Flight pre-approach track collaborative optimization method integrating extended arrival management

Abstract

The invention discloses a flight pre-approach flight path collaborative optimization method integrating extended arrival management, and the method comprises the steps: carrying out the re-division of an airspace structure of a to-be-planned airspace according to the approach direction of a pre-tactical agreed trajectory of an aircraft; according to the flight performance database of the aircraft, calculating flight performance parameters corresponding to the planned flight aircraft in the to-be-planned airspace by using the aircraft flight performance parameter measurement and calculation model; according to the flight performance parameters corresponding to the aircraft, a pre-tactical agreed trajectory of the aircraft, a flight performance database of the aircraft and meteorological data, a linear waiting time boundary corresponding to each flight is measured and calculated through an aircraft linear waiting trajectory optimization model; and according to the linear waiting time boundary corresponding to each flight, the redivided airspace structure, the aircraft interval constraint and the route reference control point, a flight pre-approach track collaborative optimization model is utilized to obtain a delay allocation scheme and a pre-arrival sequence of the flight.

Description

Technical Field

[0001] The invention belongs to the technical field of air traffic management, and in particular relates to a flight pre-approach track collaborative optimization method integrating extended arrival management. Background Art

[0002] In recent years, the rapid growth of the global economic level has greatly promoted the development of the civil aviation industry. Although the air traffic system has been operating reliably for many years, with the continuous growth of air transportation demand, the contradiction between air traffic demand and capacity has become increasingly prominent. 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. The trajectory-based operation paradigm brings new perspectives and technical means to the efficient operation of the entire life cycle of flights, which can greatly improve the performance of the air traffic network.

[0003] At present, most of the research on flight approach is in the terminal area. By building different multi-objective optimization models and approach strategies to optimize all flight trajectories to be planned, and a certain degree of maturity has been achieved in theoretical exploration, but these methods are still insufficient in terms of integration with the actual operation of air traffic control. Before the actual operation of the flight, traffic flow management is required in the en-route airspace, and the traffic flow in the en-route airspace directly affects the orderliness of the approaching traffic flow.

[0004] Therefore, in order to improve the smoothness of flight operations and achieve seamless connection between flight cruising flight and approach flight, it is urgent to build a flight extended arrival management framework that integrates user preferences, achieve air traffic control operation optimization decision-making goals, pre-allocate conflict-free control arrival times for flights, and generate safe, orderly and efficient approach traffic flow. Summary of the invention

[0005] The purpose of the present invention is to overcome the deficiencies in the prior art and provide a flight pre-approach trajectory collaborative optimization method with integrated extended arrival management, which can achieve seamless connection between flight cruising flight and approach flight, realize the air traffic control operation optimization decision-making goal, pre-allocate conflict-free control arrival time for flights, generate safe, orderly and efficient approach traffic flow, and improve the efficiency of flight pre-approach sorting.

[0006] To achieve the above object, the present invention is implemented by adopting the following technical solutions:

[0007] In a first aspect, a flight pre-arrival trajectory collaborative optimization method integrating extended arrival management includes:

[0008] Step S1: obtaining the airspace structure, aircraft spacing constraints, route reference control points, aircraft pre-tactical agreed trajectories, aircraft flight performance database and meteorological data corresponding to the airspace related to the airspace to be planned;

[0009] Step S2: Re-dividing the airspace structure according to the approach direction of the pre-tactical agreed trajectory of the aircraft;

[0010] Step S3: Calculate the flight performance parameters of the aircraft in the planned airspace according to the aircraft flight performance database and the aircraft flight performance parameter calculation model;

[0011] Step S4: Calculate the linear waiting time boundary corresponding to each flight using the aircraft linear waiting trajectory optimization model according to the flight performance parameters corresponding to the aircraft, the pre-tactical agreed trajectory of the aircraft, the flight performance database of the aircraft and the meteorological data;

[0012] Step S5: According to the linear waiting time boundary corresponding to each flight, the re-divided airspace structure, the aircraft spacing constraint and the route reference control point, the flight pre-arrival trajectory collaborative optimization model is used to obtain the flight delay allocation plan and the pre-arrival sequence.

