An air traffic control system trajectory prediction correction method based on airborne downlink data

Abstract

The application provides an air traffic control system trajectory prediction correction method based on airborne downlink data, comprising the following steps: step 1, the air traffic control system acquires a flight plan, and calculates an initial four-dimensional flight trajectory by using a trajectory prediction model based on aircraft performance; step 2, the air traffic control system acquires airborne EPP data downlinked by a flight based on an air-ground data link, and generates an airborne predicted trajectory by data analysis; step 3, the air traffic control system adopts different strategies according to different purposes and requirements, and performs prediction enhancement and correction on the initial four-dimensional flight trajectory to obtain an enhanced and corrected four-dimensional flight trajectory, which is used for controlling a target flight. The application fully considers the requirements of different functions of the air traffic control system on the prediction trajectory accuracy, can fully utilize the effective information in the airborne downlink data, minimizes the calculation scale of the system, and provides technical support for more accurate airspace situation prediction and fine trajectory management.

Description

TECHNICAL FIELD

[0001] The present application relates to an air traffic control system trajectory prediction correction method, in particular to an air traffic control system trajectory prediction correction method based on airborne downlink data. BACKGROUND

[0002] In the current air traffic management process, flights and controllers realize the interaction of flight intent, control instructions and other information through air-ground communication. In this mode of operation, there is a lack of effective data interaction between the airborne system and the air traffic control system, and the flight trajectory data predicted by the two is inconsistent, resulting in a low degree of refinement of flight management, and there is still a large space for improvement in the efficiency of space-time resource utilization. Therefore, the International Civil Aviation Organization is actively promoting a new mode of air traffic control operation based on four-dimensional trajectory, which downlinks the current calculated trajectory information of the airborne flight management system in the form of extended projected profile (EPP) through the air-ground data link, effectively improving the data consistency of the air-ground system. In this new operating environment, the air traffic control system can use the EPP data downlinked by the airborne system to enhance its trajectory prediction model, thereby improving the accuracy and overall efficiency of air traffic control decision support tools such as traffic prediction and deployment, conflict detection and resolution.

[0003] The industry has reached a consensus on using airborne downlink data to enhance the trajectory prediction capability of the air traffic control system. However, the airborne EPP data contains rich data elements such as aircraft mass, planned waypoint time / altitude / speed, and there is currently a lack of a method that can fully utilize these data to enhance the trajectory prediction of the air traffic control system. If the air traffic control system only updates the information such as the time of passing the planned waypoint, altitude, and speed based on the EPP data, the enhancement effect on the climb / descent altitude profile and the calculation of the rerouting trajectory is limited. Therefore, it is urgent to establish an air traffic control system trajectory prediction correction method based on airborne downlink data to improve the trajectory prediction accuracy of the air traffic control system and support more refined flight control. SUMMARY

[0004] The technical problem to be solved by the present application is to provide an air traffic control system trajectory prediction correction method based on airborne downlink data to solve the problems of the prior art.

[0005] To solve the above technical problems, the present application discloses an air traffic control system trajectory prediction correction method based on airborne downlink data, comprising the following steps:

[0006] Step 1, the air traffic control system obtains the flight plan of the flight, and calculates the initial four-dimensional flight trajectory by using a trajectory prediction model based on the performance of the aircraft;

[0007] Step 2, the air traffic control system obtains the airborne EPP data transmitted by the flight based on the air-ground data link, and generates the airborne predicted trajectory through data analysis;

[0008] Step 3, the air traffic control system adopts different strategies according to different purposes and needs to predict and enhance and correct the initial four-dimensional flight trajectory, so as to obtain the enhanced and corrected four-dimensional flight trajectory for controlling the target flight.

[0009] Further, the trajectory prediction model based on the aircraft performance in step 1 is as follows:

[0010]

[0011] Wherein, T is the thrust of the aircraft, D is the drag of the aircraft, m is the mass of the aircraft, g is the acceleration of gravity, h is the height of the aircraft, V is the airspeed of the aircraft, and t is the time;

[0012] Using the above model and according to the flight plan, the initial four-dimensional flight trajectory Tra_0 is obtained, including the take-off and landing airport, the estimated arrival time of each waypoint in the flight plan, the height and speed information of the aircraft.

