:

[0066] For minor delays that do not exceed the speed regulation capacity of the current route segment, a time-to-lose (TTL) recommendation for deceleration will be given for that segment.

[0067] For large delays that exceed the speed control capacity of the current route segment, a rerouting suggestion is given. Based on the available temporary routes in the flight's approach direction and the delay absorption capacity of the route, a rerouting suggestion is selected that can absorb the total delay. The shortest of these routes is selected as the approach control suggestion.

[0068] If there are no available routes or other routes cannot absorb all total delays, the terminal area will consider whether there are available holding areas and provide waiting suggestions. Factors to be considered include: the available capacity of the holding area and the availability of the holding area. For available holding areas, the sum of the number of flights recommended to wait in the holding area and the number of flights actually waiting in the holding area is less than the total capacity of the holding area. If the conditions for entering the holding area are not met or there is no available holding area, the delay value that cannot be absorbed by the terminal area will be allocated to the zone adjustment.

[0069] If no waiting area is available, the excess delay will be allocated to the previous route segment, which will cooperate to absorb the delay.

[0070] The method of the present invention obtains the approach sorting results of landing flights, considers the delay absorption capacity under airspace constraints by approach direction, ensures the feasibility of delay consumption, and sorts according to the approach flow, improves the approach rate of high-flow approach directions, conforms to control preferences, and provides stable and reliable auxiliary decision-making suggestions for control command.

[0071] Beneficial effects of the present invention:

[0072] The present invention calculates the arrival priority of each approach direction based on the delay absorption capacity and approach flow distribution under airspace constraints, establishes a temporary approach route in combination with airspace constraints, calculates the availability of the temporary route and the delay absorption capacity of each approach direction, and obtains the dynamic delay absorption capacity of the approach direction in combination with the approach flow distribution. Then, the approach direction priority is calculated according to the size of the dynamic delay capacity; then, a sorting queue is established in combination with the flight attribute priority, flight mode and sorting reference time to determine the priority order of flight arrival and landing; finally, according to the flight queuing order, the recommended landing time and recommended metering point time of each flight, as well as the delay time and delay absorption control strategy recommendations are calculated in sequence; finally, balanced sorting of approaching and landing flights in the terminal / approach area is achieved.

[0073] The present invention integrates airspace constraints and approach traffic to ensure priority sorting of high-traffic approach directions. It also considers the feasibility of routes absorbing delay time, calculates the approach queue sequence, conforms to control operation preferences, improves the approach rate of high-traffic directions, and balances approach pressure. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 Schematic diagram of the method of the present invention.

[0075] Figure 2 FIG. 4 is a diagram of available arrival routes for flights in the terminal area in an embodiment.

[0076] Figure 3 This is a schematic diagram of the expected landing time sequence of flights participating in the sequencing for each approach direction.

[0077] Figure 4 A diagram showing the recommended landing sequence for flights participating in the sequencing for each approach direction. DETAILED DESCRIPTION

[0078] 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.

[0079] Reference Figure 1 As shown, the present invention provides an arrival sorting method based on airspace constraints and arrival traffic, the steps are as follows:

[0080] 1) Determine the delay absorption capacity of each approach direction in combination with the airspace constraints within the terminal area; specifically,

[0081] 11) In combination with the airspace restriction zones, danger zones, and military activity zones within the terminal area, the available airspace for aircraft maneuvering is determined, and standard approach procedures and temporary approach route data are configured offline. Each temporary approach route corresponds to and uniquely corresponds to a standard approach procedure. The correspondence between the two means that flights using a certain standard approach procedure can alternatively select the corresponding temporary approach route to complete the approach and landing within the terminal area. The waypoints where the standard approach procedure and the cruise route within the terminal area intersect are extracted as corridor exit points, indicating the approach direction.