[0013] In a second aspect, the present invention provides a flight pre-approach trajectory collaborative optimization device with integrated extended arrival management, 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 the pre-conflict-free trajectory allocation of flights; the present invention can consider the preference information of different airspace users corresponding to flights in trajectory planning; the present invention can realize the seamless connection between the cruising flight and the approach flight of the flight; the present invention provides technical support for the research and development of air traffic control automation systems and control auxiliary decision-making tools. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1It is a schematic diagram of the flow chart of the flight pre-approach trajectory collaborative optimization method provided by an embodiment of the present invention;

[0021] Figure 2 is a schematic diagram of a vertical optimized profile of an aircraft trajectory provided by an embodiment of the present invention;

[0022] Figure 3 It is a schematic diagram of spatial domain structure slicing division provided by an embodiment of the present invention;

[0023] Figure 4 It is a schematic diagram of the flight approach direction provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0024] The present application is further described below in conjunction with the accompanying drawings and embodiments. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and cannot be used to limit the protection scope of the present application.

[0025] In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0026] Example 1: Figure 1 As shown, an embodiment of the present invention provides a flight pre-approach trajectory collaborative optimization method with integrated extended arrival management, comprising the following steps:

[0027] Step S1: obtaining the airspace structure, aircraft spacing constraints, route reference control points, aircraft pre-tactical agreed trajectories, aircraft flight performance database and meteorological data corresponding to the airspace related to the airspace to be planned;

[0028] Step S2: Re-dividing the airspace structure according to the approach direction of the pre-tactical agreed trajectory of the aircraft;

[0029] Step S3: Calculate the flight performance parameters of the aircraft in the planned airspace according to the aircraft flight performance database and the aircraft flight performance parameter calculation model;

[0030] Step S4: Calculate the linear waiting time boundary corresponding to each flight using the aircraft linear waiting trajectory optimization model according to the flight performance parameters corresponding to the aircraft, the pre-tactical agreed trajectory of the aircraft, the flight performance database of the aircraft and the meteorological data;

[0031] Step S5: According to the linear waiting time boundary corresponding to each flight, the re-divided airspace structure, the aircraft spacing constraint and the route reference control point, the flight pre-arrival trajectory collaborative optimization model is used to obtain the flight delay allocation plan and the pre-arrival sequence.

[0032] In some embodiments, the specific method of step S2 is as follows:

[0033] The airspace within the study scope is divided into several concentric circles, with each concentric circle divided at a preset distance (50NM), and the circle at the first preset distance (50NM) is set as the terminal area import buffer zone (aircraft can exchange the approach sequence here). And according to the number of clusters n of the approach traffic flow, the concentric circles are further divided into n equal parts, and each area is used as an approach traffic flow unit. At the same time, according to the location information of the route reference control point, the flight approach reference control point is set at the corresponding concentric circle position.

[0034] In some embodiments, in step S3, the aircraft flight performance parameter calculation model is as follows:

[0035] The aircraft flight performance parameters, including aircraft flight time , Cruise fuel flow rate Fuel consumption corresponding to aircraft ;

[0036] Considering the aircraft as a point mass, in the vertical axis direction of the aircraft, the gravity on the aircraft is equal to the lift, and in the longitudinal axis direction, the engine thrust is equal to the drag on the aircraft. According to the dynamic equation:

[0037]

[0038]

[0039] in, Represents the mass of the aircraft (unit: kg), Represents the acceleration due to gravity (g=9.8m / s 2 ), Indicates the air pressure corresponding to the aircraft's flight altitude (unit: Pa). represents the true airspeed (unit: m / s), Represents the wing surface area (unit: m 2 ), represents the lift coefficient, Represents the aircraft engine thrust (unit: Newton, N), Represents resistance (unit: Newton, N), represents the drag coefficient. Furthermore, the function yes The relationship between them is defined as follows:

[0040]

[0041] In the formula, and These are all parameters related to the model, and after derivation, they are:

[0042]

[0043] Assuming the aircraft is at a constant speed Flight, true airspeed Speedometer The calculation results are:

[0044]

[0045]

[0046] In the formula, is the aircraft cruising Mach number, For flight altitude The corresponding speed of sound, is the adiabatic constant of air, is the aircraft indicated flight speed, For flight altitude Corresponding air pressure and standard atmospheric pressure ratio; is the speed of sound at standard atmospheric pressure; .

