Interactive air traffic control simulation method with adjustable multiplying power

Abstract

The invention provides an interactive air traffic control simulation method with adjustable multiplying power. The interactive air traffic control simulation method comprises the following steps: step 1, constructing an air traffic control simulation capability; step 2, controlling simulation multiplying power; step 3, constructing a flight stage positioning capability; step 4, establishing a take-off management capability; step 5, constructing a conflict management capability; step 6, constructing a path guiding capability; and step 7, constructing a landing management capability. The method can perform real-time information interaction with the aircraft flight simulator, autonomously monitor the flight state of the aircraft according to the received aircraft flight simulation data, identify potential flight problems, formulate eight types of control instructions for feedback correction, provide simulation of air traffic control service for the whole flight stage of the aircraft, and improve the flight quality of the aircraft. Guiding the aircraft to operate safely according to the flight plan; the method supports adjustment of simulation multiplying power and improves simulation efficiency. The method can be applied to construction of the flight simulation environment of the aircraft, new flight simulation capability under the controlled airspace is provided for the aircraft, and the simulation degree of the flight simulation environment of the aircraft is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of air traffic management, and in particular relates to an interactive air traffic control simulation method with adjustable magnification. Background Art

[0002] In recent years, the field of aircraft design and manufacturing has entered a stage of rapid development, and a number of high-quality domestically produced aircraft such as C919 and Y-20 have emerged. The aircraft flight simulation environment is an incubator for new aircraft, which can verify whether the flight performance of aircraft in different types of airspace and different flight missions meets the design index requirements. At present, most of the airspaces of various countries are controlled airspaces, and aircraft flying in the airspace need to accept air traffic management (abbreviated as ATC) services. The existing aircraft flight simulation environments on the market mainly simulate aircraft flights, lack ATC simulation capabilities, and cannot simulate and verify the flight capabilities of aircraft in controlled airspaces. Therefore, integrating ATC simulation technology into aircraft flight simulation environments to improve the degree of realism has become one of the research hotspots in this field.

[0003] Compared with traditional air traffic control simulation technology, the field of aircraft design and manufacturing has put forward new technical requirements for air traffic control simulation technology: 1. It can interact with the aircraft flight simulation environment in real time, and autonomously monitor the flight status of the aircraft, identify potential flight problems, and formulate control instructions for feedback correction based on the flight simulation data of each aircraft in the simulation environment, so as to guide the safe and orderly operation of the aircraft; 2. It can adjust the simulation magnification according to user needs to improve the simulation efficiency. The method of the present invention proposes an interactive air traffic control simulation method with adjustable magnification, which fully meets the above technical requirements, promotes the construction of flight simulation verification capabilities in controlled airspace, improves the realism of the aircraft flight simulation environment, and provides technical support for the development of my country's aircraft design and manufacturing field. Summary of the invention

[0004] Purpose of the invention: The technical problem to be solved by the present invention is to provide an interactive air traffic control simulation method with adjustable magnification in view of the deficiencies in the prior art.

[0005] The method of the present invention comprises the following steps:

[0006] Step 1: Build air traffic control simulation capabilities. Divide the flight process of a flight into two or more flight phases, and design corresponding air traffic control simulation capabilities according to the requirements of each flight phase.

[0007] Step 2, control the simulation rate; design an improved fixed-cycle operation mode to achieve rate control of the simulation process;

[0008] Step 3: Build flight phase positioning capability; determine the flight phase of the flight based on the flight plan, flight track and flight status information;

[0009] Step 4: Build takeoff management capabilities; manage flights in the takeoff phase and guide flights to take off safely from the airport by formulating release instructions, runway waiting instructions, and takeoff instructions;

[0010] Step 5: Build conflict management capabilities: Detect conflicts between flights in flight and ensure flight interval safety by setting altitude and speed instructions;

[0011] Step 6: Build path guidance capabilities; provide path guidance based on the route information in the flight plan, and guide the flight along the route by formulating heading instructions and altitude instructions;

[0012] Step 7, build landing management capabilities; manage flights in the descent and landing phases, and guide flights to descend from high-altitude routes and land safely at the airport by assigning approach instructions and landing instructions.

[0013] Step 1 includes the following steps:

[0014] Step 1-1, flight phase division;

[0015] Step 1-2, simulation capacity allocation;

[0016] Steps 1-3, simulation information interaction design.

[0017] Step 1-1 includes:

[0018] According to the difference of flight missions, the whole flight process from the departure airport to the destination airport is divided into five flight phases: take-off, climb, cruise, descent and landing.

[0019] The flight missions for each flight phase are described as follows:

[0020] Take-off phase: The taxiing process from the parking position at the departure airport to the take-off runway, during which the aircraft completes its pre-take-off preparations and takes off from the runway;

[0021] Climb phase: The flight process from the takeoff runway of the departure airport to the exit point of the departure corridor. During this phase, the aircraft completes the flight mission of climbing from the runway to the high-altitude route along the departure procedure;

[0022] Cruise phase: the flight process from the departure corridor entrance point of the departure airport to the arrival corridor entrance point of the destination airport, during which the aircraft completes the flight mission along the high-altitude route to the destination airport;

[0023] Descent phase: The flight process from the entrance point of the approach corridor of the destination airport to the final approach fix point. During this phase, the aircraft completes the flight mission of descending from the high-altitude route along the approach procedure and preparing for landing;

[0024] Landing phase: The flight process from the final approach point to the landing runway, during which the aircraft completes the flight mission of aligning with the landing runway and landing;

[0025] The flight's departure airport, destination airport, departure corridor gate point, and arrival corridor gate point information are included in the flight's flight plan;

[0026] The flight's final approach fix information at the destination airport is included in the flight's arrival procedure.

