Airway airspace flight path collaborative planning method considering user preference
By generating and optimizing flight trajectory solutions, the problem of insufficient collaborative planning in air traffic management is solved, the efficiency, coordination and sustainability of flight trajectory is achieved, the user's preferred delay status and cost needs are met, and the air traffic automation system is provided. Technical support.
Patent Information
- Application Number
- CN202411558236.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-04
- Publication Date
- 2025-01-07
AI Technical Summary
The prior art is difficult to effectively coordinate the planning of flight trajectories in air traffic management, resulting in low implementation of optimization solutions and failure to fully consider user preferences and the sustainability of flight trajectories.
By obtaining airspace structure, aircraft performance and meteorological data, an initial four-dimensional flight trajectory scheme is generated, and congestion hotspots are identified based on user preferences and sector capacity, an alternative trajectory set is generated to minimize delay costs, and the lowest system cost trajectory selection and allocation are achieved plan.
It has achieved efficient, coordinated and sustainable development of flight trajectories, assisted air traffic control units to quickly allocate conflict-free trajectories, improved the green sustainability of flight trajectories, and provided technical support for air traffic automation systems.
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Figure CN119274389A_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the technical field of air traffic management, and in particular relates to a route airspace track collaborative planning method taking user preferences into consideration. Background Art
[0002] In recent years, with the continuous growth of air transport demand, the contradiction between air traffic demand and capacity has become increasingly prominent. In airspace with dense traffic flow, the current air traffic control operation mode and management methods of traditional flight plans combined with experience intervals are difficult to cope with the safer, more efficient and flexible air traffic operations in the future. To this end, ICAO has proposed operational concepts such as airspace organization and management based on information management, trajectory-based operations, and collaborative flow management, in order to improve the efficient operation of the air traffic network and improve the level of air traffic services, including adapting to the large flow, strong coupling, and high time-varying characteristics of future air traffic.
[0003] At present, most of the research on trajectory planning is to globally optimize all flight trajectories to be planned by constructing different multi-objective optimization models and trajectory adjustment strategies, and has achieved a certain degree of maturity in theoretical exploration, but these methods are still insufficient in terms of integration with the actual operation of air traffic control. During the actual operation of flights, airspace users are responsible for providing flight plan information, air navigation service agencies are responsible for airspace structure adjustment, and air traffic control units are responsible for flight scheduling within the jurisdiction of the airspace. This process requires the collaborative participation of multiple parties to better promote the efficient operation of flights. At present, the global trajectory optimization method has the problem of insufficient participation of all parties, resulting in low execution of the optimization plan. Therefore, it is urgent to build a route airspace trajectory collaborative planning method that has the ability to consider user preferences to achieve the goal of collaborative control of flight trajectories. Summary of the invention
[0004] The purpose of the present invention is to overcome the deficiencies in the prior art and to provide a method for collaborative planning of airway airspace trajectories taking into account user preferences. The method can take into account the flight delay preferences of airspace users, solve the problems of insufficient coordination between airspace users and managers and low sustainable level of flight trajectories, and achieve the goals of efficient, collaborative and sustainable development of flight operations.
[0005] To achieve the above object, the present invention is implemented by adopting the following technical solutions:
[0006] In a first aspect, the present invention provides a method for collaborative planning of airspace routes and tracks taking into account user preferences, comprising:
[0007] Step S1: Acquire the airspace structure, sector capacity, sector opening plan, airspace user flight plan data, aircraft flight performance data, aviation flight information and meteorological data corresponding to the route airspace to be planned;
[0008] Step S2: With the goal of minimizing the operating cost corresponding to the flight mission, the initial four-dimensional flight trajectory plan for the flights corresponding to different airspace users is generated according to the airspace structure, the flight performance data of the aircraft and the meteorological data corresponding to the route airspace;
[0009] Step S3: Determine the best sector opening plan according to the flight plan data of the airspace user flight, the sector opening plan and the operation restriction information corresponding to the airspace opening sector;
[0010] Step S4: According to the initial four-dimensional flight trajectory schemes, the optimal sector opening schemes and the corresponding sector capacities of the flights corresponding to different airspace users, the congestion hotspot sectors with time-varying characteristics are identified, and a set of candidate trajectories is generated;
[0011] Step S5: With the goal of minimizing the delayed flight cost, generating flight delay status of different airspace users' preferences according to the hot airspace sectors and aviation flight information;
[0012] Step S6: With the goal of minimizing system cost, all trajectory selection schemes and delay allocation schemes involving delayed flights are generated according to the flight delay states preferred by different airspace users and the set of alternative trajectories.