[0082] 12) Obtaining information on polygonal restricted areas within the terminal area where airspace is temporarily unavailable due to severe weather restrictions, and determining the availability of temporary routes based on the boundary line segments of the polygonal restricted area; the polygonal restricted area is a closed figure formed by multiple end-to-end line segments; the approach route is composed of waypoints, and the lines connecting each waypoint form the route, i.e., end-to-end line segments; determining whether the approach route is unavailable due to the polygonal restricted area by mathematically determining whether a line segment on the approach route intersects with each edge of the restricted area polygon or whether any endpoint of the line segment is within the polygon; due to the limited height adjustable space in the terminal area, routes that cross the restricted area horizontally are considered unavailable;

[0083] 13) Calculate the maximum delay absorption capacity for each approach direction within the terminal area. Using the standard approach procedure as the reference route, obtain the longest approach route from the available temporary approach routes. Without considering circling and holding, compare it with the standard approach procedure and calculate the maximum achievable deployment delay time for the longest approach route. The specific calculation method is as follows:

[0084] 131) Based on historical experience data, calculate the average flight time T1 of flights with different wake turbulence types on historical routes and use it as a reference value;

[0085] For example, if there are N empirical data in the historical data, namely T10, T11, T12...T1N, then:

[0086]

[0087] 132) Obtain the flight duration T0 of each wake turbulence type flight under the standard approach procedure, and calculate the difference between it and the flight duration T1 of other approach routes in the same approach direction to obtain the delay time ΔT that can be absorbed by each route:

[0088] ΔT=T1-T0

[0089] The maximum value is the maximum tolerable delay time for the corresponding approach direction. For approach routes without historical experience data, the offline default flight duration is used. For approach directions with no available temporary approach routes, the maximum tolerable delay time is 0.

[0090] The maximum delayed absorption time for FF1 entry direction is 5 minutes, the maximum delayed absorption time for FF2 entry direction is 0 minutes, the maximum delayed absorption time for FF3 entry direction is 2 minutes, and the maximum delayed absorption time for FF4 entry direction is 10 minutes; refer to Figure 2 shown.

[0091] 2) Screening of arrival and landing flights within the terminal area for sorting; specifically including:

[0092] 21) Filter the flight schedules landing in the current terminal area according to the landing airport;

[0093] 22) Combined with historical flight plan statistical data and radar track update data, the 4D trajectory dynamic prediction model is applied to generate the four-dimensional trajectory prediction results of the flight. Specifically: based on the route historical flight data and aircraft performance, a route experience data information table is established, including aircraft model, flight number, departure airport, landing airport, reporting point name, actual distance at the reporting point, reporting point passing altitude, cruising altitude, and control sector to which it belongs. The k-means algorithm is used to obtain the empirical distance and empirical altitude layer altitude passing each reporting point under the same departure and landing airport, the same aircraft model, and the same route conditions; the route experience data that matches the flight performance and route information of the flight in the prediction model is extracted and calculated to generate the static 4D trajectory prediction results of the flight; the 4D trajectory prediction results are dynamically corrected in combination with real-time radar track data and GRIB format high-altitude wind information. The prediction results include the expected passing time, expected passing altitude, expected passing speed, and control sector information of each waypoint in the route; among which, the last waypoint in the route is the airport or runway, and the expected passing time of the airport or runway is the expected landing time of the flight;

[0094] 23) Determine whether a flight participates in the sorting calculation based on the sorting conditions, specifically: 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 to enter the terminal area; if a flight taking off from a nearby airport has actually taken off and its estimated landing time is within the time range of the variable system parameter (VSP) VSP1 at the current time, then the flight meets the sorting conditions and participates in the sorting; if a flight taking off from other airports has actually taken off or has been associated with the radar, and its estimated landing time is within the time range of the variable system parameter VSP1 at the current time or its estimated time to enter the terminal area is within the time range of the variable system parameter VSP2 at the current time, then the flight meets the sorting conditions and participates in the sorting; VSP1 is 2 hours, and VSP2 is determined according to the regional airspace conditions and has a value of 30-60 minutes.

[0095] 3) Pre-process flight plan information, extract flight approach directions, and calculate the approach flow rate for each approach direction within the terminal area; specifically,

[0096] 31) Traverse the waypoint information in the planned route in order of passing, filter out the corridor points included in the planned route, and select the first corridor point passed in the route as the approach direction of the flight;

[0097] 32) Using the estimated landing time of the flight as a reference, find the flight time with the earliest estimated landing time among the currently sorted flights;

[0098] 33) Taking the first flight in the current sequence as the starting point, divide the sequence time range into N time periods (the number of offline configuration time periods), and calculate the arrival flow in each direction within each time period based on the expected landing time of the flight, that is, the number of arrival flights.