[0027] Step 1-2 includes: designing five air traffic control simulation capabilities of flight phase positioning, takeoff management, conflict management, path guidance, and landing management to serve the entire flight process of the flight. The implementation methods of the five air traffic control simulation capabilities correspond to step 3, step 4, step 5, step 6, and step 7 respectively.

[0028] Steps 1-3 include: exchanging information with an external aircraft flight simulator to achieve interactive simulation capabilities. The information exchange method adopts a question-and-answer style, that is, the aircraft flight simulator releases relevant information according to its flight mission at each flight phase of the flight, and generates air traffic control instructions after receiving the information and feeds them back to the aircraft flight simulator to command the aircraft to complete the flight mission at each flight phase;

[0029] Aircraft flight simulator input includes:

[0030] Simulation parameters: including simulation start time, simulation end time and simulation magnification;

[0031] Flight plan: including flight number, departure airport, destination airport and flight route;

[0032] Flight track: including flight number, longitude / latitude, altitude, speed and heading;

[0033] Flight status: including waiting at the start, waiting outside the runway, waiting inside the runway, taken off and landed;

[0034] Feedback of air traffic control command information to the aircraft flight simulator, including:

[0035] Release instructions: including flight number, take-off runway, departure procedure code and departure time;

[0036] Runway entry and waiting instructions: including flight number, runway entry permission and take-off runway;

[0037] Take-off instructions: including flight number, take-off permission and take-off runway;

[0038] Altitude instructions: including flight number and altitude adjustment suggestions;

[0039] Speed ​​instructions: including flight number and speed adjustment suggestions;

[0040] Heading instructions: including flight number and heading angle adjustment suggestions;

[0041] Approach instructions: including flight number, approach procedure code and landing runway;

[0042] Landing instructions: including flight number, landing permission, landing runway and landing order.

[0043] Step 2 includes the following steps:

[0044] Step 2-1, define the following variables:

[0045] BgnTime represents the simulation start time in the simulation parameters;

[0046] Rate represents the simulation ratio in the simulation parameters;

[0047] SysTime represents the simulation system time;

[0048] PreTime k Indicates the last operation time of the kth air traffic control simulation capability, and the initial value is BgnTime;

[0049] cycle k : represents the operation cycle of the k-th air traffic control simulation capability;

[0050] Step 2-2, simulation rate control method: The simulation rate Rate in the simulation parameters is used to control the simulation speed. The simulation rate parameter is integrated into the fixed-cycle operation mode to realize the rate control of the simulation process, which includes:

[0051] Step 2-2-1, set the operation mode: for the five air traffic control simulation capabilities of flight phase positioning, takeoff management, path guidance, conflict management, and landing management, all use the fixed cycle operation mode. The operation cycle of each air traffic control simulation capability is cycle k Set according to user needs;

[0052] Step 2-2-2, generate simulation system time according to simulation magnification: set the update frequency of simulation system time, and the initial value is BgnTime, the calculation formula is:

[0053] SysTime = SysTime + 1 * Rate;

[0054] Step 2-2-3, check whether the simulation system time meets the operation cycle limit: when the simulation system time is updated, check whether the five air traffic control simulation capabilities meet their respective operation cycle limits one by one; for the kth air traffic control simulation capability, when (SysTime-PreTime k )≥cyclek , start the operation of air traffic control simulation capability, and update the last operation time of air traffic control simulation capability, so that PreTime k =SysTime.

[0055] Step 3 includes the following steps:

[0056] Step 3-1, take-off phase positioning: When the altitude in the flight track is 0, and the flight status information is "drive-on hold" or "outside runway hold" or "inside runway hold", it indicates that the flight is currently in the take-off phase; a flight in the take-off phase is called a departure flight;

[0057] Step 3-2, Climbing Phase Positioning: In actual operation, the airport will set up more than two departure procedures to cope with the departure climb requirements of different flights. Each departure procedure contains the flight path information from the takeoff runway to the departure corridor entrance point, and is distinguished by the departure procedure code;

[0058] The release instruction contains the departure procedure code assigned to the departing flight. Therefore, when the flight status of the flight is taken off and the longitude or latitude of the flight track is on the flight path corresponding to the departure procedure, it indicates that the flight is in the climb phase;

[0059] Step 3-3, positioning during the cruise phase: The flight route information in the flight plan includes the flight path information from the departure corridor entrance point of the departure airport to the arrival corridor entrance point of the destination airport;

[0060] When the longitude / latitude of the flight track is within the flight route in the flight plan, it indicates that the flight is currently in the cruising phase;

[0061] Step 3-4, descent phase positioning: In actual operation, the airport will set up more than two approach procedures to cope with the descent and landing needs of different flights. Each approach procedure contains the flight path information from the entrance of the approach corridor to the landing runway, and is distinguished by the approach procedure code; the flight in the descent or landing phase is called an approach flight;

[0062] The approach instruction contains the approach procedure code assigned to the incoming flight, so when the longitude or latitude of the flight track is on the flight path corresponding to the approach procedure but has not passed the final approach fix point, it indicates that the flight is in the descent phase;

[0063] Step 3-5, landing phase positioning: When the longitude / latitude of the flight track is on the flight path corresponding to the approach procedure and has passed the final approach positioning point, before the flight status information of the flight changes to landed, it indicates that the flight is in the landing phase.