[0047] During the cruise level flight, the aircraft , according to the aircraft kinematic equation, the cruising flight time can be calculated Fuel consumption corresponding to aircraft , the specific calculation is:

[0048] ,

[0049] ,

[0050] In the formula, is the effective wind speed (unit: m / s); Cruise fuel flow (unit: kg / s):

[0051]

[0052] In the formula, Indicates true airspeed; and Represents the aircraft type fuel parameters, obtained from the aircraft flight performance database.

[0053] In some embodiments, in step S4, the aircraft linear waiting trajectory optimization model includes:

[0054] like Figure 2 As shown, the vertical flight trajectory of the aircraft is divided into For each flight segment defined in the time window [ t 0 i , t b i ] On flight segments, i∈[1,...,N] , Indicates flight segment The time window start time, Indicates flight segment The time window ends at the time when the aircraft's corresponding flight state vector x i =[ V T ,L,H, m A ] T True airspeed , flight distance , flight altitude and aircraft mass Composition; corresponding control vector u i =[T,ϑ] Contains Aircraft engine thrust per flight segment and track angle ;

[0055] Construct optimization problem P1:

[0056] For the airspace user’s initial planned flight trajectory, the goal of aircraft trajectory optimization is to [ t 0 i , t b i ] Minimize the composite cost function, the objective function is:

[0057]

[0058] in, represents the fuel flow rate of the aircraft, represents the cost index corresponding to the aircraft, Indicates time.

[0059] Furthermore, the optimization problem is subject to multiple constraints, the most important of which is the need to satisfy the aircraft dynamics constraints (expressed in the form of aircraft state differential equations); the initial state vector of the aircraft and the final state vector Corresponding algebraic event constraints (such as aircraft speed, altitude, and mass constraints).

[0060] The constraints include:

[0061] The constraints on the relevant control variables can be expressed as follows:

[0062] ,

[0063] in, and Represents the scalar related to aircraft operation, which are the minimum and maximum limits of the track angle; however, the maximum thrust of the aircraft engine and minimum thrust is a time state variable, and its operation constraint can be expressed as:

[0064] ,

[0065] Similarly, the aircraft's operating speed state variable is also subject to corresponding boundary constraints, specifically the aircraft's cruise Mach number and corrected airspeed , as shown below:

[0066] ,

[0067] ,

[0068] in, and Indicates the cruise Mach number and corrected airspeed corresponding to the aircraft green dot speed; and Respectively represent the maximum cruise Mach number and maximum corrected airspeed of the aircraft. At the same time, in order to ensure the continuity between each segment, the corresponding state vector must be constrained at each segment connection, which is specifically expressed as:

[0069]

[0070] in, Indicates The final flight state vector corresponding to the aircraft in each flight segment is: Indicates The initial flight state vector corresponding to the aircraft in each flight segment.

[0071] Furthermore, additional routing and event constraints on the flight profile (depending on the flight segment) must be considered to ensure that the optimized flight trajectory complies with typical air traffic management operations and regulations.

[0072] Furthermore, the typical flight profile is divided into several parts, in which different models and standard flight procedures are applied. Figure 2 As shown in Figure 1, the aircraft's cruise and descent flight segments and the corresponding route and event constraints are summarized (here m expresses the corresponding phase climb index of the aircraft).

[0073] The optimization problem P1 is used to solve the initial flight trajectory of the aircraft and determine the aircraft At continuous flight locations and Flight time between .

[0074] Furthermore, based on the trajectory optimized for linear waiting, the nominal trajectory can be modified to perform some linear waiting by changing the optimization objectives and constraints. The maximum linear waiting is achieved without adding additional fuel costs. The original objective function becomes the maximization of the total flight time of the aircraft, and is subject to the additional constraint of total fuel consumption, that is, the fuel consumption is less than the fuel consumption corresponding to the nominal trajectory. The optimization problem P2 is constructed:

[0075] ,

[0076] ,

[0077] in, The start time of the time window for the first flight segment. For the The end time of the time window for each flight segment, is the fuel consumption of the aircraft, Indicates the fuel consumption corresponding to the nominal track.

[0078] Among them, for the cruising segment of the aircraft, the aircraft is allowed to tactically update the corresponding flight trajectory. At the same time, in order to reduce the excessive impact of the aircraft mass on the optimized structure, it is assumed that the mass of the aircraft in each segment remains unchanged, further ensuring that the fuel consumption of the optimized aircraft flight trajectory is the same as the nominal trajectory.

[0079] The optimization problem P2 is used to solve the aircraft At continuous flight locations and The upper limit of the linear waiting time boundary between .

