A method for dynamically adjusting the vertical boundary of an airspace sector

Abstract

The application discloses a kind of airspace sector vertical boundary dynamic adjustment method, model establishment, the model establishment includes the following steps, 4D flight path prediction of aircraft in flight, control interval and wake interval constraint, controller workload analysis and calculation process, the present application is based on flight plan and 4D flight path prediction theory, with the angle close to actual operation, the sector aircraft flow in any unit time is designed Unified algorithm, and the approach sector opening strategy is pre-tactical planning, and calculation simulation is carried out with actual regional control area as an example, the algorithm proposed can realize the dynamic adjustment of sector vertical boundary with actual operation, and the calculation result can meet the actual operation needs, better than the current airspace setting scheme, the method can provide theoretical support and decision reference for control operation, with practical use value, the algorithm has strong universality, and the degree of automation is high, can be used for prediction, and can update data in real time in operation.

Description

Technical Field

[0001] This invention relates to the field of air traffic management technology, specifically a method for dynamically adjusting the vertical boundaries of airspace sectors. Background Technology

[0002] my country currently has a considerable number of high-low sector structures, but it has not yet been able to achieve real-time dynamic adjustment of sector boundaries during operation. At present, domestic and foreign research on dynamic sectors mainly focuses on horizontal boundaries, while research on three-dimensional sectors is mainly constrained by traffic flow complexity and air traffic control load. There are few methods for adjusting vertical sector boundaries, and there is also little research discussing the differences in aircraft flight characteristics at different altitudes.

[0003] Area control refers to the control of aircraft during the cruise phase of their flight along an air route. This service is provided by the area control room or area control center. Aircraft flying in area control airspace are mainly divided into the following three categories:

[0004] (1) An aircraft that cruises over a route at its cruising altitude;

[0005] (2) An aircraft that climbs to cruising altitude after leaving the approach sector;

[0006] (3) Approaching aircraft that descend from cruising altitude before entering the approach sector;

[0007] Area control can be divided into pure area control and mixed area control. In pure area control sectors, aircraft are mostly in a cruising state, mainly flying over, and are generally high-altitude sectors. In mixed area control sectors, there are not only cruising and flying over aircraft, but also a large number of aircraft that need to join or leave the route. The control characteristics and techniques are somewhat similar to approach control, and are usually mid-to-low-altitude sectors around the terminal control airspace.

[0008] Within a mixed-area control sector, the differences in traffic environments at high and low altitudes lead to differences in controller control modes and attention allocation. By predicting flight traffic per unit time in a designated sector and performing control load analysis and calculation, with the goal of achieving control balance, a certain range of airspace can be divided vertically. By associating this airspace with time changes and satisfying certain constraints, dynamic adjustments to the sector can be achieved.

[0009] The proposed computational model is based on the following assumptions:

[0010] (1) The flight departs as scheduled, and flight delays are not taken into account.

[0011] (2) The starting point for calculating the aircraft's flight time is the scheduled departure time, ignoring the scheduled arrival time.

[0012] (3) During the cruise phase, the aircraft is in level flight, does not change altitude, and does not engage in en route holding.

[0013] (4) Airspace restrictions such as severe weather and military activities are not taken into account.

[0014] (5) No emergency occurs on the aircraft.

[0015] The constraints of the model are:

[0016] (1) Spacing constraints: Minimum safe spacing must be maintained between aircraft;

[0017] (2) Sector opening time constraint: In order to avoid the sector structure changing too frequently and requiring controllers to adapt frequently, the duration of each sector adjustment should be at least a multiple of 2 hours;

[0018] (3) Control load constraint: The controller's workload should not cause the controller to feel fatigued;

[0019] (4) Priority constraints: When an aircraft changes altitude, an aircraft already cruising at a certain altitude layer usually has priority over other aircraft requesting to enter that cruising altitude layer. When two or more aircraft are cruising at the same altitude layer, the aircraft that is listed first usually has priority.

[0020] Objective function: To minimize the difference in control load between sectors under the constraint of sector opening time;

[0021] Unless otherwise specified, all calculations shall be performed using metric units.