[0064] Step 4 includes the following steps:

[0065] Step 4-1, define the following variables:

[0066] Flt i represents the i-th flight;

[0067] Flt i (EOBT) stands for flight Flt i The estimated start time at the gate is derived from the flight plan;

[0068] Flt i (ETT) stands for Flight Flt i The empirical taxiing time at the airport surface comes from the Airport Collaborative Decision Making System (A-CDM) or can be statistically analyzed from the airport's historical operation data;

[0069] Flt i (ETD) stands for Flight Flt i Estimated take-off time at the runway;

[0070] DepSpan i,i-1 Indicates the adjacent flight Flt on the runway i , Flt i-1 Take-off interval regulations between

[0071] Flt i (TSAT) stands for Flight Flt i Recommended start time at the stand;

[0072] Flt i (TTOT) stands for Flight Flt i The recommended take-off time at the runway;

[0073] Step 4-2, take-off runway allocation: For all departing flights at the airport, the take-off runway and departure procedure are allocated to the departing flights according to the departure corridor entrance points and the parking stand information in the flight plan and the principle of proximity;

[0074] Step 4-3, takeoff pre-sequencing: Filter the departure flights participating in the takeoff pre-sequencing at the airport and calculate the recommended departure time Flt of the departure flights at the parking position i (TSAT) and the recommended takeoff time Flt at the takeoff runway i (TTOT);

[0075] First, based on the estimated departure time of the departing flights at the airport, filter all the departing flights that can participate in the takeoff pre-sequencing. The filtering conditions are: Flt i(EOBT)∈(SysTime,SysTime+30min];

[0076] For each departing flight participating in the takeoff pre-sequencing, Flt i , based on the estimated driving time Flt i (EOBT) and Experience Gliding Time Flt i (ETT), the estimated time of arrival of the flight at the take-off runway i (ETD), that is, satisfying Flt i (ETD) = Flt i (EOBT)+Flt i (ETT);

[0077] Then, for each runway in the airport, select the set of departing flights ready to take off from the runway, sort them according to the estimated take-off time of the departing flights in the set on a first-come, first-served basis, and combine the runway's take-off interval regulation DepSpan i,i-1 , calculate the Flt of each departure flight in the set i Recommended departure time Flt i (TTOT), that is, satisfying Flt i (TTOT) = Flt i-1 (TTOT)+DepSpan i,i-1 , and the recommended driving time Flt i (TSAT) = Flt i (TTOT)-Flt i (ETT);

[0078] Step 4-4, Release the release instruction: For each departing flight Flt waiting for release at the airport parking stand i When the aircraft flight simulator releases the flight start waiting flight status information, at the recommended start time Flt i (TSAT) releases the flight 5 minutes before departure, including flight number, takeoff runway, departure procedure code and recommended departure time;

[0079] Departure Flight Flt i After receiving the release order, according to the recommended driving time Flt i (TSAT), leave the parking stand on time and taxi to the take-off runway;

[0080] Step 4-5, Departure Sequencing: When Flight Flt i When taxiing to the take-off runway, the aircraft flight simulator will issue flight status information that the flight is waiting outside the runway;

[0081] For each runway in the airport, sort the information received about the departure flights waiting outside the runway according to the time sequence, and generate the departure takeoff queue for each runway;

[0082] For each runway in the airport, according to the takeoff interval DepSpan i,i-1 , update the Flt of each departing flight on the runway i Recommended departure time Flt i (TTOT), that is, satisfying Flt i (TTOT) = Flt i-1 (TTOT)+DepSpan i,i-1 ;

[0083] Step 4-6, issue the runway hold instruction: For the departing flight Flt that has participated in the takeoff sequence i , at the recommended departure time Flt i Two minutes before (TTOT), a runway entry and waiting instruction is issued to allow the flight to enter the takeoff runway; the runway entry and waiting instruction includes: flight number, runway entry permission and takeoff runway;

[0084] When flight Flt i After taxiing into the take-off runway, the aircraft flight simulator will release the flight status information of the flight waiting on the runway;

[0085] Step 4-7, issuing take-off instructions: For the departing flight Flt that has issued the runway waiting flight status information i , according to the recommended departure time Flt i (TTOT), on-time takeoff instructions, which include flight number, takeoff clearance and takeoff runway;

[0086] When flight Flt i After taking off from the runway, the aircraft flight simulator will release flight status information that the flight has taken off from the takeoff runway.

[0087] Step 5 includes the following steps:

[0088] Step 5-1, define the following variables:

[0089] LvlDis i,i-1 Indicates flight Flt i , Flt i-1 Horizontal distance between

[0090] VerDis i,i-1 Indicates flight Flt i , Flt i-1 The vertical distance between

[0091] LvlRes represents the horizontal safety separation limit between two aircraft in flight;

[0092] VerRes indicates the vertical safety separation limit between two aircraft in flight;

[0093] Hgt i Indicates flight Flt i Current flight altitude, from flight Flt i flight path;

[0094] Sd i Indicates flight Flt i Current flight speed, from flight Flt i flight path;

[0095] Lat i Indicates flight Flt i The latitude of the current location, from the flight Flt i flight path;

[0096] Lon i Indicates flight Flt i The longitude of the current location, from the flight Flt i flight path;

[0097] AdjH i Indicates flight Flt i Flight altitude adjustment suggestions;

[0098] Adj i Indicates flight Flt i Flight speed adjustment suggestions;

[0099] Step 5-2, flight conflict detection: Based on the longitude, latitude and altitude information in the flight track, determine whether the horizontal and vertical separation restrictions are met between adjacent flights:

[0100] Adjacent Flights Flt i , Flt i-1 Horizontal distance LvlDis i,i-1 for:

[0101]

[0102] Adjacent Flights Flt i , Flt i-1 The vertical distance VerDis i,i-1 for:

[0103] VerDis i,i-1 =Hgt i -Hgt i-1 ;

[0104] Flights with flight conflicts i , Flt i-1 The room needs to meet the following requirements:

[0105] (LvlDis i,i-1 ≤LvlRes)&&(VerDis i,i-1 ≤VerRes);

[0106] Step 5-3, flight conflict resolution: Different resolution plans are adopted according to the flight altitude when the flight conflict occurs. For the two flights that need to adopt the altitude adjustment plan, i , Flt i-1 , select any flight Flt i Perform height adjustment, that is, the height adjustment is recommended to meet the following requirements:

[0107]

[0108] The altitude instruction includes the flight number and altitude adjustment suggestions;

[0109] For the two flights that need to adopt the speed adjustment plan, Flt i , Flt i-1 , select the adjustment objects according to the flight speed of the two flights and formulate speed adjustment suggestions, so that Flt i The flight is the later of the two flights;

[0110] When Spd is met i-1 ≥300km / h, select Flt i As the adjustment object, the speed adjustment recommendation is: AdjSpd i =Spd i-1 -50km / h;

[0111] When Spd is met i-1 <300km / h, select Flt i-1 As the adjustment object, the speed adjustment recommendation is: AdjSpd i-1 =Spd i +50km / h;

[0112] The speed instruction includes the flight number and speed adjustment suggestions.

[0113] Step 6 includes the following steps:

[0114] Step 6-1, define the following variables:

[0115] L i Indicates flight Flt i The distance between the current flight path location and the next waypoint;

[0116] Wi Indicates flight Flt i The vertical distance between the current flight track location and the route;

[0117] Δθ i Indicates flight Flt i The angle of interception of the route;

[0118] Routeθ i Indicates flight Flt i The angle between the current flight path and magnetic north;

[0119] Adjθ i Indicates flight Flt i Suggestions for adjusting the heading angle;

[0120] R i Indicates flight Flt i The altitude restriction of the route on which the current flight path is located;

[0121] Step 6-2, consistency monitoring: by analyzing the fit between the current flight track of the flight and the horizontal and vertical profiles of the route, determine whether the flight is flying along the route;

[0122] On the horizontal section of the route, calculate the vertical distance between the longitude and latitude of the current flight track of the flight and the route. When the vertical distance is greater than the safety margin, it is considered that the horizontal section has deviated and the heading instruction is used for correction.

[0123] On the vertical profile of the route, calculate the deviation between the altitude of the current flight path of the flight and the altitude limit of the route. When the deviation is greater than the safety margin, it is considered that a vertical profile deviation has occurred and the altitude instruction is used for correction;

[0124] Step 6-3, heading guidance: For flights with horizontal profile deviation, i , by adjusting the heading angle of the flight, the flight can be switched back to the enroute flight:

[0125] The angle Δθ at which the flight cuts into the route i Need to meet:

[0126]

[0127] When flight Flt i When the current flight track is on the left side of the route, the heading angle adjustment recommendation is:

[0128] Adjθ i =Routeθ i +Δθ i ;

[0129] When flight Flt iWhen the current flight track is on the right side of the route, the heading angle adjustment recommendation is:

[0130] Adjθ i =Routeθ i -Δθ i ;

[0131] The heading instruction includes the flight number and heading angle adjustment suggestions;

[0132] Step 6-4, Altitude Guidance: For flights with vertical profile deviations, Flt i , by adjusting the flight altitude, the flight meets the flight altitude restrictions of the route:

[0133] Flight Flt i The height adjustment recommendations are:

[0134]

[0135] The altitude instruction includes the flight number and altitude adjustment suggestions;

[0136] Step 7 includes the following steps:

[0137] Step 7-1, define the following variables:

[0138] ArrSpan i,i-1 Indicates the adjacent flight Flt on the runway i , Flt i-1 Landing interval regulations between

[0139] Flt i (TLDT) stands for Flight Flt i recommended landing time at the runway;

[0140] Step 7-2, Landing runway allocation: For flights within a certain range from the destination airport, i , according to the arrival corridor entrance points and parking stand information in the flight plan, the landing runway and approach procedure are allocated to the flight based on the principle of proximity;

[0141] Step 7-3, issue approach instructions: according to flight Flt i Longitude or latitude in the flight track, calculate flight Flt i The flight distance from the current location along the flight route to the destination airport approach corridor entrance point; combined with the flight Flt i Speed ​​information in the flight track, calculate the time it takes for the flight to reach the entrance point of the destination airport approach corridor;

[0142] On Flight Flt i5 minutes before reaching the entrance of the destination airport, issue an approach instruction to the flight. The approach instruction includes: flight number, approach procedure code, and landing runway;

[0143] Step 7-4, Arrival Sequencing: For each incoming flight Flt within a certain range from the destination airport i , calculate the flight Flt according to the longitude or latitude in the flight track i The flight distance from the current position to the landing runway along the approach procedure; combined with the flight Flt i Speed ​​information during the flight path to calculate the estimated time the flight will reach the landing runway;

[0144] Then, for all incoming flights within a certain range from the destination airport, the first-come-first-served principle is used to sort them according to the estimated time of arrival of the flight at the landing runway, and the arrival and landing queue for each runway is generated;

[0145] For each runway in the airport, according to the landing interval ArrSpan i,i-1 , update the Flt of each incoming flight on the runway in turn i Recommended landing time Flt i (TLDT), that is, satisfying Flt i (TLDT) = Flt i-1 (TLDT)+ArrSpan i,i-1 ;

[0146] Step 7-5, Issue landing instructions: For an incoming flight that has flown along the approach procedure and has passed the final approach fix, Flt i , at the recommended landing time Flt i 2 minutes before (TLDT), to flight Flt i Issue landing instructions, which include flight number, landing permission, landing runway and landing order;

[0147] When flight Flt i After landing on the runway, the aircraft flight simulator will release flight status information that the flight has landed on the landing runway.