[0013] Further, the different purposes and needs in step 3 include at least: using the four-dimensional flight trajectory for traffic prediction, using the four-dimensional flight trajectory for rerouting planning, and using the four-dimensional flight trajectory for flight conflict detection.

[0014] Further, the prediction and enhancement and correction of the initial four-dimensional flight trajectory in step 3 include:

[0015] Step 3-1, judging the purpose of using the four-dimensional flight trajectory, when the four-dimensional flight trajectory is used for traffic prediction, using a traffic prediction trajectory correction method to predict and enhance and correct the initial four-dimensional flight trajectory;

[0016] Step 3-2, judging the purpose of using the four-dimensional flight trajectory, when the four-dimensional flight trajectory is used for rerouting planning, using a rerouting planning trajectory correction method to predict and enhance and correct the initial four-dimensional flight trajectory;

[0017] Step 3-3, judging the purpose of using the four-dimensional flight trajectory, when the four-dimensional flight trajectory is used for flight conflict detection, using a flight conflict detection trajectory correction method to predict and enhance and correct the initial four-dimensional flight trajectory.

[0018] Further, the traffic prediction trajectory correction method in step 3-1 includes:

[0019] When the four-dimensional flight trajectory is used for flow prediction, the time and height information of each waypoint in the onboard prediction trajectory obtained in step 2 is used to update the time and height information of the corresponding waypoint in the initial four-dimensional flight trajectory, and the time and height information of the waypoint in the initial four-dimensional flight trajectory that is not updated is interpolated and smoothed using the data of the updated waypoints before and after the waypoint, to obtain an enhanced and corrected four-dimensional flight trajectory.

[0020] Further, the interpolation and smoothing processing in step 3-1 is performed as follows:

[0021]

[0022]

[0023] Wherein, Tra_flow[i].t and Tra_flow[i].h are the time and height of the interpolation point, Tra_flow[i-1].t and Tra_flow[i-1].h are the time and height of the previous updated waypoint, Δs i is the distance between the interpolation point and the previous updated waypoint, Δs is the distance between the previous updated waypoint and the next updated waypoint, Δt and Δh are the time difference and height difference between the previous updated waypoint and the next updated waypoint.

[0024] Further, the re-routing trajectory correction method in step 3-2 includes:

[0025] When the four-dimensional flight trajectory is used for re-routing, based on the new flight path, the initial four-dimensional trajectory of the new flight path is calculated according to the method of step 1, and the starting waypoint of the re-routing is located; for the trajectory before the re-routing, the time and height information of the waypoint is updated by the method of step 3-1; for the trajectory after the re-routing, the flight speed profile data corresponding to different heights of the flight is extracted through the onboard prediction trajectory, and the flight speed profile data is used to recalculate the time of the waypoint after the re-routing by dividing the distance between the waypoints by the flight speed, to finally obtain an enhanced and corrected four-dimensional flight trajectory.

[0026] Further, the flight conflict detection trajectory correction method in step 3-3 includes:

[0027] When the four-dimensional flight trajectory is used for flight conflict detection, the trajectory prediction model in step 1 is modified by using the aircraft mass, waypoint height and speed information in the airborne prediction trajectory, and the modified coefficients of the model are calculated for each flight segment; combined with the current position of the aircraft, the four-dimensional flight trajectory of the aircraft in the future preset period is recalculated in sequence by using the modified coefficients on each flight segment, and the enhanced and modified four-dimensional flight trajectory is obtained.

[0028] Further, the modified coefficients in step 3-3 are specifically calculated by the following method:

[0029]

[0030] Wherein, c is the modified coefficient, V epp represents the speed of the aircraft in the airborne prediction trajectory Tra_epp, m epp represents the mass of the aircraft in the airborne prediction trajectory Tra_epp, represents the total energy of the aircraft calculated based on the EPP data.

[0031] Further, the flight segment calculation in step 3-3, that is, in the process of calculating the modified coefficients, the flight segments are divided according to the waypoints in the airborne prediction trajectory Tra_epp, and the corresponding modified coefficients c i .