[0022] The height layer used to represent the sector boundary is called the lower boundary of the sector;

[0023] Therefore, in order to solve these problems, the control load on controllers caused by aircraft under different motion states was analyzed, the flight time was predicted using 4D trajectory theory, and a sector boundary dynamic adjustment method that is close to actual operation and easy to implement was designed. Summary of the Invention

[0024] The purpose of this invention is to provide a method for dynamically adjusting the vertical boundary of a spatial sector, so as to solve the problems mentioned in the background art.

[0025] To achieve the above objectives, the present invention provides the following technical solution: a method for dynamically adjusting the vertical boundary of a spatial sector, comprising the following steps:

[0026] S1. 4D trajectory prediction of aircraft in flight:

[0027] 4D trajectory is a description of the spatial position and time of each point in the aircraft's trajectory in terms of space and time. This article uses the BADA manual published by EUROCONTROL to calculate the motion parameters of the aircraft throughout the flight.

[0028] An aircraft's flight profile can be described by a combination of three basic modes: climb, level flight, and descent. The BADA manual provides an airspeed configuration table for the aircraft during climb, cruise, and descent, with constant airspeeds maintained within the specified altitude range.

[0029] Speed and vacuum speed The conversion formula is:

[0030]

[0031] In the formula:

[0032]

[0033] κ is the atmospheric adiabatic coefficient, taken as 1.4. P and ρ are atmospheric pressure and density, respectively, and their values ​​can be found in the International Standard Atmosphere (ISA) table. The standard sea-level pressure is 1013.25 hPa. For ease of calculation, this paper simplifies the entire flight into three stages: the segment before entering the target sector, the segment within the sector, and the remaining segment. The mileage of each segment is expressed as follows: , and During high-altitude flight, the impact of high-altitude winds on ground speed cannot be ignored. Since the flight segment is simplified in calculations, the wind speed on that segment is determined by the equivalent wind speed. It is represented as the weighted average of the wind speed components over each flight segment, with the tailwind being positive, and is expressed as:

[0034]

[0035] In the formula, Let i be the distance of the i-th segment. Let be the wind speed of the i-th flight segment;

[0036] Ground speed of an aircraft for:

[0037]

[0038] In the formula, The angle between the velocity vector and the horizontal direction, with climbing being positive; It is the absolute value of the angle between the wind direction and the aircraft's flight path.

[0039] Flight time when the aircraft is in constant airspeed climb / descent and flight segment mileage for:

[0040]

[0041]

[0042] When the aircraft is in level flight, the segment distance can be obtained by subtracting the climb and descent segments from the total segment distance. Flight time for:

[0043]

[0044] The flight time of an aircraft on a designated flight segment is a linear combination of the time spent by the aircraft in each of the three flight phases, expressed as:

[0045]

[0046] In the formula, A, B, and C are coefficients, and their values ​​represent the number of flight segments in each flight phase.

[0047] S2, Control Separation and Wake Separation Constraints:

[0048] When aircraft are conducting instrument flight, the longitudinal separation between aircraft flying on the same track, at the same altitude, and at the same speed shall be no less than 10 minutes. When radar control is implemented, the horizontal separation of radars in area control shall be no less than 10 kilometers.

[0049] In addition to air traffic control separation, to ensure flight safety, aircraft must also meet wake turbulence separation requirements. In the prediction model, any two aircraft flying at the same altitude must meet the separation standard. If this is not met, according to the priority mechanism, the timing of the following aircraft entering the target sector will be affected by the preceding aircraft and must be corrected using the interval time.

[0050] When the first aircraft enters the sector, there are no aircraft in front of it, therefore it is not subject to the interval constraint. The moment the first aircraft enters the target sector... Represented as:

[0051]

[0052] In the formula, The takeoff time of the first aircraft. The flight time of the first aircraft before entering the target sector;

[0053] After considering the interval constraint, the times when the i-th aircraft enters and leaves the target sector are:

[0054]

[0055]

[0056]

[0057] In the formula, the interval time Take the larger value between the control interval and the wake interval. Let be the flight time of the i-th aircraft within the target sector;

[0058] S3. Controller Workload Analysis

[0059] The DORATASK method is a commonly used method for quantifying workload assessment. Proposed by the Operations Research Institute (IRI) in the UK, it is also the controller workload assessment method recommended by the International Civil Aviation Organization (ICAO) for its member states. This method breaks down operations into multiple sub-tasks and represents the controller's workload by statistically analyzing the percentage of time spent on each sub-task within a unit of time. It can be expressed as:

[0060]

[0061] In the formula: To reduce the workload of controllers, The time consumed by the controller when performing the k-th subtask. Unit of time;

[0062] Aircraft in the cruising and overflight phase typically fly according to their flight plans and do not require excessive attention from air traffic controllers. The main workload consists of air-to-ground communication time generated during sector reception and handover of aircraft. If other aircraft are about to cross the current altitude layer, additional time is needed to issue speed adjustment instructions.