[0013] In a second aspect, the present invention provides an apparatus for collaborative planning and negotiation of airspace and trajectory of routes taking into account user preferences, including a processor and a storage medium;
[0014] The storage medium is used to store instructions;
[0015] The processor is configured to operate according to the instructions to execute the method according to the first aspect.
[0016] In a third aspect, the present invention provides a storage medium having a computer program stored thereon, wherein the computer program implements the method described in the first aspect when executed by a processor.
[0017] In a fourth aspect, the present application provides a computer device, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the method of the first aspect when executing the computer program.
[0018] Compared with the prior art, the beneficial effects achieved by the present invention are:
[0019] Compared with the prior art, the present invention has significant advantages: the present invention can assist air traffic control units to quickly realize conflict-free trajectory allocation of flights in the pre-tactical stage; the present invention can consider the delay status preferences of different airspace users for delayed flights in trajectory planning; the present invention can further consider the fuel cost, route charging cost and emission charging cost of the flight trajectory in flight delay decision management, thereby improving the green sustainability of the flight trajectory; the present invention provides technical support for the research and development of air traffic control automation systems and control decision support tools. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] Figure 1 It is a schematic diagram of the flow of the track collaborative planning method provided by an embodiment of the present invention;
[0021] Figure 2 is a schematic diagram of initial flight demand for an operating sector provided by an embodiment of the present invention;
[0022] Figure 3 It is a schematic diagram of the decision results of airspace users participating in user preference decision on flight delay status provided by an embodiment of the present invention. DETAILED DESCRIPTION
[0023] like Figure 1 As shown, the embodiment of the present invention provides a method for collaborative planning of airspace and trajectory taking into account user preferences. In order to make the purpose of the present invention and the technical solution more clear and complete, the invention method is further described in detail with reference to the accompanying drawings and examples. Obviously, the described cases are only part of the implementation cases. Based on the implementation cases of the present invention, other implementation cases obtained by technicians in this field without making creative work are all within the scope of protection of the present invention.
[0024] Embodiment 1: This embodiment provides a route airspace track collaborative planning method considering user preferences, including:
[0025] Step S1: Acquire the airspace structure, sector capacity, sector opening plan, airspace user flight plan data, aircraft flight performance data, aviation flight information and meteorological data corresponding to the route airspace to be planned;
[0026] Step S2: With the goal of minimizing the operating cost corresponding to the flight mission, the initial four-dimensional flight trajectory plan for the flights corresponding to different airspace users is generated according to the airspace structure, the flight performance data of the aircraft and the meteorological data corresponding to the route airspace;
[0027] Step S3: Determine the best sector opening plan according to the flight plan data of the airspace user flight, the sector opening plan and the operation restriction information corresponding to the airspace opening sector;
[0028] Step S4: According to the initial four-dimensional flight trajectory schemes, the optimal sector opening schemes and the corresponding sector capacities of the flights corresponding to different airspace users, the congestion hotspot sectors with time-varying characteristics are identified, and a set of candidate trajectories is generated;
[0029] Step S5: With the goal of minimizing the delayed flight cost, generating flight delay status of different airspace users' preferences according to the hot airspace sectors and aviation flight information;
[0030] Step S6: With the goal of minimizing system cost, all trajectory selection schemes and delay allocation schemes involving delayed flights are generated according to the flight delay states preferred by different airspace users and the set of alternative trajectories.
[0031] In some embodiments, step S2: with the goal of minimizing the operating cost corresponding to the flight mission, generating an initial four-dimensional flight trajectory plan for flights corresponding to different airspace users, including:
[0032] The operating costs corresponding to the flight mission include the fuel cost of the aircraft , aircraft time cost , route cost and emission charges costs , the objective function of minimizing the operating cost corresponding to the flight mission is:
[0033] .
[0034] The fuel cost of the aircraft is an important cost factor in selecting the flight trajectory. The fuel cost is related to the flight distance, true airspeed, wind speed, fuel flow rate, and fuel cost coefficient. The specific calculation formula is as follows:
[0035] ,
[0036] in, represents the fuel cost of the aircraft, Represents the flight distance, Indicates the fuel flow rate, represents the unit fuel cost, Represents the true airspeed of the flight. Indicates the wind speed corresponding to the flight area.