[0080] In some embodiments, in step S5, the flight pre-approach trajectory collaborative optimization model specifically includes:

[0081] Among them, the model's leaving decision variable , arrive at the decision variable , Sequential decision variables as follows:

[0082] ,

[0083] ,

[0084] ,

[0085] Among them, the objective function of the trajectory optimization model is:

[0086] min ( cos t TD )= min [ φ AH+ η LH] ,

[0087] in, Indicates the total delay time The corresponding cost, Indicates the waiting time in the air. represents the linear waiting time, and They represent the cost coefficients corresponding to the air waiting time and the linear waiting time respectively;

[0088] The total delay time of the aircraft It is divided into two parts: air waiting time and linear waiting time. After substitution, the objective function is converted to:

[0089] min ( cos t TD )= min [ η TD+( φ-η )AH] ,

[0090] Order: Total delay time = , It is expressed as a fairness coefficient for the total delay time distribution, Indicates the total delay time before adjusting the delay coefficient. = represents the air waiting time corresponding to the aircraft, and the objective function is further organized as:

[0091] ,

[0092] in, represents a collection of aircraft; , represents a fairness coefficient for the total delay time distribution, that is, the delay will be moderately distributed to all flights instead of being unevenly distributed to a specific flight; Indicates the moment; represents the fairness factor, Indicates aircraft At the end point The corresponding planned flight time;

[0093] ,

[0094] ,

[0095] ,

[0096] in, Indicates aircraft At the end point The corresponding available time window, Indicates aircraft The end point, Indicates aircraft Total number of flight points, Aircraft At the mid-flight point The corresponding available time window, Indicates aircraft A collection of intermediate flight points; Indicates aircraft At the end point The corresponding time , The arrival decision variable , Indicates aircraft At the mid-flight point The corresponding time , The arrival decision variable ; Indicates aircraft At the mid-flight point The corresponding time , The leaving decision variable .

[0097] The constraints mainly cover flight operation restrictions and aircraft spacing constraints to ensure that aircraft fly in an orderly manner without conflict and, when necessary, perform holding procedures at designated flight segments or waypoints.

[0098] Among them, the constraints of the trajectory optimization model include three parts: operation restriction constraints, aircraft interval constraints and decision variable constraints.

[0099] Furthermore, the operating restrictions include:

[0100] ,

[0101] ,

[0102] To ensure that each aircraft is in position Only one corresponding takeoff and arrival time slot is allocated, Indicates aircraft The set of position points corresponding to the planned flight trajectory;

[0103] ,

[0104] To ensure the maximum air delay time that can be imposed at each designed holding position point, Represents the set of intermediate flight points of an aircraft; , It is used to stipulate that the linear waiting time LH corresponding to the aircraft is non-negative, that is, the flight speed of the flight cannot exceed the original planned flight speed; , Indicates aircraft At consecutive locations and The corresponding moment; Indicates aircraft At consecutive locations and Planned flight time between; , , Used to specify that a flight is located between two adjacent locations and The linear waiting time LH executed between the two should not exceed the upper limit of the linear waiting time boundary provided by the airspace user. ; Indicates aircraft At location point The corresponding available time window; Aircraft separation constraints include: , For special locations The corresponding passing time of the aircraft is set. Aircraft are not allowed to change the order at these special locations. They are operated according to the principle of "first plan, first served". Indicates adjacent aircraft and At location point Corresponding safe flight interval; , For the terminal area import buffer location point The dynamic interval control mode is adopted to realize the dynamic interval control between aircraft by adding dynamic interval to the left side of the inequality. However, the absolute value will affect the result on the right side of the inequality. By adding sequential decision variables Improved; when the aircraft follows the initial pass plan At runtime, the corresponding order decision variables , the right side of the inequality is equal to On the contrary, if the aircraft exchanges the order of passing through points, the corresponding order decision variables , the right side of the inequality is equal to ; , , Used to further qualify sequential decision variables The value of represents an artificial variable, whose value is a large positive real number; The decision variable constraints include: , , , The decision variables used to specify the correspondence are limited to 0-1 variables.

[0105] Furthermore, the constraints of the optimization model mainly cover flight operation restrictions and interval constraints to ensure that aircraft fly in an orderly manner without conflict and, when necessary, perform holding procedures at designated flight segments or waypoints.