[0032] Advantages:

[0033] 1. The present application provides a fast implementation method for the air traffic control system to use the airborne trajectory data more effectively.

[0034] 2. The present application provides technical support for the four-dimensional trajectory accurate prediction of the air traffic control system.

[0035] 3. According to the purpose and demand of the four-dimensional trajectory, different strategies are used to predict and modify the initial four-dimensional flight trajectory, which is more in line with the actual demand of air traffic control operation.

[0036] 4. By extracting the speed profile information corresponding to different heights in the airborne prediction trajectory, the time of passing through the changed waypoint is updated, which can effectively use the speed data in the airborne prediction trajectory, and make the flight time prediction in the changed trajectory more accurate.

[0037] 5. In the process of trajectory prediction enhancement, the aircraft performance model modification coefficient on different flight segments is introduced, which further reduces the prediction error caused by using general performance model parameters, and increases the refinement degree and level of trajectory prediction of the air traffic control system. DETAILED DESCRIPTION

[0038] The above and / or other aspects of the present application will become apparent and more readily appreciated from the following description, taken in conjunction with the accompanying drawings in which:

[0039] Figure 1 Flow chart of the method of the present application.

[0040] Figure 2 Schematic diagram of four-dimensional trajectory prediction correction of flow prediction function.

[0041] Figure 3 Schematic diagram of four-dimensional trajectory prediction correction of rerouting path planning function.

[0042] Figure 4 Schematic diagram of four-dimensional trajectory prediction correction of flight conflict detection function. DETAILED DESCRIPTION

[0043] The present application aims at the deficiencies in the prior art in the use of airborne EPP data, and provides a trajectory prediction correction method for air traffic control system based on airborne downlink data, which specifically comprises the following steps:

[0044] Step 1, the air traffic control system obtains the flight plan of the flight, and calculates the initial four-dimensional flight trajectory by using the trajectory prediction model based on the performance of the aircraft (reference: Xu Yaofeng, et al. Research on the effect of noise reduction of continuous climb operation of aircraft based on BADA model. Transportation Systems Engineering and Information, 2017, 17(4): 201-206);

[0045] Step 2, the air traffic control system obtains the airborne EPP data downlinked by the flight based on the air-ground data link, extracts the waypoint and its passing time, height and speed information one by one, and forms the airborne predicted trajectory;

[0046] Step 3, the air traffic control system uses different strategies to predict and correct the initial four-dimensional flight trajectory according to the purpose and demand of the four-dimensional trajectory.

[0047] Step 3-1, when the four-dimensional trajectory is used for flow prediction function, the time and height information of the waypoints in the airborne predicted trajectory are used to update the corresponding waypoint data in the initial four-dimensional flight trajectory; considering the continuity of the flight trajectory, the passing time and height information of the waypoints in the initial four-dimensional flight trajectory which are not updated are interpolated and smoothed by using the updated data.

[0048] Step 3-2, when the four-dimensional trajectory is used for the rerouting trajectory planning function, based on the new flight path, the initial four-dimensional trajectory is calculated according to the process of step 1, and the starting waypoint of the rerouting is located; for the trajectory before the rerouting, the overpass height and overpass time information of the waypoints are updated by the method of step 3-1; for the trajectory after the rerouting, the flight speed profile data corresponding to the flight at different altitudes is extracted through the airborne prediction trajectory, and the overpass time of the waypoints after the rerouting is recalculated and updated using the speed profile data.

[0049] Step 3-3, the model in step 1 is modified using the aircraft mass, waypoint height and speed information in the airborne prediction trajectory, and the correction coefficient of the aircraft performance model is calculated for each flight segment; combined with the current position of the aircraft, the four-dimensional flight trajectory of the aircraft in the next 12 minutes (which can be set according to requirements) is recalculated in turn using the correction coefficient on each flight segment, which is used for accurate detection of flight conflicts.

[0050] Embodiment:

[0051] As shown in Figure 1 The application discloses a trajectory prediction correction method for an air traffic control system based on airborne downlink data, and belongs to the field of air traffic management.