[0037] The time cost of the aircraft mainly includes crew wages, aircraft maintenance, ground handling costs and other operating expenses incurred over time. The specific calculation formula is:
[0038] ,
[0039] in, represents the time cost of the aircraft, represents the cost index, represents the unit fuel cost, Indicates the aircraft operation time;
[0040] The route cost represents the service fee for the control area flown over, and the specific calculation formula is as follows:
[0041] ,
[0042] in, represents the route cost, represents the distance factor, Indicates the unit rate for the route area. Indicates maximum takeoff weight.
[0043] The emission charge costs represent five harmful emissions, CO 2 The specific calculation formula for the emission costs of HC, CO, NOx and SOx is as follows:
[0044] ,
[0045] ,
[0046] ,
[0047] ,
[0048] ,
[0049] ,
[0050] in, represents the emission charge cost, Indicates CO 2 The emission costs, represents the social cost of carbon emissions estimated by national economic research institutions, Indicates CO 2 The emission index, , , , Respectively represent the emission costs of harmful emissions HC, CO, NOx, and SOx, , , , Respectively represent the emission index of HC, CO, NOx, and SOx, represents the emission cost coefficient of harmful gases, Represents the proportion of flights affected by emissions charges.
[0051] In step S3, the operation restriction information corresponding to the open airspace sector refers to the aviation flight information provided in real time by the air traffic control department, including important information on routes, altitudes, and speed restrictions.
[0052] In step S4, the congestion hotspot sector with time-varying characteristics refers to a sector in which the flight flow passing through the sector exceeds the sector capacity per unit time. This congestion sector with typical time-varying characteristics is called a congestion hotspot sector.
[0053] In step S5, the delayed flight cost involves the additional ground waiting cost of the delayed flight. , the flight's rerouting cost corresponding to the alternative trajectory , Benefits from flight priority , additional indirect costs of flight operations , the objective function to minimize the cost of delayed flights is:
[0054] ,
[0055] in,
[0056] ,
[0057] ,
[0058] ,
[0059] ,
[0060] in, Represents a set of hotspot sectors, Indicates that the hotspot sector A collection of affected flights, Indicate flight In the hotspot sector The maximum delay allocation time, Indicate flight In the hotspot sector The controlled arrival time in Indicate flight In the hotspot sector Estimated time of arrival in Indicate flight Unit ground waiting cost; represents the unit fuel consumption cost, Indicate flight Select the additional fuel consumption corresponding to the alternative trajectory, represents the unit exhaust emission charging cost, Indicate flight Select the additional exhaust emissions corresponding to the alternative trajectory, Indicate flight Select the additional route charge cost corresponding to the alternative trajectory; Indicate flight Unit cost savings due to specificity; represents the non-punctuality factor of the diverted flight, Indicate flight Additional indirect cost factors due to additional delays, maintaining baseline delays or diversions;
[0061] Among them, the flight delay status includes four states: protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory. , , , They are the decision variables corresponding to protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory, and are defined as follows:
[0062] ,
[0063] ,
[0064] ,
[0065]
[0066] The constraints include:
[0067] ,
[0068] It is used to limit the operation credit value of airspace users to be equal to or less than their initial operation credit value, ensuring the consistency of the total operation credit value of airspace users after optimization. represents the operational points penalty coefficient for the rerouted flight, Indicates hotspot sector The corresponding running credit value;
[0069] ,
[0070] It is used to indicate the conversion relationship between the operation credit value of the delayed and protected flights within the airspace user; the operation credit value of the protected flight shall not exceed the sum of the operation credit value released by the delayed flight and the initial operation credit value of the protected flight. Indicates that the hotspot sector The number of diverted flights in Indicates the operating credit value conversion factor between hotspot sectors;
[0071] ,
[0072] To ensure that the optimization and adjustment have a positive effect on alleviating flight delays;
[0073] ,
[0074] To ensure that each flight In the hotspot sector Only one delay option can be selected;
[0075] ,
[0076] To ensure that every flight has a unique delay solution; They represent the decision variables corresponding to protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory, respectively. Indicates that it is different from Hotspot sectors;
[0077] ,
[0078] The decision variables for ensuring that the flight is protected, the flight is delayed, the baseline delay is maintained, and the alternative trajectory is selected must comply with the 0-1 variable constraints.