[0063] Aircraft in the ascent and descent phases require significant attention from air traffic controllers due to their traversal of altitudes, resulting in a substantial communication and surveillance load. This article defines the workload for controllers of such aircraft as the time spent by the aircraft completing its entire ascent / descent phase. In actual operation, it is impossible for controllers to devote all their energy to monitoring the entire flight path of an aircraft. Therefore, this time is considered to include the time spent by controllers thinking, making decisions, and remembering. This part of the workload, which is difficult to quantify, will not be statistically analyzed separately.

[0064] According to the literature review, the number of times the controller scans the radar per minute is twice the number of aircraft in the sector, and each scan lasts for 2 seconds.

[0065] For each aircraft entering the sector, a uniform 2-second time is allocated for controllers to memorize the aircraft's dynamics and adjust their mental state.

[0066] The DORATASK method categorizes controller workload into five levels, assuming that when the workload is below 80%, the controller's workload is at a normal level and there is no fatigue. Therefore, the controller workload constraint is set at 80%. If the controller's workload exceeds 80% at any given time, further sector stratification is required.

[0067] After sector partitioning, to avoid excessive differences in workload within each sector, load balancing is used as the objective function for defining sector boundaries. Let F be the set of all sector partitioning schemes. When the number of elements in the set is greater than 2, the objective function is expressed as:

[0068]

[0069] Here it is stipulated that the values ​​of i are sorted from low to high according to sector height, and the dividing height layer between sectors is the vertical boundary of the sector;

[0070] S4. Calculation process:

[0071] The calculation steps are illustrated using a pre-determined sector boundary adjustment plan for the next day as an example:

[0072] S4.1: Select the target sector and set the initial sector number to 1 (i.e., do not distinguish between high and low sectors).

[0073] S4.2: Obtain flight plans that are scheduled to fly over the target sector in the next day and classify them into three flight states: cruise, climb, and descent;

[0074] S4.3: Calculate and sort the expected entry and exit times of the aircraft into the target sector, and adjust the entry times according to the interval constraints;

[0075] S4.4: Analyze flights affected by the crossing of the altitude layer and adjust the flight time within the sector;

[0076] S4.5: Statistical control of load. If the total load in the sector is less than 80% during any opening time, there is no need to divide the sector into sub-sectors and the calculation ends; otherwise, proceed to the next step.

[0077] S4.6: Increase the number of sectors by 1 to generate a vertical boundary and draw a graph showing the relationship between the ratio of control load between sectors and the sector boundary height.

[0078] S4.7: Select the height layer that can balance the load between sectors as much as possible as the sector boundary, and satisfy the opening time constraint, then go to S4.5;

[0079] In actual operation, the aircraft's operational data can be updated in real time based on the actual operating conditions, providing a reference for the real-time dynamic management of sectors.

[0080] Compared with existing technologies, the beneficial effects of this invention are as follows: Based on flight planning and 4D trajectory prediction theory, this invention designs a statistical algorithm for aircraft traffic flow within a sector at any unit time from the perspective of close to actual operation, and performs pre-tactical planning for approach sector opening and closing strategies. A simulation was conducted using an actual area control zone as an example, and the results are as follows:

[0081] (1) The proposed algorithm can realize the dynamic adjustment of the vertical boundary of the sector as it operates;

[0082] (2) The calculation results meet the actual operational needs and are better than the current airspace delineation scheme;

[0083] (3) This method can provide theoretical support and decision-making reference for regulatory operations and has practical application value;

[0084] (4) The algorithm is highly versatile and automated, and can be used for prediction as well as updating data in real time during operation. Attached Figure Description

[0085] Figure 1 This is a schematic diagram of the sector boundary and structure;

[0086] Figure 2 A schematic diagram illustrating the control load statistics within the target sector;

[0087] Figure 3 A schematic diagram of the high and low sector load ratio curves under different sector boundaries;

[0088] Figure 4 This is a schematic diagram showing the load statistics of high and low sectors from 7:00 to 17:00.