[0099] 4) Determine the approach priority based on the delay absorption capacity and approach traffic of each approach direction; specifically,

[0100] 41) Based on the N time periods divided in step 3), the arrival traffic volume for each approach direction, and the delay absorption capacity under the airspace restrictions for each approach direction in step 1), calculate the arrival pressure for each time period, that is, the average flight delay absorption capacity: Average flight delay absorption capacity = delay absorption capacity within the time period / arrival traffic volume within the time period;

[0101] 42) The arrival priority of each approach direction is determined based on the average flight delay absorption capacity of each time period. The smaller the average flight delay absorption capacity, the higher the arrival priority;

[0102] 43) Assign a priority coefficient to each entry priority, such as: the highest priority coefficient is number 1, the second highest priority coefficient is number 2, and so on.

[0103] 5) Calculate the flight's sorting priority and sorting benchmark, and establish a sorting queue based on the flight's sorting priority and sorting benchmark time; specifically,

[0104] 51) In combination with the approach directions of the flights screened in step 31), the approach priority of the flight corresponding to the approach direction is selected as the approach priority of the flight;

[0105] 52) Determine flight attribute priority; for arriving and landing flights, special secondary code flights have the highest priority of 1; special aircraft have the second highest priority of 2; VIP flights have the priority of 3; flights with manual time slot intervention have the priority of 4; flights with manual priority increase have the priority of 5; ordinary flights have the low priority of 6;

[0106] 53) Flights participating in the sorting process are divided into four flight modes based on the sorting period: unstable mode, stable mode, ultra-stable mode, and frozen mode. Flight mode priorities are also defined. Flights participating in the sorting process for the first time are in unstable mode, and sorted flights can freely update their queue order and calculation results. Before entering the approach area, during the time range of variable system parameter VSP3, flights already associated with radar begin to enter stable mode. The relative order of such flights in the sorting queue remains unchanged, and new sorted flights are allowed to be inserted between flights in stable mode and flights in stable mode. After entering the terminal area, during the time range of variable system parameter VSP5, flights switch from stable mode to ultra-stable mode. New sorted flights are allowed to be inserted only if the interval between the preceding and succeeding sorted flights meets the requirements of twice the runway spacing and wake turbulence safety interval. Before the recommended landing time (CLDT), flights enter frozen mode during the time range of variable system parameter VSP6, and calculations are no longer updated. In addition, if route modifications to stable mode flights cause the flight prediction results to change beyond the time range of variable system parameter VSP4, the sorting order of stable mode flights is allowed to change. Manual intervention has the highest priority, and the landing order of flights in the sorting queue can be arbitrarily modified.

[0107] 54) Calculate the flight sorting reference time: select the estimated time of arrival (ETA) as the sorting reference time (to ensure the order stability of the stable mode sorting queue, the flight sorting reference time remains unchanged after entering the stable mode, unless the ETA changes beyond the VSP4 time range);

[0108] 55) Determine the sorting priority of the flight and establish a sorting queue based on the flight sorting priority and the flight sorting benchmark.

[0109] Wherein, the step 55) specifically includes:

[0110] 551) Determine the priority of flight attributes, and prioritize flights with higher flight attribute priorities;

[0111] 552) For flights with the same attribute priority, the flight mode is determined. Flights in frozen mode are prioritized, and the recommended landing time value remains unchanged. Flights in ultra-stable mode are prioritized, without considering the impact of other flights, to ensure that the recommended landing time value of ultra-stable mode flights meets the interval requirement. Flights in stable mode and unstable mode calculate the recommended landing time value based on the available time slots in the sorted flight queue.

[0112] 553) For flights with the same attribute priority and flight mode, the sorting order of the flights is determined based on the arrival priority and sorting reference time; the sorting reference time difference between the flight and the adjacent flights is calculated:

[0113] ΔELDT=|ELDT1-ELDT2|

[0114] Among them, ELDT1 and ELDT2 represent the sorting reference time of the two flights respectively, and ΔELDT represents the sorting reference time difference between the two flights;

[0115] When the difference between the sorting reference times of two flights is within the time range of the variable system parameter VSP7, the flight with the higher arrival priority is prioritized; otherwise, when the difference between the sorting reference times of two flights is outside the time range of the variable system parameter VSP7, the landing times are arranged in the order of the sorting reference times, that is, the flight with the earlier sorting reference time is prioritized;

[0116] 554) Flights with the same approach priority will have their landing times arranged in the order of their sorting reference times, i.e. flights with earlier sorting reference times will be prioritized;

[0117] 555) For flights with the same approach priority and the same sorting reference time, the actual take-off time or the time of entering the terminal area of ​​the flights shall be compared; special flights shall be ranked according to the actual take-off time, and other flights shall be ranked according to the time of entering the terminal area.