[0079] In some embodiments, step S6: with the goal of minimizing system cost, generating trajectory selection schemes and delay allocation schemes for all delayed flights according to the flight delay status preferred by different airspace users and the set of alternative trajectories, including:
[0080] The system cost includes the delay time corresponding to the flight selected to maintain the baseline delay , Select the delay time corresponding to the flight using the alternative trajectory , Flight selection delay time corresponding to the delayed flight The additional fuel, emissions and route charges associated with using alternative trajectories ; The optimization objective function with the lowest system cost is:
[0081] ,
[0082] in, Indicates the delay time corresponding to the flight that chooses to maintain the baseline delay. Indicates the delay time corresponding to the flight that chooses to use the alternative trajectory. Indicates the delay time corresponding to the flight selected for delay. represents the additional fuel, emissions and route charges costs of the flight using the alternative trajectory, and Expressed as the weight coefficient of the corresponding cost.
[0083] The optimization objective is to allocate decision variables to the delay and trajectory selection decision variables Respectively expressed as:
[0084] ,
[0085] ,
[0086] Furthermore, the optimization objective function is specifically expressed as:
[0087] ,
[0088] ,
[0089] ,
[0090] ,
[0091] in, represents the set of all flights, Indicate flight The corresponding Tracks are expected to enter sectors moment, Indicate flight The corresponding set of candidate trajectories, Indicate flight Or track The first sector boundary point passed; Indicate flight Or track Select the additional fuel consumption corresponding to the alternative trajectory, Indicate flight Or track Select the additional exhaust emissions corresponding to the alternative trajectory, Indicate flight Or track Select the additional route charge cost corresponding to the alternative trajectory; , , , They are the decision variables corresponding to protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory, and are defined as follows:
[0092] ,
[0093] ,
[0094] ,
[0095] ,
[0096] The constraints include:
[0097] ,
[0098] To ensure that the set of candidate trajectories Select a unique flight path for each flight in the . This trajectory option may vary for different flights;
[0099] ,
[0100] Used to specify a specific control arrival time range for each flight at each control point , , are the lower and upper limits of the arrival time range, respectively. The range is determined by the corresponding estimated arrival time. Depends on the trajectory selection decision variable The value of
[0101] ,
[0102] To ensure the continuity of the decision variable timeline, according to the “moment Already arrived before” concept of time; Indicate flight Or track Passed by Sector boundary points;
[0103] ,
[0104] This constraint is used to ensure that the aircraft's flight segment time remains the same as the originally planned flight time by only allowing the flight to implement ground delay measures. Indicate flight Or track Passed by Sector boundary points, Indicate flight Or track Passed by Sector boundary points, Indicate flight Or track At location point and location points The flight time between the two flight sectors;
[0105] ,
[0106] Used to specify that the flight demand in the airspace sector does not exceed the planned capacity. Indicates the set of running sectors. represents a time period set, Indicates the sector in the time period The corresponding capacity set, Indicates time period A subset of the moments of the constraint, Indicates the time period Internal operation sector Flights Or track The first basic sector boundary crossed, Indicates the running sector In time period The corresponding planned capacity;
[0107] ,
[0108] Used to require protected flights to operate on time within designated congestion hotspot sectors; represents the protected flight set;
[0109] ,
[0110] ,
[0111] The decision variables used to specify the correspondence are limited to 0-1 variables.
[0112] Furthermore, the constraints of the optimization model mainly include the uniqueness of flight trajectory selection, the specific control arrival time range of each flight at each control point, the continuity of the decision variable timeline, only allowing flights to implement ground delay measures, the flight time of the aircraft segment is the same as the initially planned flight time, the demand of the airspace sector does not exceed the planned capacity, and the decision variables are limited to 0-1 variables.
[0113] In summary, the route airspace trajectory collaborative planning method provided by the present invention can improve the deficiencies in the prior art. For complex route airspace capacity and flow balance problems, the present invention can assist air traffic control units to quickly realize conflict-free trajectory allocation of flights in the pre-tactical stage. In trajectory planning, it can consider the delay status preferences of different airspace users for delayed flights. In flight delay decision management, it can further consider the fuel cost, route charging cost and emission charging cost of the flight trajectory, improve the green sustainability of flight trajectories, and further provide technical support for the research and development of air traffic control automation systems and control decision support tools.