[0089] Figure 5 This is a schematic diagram showing the load statistics of high and low sectors from 17:00 to 23:00. Detailed Implementation

[0090] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0091] Please see Figure 1-5 This invention provides a technical solution: a method for dynamically adjusting the vertical boundary of a spatial sector, comprising the following steps:

[0092] S1. 4D trajectory prediction of aircraft in flight:

[0093] 4D trajectory is a description of the spatial position and time of each point in the aircraft's trajectory in terms of space and time. This article uses the BADA manual published by EUROCONTROL to calculate the motion parameters of the aircraft throughout the flight.

[0094] An aircraft's flight profile can be described by a combination of three basic modes: climb, level flight, and descent. The BADA manual provides an airspeed configuration table for the aircraft during climb, cruise, and descent. Within a specified altitude range, the aircraft flies at constant airspeed. The airspeed configuration tables are shown in Tables 1-3.

[0095] Table 1. Jet Aircraft Climb Rate Configuration Table

[0096] Table 1 CAS schedule for jet aircraft when climbing

[0097]

[0098] Table 2. Cruise Airspeed Configuration Table for Jet Aircraft

[0099] Table 2 CAS schedule for jet aircraft when cruising

[0100]

[0101] Table 3. Jet Aircraft Descending Speed ​​Configuration Table

[0102] Table 3 CAS schedule for jet aircraft when descending

[0103]

[0104] Speed and vacuum speed The conversion formula is:

[0105]

[0106] In the formula:

[0107]

[0108] κ is the atmospheric adiabatic coefficient, taken as 1.4. P and ρ are atmospheric pressure and density, respectively, and their values ​​can be found in the International Standard Atmosphere (ISA) table. Standard sea-level pressure, valued at 1013.25 hPa.

[0109] For ease of calculation, this paper simplifies the entire flight into three stages: the segment before entering the target sector, the segment within the sector, and the remaining segment. The mileage of each segment is expressed as follows: , and During high-altitude flight, the impact of high-altitude winds on ground speed cannot be ignored. Since the flight segment is simplified in calculations, the wind speed on that segment is determined by the equivalent wind speed. It is represented as the weighted average of the wind speed components over each flight segment, with the tailwind being positive, and is expressed as:

[0110]

[0111] In the formula, Let i be the distance of the i-th segment. Let be the wind speed of the i-th flight segment;

[0112] Ground speed of an aircraft for:

[0113]

[0114] In the formula, The angle between the velocity vector and the horizontal direction, with climbing being positive; It is the absolute value of the angle between the wind direction and the aircraft's flight path;

[0115] Flight time when the aircraft is in constant airspeed climb / descent and flight segment mileage for:

[0116]

[0117]

[0118] When the aircraft is in level flight, the segment distance can be obtained by subtracting the climb and descent segments from the total segment distance. Flight time for:

[0119]

[0120] The flight time of an aircraft on a designated flight segment is a linear combination of the time spent by the aircraft in each of the three flight phases, expressed as:

[0121]

[0122] In the formula, A, B, and C are coefficients, and their values ​​represent the number of flight segments in each flight phase.

[0123] S2, Control Separation and Wake Separation Constraints:

[0124] When aircraft are conducting instrument flight, the longitudinal interval between aircraft flying on the same track, at the same altitude, and at the same speed shall be no less than 10 minutes. When radar control is implemented, the horizontal interval between radars in area control shall be no less than 10 kilometers.

[0125] In addition to control separation, to ensure flight safety, aircraft must also meet wake separation requirements. The wake separation standards under instrument flight and radar control are shown in Table 4, with the radar control separation in parentheses. In the prediction model, any two aircraft flying at the same altitude must meet the separation standard. If they do not meet the standard, according to the priority mechanism, the timing of the following aircraft entering the target sector will be affected by the preceding aircraft and must be corrected using the interval time.