[0052] Step 1, the air traffic control system obtains flight plan data of a flight, and calculates an initial four-dimensional flight trajectory Tra_0 using general performance parameters of a corresponding aircraft model in a Base of Aircraft Data (BADA) database, including arrival time, height and speed information of each waypoint in the flight plan; the changes of the aircraft height and speed during the calculation are mainly calculated through the following capability conservation equation.

[0053]

[0054] Where T is the thrust of the aircraft, D is the drag, m is the mass of the aircraft, g is the gravitational acceleration, h is the height, V is the airspeed, and t is the time. The thrust, drag and aircraft mass parameters used in the calculation process are general parameters in the BADA database.

[0055] Step 2, the air traffic control system obtains the airborne EPP data of the flight based on the air-ground data link, and obtains detailed data therefrom through data analysis, including the expected overpass time, height and speed of the waypoints calculated by the airborne flight management system, and generates an airborne prediction trajectory Tra_epp. The specific contents of the EPP data are as follows:

[0056]

[0057] Step 3, the empty tube system uses different strategies to predict and enhance and correct the initial four-dimensional flight trajectory according to the use purpose and demand of the four-dimensional trajectory.

[0058] Step 3-1, four-dimensional trajectory prediction correction of flow prediction function.

[0059] 1) Compare the waypoints in Tra_epp with the waypoints in Tra_0, and for the same waypoints, update the corresponding data in Tra_0 with the predicted waypoint time and height data in Tra_epp; as shown in the figure, Tra_0 contains A, B, C, D, a total of 4 waypoints, and Tra_epp contains A, B, D, a total of 3 waypoints, so the waypoint time and height data of A, B, and D in Tra_epp are replaced with the waypoint time and height data of A, B, and D in Tra_0; Figure 2

[0060] 2) For the waypoints in Tra_0 that cannot be updated with waypoint time and height data by Tra_epp data, use interpolation method to smooth them to obtain the four-dimensional trajectory Tra_flow used for flow prediction. As shown in the figure, the waypoint time and height data of waypoint C in Tra_0 are updated by interpolation smoothing with the updated data of two waypoints B and D in the previous step. The method of smoothing interpolation processing is: Figure 2

[0061]

[0062]

[0063] Where Tra_flow[i].t and Tra_flow[i].h are the waypoint time and height of the interpolation point, Tra_flow[i-1].t and Tra_flow[i-1].h are the waypoint time and height of the previous updated waypoint, Δs i is the distance between the interpolation point and the previous updated waypoint, Δs is the distance between the previous updated waypoint and the next updated waypoint, Δh and Δh are the waypoint time difference and height difference between the previous updated waypoint and the next updated waypoint.

[0064] Step 3-2, four-dimensional trajectory prediction correction of rerouting planning function.

[0065] 1) Based on the new flight path, calculate the initial rerouting trajectory Tra_1 according to the process of step 1. As shown in the figure, the waypoint sequence of Tra_0 is A, B, C, D, and the waypoint sequence of Tra_1 is A, B, C1, D; Figure 3

[0066] ​​​2) Find the start waypoint of the reroute by comparing the waypoints in Tra_1 and Tra_0. As shown in FIG. 3, the start waypoint of the reroute is B; Figure 3

[0067] 3) Update Tra_1 by using the method in step 3-1 for the trajectory before the reroute. As shown in FIG. 4, the overflying time and altitude data of A and B in Tra_epp are used to replace the overflying time and altitude of A and B in Tra_1; Figure 3

[0068] 4) Obtain the flight speed profile data corresponding to different altitudes of the aircraft by using Tra_epp for the trajectory after the reroute; use the speed profile data to recalculate the flight time after the reroute and update the overflying time of the waypoints. As shown in FIG. 5, the overflying time of waypoints C1 and D is calculated using the updated speed profile. If there is no direct corresponding altitude information in Tra_epp, the corresponding speed data is obtained by interpolation, and the method is similar to the time and altitude interpolation in step 3. Figure 3

[0069] Step 3-3, four-dimensional trajectory prediction correction of the flight conflict detection function.