[0106] In summary, the flight pre-approach trajectory collaborative optimization method provided by the present invention can improve the deficiencies in the prior art. For the problem of flight pre-approach trajectory planning, the present invention can assist air traffic control units to quickly realize flight pre-conflict-free trajectory allocation, can consider the preference information of different airspace users corresponding to flights in trajectory planning, can achieve seamless connection between flight cruising flight and approach flight, and can provide technical support for the research and development of air traffic control automation systems and control decision-making support tools.

[0107] To further verify the effectiveness of the linear waiting trajectory optimization model provided by the embodiment of the present invention, the embodiment of the present invention selects a flight from Bucharest Otopeni Airport LROP, Romania to Paris Charles de Gaulle International Airport (ICAO code: LFPG), France, as an example to illustrate the linear waiting boundary of the flight trajectory. The 3D trajectory of the flight and the specific flight plan information are shown in Table 1.

[0108] Table 1: Flight plan information for LROP-LFPG flight

[0109]

[0110] Among them, the present invention mainly focuses on the cruise segment of the flight before the approach and descent, so the flight cruise flight plan information in Table 1 is extracted to calculate the linear waiting time corresponding to each flight segment. At the same time, in order to further consider the user's preference information, on the basis of the linear waiting nominal flight trajectory, the maximum linear waiting time corresponding to a 10% reduction and a 10% increase in fuel is set, and the results are shown in Table 2. According to the data in Table 2, taking the aircraft entering and leaving the EDUUCHI23 sector as an example, under the same fuel condition as the nominal trajectory, the maximum linear waiting time is 3.74min, and under the condition of increasing the fuel by 10%, the maximum linear waiting time that can be obtained is 4.44min (compared with the nominal track fuel, the linear waiting time is increased by 18.7%). Taking the aircraft entering and leaving the LSAZM5 sector as an example, under the same fuel condition as the nominal trajectory, the maximum linear waiting time is 13.5min, and under the condition of increasing the fuel by 10%, the maximum linear waiting time that can be obtained is 15.17min (compared with the nominal track fuel, the linear waiting time is increased by 12.4%).

[0111] Table 2 Flight linear waiting optimization trajectory information of LROP-LFPG

[0112]

[0113] In order to further verify the effectiveness of the flight pre-approach trajectory collaborative optimization method provided by the embodiment of the present invention, the embodiment of the present invention selects Paris Charles de Gaulle International Airport (ICAO code: LFPG) in France as the center, focusing on the area within 400NM outside the airport terminal area. The planned arrival flight data for 24 hours on a certain day in 2017 was extracted from the DDR2 database in EUROCONTROL, involving a total of 670 arrival flights. The airspace within the study scope is divided into several concentric circles, with one concentric circle divided every 50NM, and the first circle at 50NM is set as the terminal area import buffer zone (aircraft can exchange approach sequences here). And according to the distribution of approach traffic flow, the concentric circles are further divided into 6 equal parts (each 60° is divided into an approach traffic flow unit). The specific airspace slicing and flight approach traffic flow data are as follows. Figure 3 The corresponding flight approach diagram is shown as follows Figure 4 shown.

[0114] Furthermore, statistics show that about 70% of the 670 flights involved were medium-sized aircraft and 30% were heavy-duty aircraft. The specific parameters of aircraft operation safety intervals are shown in Table 3.

[0115] Table 3 Aircraft safety intervals

[0116]

[0117] As shown in Table 4, a comparative analysis was conducted between the flight pre-approach trajectory collaborative optimization model and the actual operation. The results show that the total delay time corresponding to the flight pre-approach trajectory collaborative optimization model is about 113.83 min (158 flights delayed), which is much lower than the actual operation of 2783.26 min (391 flights delayed), which can reduce 95.91% of flight delays and 59.59% of flight delays. The number of flights using linear waiting trajectories reached 208, and the corresponding delay time was 27.15 min. It can be seen that the flight pre-approach trajectory collaborative optimization model established by the present invention can significantly reduce flight delays and is suitable for flight pre-approach optimization management.

[0118] Table 4 Comparison results between the collaborative optimization model of flight pre-approach trajectory and actual operation

[0119]

[0120] Embodiment 2: Based on Embodiment 1, this embodiment provides a flight pre-approach trajectory collaborative optimization device with integrated extended arrival management, including a processor and a storage medium;

[0121] The storage medium is used to store instructions;

[0122] The processor is used to operate according to the instruction to execute the method according to embodiment 1.