[0126] Table 4 Wake Interval Standards

[0127] Table 4 Wake separation standard

[0128]

[0129] When the first aircraft enters the sector, there are no aircraft in front of it, therefore it is not subject to the interval constraint. The moment the first aircraft enters the target sector... Represented as:

[0130]

[0131] In the formula, The takeoff time of the first aircraft. The flight time of the first aircraft before entering the target sector;

[0132] After considering the interval constraint, the times when the i-th aircraft enters and leaves the target sector are:

[0133]

[0134]

[0135]

[0136] In the formula, the interval time Take the larger value between the control interval and the wake interval. Let be the flight time of the i-th aircraft within the target sector;

[0137] S3. Controller Workload Analysis

[0138] The DORATASK method is a commonly used method for quantifying workload assessment. Proposed by the Operations Research Institute (IRI) in the UK, it is also the controller workload assessment method recommended by the International Civil Aviation Organization (ICAO) for its member states. This method breaks down operations into multiple sub-tasks and represents the controller's workload by statistically analyzing the percentage of time spent on each sub-task within a unit of time. It can be expressed as:

[0139]

[0140] In the formula: To reduce the workload of controllers, The time consumed by the controller when performing the k-th subtask. Unit of time;

[0141] Aircraft in the cruise overflight phase usually fly according to the flight plan and do not require much attention from air traffic controllers. The main workload is the air-to-ground communication time generated when receiving and handing over aircraft in the sector. If other aircraft are about to cross the current altitude layer, additional time is required to issue speed adjustment instructions.

[0142] Aircraft in the ascent and descent phases require significant attention from air traffic controllers due to their traversal of altitudes, resulting in a substantial communication and surveillance load. This paper defines the workload for controllers of such aircraft as the time spent by the aircraft completing its entire ascent / descent. In actual operation, it is impossible for controllers to devote all their energy to monitoring the entire flight path of an aircraft. Therefore, it is assumed that this time includes the time spent by controllers thinking, making decisions, and remembering. This part of the workload, which is difficult to quantify, will not be included in the statistics.

[0143] According to the literature review, the number of times the controller scans the radar per minute is twice the number of aircraft in the sector, and each scan lasts for 2 seconds.

[0144] For each aircraft entering the sector, a uniform 2-second time is allocated for controllers to memorize aircraft dynamics and adjust their mental state. The commonly used communication content and workload of controllers are shown in Table 5.

[0145] Table 5 Controller Communication Load

[0146] Table 5 Communication workload of controller

[0147]

[0148] The DORATASK method categorizes controller workload into five levels, assuming that when the workload is below 80%, the controller's workload is at a normal level and there is no fatigue. Therefore, the controller workload constraint is set at 80%. If the controller's workload exceeds 80% at any given time, further sector stratification is required.

[0149] After sector partitioning, to avoid excessive differences in workload within each sector, load balancing is used as the objective function for defining sector boundaries. Let F be the set of all sector partitioning schemes. When the number of elements in the set is greater than 2, the objective function is expressed as:

[0150]

[0151] Here it is stipulated that the values ​​of i are sorted from low to high according to sector height, and the dividing height layer between sectors is the vertical boundary of the sector;

[0152] S4, Calculation Process

[0153] The calculation steps are illustrated using a pre-determined sector boundary adjustment plan for the next day as an example:

[0154] S4.1: Select the target sector and set the initial sector number to 1 (i.e., do not distinguish between high and low sectors).

[0155] S4.2: Obtain flight plans that are scheduled to fly over the target sector in the next day and classify them into three flight states: cruise, climb, and descent;

[0156] S4.3: Calculate and sort the expected entry and exit times of the aircraft into the target sector, and adjust the entry times according to the interval constraints;

[0157] S4.4: Analyze flights affected by the crossing of the altitude layer and adjust the flight time within the sector;

[0158] S4.5: Statistical Control Load. If the total load in a sector is less than 80% during any given period, no sector segmentation is required, and the calculation ends. Otherwise, proceed to the next step.

[0159] S4.6: Increase the number of sectors by 1 to generate a vertical boundary and draw a graph showing the relationship between the ratio of control load between sectors and the sector boundary height.

[0160] S4.7: Select the height layer that can balance the load between sectors as much as possible as the sector boundary, and satisfy the opening time constraint, then go to S4.5;

[0161] In actual operation, the aircraft's operational data can be updated in real time based on the actual operating conditions, providing a reference for the real-time dynamic management of sectors.

[0162] Working principle:

[0163] Sectors 2 and 5 of the Dalian Control Area were selected as simulation objects. The original simulation data was the pre-flight plan for the 2021 winter / spring flight season. The pre-flight plan for October 31, 2021 (Sunday) was selected as the original data for prediction, and the dynamic operation scheme of the sector was given. The simulation environment was MATLAB R2016a, and the upper-level wind data was collected from the European Centre for Medium-Range Weather Forecasts (ECMWF). The version number of the Aeronautical Information Collection (AIP) referenced was 2021 NR.11.