[0070] 1) Modify the model in step 1 by using the aircraft mass, expected altitude and speed information in Tra_epp, and calculate the correction coefficient c of the aircraft performance model by using the following formula.

[0071]

[0072] During the calculation, the four-dimensional trajectory is divided into multiple flight segments according to the planned waypoints, and the corresponding correction coefficient c is calculated on each flight segment i . As shown in FIG. 6, the correction coefficients c1 and c2 on the AB and BD flight segments are calculated according to the onboard predicted trajectory. Figure 4

[0073] 2) Combine the current position of the aircraft, use the correction coefficient c on each flight segment i , and calculate the four-dimensional flight trajectory of the aircraft in the next 12 minutes (which can be set according to requirements) by using the following formula with a basic step of every 1000 feet (for climbing / descending phase) or 30 seconds (for level flight phase), for accurate detection of flight conflicts.

[0074]

[0075] As shown in FIG. 7, the four-dimensional flight trajectory of the aircraft in the next 12 minutes is calculated by using the correction coefficient c on each flight segment. Figure 4 ​​​​As shown, first, the four-dimensional trajectory of the aircraft from the current position to waypoint B is calculated using the correction coefficient c1, and then the four-dimensional trajectory of the aircraft from waypoint B to the future 12 minutes (i.e., position point T) is calculated using the correction coefficient c2.

[0076] In specific implementations, the present application provides a computer storage medium and a corresponding data processing unit, wherein the computer storage medium can store a computer program, and the computer program can run the invention content of the trajectory prediction correction method of the air traffic control system based on airborne downlink data and some or all steps in each embodiment when executed by the data processing unit. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), or the like.

[0077] Those skilled in the art can clearly understand that the technical solutions in the embodiments of the present application can be realized by means of a computer program and its corresponding general hardware platform. Based on such understanding, the technical solutions in the embodiments of the present application can be embodied in the form of a computer program, i.e., a software product, which can be stored in a storage medium and includes a plurality of instructions for causing a device (which can be a personal computer, a server, a single-chip microcomputer, a MUU, or a network device, etc.) containing a data processing unit to execute the method described in each embodiment or some parts of the embodiments of the present application.

[0078] The present application provides a thought and method of the trajectory prediction correction method of the air traffic control system based on airborne downlink data, and there are many methods and approaches to realize the technical solutions. The above description is only the preferred embodiments of the present application, and it should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, some improvements and refinements can be made, and these improvements and refinements should be considered as the protection scope of the present application. The components not explicitly described in the embodiments can be realized by using existing technologies.

Claims

1. A method for trajectory prediction and correction of air traffic control systems based on airborne downlink data, characterized in that, Includes the following steps: Step 1: The air traffic control system obtains the flight plan and uses a trajectory prediction model based on aircraft performance to calculate the initial four-dimensional flight trajectory. Step 2: The air traffic control system acquires the airborne EPP data transmitted by the flight based on the air-to-ground data link, and generates the airborne predicted trajectory through data parsing; Step 3: The air traffic control system adopts different strategies according to different purposes and needs to predict, enhance and correct the initial four-dimensional flight trajectory to obtain the enhanced and corrected four-dimensional flight trajectory, which is used to control the target flight. Specifically, step 3, which involves predicting, enhancing, and correcting the initial four-dimensional flight trajectory, includes: Step 3-1: Determine the intended use of the four-dimensional flight trajectory. When the four-dimensional flight trajectory is used for traffic flow prediction, use the traffic flow prediction trajectory correction method to enhance and correct the initial four-dimensional flight trajectory. Step 3-2: Determine the purpose of the four-dimensional flight trajectory. When the four-dimensional flight trajectory is used for rerouting path planning, use the rerouting path planning trajectory correction method to predict, enhance, and correct the initial four-dimensional flight trajectory. Step 3-3: Determine the purpose of the four-dimensional flight trajectory. When the four-dimensional flight trajectory is used for flight conflict detection, the initial four-dimensional flight trajectory is predicted, enhanced, and corrected using the flight conflict detection trajectory correction method. The flight collision detection trajectory correction method described in step 3-3 specifically includes: When the four-dimensional flight trajectory is used for flight conflict detection, the trajectory prediction model in step 1 is corrected by using the aircraft mass, waypoint altitude and speed information in the airborne predicted trajectory. The correction coefficient of the model is calculated for each flight segment. Combined with the current position of the aircraft, the four-dimensional flight trajectory of the aircraft in the future preset time period is recalculated by using the correction coefficient on each flight segment, so as to obtain the enhanced and corrected four-dimensional flight trajectory. The correction coefficient mentioned in step 3-3 is specifically calculated using the following methods: Where c is the correction factor, V epp The velocity m of the aircraft in the airborne predicted trajectory Tra_epp is... epp This represents the aircraft mass in the airborne predicted trajectory Tra_epp. This represents the total energy of the aircraft calculated based on EPP data; The trajectory prediction model based on aircraft performance in step 1 is as follows: Where T is the thrust of the aircraft, D is the drag of the aircraft, m is the mass of the aircraft, g is the gravitational acceleration, h is the altitude of the aircraft, V is the airspeed of the aircraft, and t is time; Using the above model and based on the flight plan, the initial four-dimensional flight trajectory Tra_0 is obtained, including: the take-off and landing airports, the estimated arrival time of each waypoint in the flight plan, and the aircraft's altitude and speed information.