[0123] 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.

[0124] 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.

[0125] 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.

[0126] 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.

[0127] 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.

[0128] 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.

[0129] 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 The steps for the functions specified in one or more boxes.

[0130] 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 flight pre-arrival trajectory collaborative optimization method with integrated extended arrival management, characterized in that: include: Step S1: obtaining the airspace structure, aircraft spacing constraints, route reference control points, aircraft pre-tactical agreed trajectories, aircraft flight performance database and meteorological data corresponding to the airspace related to the airspace to be planned; Step S2: Re-dividing the airspace structure according to the approach direction of the pre-tactical agreed trajectory of the aircraft; Step S3: Calculate the flight performance parameters of the aircraft in the planned airspace according to the aircraft flight performance database and the aircraft flight performance parameter calculation model; Step S4: Calculate the linear waiting time boundary corresponding to each flight using the aircraft linear waiting trajectory optimization model according to the flight performance parameters corresponding to the aircraft, the pre-tactical agreed trajectory of the aircraft, the flight performance database of the aircraft and the meteorological data; Step S5: According to the linear waiting time boundary corresponding to each flight, the re-divided airspace structure, the aircraft spacing constraint and the route reference control point, the flight pre-arrival trajectory collaborative optimization model is used to obtain the flight delay allocation plan and the pre-arrival sequence.

2. The flight pre-arrival trajectory collaborative optimization method with integrated extended arrival management according to claim 1 is characterized in that: Step S2: Re-dividing the airspace structure according to the approach direction of the pre-tactical agreed trajectory of the aircraft, including: The airspace structure is divided into several concentric circles, one concentric circle is divided at a preset distance, and the circle at the first preset distance is set as the terminal area import buffer zone, which is used for aircraft to exchange approach sequences in the terminal area import buffer zone; and according to the cluster number n of the approach traffic flow, the concentric circles are divided into n equal areas, each area is used as an approach traffic flow unit; at the same time, according to the position information of the route reference control point, the flight approach reference control point is set at the corresponding concentric circle position.

3. The flight pre-entry trajectory collaborative optimization method with integrated extended arrival management according to claim 1 is characterized in that: In step S3, the aircraft flight performance parameter calculation model includes: The aircraft flight performance parameters include aircraft flight time , Cruise fuel flow rate Fuel consumption corresponding to aircraft ; During the cruise level flight, the aircraft , based on the aircraft kinematic equation, calculate the aircraft flight time Fuel consumption corresponding to aircraft : ， ， In the formula, is the effective wind speed; Indicates true airspeed; , is the aircraft cruising Mach number, For flight altitude The corresponding speed of sound; For cruise fuel flow rate: ， In the formula, and Indicates the fuel parameters of the model. Represents aircraft engine thrust.

4. The flight pre-arrival trajectory collaborative optimization method with integrated extended arrival management according to claim 3 is characterized in that: Aircraft engine thrust The calculation method is: ， In the formula, and These are parameters related to the model. Indicates the aircraft's flight altitude The corresponding air pressure, represents the wing surface area, Represents the mass of the aircraft, Represents the acceleration due to gravity.

5. The flight pre-arrival trajectory collaborative optimization method with integrated extended arrival management according to claim 1, characterized in that: In step S4, the aircraft linear waiting trajectory optimization model includes: The vertical flight trajectory of the aircraft is divided into For each flight segment defined in the time window On Flight segments, , Indicates flight segment The time window start time, Indicates flight segment The time window ends at the time when the aircraft's corresponding flight state vector True airspeed , flight distance , flight altitude and aircraft mass Composition; corresponding control vector Contains Aircraft engine thrust per flight segment and track angle ; Construct optimization problem P1: ， ， ， ， ， ， in, represents the fuel flow rate of the aircraft, represents the cost index corresponding to the aircraft, Indicates the moment; and Track angle The minimum and maximum limits of , are the minimum and maximum thrust of the aircraft engine; the aircraft cruise Mach number and corrected airspeed , and Indicates the cruise Mach number and corrected airspeed corresponding to the aircraft green dot speed; and Respectively represent the maximum cruise Mach number and maximum corrected airspeed of the aircraft; Indicates The final flight state vector corresponding to the aircraft in each flight segment is: Indicates The initial flight state vector corresponding to the aircraft in each flight segment; The optimization problem P1 is used to solve the initial flight trajectory of the aircraft and determine the aircraft At continuous flight locations and Flight time between ; Construct optimization problem P2: ， ， in, is the start time of the time window for the first flight segment, For the The end time of the time window for each flight segment, is the fuel consumption of the aircraft, Indicates the fuel consumption corresponding to the nominal track; The optimization problem P2 is used to solve the aircraft At continuous flight locations and The upper limit of the linear waiting time boundary between .