[0148] The beneficial effects of the present invention are as follows: the method of the present invention provides an interactive air traffic control simulation method with an adjustable magnification, which can interact with an aircraft flight simulator in real time, autonomously monitor the aircraft flight status, identify potential flight problems, and formulate control instructions for feedback correction based on the received aircraft flight simulation data, provide simulation of air traffic control services for the entire flight phase of the aircraft, and guide the aircraft to operate safely according to the flight plan; in addition, the magnification of the simulation calculation can be adjusted according to user needs to improve the simulation efficiency. The method of the present invention can be applied to the construction of an aircraft flight simulation environment in the field of aircraft design and manufacturing, providing it with flight simulation verification capabilities within controlled airspace, making up for the insufficiency of similar products on the market that cannot provide air traffic control simulation capabilities, improving the realism of the aircraft flight simulation environment, and providing technical support for the development of my country's aircraft design and manufacturing fields. BRIEF DESCRIPTION OF THE DRAWINGS

[0149] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments, and the above and / or other advantages of the present invention will become more clear.

[0150] Figure 1 It is the overall processing flow of the present invention.

[0151] Figure 2 It is a schematic diagram of flight phase division of the present invention.

[0152] Figure 3 This is the air traffic control simulation capability structure of the present invention.

[0153] Figure 4 This is the air traffic control simulation information interaction relationship of the present invention.

[0154] Figure 5 It is a schematic diagram of a flight switching back to a route according to the present invention.

[0155] Figure 6 It is a schematic diagram of the landing management process of the present invention. DETAILED DESCRIPTION

[0156] like Figure 1 As shown, an embodiment of the present invention provides an interactive air traffic control simulation method with adjustable magnification, comprising the following steps:

[0157] Step 1: Building air traffic control simulation capabilities: Divide the flight process of a flight into multiple flight phases, and design corresponding air traffic control simulation capabilities based on the requirements of each flight phase;

[0158] Step 2, simulation rate control: design an improved fixed-cycle operation mode to achieve rate control of the simulation process;

[0159] Step 3: Build flight phase positioning capability; determine the flight phase of the flight based on the flight plan, flight track and flight status information.

[0160] Step 4: Build takeoff management capabilities: manage flights in the takeoff phase and guide flights to take off safely from the airport by formulating release instructions, runway waiting instructions, and takeoff instructions;

[0161] Step 5: Build conflict management capabilities: Detect conflicts between flights in flight and ensure flight interval safety by setting altitude and speed instructions;

[0162] Step 6: Build path guidance capabilities: Provide path guidance based on the route information in the flight plan, and guide the flight along the route by formulating heading instructions and altitude instructions;

[0163] Step 7: Build landing management capabilities; manage flights in the descent and landing phases, and guide flights to descend from high-altitude routes and land safely at the airport by assigning approach instructions and landing instructions.

[0164] The overall processing flow is as follows Figure 1 As shown, specifically including:

[0165] Step 1: Building air traffic control simulation capabilities:

[0166] The function of this step is to divide the flight process of the flight into multiple flight phases, and design corresponding air traffic control simulation capabilities according to the requirements of each flight phase to ensure flight safety.

[0167] The steps include:

[0168] Step 1-1, flight phase division;

[0169] Step 1-2, simulation capacity allocation;

[0170] Steps 1-3, simulation information interaction design;

[0171] Step 1-1 includes:

[0172] According to the difference of flight missions, the whole flight process from the departure airport to the destination airport is divided into five flight phases: take-off, climb, cruise, descent and landing. Figure 2 shown.

[0173] The flight missions for each flight phase are described as follows:

[0174] 1) Take-off phase: The taxiing process from the parking position at the departure airport to the take-off runway. During this phase, the aircraft completes the flight mission of pre-take-off preparation and takes off from the runway.

[0175] 2) Climb phase: The flight process from the takeoff runway of the departure airport to the exit point of the departure corridor. During this phase, the aircraft completes the flight mission of climbing from the runway to the high-altitude route along the departure procedure;

[0176] 3) Cruise phase: the flight process from the departure corridor entrance point of the departure airport to the arrival corridor entrance point of the destination airport, during which the aircraft completes the flight mission along the high-altitude route to the destination airport;

[0177] 4) Descent phase: The flight process from the entrance of the approach corridor of the destination airport to the final approach fix point. During this phase, the aircraft completes the flight mission of descending from the high-altitude route along the approach procedure and preparing for landing;

[0178] 5) Landing phase: The flight process from the final approach point to the landing runway. During this phase, the aircraft completes the flight mission of aligning with the landing runway and landing.

[0179] The flight's departure airport, destination airport, departure corridor gate points, and arrival corridor gate point information are included in the flight's flight plan.

[0180] The flight's final approach fix information at the destination airport is included in the flight's arrival procedure.

[0181] Steps 1-2 include:

[0182] This method designs five air traffic control simulation capabilities: flight phase positioning, takeoff management, conflict management, path guidance, and landing management to serve the entire flight process of the flight, such as Figure 3 As shown, the implementation methods of the five air traffic control simulation capabilities correspond to step 3, step 4, step 5, step 6, and step 7 of this article respectively.

[0183] The flight missions of flights in different flight phases are different, resulting in different required air traffic control support capabilities. This method allocates air traffic control simulation capabilities according to the requirements of each flight phase, as shown in Table 1.