[0114] To further verify the effectiveness of the trajectory collaborative planning method provided by the embodiment of the present invention, the embodiment of the present invention selects the operating data of a typical day of the French national airspace system for simulation verification, including 6255 scheduled flights, 15 regional control centers, 1511 airspace configurations, 164 basic sectors, and 431 operating sectors. The time window for matching demand and capacity within the sector is set to 60 minutes (i.e., the operating sector updates the structure and capacity values once an hour). The trajectories of airspace flights within 24 hours of the day are pre-planned, and calculations are performed according to the detailed steps of the claim specification to determine the latest four-dimensional trajectory of each flight plan.
[0115] like Figure 2 As shown in Figure 1, the initial flight demand of the operating sector is described. Considering that the airspace sector will allow additional overload operations in actual operations, it is assumed that the maximum allowable overload of the sector capacity is 50%. By comparing the demand and capacity values of the operating sectors, 15 hotspot sectors that exist throughout the day are identified and used as experimental scenarios for this case. In these 15 hotspot areas, a total of 941 flights are affected, of which 427 flights are allowed to submit user preference information to improve the abnormal operation of their flights. Table 1 describes the basic hotspot information of a typical operating sector.
[0116] Table 1 shows the basic hotspot information of five typical operating sectors.
[0117]
[0118] Considering the differences in the operating costs of flights for each airspace user, we classify them into different cost scenarios. Table 2 lists the types of airspace users, the number of flights for each airspace user, and their associated costs and operating categories.
[0119] Table 2 User-related information participating in the user preference information submission process
[0120]
[0121] In order to illustrate the differences in flight schedule sorting between different models, we take the LFMMZL sector during 13:00-14:00 as an example to further describe the optimization results of the model. Table 3 provides the flight schedule list information for some benchmark delay scenarios and scenarios considering user preference. The relevant basic information mainly includes flight call signs, airspace users (AUs), estimated time of arrival (ETA), controlled time of arrival (CTA), delay preference status, optimization results, and the corresponding delay time difference.
[0122] Table 3 Examples of optimization results for the baseline delay scenario and the scenario considering delay preference
[0123]
[0124] like Figure 3 As shown in Figure 4, the decision results of airspace users who participate in user preference decision-making on flight delay status are described. As shown in Table 4, for the trajectory planning model considering user preferences, we can find a very good optimization result. Since airspace users are allowed to submit alternative trajectory options, the overall delay time of the case is significantly reduced to 135 minutes. At the same time, it can be seen from the table that most flights (i.e., 6083) maintain the original planned trajectory, accounting for 97% of the total number of flights. In other words, this means that only 3% of flights are allowed to deviate from the planned trajectory to reduce 99% of the overall delay, which is of great significance for the actual flight delay relief.
[0125] Table 4 Overall optimization comparison results of the baseline delay model and the model considering user preferences
[0126]
[0127] Through the above-mentioned specific implementation method and simulation verification, it can be illustrated that the method proposed in the present invention can take into account the delay status preferences of different airspace users for delayed flights in trajectory planning, and can further consider the fuel cost, route charging cost and emission charging cost of the flight trajectory in flight delay decision management, thereby improving the green sustainability of flight trajectories and providing technical support for the research and development of air traffic control automation systems and control decision support tools.
[0128] Embodiment 2: Based on embodiment 1, this embodiment provides a route airspace track collaborative planning and negotiation device considering user preferences, including a processor and a storage medium;
[0129] The storage medium is used to store instructions;
[0130] The processor is used to operate according to the instruction to execute the method according to embodiment 1.
[0131] Embodiment 3: Based on Embodiment 1, this embodiment provides a storage medium on which a computer program is stored. When the computer program is executed by a processor, the method described in Embodiment 1 is implemented.
[0132] Embodiment 4: Based on Embodiment 1, this embodiment provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor implements the method described in Embodiment 1 when executing the computer program.
[0133] Embodiment 5: Based on Embodiment 1, this embodiment provides a computer program product, including a computer program, which implements the method described in Embodiment 1 when executed by a processor.
[0134] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.
[0135] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.
[0136] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.