[0118] Taking the flights in the first period as an example, the expected arrival order of ordinary landing flights in each approach direction is as follows: Figure 3 As shown, the controllable period is set to 2 minutes, and the estimated landing time difference between adjacent flights in each approach direction is within 2 minutes. The final approach and landing order is as follows: Figure 4As shown, the order is MABCPQNDREST. Since flight M has the highest approach priority of FF2 and the difference between its estimated landing time and that of flight M and flight A is within 2 minutes, flight M is given priority for landing. Flights A, B, and C have the next highest approach priority and are within 2 minutes of each other's estimated landing time, closely following flights P and Q. Although flights P and Q have lower approach priority than flights D, E, and flight N, their estimated landing times are 2 minutes earlier than those of these flights, so flights P and Q are given priority for landing. Next, flight N, which has the highest approach priority, lands. Flight D, which has the highest approach priority and is within 2 minutes of each other's estimated landing time, is given priority, followed by flight R. The last landing flights are flights E, S, and T.

[0119] 6) Sort flights based on the sorting queue order and provide recommended landing runways, recommended landing times, and delay absorption decisions for flights, including:

[0120] 61) Assign runways and approach procedures to landing flights: Assign the optimal landing runway to the landing flight based on the runway operation mode and runway allocation strategy of the landing airport, and then assign the default approach procedure based on the landing runway and approach handover point allocation rules;

[0121] 62) Calculate the flight's estimated landing time (ELDT) 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 information, the estimated landing time is used as the calculation basis; otherwise, the flight duration of the offline configured standard approach procedure is used to correct the flight's estimated landing time at the runway end;

[0122] 63) Calculate the flight's recommended landing time and delay absorption control decision based on the flight's runway and sequencing constraints.

[0123] Wherein, the step 61) specifically includes:

[0124] 611) Based on the offline configured runway operation mode, available landing runways are screened for the flight, with the screening criteria including landing airport, approach direction, airline, aircraft type, and parking position. If only one available runway is screened, that runway is assigned to the flight. If multiple available runways are screened, a runway close to the approach direction is selected under the airborne anti-intersection strategy in combination with the current runway allocation strategy. Under the earliest calculated landing runway strategy, the runway with the earliest free time slot is selected.

[0125] 612) Refer to the offline configured approach route allocation rules to filter the available approach routes for the flight. The filtering conditions include landing airport, runway, approach direction, and approach mode. In the offline configuration, ensure that there is only one standard approach procedure among the approach routes that meet the filtering conditions, and select the standard approach procedure as the approach path for the flight.

[0126] 613) For flights that cannot be automatically assigned a landing runway or approach route, an alarm will be issued and manual intervention will be required.

[0127] Wherein, the step 63) specifically includes:

[0128] 631) Calculate the recommended landing time at the runway end; based on the calculation reference time at the runway end and taking into account the runway end constraints, calculate the recommended landing time of the flight on the runway to ensure that the recommended landing time of the flight meets the runway end constraints;

[0129] 632) Calculate the delay time that the flight needs to absorb; total flight delay = recommended landing time - expected landing time; combined with the delay absorption strategy, calculate the delay allocation results for approach and zone adjustment, including:

[0130] For minor delays that do not exceed the speed regulation capacity of the current route segment, a time-to-lose (TTL) recommendation for deceleration will be given for that segment.

[0131] For large delays that exceed the speed control capacity of the current route segment, a rerouting suggestion is given. Based on the available temporary routes in the flight's approach direction and the delay absorption capacity of the route, a rerouting suggestion is selected that can absorb the total delay. The shortest of these routes is selected as the approach control suggestion.

[0132] If there are no available routes or other routes cannot absorb all total delays, the terminal area will consider whether there are available holding areas and provide waiting suggestions. Factors to be considered include: the available capacity of the holding area and the availability of the holding area. For available holding areas, the sum of the number of flights recommended to wait in the holding area and the number of flights actually waiting in the holding area is less than the total capacity of the holding area. If the conditions for entering the holding area are not met or there is no available holding area, the delay value that cannot be absorbed by the terminal area will be allocated to the zone adjustment.