[0164] The two sectors have the same horizontal range, but are vertically arranged in a high-low sector relationship. Sector 2's vertical range is 8900 meters (inclusive) and above, while Sector 5's vertical range is below 8900 meters (exclusive) and excludes the Dalian approach control area (below 6000 meters). The two sectors can be dynamically opened and closed as needed during operation, and radar control is implemented within each sector. See the sector structure and flight path diagram within each sector for details. Figure 1 .

[0165] The main flights within the sector are:

[0166] (1) Aircraft cruising along route A588 and route W107-CHI-A588

[0167] (2) Aircraft entering and exiting the Dalian approach sector via CHI VOR at Dalian Airport will complete their climb and descent along the A588 route.

[0168] (3) Some inbound and outbound aircraft at Yingkou and Dandong airports complete their climb and descent within this sector.

[0169] (4) Military aircraft (not considered)

[0170] Examples of raw flight plan data are shown in Table 6, and examples of data calculated using the methods described in Sections 2.1 and 2.2 are shown in Table 7.

[0171] First, merge sectors 2 and 5. The control load statistics for each sector within 24 hours are as follows: Figure 2 :

[0172] It is evident that the controlled load within the sector exceeds the controlled load constraint for most of the daytime period, while the load is lower at night and in the early morning. Therefore, the existing high and low sectors can be merged during the period from 23:00 to 7:00 the previous day. During the period from 7:00 to 23:00, a sector boundary is generated, divided into high and low sectors. The load ratio of high and low sectors is calculated separately for each height layer according to equation (13), and the load ratio-time curve is plotted and polynomial fitting is performed, such as... Figure 3 :

[0173] As shown in the figure, under the condition of satisfying the opening time constraint, within the range of 7:00-17:00, when using 8100m as the sector boundary, the load ratio between high and low sectors is closest to 1, which is the load balance state. Similarly, within the range of 17:00-23:00, when using 8400m as the sector boundary, the load balance is relatively ideal. However, the current scheme using 8900m as the sector boundary results in a high-low sector load ratio of less than 0.75 most of the time, with the lowest value around 0.25, indicating that the load of low-altitude sectors is significantly higher than that of high-altitude sectors, and because... Figure 2 The load peak shown in the data is close to 160%, and the load in the low-altitude sector may still exceed 80%, which is not conducive to flight safety or efficient use of airspace.

[0174] The load of high and low sectors was statistically analyzed separately for the two time periods. The load-time variation graph is shown below. Figure 4 , Figure 5 .

[0175] As can be seen, all sectors after division meet the control load constraints. The calculation is complete, and the dynamic adjustment of the vertical boundaries of the sectors is finished. At this point, the load between high and low sectors is relatively balanced, and the optimization effect is good. The adjustment time is 10 hours and 8 hours respectively, which does not require controllers to frequently adapt to changes in airspace structure.

[0176] Table 6. Sample Original Data

[0177] Table 6 Sample of original data

[0178]

[0179] Table 7 Sample Calculation Data

[0180] Table 7 Sample of calculated data

[0181]