[0137] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.
[0138] 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 and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.
Claims
1. A method for collaborative planning of airspace routes and trajectories considering user preferences, characterized in that: include: Step S1: Acquire the airspace structure, sector capacity, sector opening plan, airspace user flight plan data, aircraft flight performance data, aviation flight information and meteorological data corresponding to the route airspace to be planned; Step S2: With the goal of minimizing the operating cost corresponding to the flight mission, the initial four-dimensional flight trajectory plan for the flights corresponding to different airspace users is generated according to the airspace structure, the flight performance data of the aircraft and the meteorological data corresponding to the route airspace; Step S3: Determine the best sector opening plan according to the flight plan data of the airspace user flight, the sector opening plan and the operation restriction information corresponding to the airspace opening sector; Step S4: According to the initial four-dimensional flight trajectory schemes, the optimal sector opening schemes and the corresponding sector capacities of the flights corresponding to different airspace users, the congestion hotspot sectors with time-varying characteristics are identified, and a set of candidate trajectories is generated; Step S5: With the goal of minimizing the delayed flight cost, generating flight delay status of different airspace users' preferences according to the hot airspace sectors and aviation flight information; Step S6: With the goal of minimizing system cost, all trajectory selection schemes and delay allocation schemes involving delayed flights are generated according to the flight delay states preferred by different airspace users and the set of alternative trajectories.
2. The method for collaborative route airspace trajectory planning considering user preferences according to claim 1, characterized in that: Step S2: With the goal of minimizing the operating cost corresponding to the flight mission, generate the initial four-dimensional flight trajectory plan for the flights corresponding to different airspace users, including: The operating costs corresponding to the flight mission include the fuel cost of the aircraft , aircraft time cost , route cost and emission charges costs , the objective function of minimizing the operating cost corresponding to the flight mission is: 。 3. The method for collaborative planning of airspace and trajectory considering user preferences according to claim 2, characterized in that: The calculation formula for the aircraft fuel cost is: ， in, represents the fuel cost of the aircraft, Represents the flight distance, Indicates the fuel flow rate, represents the unit fuel cost, Represents the true airspeed of the aircraft. Indicates the wind speed corresponding to the aircraft flight area; And / or, the calculation formula of the aircraft time cost is: ， in, represents the time cost of the aircraft, represents the cost index, represents the unit fuel cost, Indicates aircraft operation time; And / or, the calculation formula of the route cost is: ， in, represents the route cost, represents the distance factor, Indicates the unit rate for the route area. Indicates the maximum take-off weight of the aircraft; And / or, the emission charge cost represents the emission cost of five harmful emissions: CO2, HC, CO, NOx, and SOx, and the calculation formula is: ， ， ， ， ， ， in, represents the emission charge cost, represents the emission cost of CO2, represents the social cost of carbon emissions estimated by national economic research institutions, Represents the CO2 emission index, , , , Respectively represent the emission costs of harmful emissions HC, CO, NOx, and SOx, , , , Respectively represent the emission index of HC, CO, NOx, and SOx, represents the emission cost coefficient of harmful gases, Represents the proportion of flights affected by emissions charges.
4. The method for collaborative route airspace trajectory planning considering user preferences according to claim 1, characterized in that: In step S3, the operation restriction information corresponding to the open airspace sector refers to the aviation flight information provided in real time by the air traffic control department, including route, altitude, and speed restriction information.
5. The method for collaborative route airspace trajectory planning considering user preferences according to claim 1, characterized in that: In step S4, the congestion hotspot sector with time-varying characteristics refers to a sector in which the flight flow passing through the sector exceeds the sector capacity per unit time. This congestion sector with typical time-varying characteristics is called a congestion hotspot sector.