[0184] Table 1

[0185]

[0186] Steps 1-3 include:

[0187] During the operation, this method needs to interact with the external aircraft flight simulator to realize interactive simulation capability. The information interaction method adopts the "question-and-answer" method, that is, the aircraft flight simulator releases relevant information according to its flight mission at each flight stage of the flight. After receiving the information, this method processes and generates air traffic control instructions and feeds them back to the aircraft flight simulator to command the aircraft to complete the flight mission at each flight stage.

[0188] This method can simultaneously connect multiple sets of aircraft flight simulator information to achieve air traffic control simulation capabilities for multiple flights. The information interaction relationship between the aircraft flight simulator and this method is as follows: Figure 4 shown.

[0189] The aircraft flight simulator inputs to this method include:

[0190] 1) Simulation parameters: simulation start time, simulation end time, simulation magnification;

[0191] 2) Flight plan: flight number, departure airport, destination airport, flight route, etc.;

[0192] 3) Flight track: flight number, longitude / latitude, altitude, speed, heading, etc.;

[0193] 4) Flight status: waiting at the start, waiting outside the runway, waiting inside the runway, taken off, landed.

[0194] This method feeds back air traffic control instruction information to the aircraft flight simulator, specifically including:

[0195] 1) Release instructions: flight number, take-off runway, departure procedure code, departure time;

[0196] 2) Enter the runway and wait for instructions: flight number, runway entry permission, take-off runway.

[0197] 3) Take-off instructions: flight number, take-off permission, take-off runway;

[0198] 4) Altitude instructions: flight number, altitude adjustment suggestions;

[0199] 5) Speed ​​instruction: flight number, speed adjustment suggestion;

[0200] 6) Heading instructions: flight number, heading angle adjustment suggestions;

[0201] 7) Approach instructions: flight number, approach procedure code, landing runway;

[0202] 8) Landing instructions: flight number, landing permission, landing runway, landing order.

[0203] Table 2 shows the information interaction between this method and the aircraft flight simulator at different flight phases.

[0204] Table 2

[0205]

[0206] Aircraft flight simulators are used to simulate the flight process of a single aircraft, while this method is used to simulate the ability of air traffic controllers to command the flight of single or multiple aircraft. The two have different focuses, and aircraft flight simulators are not the focus of this method.

[0207] The function of step 2 is to design an improved fixed-cycle operation mode to achieve rate control of the simulation process. It includes the following steps:

[0208] Step 2-1, variable definition;

[0209] Step 2-2, simulation rate control method;

[0210] Step 2-1 includes:

[0211] Let BgnTime: represent the simulation start time in the simulation parameters;

[0212] Let Rate: represent the simulation rate in the simulation parameters;

[0213] Let SysTime: represent the simulation system time;

[0214] PreTime k : represents the last operation time of the kth air traffic control simulation capability in this method, and the initial value is BgnTime;

[0215] Cycle k : It indicates the operation period of the kth air traffic control simulation capability in this method, in seconds.

[0216] Step 2-2 includes:

[0217] The simulation rate Rate in the simulation parameters is used to control the simulation speed of this method. Users can shorten the simulation time and improve the simulation efficiency by setting this parameter. This step integrates the simulation rate parameter into the traditional fixed-cycle operation mode to achieve rate control of the simulation process. The specific process is as follows:

[0218] 1) Operation mode setting

[0219] For the five air traffic control simulation capabilities of flight phase positioning, takeoff management, path guidance, conflict management, and landing management included in this method, a fixed-cycle operation mode is adopted. The operation cycle of each air traffic control simulation capability is cycle k Can be set according to user needs.

[0220] 2) Generate simulation system time according to simulation magnification

[0221] This method sets the update frequency of the simulation system time to 1 second, and the initial value is BgnTime. The calculation formula is as follows:

[0222] SysTime = SysTime + 1 * Rate;

[0223] 3) Check whether the simulation system time meets the operation cycle limit

[0224] When the simulation system time is updated, the five air traffic control simulation capabilities in this method are checked one by one to see if they meet their respective operating cycle constraints. For the kth air traffic control simulation capability, when it meets (SysTime-PreTime k )≥cycle k , the operation of the air traffic control simulation capability can be started, and the last operation time of the air traffic control simulation capability can be updated, so that PreTime k =SysTime.

[0225] The aircraft flight simulator that interacts with this method should use the same simulation magnification during the simulation process.

[0226] The function of step 3 is to determine the flight phase of the flight according to the flight plan, flight track and flight status information of the flight. It includes the following steps:

[0227] Step 3-1, positioning during takeoff;

[0228] Step 3-2, positioning during the climbing phase;

[0229] Step 3-3, positioning during the cruise phase;

[0230] Step 3-4, positioning during the descent phase;

[0231] Step 3-5, positioning during landing phase;

[0232] Step 3-1 includes:

[0233] When the altitude in the flight track is 0, and the flight status information is "drive-on hold" or "outside runway hold" or "inside runway hold", it indicates that the flight is currently in the take-off phase. In this method, the flight in the take-off phase is called a departure flight.

[0234] Step 3-2 includes:

[0235] In actual operation, the airport will set up multiple departure procedures to cope with the departure climb requirements of different flights. Each departure procedure contains the flight path information from the flight's climb from the take-off runway to the departure corridor entrance point, and is distinguished by a departure procedure code.

[0236] The release instruction formulated by this method includes the departure procedure code assigned to the departing flight. Therefore, when the flight status of the flight is taken off and the longitude / latitude of the flight track is on the flight path corresponding to the departure procedure, it indicates that the flight is in the climb phase.