6. The flight pre-arrival trajectory collaborative optimization method with integrated extended arrival management according to claim 1, characterized in that: In step S5, the flight pre-approach trajectory collaborative optimization model includes: Departure decision variables of collaborative optimization model for flight pre-arrival trajectory , arrive at the decision variable , sequential decision variables as follows: ， ， ， Among them, the objective function of the trajectory optimization model is: ， in, Indicates the total delay time The corresponding cost, Indicates the waiting time in the air. represents the linear waiting time, and They represent the cost coefficients corresponding to the air waiting time and the linear waiting time respectively; The total delay time of the aircraft It is divided into two parts: air waiting time and linear waiting time. After substitution, the objective function is converted to: ， Order: Total delay time = , It is expressed as a fairness coefficient for the total delay time distribution, Indicates the total delay time before adjusting the delay coefficient. = represents the air waiting time corresponding to the aircraft, and the objective function is further organized as: ， in, represents a collection of aircraft; , represents a fairness coefficient for the total delay time distribution, that is, the delay will be moderately distributed to all flights instead of being unevenly distributed to a specific flight; Indicates the moment; represents the fairness factor, Indicates aircraft At the end point The corresponding planned flight time; ， ， ， in, Indicates aircraft At the end point The corresponding available time window, Indicates aircraft The end point, Indicates aircraft Total number of flight points, Aircraft At the mid-flight point The corresponding available time window, Indicates aircraft A collection of intermediate flight points; Indicates aircraft At the end point The corresponding time , The arrival decision variable , Indicates aircraft At the mid-flight point The corresponding time , The arrival decision variable ; Indicates aircraft At the mid-flight point The corresponding time , The leaving decision variable .

7. The integrated extension of claim 6; the flight pre-arrival trajectory collaborative optimization method for arrival management, characterized in that: The constraints of the trajectory optimization model include operation restriction constraints, aircraft spacing constraints and decision variable constraints; The operating restrictions include: ， ， To ensure that each aircraft is in position Only one corresponding takeoff and arrival time slot is allocated, Indicates aircraft The set of position points corresponding to the planned flight trajectory, Indicates aircraft At location point The corresponding available time window; ， To ensure the maximum air delay time that can be imposed at each designed holding position point, Represents the set of intermediate flight points of an aircraft; ， It is used to stipulate that the linear waiting time LH corresponding to the aircraft is non-negative, that is, the flight speed of the flight cannot exceed the original planned flight speed; , Indicates aircraft At consecutive locations and The corresponding moment; Indicates aircraft At consecutive locations and Planned flight time between; ， ， Used to specify that a flight is located between two adjacent locations and The linear waiting time LH executed between the two should not exceed the upper limit of the linear waiting time boundary provided by the airspace user. ; Indicates aircraft At location point The corresponding available time window; Aircraft separation constraints include: ， For special locations The corresponding passing time of the aircraft is set. The aircraft are not allowed to change the order at these special locations. They are operated according to the principle of "first plan, first served". Indicates adjacent aircraft and At location point Corresponding safe flight interval; ， For the terminal area import buffer location point The dynamic interval control mode is adopted to realize the dynamic interval control between aircraft by adding dynamic interval to the left side of the inequality. However, the absolute value will affect the result on the right side of the inequality. By adding sequential decision variables Improved; when the aircraft follows the initial pass plan At runtime, the corresponding order decision variables , the right side of the inequality is equal to On the contrary, if the aircraft exchanges the order of passing through points, the corresponding order decision variables , the right side of the inequality is equal to ; ， ， Used to further qualify sequential decision variables The value of represents an artificial variable; The decision variable constraints include: ， ， ， The decision variables used to specify the correspondence are limited to 0-1 variables.

8. A flight pre-entry trajectory collaborative optimization device with integrated extended arrival management, 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.

Images