6. The method for collaborative route airspace trajectory planning considering user preferences according to claim 1, characterized in that: Step S5 includes: The delayed flight costs mentioned above involve the additional ground waiting costs of the delayed flight. , the flight's rerouting cost corresponding to the alternative trajectory , Benefits from flight priority , additional indirect costs of flight operations , the objective function to minimize the cost of delayed flights is: ， in, ， ， ， ， in, Represents a set of hotspot sectors, Indicates that the hotspot sector A collection of affected flights, Indicate flight In the hotspot sector The maximum delay allocation time, Indicate flight In the hotspot sector The controlled arrival time in Indicate flight In the hotspot sector Estimated time of arrival in Indicate flight Unit ground waiting cost; represents the unit fuel consumption cost, Indicate flight Select the additional fuel consumption corresponding to the alternative trajectory, represents the unit exhaust emission charging cost, Indicate flight Select the additional exhaust emissions corresponding to the alternative trajectory, Indicate flight Select the additional route charge cost corresponding to the alternative trajectory; Indicate flight Unit cost savings due to specificity; represents the non-punctuality factor of the diverted flight, Indicate flight Additional indirect cost factors due to additional delays, maintaining baseline delays or diversions; Among them, the flight delay status includes four states: protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory. , , , They are the decision variables corresponding to protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory, and are defined as follows: ， ， ， ， The constraints include: ， ， ， ， ， ， in, represents the operational points penalty coefficient for the rerouted flight, Indicates hotspot sector The corresponding running credit value; Indicates that the hotspot sector The number of diverted flights in Indicates the operating credit value conversion factor between hotspot sectors; They represent the decision variables corresponding to protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory, respectively. Indicates that it is different from hotspot sectors.
7. The method for collaborative route airspace trajectory planning considering user preferences according to claim 1, characterized in that: Step S6 includes: The system cost includes the delay time corresponding to the flight selected to maintain the baseline delay , Select the delay time corresponding to the flight using the alternative trajectory , Flight selection delay time corresponding to the delayed flight The additional fuel, emissions and route charges associated with using alternative trajectories ; The optimization objective function with the lowest system cost is: ， in, Indicates the delay time corresponding to the flight that chooses to maintain the baseline delay. Indicates the delay time corresponding to the flight that chooses to use the alternative trajectory. Indicates the delay time corresponding to the flight selected for delay. represents the additional fuel, emissions and route charges costs of the flight using the alternative trajectory, and Expressed as the weight coefficient of the corresponding cost; Delay allocation decision variables to be optimized and trajectory selection decision variables Respectively expressed as: ， ， The optimization objective function is specifically expressed as: ， ， ， ， in, represents the set of all flights, Indicate flight The corresponding Tracks are expected to enter sectors moment, Indicate flight The corresponding set of candidate trajectories, Indicate flight Or track The first sector boundary point passed; Indicate flight Or track Select the additional fuel consumption corresponding to the alternative trajectory, Indicate flight Or track Select the additional exhaust emissions corresponding to the alternative trajectory, Indicate flight Or track Select the additional route charge cost corresponding to the alternative trajectory; , , , They are the decision variables corresponding to protecting the flight, delaying the flight, maintaining the baseline delay, and selecting an alternative trajectory, and are defined as follows: ， ， ， ， The constraints include: ， To ensure that the set of candidate trajectories Choose a unique flight trajectory for each flight; ， Used to specify a specific control arrival time range for each flight at each control point , , are the lower and upper limits of the arrival time range, respectively. The range is determined by the corresponding estimated arrival time. Depends on the trajectory selection decision variable The value of ， To ensure the continuity of the decision variable timeline, according to the "moment Already arrived before” concept of time; Indicate flight Or track Passed by Sector boundary points; ， By only allowing flights to implement ground delay measures, it is used to ensure that the aircraft's flight segment flight time is the same as the originally planned flight time. Indicate flight Or track Passed by Sector boundary points, Indicate flight Or track Passed by Sector boundary points, Indicate flight Or track At location point and location points The flight time between the two flight segments; ， Used to specify that the flight demand in the airspace sector does not exceed the planned capacity. Indicates the set of running sectors. represents a time period set, Indicates the sector in the time period The corresponding capacity set, Indicates time period A subset of the moments of the constraint, Indicates the time period Internal operation sector Flights Or track The first basic sector boundary crossed, Indicates the running sector In time period The corresponding planned capacity; ， Used to require protected flights to operate on time within designated congestion hotspot sectors; represents the protected flight set; ， ， The variables used to specify the delay allocation decision variables and the trajectory selection decision variables are limited to 0-1 variables.
8. A route airspace track collaborative planning and negotiation device considering user preferences, characterized in that: including processor and storage medium; The storage medium is used to store instructions; The processor is configured to operate according to the instructions to execute the method according to any one of claims 1 to 7.
9. A storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.
10. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the method according to any one of claims 1 to 7 is implemented.