[0237] Step 3-3 includes:

[0238] The flight route information in the flight plan includes the flight path information from the departure corridor gate of the departure airport to the arrival corridor gate of the destination airport.

[0239] When the longitude / latitude of the flight track is within the flight route in the flight plan, it indicates that the flight is currently in the cruising phase.

[0240] Steps 3-4 include:

[0241] In actual operation, the airport will set up multiple approach procedures to cope with the descent and landing needs of different flights. Each approach procedure contains the flight path information from the approach corridor entrance point to the landing runway, and is distinguished by the approach procedure code. In this method, the flight in the descent or landing phase is called an approach flight.

[0242] The approach instruction formulated by this method includes the approach procedure code assigned to the incoming flight. Therefore, when the longitude / latitude of the flight track is on the flight path corresponding to the approach procedure but has not passed the final approach fix point, it indicates that the flight is in the descent phase.

[0243] Steps 3-5 include:

[0244] When the longitude / latitude of the flight track is on the flight path corresponding to the approach procedure and has passed the final approach fix point, before the flight status information of the flight changes to landed, it indicates that the flight is in the landing phase.

[0245] The function of step 4 is to manage the flight in the take-off phase and guide the flight to take off safely from the airport by formulating release instructions, runway waiting instructions, and take-off instructions. It includes the following steps:

[0246] Step 4-1, variable definition;

[0247] Step 4-2, takeoff runway allocation;

[0248] Step 4-3, take-off pre-sequencing;

[0249] Step 4-4, issuing a release instruction;

[0250] Step 4-5, take-off sequence;

[0251] Step 4-6, issue the runway waiting instruction;

[0252] Step 4-7, issuing take-off instructions;

[0253] Step 4-1 includes: defining the following variables:

[0254] Flti : represents the i-th flight.

[0255] Flt i (EOBT): indicates flight Flt i The estimated start time at the gate is derived from the flight plan.

[0256] Flt i (ETT): indicates flight Flt i The empirical taxiing time at the airport comes from the Airport Collaborative Decision Making System (A-CDM) or can be collected from the airport's historical operating data.

[0257] Flt i (ETD): indicates flight Flt i Estimated time of take-off at the runway.

[0258] DepSpan i,i-1 :Indicates the adjacent flight Flt on the runway i , Flt i-1 Takeoff interval regulations.

[0259] Flt i (TSAT): indicates flight Flt i The recommended start time at the stand.

[0260] Flt i (TTOT): indicates flight Flt i Recommended takeoff time at the runway.

[0261] Step 4-2 includes:

[0262] For all departing flights at the airport, the take-off runway and departure procedure are allocated to them based on the departure corridor entrance points and parking stand information in their flight plans, using the proximity principle.

[0263] Step 4-3 includes:

[0264] This step is used to filter the departure flights participating in the takeoff pre-sequencing at the airport and calculate their recommended driving time Flt at the parking position i (TSAT) and the recommended takeoff time Flt at the takeoff runway i (TTOT).

[0265] First, based on the estimated departure time of the departing flights at the airport, filter all the departing flights that can participate in the takeoff pre-sequencing. The filtering conditions are: Flt i (EOBT)∈(SysTime,SysTime+30min];

[0266] For each departing flight participating in the takeoff pre-sequencing, Flt i , based on its estimated driving time Flt i (EOBT) and Experience Sliding Time Flt i (ETT), the estimated time of arrival of the flight at the take-off runway i (ETD), that is, satisfying Flt i (ETD) = Flt i (EOBT)+Flt i (ETT);

[0267] Then, for each runway in the airport, select the set of departing flights that are ready to take off from that runway, sort them according to the estimated take-off time of the departing flights in the set on a first-come, first-served basis, and combine the take-off interval regulation DepSpan for that runway. i,i-1 , calculate the Flt of each departure flight in the set i Recommended departure time Flt i (TTOT), that is, satisfying Flt i (TTOT) = Flt i-1 (TTOT)+DepSpan i,i-1 , and the recommended driving time Flt i (TSAT) = Flt i (TTOT)-Flt i (ETT).

[0268] Step 4-4 includes:

[0269] For each departing flight Flt waiting for clearance at the airport stand i When the aircraft flight simulator releases the flight waiting status information of the flight to this method, this method i (TSAT) will issue a release instruction to the flight 5 minutes before takeoff. The release instruction includes: flight number, takeoff runway, departure procedure code, and recommended departure time.

[0270] Departure Flight Flt i After receiving the instruction, according to its recommended driving time Flt i (TSAT), leave the parking stand on time and taxi to the takeoff runway.

[0271] An example of a release instruction is: Air China 341, take-off runway 36, depart along VYK-01, departure time 10:30:00.

[0272] Steps 4-5 include:

[0273] When flight Flti When taxiing to the take-off runway, the aircraft flight simulator will issue the flight status information of the flight waiting outside the runway to this method.

[0274] This method sorts each runway in the airport according to the time sequence of receiving the waiting information of the departing flights outside the runway of the runway, and generates a departure takeoff queue for each runway.

[0275] For each runway in the airport, according to the takeoff interval DepSpan i,i-1 , update the Flt of each departing flight on the runway i Recommended departure time Flt i (TTOT), that is, satisfying Flt i (TTOT) = Flt i-1 (TTOT)+DepSpan i,i-1 .

[0276] Steps 4-6 include:

[0277] For departing flights that have participated in the departure sequence, Flt i , at the recommended departure time Flt i The runway waiting instruction is issued 2 minutes before (TTOT) to allow the flight to enter the takeoff runway. The runway waiting instruction includes: flight number, runway entry permission, and takeoff runway.