[0182] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0183] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for dynamic adjustment of vertical boundaries of airspace sectors, characterized by: Model building includes the following steps: S1. 4D trajectory prediction of aircraft in flight: 4D trajectory is a description of the spatial position and time of each point in the aircraft's trajectory in terms of space and time. This article uses the BADA manual published by EUROCONTROL to calculate the motion parameters of the aircraft throughout the flight. The flight profile of an aircraft is described by a combination of three basic modes: climb, level flight, and descent. The BADA manual provides an airspeed configuration table for the aircraft during climb, cruise, and descent, and constant airspeed is maintained within the specified altitude range. Table speed and the conversion formula for the vacuum speed is: In the formula: κ is the atmospheric adiabatic coefficient, taken as 1.4, and P and ρ are atmospheric pressure and density, respectively, with values ​​obtained from the International Standard Atmosphere (ISA) table. This is the standard sea-level air pressure, with a value of 1013.25 hPa; For ease of calculation, this paper simplifies the entire flight into three stages: the segment before entering the target sector, the segment within the sector, and the remaining segment. The mileage of each segment is expressed as follows: , and When flying at high altitudes, the impact of high-altitude winds on ground speed cannot be ignored. Since the flight segment is simplified in calculations, the wind speed on that segment is determined by the equivalent wind speed. It is represented as the weighted average of the wind speed components over each flight segment, with the tailwind being positive, and is expressed as: wherein is the distance of the i-th leg, is the wind speed of the i-th leg, ground speed of the aircraft when flying is: ， In the formula, The angle between the velocity vector and the horizontal direction, with climbing being positive; The absolute value of the angle between the wind direction and the aircraft's flight path, representing the flight time when the aircraft is in a constant indicated airspeed climb / descent state. and flight segment mileage for: When the aircraft is in level flight, the segment distance is obtained by subtracting the climb and descent segments from the total segment distance, and the flight time is... for: The flight time of an aircraft on a designated flight segment is a linear combination of the time spent by the aircraft in each of the three flight phases, expressed as: In the formula, A, B, and C are coefficients, and their values ​​represent the number of flight segments in each flight phase. S2, Control Separation and Wake Separation Constraints: When aircraft are conducting instrument flight, the longitudinal interval between aircraft flying on the same track, at the same altitude, and at the same speed shall be no less than 10 minutes. When radar control is implemented, the horizontal interval between radars in area control shall be no less than 10 kilometers. In addition to air traffic control separation, to ensure flight safety, aircraft must also meet wake turbulence separation requirements. In the prediction model, any two aircraft flying at the same altitude must meet the separation standard. If this standard is not met, according to the priority mechanism, the timing of the following aircraft entering the target sector will be affected by the preceding aircraft and needs to be corrected using the separation time. When the first aircraft enters the sector, there are no aircraft in front of it, so it is not subject to separation constraints. The timing of the first aircraft entering the target sector... Represented as: In the formula, The takeoff time of the first aircraft. Given the flight time of the first aircraft before entering the target sector, and considering the interval constraint, the times when the i-th aircraft enters and leaves the target sector are: In the formula, the interval time Take the larger value between the control interval and the wake interval. For the first The flight time of an aircraft within the target sector; For the first The moment the aircraft leaves the target sector; S3. Controller Workload Analysis The task is divided into multiple sub-tasks. The workload of the controller is represented by the percentage of time spent on each sub-task within a unit of time. This is expressed as: In the formula: To reduce the workload of controllers, The time consumed by the controller when performing the k-th subtask. Unit of time; The number of times an air traffic controller scans the radar per minute is twice the number of aircraft in the sector, and each scan lasts for 2 seconds. For each aircraft entering the sector, 2 seconds are allocated for controllers to memorize the aircraft's dynamics and adjust their mental state. The DORATASK method divides control load into 5 levels, assuming that when the load is below 80%, the controller's load is at a normal level and there is no fatigue. Therefore, the control load constraint is set at 80%. If the controller's workload exceeds 80% at any time, it is necessary to further stratify the sectors. After sector partitioning, to avoid excessive differences in workload within each sector, load balancing is used as the objective function for defining sector boundaries. Let F be the set of all sector partitioning schemes. When the number of elements in the set is greater than 2, the objective function is expressed as: This provision states that The values ​​are sorted from low to high sector height, and the dividing height layer between sectors is the vertical boundary of the sector. S4, Calculation process.

2. The method of claim 1, wherein: Step S4 includes the following steps: S4.1: Select the target sector and set the initial sector count to 1; S4.2: Obtain flight plans that are scheduled to fly over the target sector in the next day and classify them into three flight states: cruise, climb, and descent; S4.3: Calculate and sort the expected entry and exit times of the aircraft into the target sector, and adjust the entry times according to the interval constraints; S4.4: Analyze flights affected by the crossing of the altitude layer and adjust the flight time within the sector; S4.5: Statistical control of load. If the total load in the sector is less than 80% during any opening time, there is no need to divide the sector into sub-sectors and the calculation ends; otherwise, proceed to the next step. S4.6: Increase the number of sectors by 1 to generate a vertical boundary and draw a graph showing the relationship between the ratio of control load between sectors and the sector boundary height. S4.7: Select the height layer that can balance the load between sectors as much as possible as the sector boundary, and satisfy the opening time constraint, then go to S4.5.

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