2. The air traffic control system trajectory prediction and correction method based on airborne downlink data according to claim 1, characterized in that, The different purposes and requirements mentioned in step 3 include at least: using the four-dimensional flight trajectory for traffic prediction, using the four-dimensional flight trajectory for rerouting planning, and using the four-dimensional flight trajectory for flight conflict detection.

3. The air traffic control system trajectory prediction and correction method based on airborne downlink data according to claim 2, characterized in that, The traffic prediction trajectory correction method described in step 3-1 specifically includes: When the four-dimensional flight trajectory is used for traffic flow prediction, the time and altitude information of each waypoint in the airborne predicted trajectory obtained in step 2 are used to update the time and altitude information of the corresponding waypoints in the initial four-dimensional flight trajectory. The time and altitude information of waypoints in the initial four-dimensional flight trajectory that have not been updated are then interpolated and smoothed using the updated data of the preceding and following waypoints to obtain the enhanced and corrected four-dimensional flight trajectory.

4. The air traffic control system trajectory prediction and correction method based on airborne downlink data according to claim 3, characterized in that, The interpolation smoothing process described in step 3-1 is performed as follows: Where Tra_flow[i].t and Tra_flow[i].h are the transit time and altitude of the interpolation point, respectively; Tra_flow[i-1].t and Tra_flow[i-1].h are the transit time and altitude of the previous updated waypoint, respectively; and Δs is the transit time and altitude of the interpolation point. i Δs is the distance between the interpolation point and the previous updated waypoint, Δt is the distance between the previous and next updated waypoints of the interpolation point, and Δh is the time difference and altitude difference between the previous and next updated waypoints of the interpolation point, respectively.

5. The air traffic control system trajectory prediction and correction method based on airborne downlink data according to claim 4, characterized in that, The rerouting path planning trajectory correction method described in step 3-2 specifically includes: When the four-dimensional flight trajectory is used for rerouting planning, the initial four-dimensional trajectory of the new flight path is calculated based on the new flight path according to the method in step 1, and the starting waypoint of the rerouting is located. For the trajectory before the rerouting, the passing altitude and passing time information of the waypoints are updated using the method in step 3-1. For the trajectory after the rerouting, the flight speed profile data corresponding to the flight at different altitudes is extracted through the airborne predicted trajectory, and the passing time of the waypoints after the rerouting is recalculated by dividing the distance between waypoints by the flight speed using the flight speed profile data, and finally the enhanced and corrected four-dimensional flight trajectory is obtained.

6. The air traffic control system trajectory prediction and correction method based on airborne downlink data according to claim 5, characterized in that, The segmented calculation described in step 3-3 involves dividing the flight into segments based on waypoints in the airborne predicted trajectory Tra_epp during the calculation of the correction coefficient, and calculating the corresponding correction coefficient c for each segment. i .

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