[0133] If no waiting area is available, the excess delay will be allocated to the previous route segment, which will cooperate to absorb the delay.

[0134] 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 method for sorting arrivals based on airspace constraints and arrival traffic, characterized in that: Here are the steps: 1) Determine the delay absorption capacity of each approach direction in combination with the airspace constraints within the terminal area; 2) Screening of arrival and landing flights within the terminal area for sequencing; 3) Pre-process flight plan information, extract flight approach directions, and calculate approach traffic for each approach direction within the terminal area; 4) Determine the approach priority based on the delay absorption capacity and approach flow of each approach direction; 5) Calculate the flight's sorting priority and sorting benchmark, and establish a sorting queue based on the flight's sorting priority and sorting benchmark time; 6) Calculate the flight sorting order based on the sorting queue sequence, and provide recommended landing runways, recommended landing times, and delay absorption decisions for the flights; The step 1) specifically includes: 11) Based on the available airspace for aircraft maneuvering in the terminal area, configure the standard approach procedure and temporary approach route data offline; extract the waypoints where the standard approach procedure and the cruise route in the terminal area intersect as corridor exit points to indicate the approach direction; 12) Obtain information on polygonal restricted areas within the terminal area where airspace is temporarily unavailable due to severe weather restrictions, and determine the availability of temporary routes based on the boundary segments of the polygonal restricted areas; 13) Calculate the maximum delay absorption capacity for each approach direction within the terminal area: Take the standard approach procedure as the reference route, obtain the longest approach route from the available temporary approach routes, and calculate the maximum achievable deployment delay time for the longest approach route by comparing it with the standard approach procedure without considering circling and holding. The specific calculation method in step 13) is as follows: 131) Based on historical experience data, calculate the average flight time T1 of flights with different wake turbulence types on historical routes and use it as a reference value; 132) Obtain the flight duration T0 of each wake turbulence type flight under the standard approach procedure, and calculate the difference between it and the flight duration T1 of other approach routes in the same approach direction to obtain the delay time ΔT that can be absorbed by each route: ΔT=T1-T0 The maximum value is the maximum tolerant delay time for the corresponding approach direction. For approach routes without historical experience data, the offline default flight duration is used. For approach directions without available temporary approach routes, the maximum tolerant delay time is 0. The step 3) specifically includes: 31) Traverse the waypoint information in the planned route in order of passing, filter out the corridor points included in the planned route, and select the first corridor point passed in the route as the approach direction of the flight; 32) Using the estimated landing time of the flight as a reference, find the flight time with the earliest estimated landing time among the currently sorted flights; 33) Taking the first flight in the current sequence as the starting point, divide the sequence time range into N time periods. Based on the estimated landing time of the flight, calculate the arrival flow in each direction within each time period, i.e., the number of arriving flights. The step 4) specifically includes: 41) Based on the N time periods divided in step 3), the arrival flow rate for each approach direction, and the delay absorption capacity under the airspace restrictions for each approach direction in step 1), calculate the arrival pressure for each time period, that is, the average flight delay absorption capacity, where the average flight delay absorption capacity = delay absorption capacity within the time period / arrival flow rate within the time period; 42) The arrival priority of each approach direction is determined based on the average flight delay absorption capacity of each time period. The smaller the average flight delay absorption capacity, the higher the arrival priority; 43) Assign priority coefficients to each entry priority.

2. The method for sorting arrivals based on airspace constraints and approach flow according to claim 1, characterized in that: The polygonal restricted area is a closed figure formed by multiple line segments connected end to end; the approach route is composed of waypoints, and the lines connecting the waypoints form the route; a mathematical method is used to determine whether the line segments on the approach route intersect with the edges of the restricted area polygon or whether any endpoint of the line segment is inside the polygon to determine whether the approach route is affected by the polygonal restricted area and is in an unusable state.

3. The method for sorting arrivals based on airspace constraints and arrival traffic according to claim 1, characterized in that: The step 2) specifically includes: 21) Filter the flight schedules landing in the current terminal area according to the landing airport; 22) Combining historical flight plan statistics and radar track update data, a 4D trajectory dynamic prediction model is used to calculate the estimated arrival time, altitude, speed, heading, and sector information for each waypoint along the flight route; 23) Determine whether a flight participates in the sorting calculation based on the sorting conditions, specifically: determine whether a flight participates in the sorting based on the flight's estimated landing time, actual take-off time, actual landing time, radar-related identification, and estimated time to enter the terminal area; if a flight taking off from a nearby airport has actually taken off and the estimated landing time is within the time range of the variable system parameter VSP1 at the current time, then the flight meets the sorting conditions and participates in the sorting; if a flight taking off from other airports has actually taken off or has been associated with the radar, and the estimated landing time is within the time range of the variable system parameter VSP1 at the current time or the estimated time to enter the terminal area is within the time range of the variable system parameter VSP2 at the current time, then the flight meets the sorting conditions and participates in the sorting.

4. The method for sorting arrivals based on airspace constraints and arrival traffic according to claim 3, characterized in that: The four-dimensional trajectory prediction result of the flight generated in the step 22) is specifically as follows: based on the historical flight data of the route and the performance of the aircraft, an experience data information table of the route is established, including the aircraft model, flight number, departure airport, landing airport, reporting point name, actual distance of the reporting point, reporting point passing altitude, cruising altitude, and the control sector to which it belongs; using the k-means algorithm, the experience distance and experience altitude layer altitude of each reporting point under the same departure and landing airport, the same aircraft model and the same route conditions are obtained; the route experience data that matches the flight performance and route information of the flight in the prediction model is extracted and a static 4D trajectory prediction result of the flight is calculated and generated; the 4D trajectory prediction result is dynamically corrected in combination with the real-time radar track data and the GRIB format high-altitude wind information, and the prediction result includes the expected passing time, expected passing altitude, expected passing speed and the control sector information of each waypoint in the route; wherein, the last waypoint in the route is an airport or runway, and the expected passing time of the airport or runway is the expected landing time of the flight.

5. The method for sorting arrivals based on airspace constraints and arrival traffic according to claim 1, characterized in that: The step 5) specifically includes: 51) In combination with the approach directions of the flights screened in step 31), the approach priority of the flight corresponding to the approach direction is selected as the approach priority of the flight; 52) Determine flight attribute priority; for arriving and landing flights, special secondary code flights have the highest priority of 1; special aircraft have the second highest priority of 2; VIP flights have the priority of 3; flights with manual time slot intervention have the priority of 4; flights with manual priority increase have the priority of 5; ordinary flights have the low priority of 6; 53) Flights participating in the sorting process are divided into four flight modes based on the sorting period: unstable mode, stable mode, ultra-stable mode, and frozen mode. Flight mode priorities are also defined. Flights participating in the sorting process for the first time are in unstable mode, and sorted flights can freely update their queue order and calculation results. Before entering the approach area, during the time range of variable system parameter VSP3, flights already associated with radar begin to enter stable mode. The relative order of such flights in the sorting queue remains unchanged, and new sorted flights are allowed to be inserted between stable and stable flights. After entering the terminal area, during the time range of variable system parameter VSP5, flights switch from stable mode to ultra-stable mode. New sorted flights are allowed to be inserted only if the interval between the preceding and following sorted flights meets the requirements of 2 times the runway spacing and wake turbulence safety interval. Before the recommended landing time, flights enter frozen mode within the time range of variable system parameter VSP6, and calculations are no longer updated. If route modifications to stable mode flights cause the flight prediction results to change beyond the time range of variable system parameter VSP4, the sorting order of stable mode flights is allowed to change. Manual intervention has the highest priority, and the landing order of flights in the sorting queue can be arbitrarily modified. 54) Calculate flight sorting reference time: select the estimated landing time as the sorting reference time; 55) Determine the sorting priority of the flight and establish a sorting queue based on the flight sorting priority and the flight sorting benchmark.

6. The method for sorting arrivals based on airspace constraints and arrival traffic according to claim 5, characterized in that: The step 6) specifically includes: 61) Assign runways and approach procedures to landing flights: Assign the optimal landing runway to the landing flight based on the runway operation mode and runway allocation strategy of the landing airport, and then assign the default approach procedure based on the landing runway and approach handover point allocation rules; 62) Calculate the flight's reference time 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 information, the estimated landing time is used as the calculation basis; otherwise, the flight duration of the offline configured standard approach procedure is used to correct the flight's reference time at the runway end; 63) Calculate the flight's recommended landing time and delay absorption control decision based on the flight's runway and sequencing constraints.

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