[0278] When flight Flt i After taxiing into the take-off runway, the aircraft flight simulator will issue the flight status information of the flight waiting on the runway to this method.

[0279] An example of a runway entry and holding instruction is: Air China 341, enter the runway and hold, take off from runway 36.

[0280] Steps 4-7 include:

[0281] For departing flights that have issued runway holding flight status information Flt i This method is based on its recommended take-off time Flt i (TTOT), issue take-off instructions on time, which include: flight number, take-off permission, and take-off runway.

[0282] When flight Flt i After taking off from the runway, the aircraft flight simulator will publish the flight status information that the flight has taken off from the take-off runway to this method.

[0283] An example of a takeoff instruction is: Air China 341, clear to take off, takeoff runway 36.

[0284] The function of step 5 is to detect conflicts between flights in flight and ensure the safety of flight intervals by setting altitude and speed instructions. It includes the following steps:

[0285] Step 5-1, variable definition;

[0286] Step 5-2, flight conflict detection;

[0287] Step 5-3, flight conflict resolution;

[0288] Step 5-1, define the following variables:

[0289] LvlDis i,i-1 :Indicates flight Flt i , Flt i-1 Horizontal distance between

[0290] VerDis i,i-1 :Indicates flight Flt i , Flt i-1 The vertical distance between

[0291] LvlRes: horizontal safety separation limit between two aircraft in flight;

[0292] VerRes: vertical safety separation limit between two aircraft in flight;

[0293] Hgt i :Indicates flight Flt i Current flight altitude, from flight Flt i flight path;

[0294] Sd i :Indicates flight Flt i Current flight speed, from flight Flt i flight path;

[0295] Lat i :Indicates flight Flt i The latitude of the current location, from the flight Flt i flight path;

[0296] Lon i :Indicates flight Flt i The longitude of the current location, from the flight Flt i flight path;

[0297] AdjH i :Indicates flight Flt i Flight altitude adjustment suggestions;

[0298] Adj i:Indicates flight Flt i Flight speed adjustment suggestions.

[0299] Step 5-2 includes:

[0300] Based on the longitude, latitude and altitude information in the flight track, determine whether the horizontal and vertical separation restrictions are met between adjacent flights.

[0301] Adjacent Flights Flt i , Flt i-1 The horizontal distance is:

[0302]

[0303] Adjacent Flights Flt i , Flt i-1 Vertical distance:

[0304] VerDis i,i-1 =Hgt i -Hgt i-1 .

[0305] Flights with flight conflicts i , Flt i-1 The room needs to meet the following requirements:

[0306] (LvlDis i,i-1 ≤LvlRes)&&(VerDis i,i-1 ≤VerRes).

[0307] Step 5-3 includes:

[0308] In actual operation, the airspace above 6000 meters is regarded as high-altitude airspace, and the airspace below 6000 meters is regarded as medium-low-altitude airspace. This method adopts different solutions according to the flight altitude when the flight conflict occurs, as shown in Table 3.

[0309] Table 3

[0310] Flight altitude Sports Trends Solution 6000 meters and above - Height adjustment Below 6000 meters Same direction Speed ​​adjustment Below 6000 meters Reverse Height adjustment

[0311] For the two flights that need to adopt the altitude adjustment plan, Flt i , Flt i-1 , this method selects any flight Flt i Perform height adjustment, that is, the height adjustment is recommended to meet the following requirements:

[0312]

[0313] The contents of the altitude instruction include: flight number and altitude adjustment suggestion; an altitude instruction example is: Air China 341, climb to 7,200 meters.

[0314] For the two flights that need to adopt the speed adjustment plan, Flt i , Flt i-1 , this method selects adjustment objects according to the flight speeds of the two flights and formulates speed adjustment suggestions, let Flt i It is the later of the two flights.

[0315] 1) When Spd is satisfied i-1 ≥300km / h

[0316] Select Flt i As the adjustment object, the speed adjustment recommendation is: AdjSpd i =Spd i-1 -50km / h.

[0317] 2) When Spd is satisfied i-1 <300km / h

[0318] Select Flt i-1 As the adjustment object, the speed adjustment recommendation is: AdjSpd i-1 =Spd i +50km / h.

[0319] The speed instruction content includes: flight number, speed adjustment suggestion; a speed instruction example is: Air China 341, slow down to 400KM / h.

[0320] The function of step 6 is to provide path guidance according to the route information in the flight plan, and guide the flight along the route by formulating heading instructions and altitude instructions. It includes the following steps:

[0321] Step 6-1, variable definition;

[0322] Step 6-2, consistency monitoring;

[0323] Step 6-3, heading guidance;

[0324] Step 6-4, height guidance;

[0325] Step 6-1, define the following variables:

[0326] L i :Flight Flt i The distance between the current flight path location and the next waypoint;

[0327] W i :Flight Flt i The vertical distance between the current flight track location and the route;

[0328] Δθ i :Flight Flt iThe angle at which the route is intercepted.

[0329] Routeθ i :Flight Flt i The angle between the current flight path and magnetic north.

[0330] Adjθ i :Flight Flt i Suggestions for adjusting the heading angle.

[0331] R i :For flight Flt i The altitude restriction of the route on which the current flight path is located.

[0332] Step 6-2 includes:

[0333] By analyzing the fit between the current flight track of the flight and the horizontal and vertical profiles of the route, it is determined whether the flight is flying along the route.

[0334] On the horizontal profile of the route, the vertical distance between the longitude and latitude of the current flight track of the flight and the route is calculated. When the vertical distance is greater than the safety boundary of 20 kilometers, it is considered that a horizontal profile deviation has occurred. This method uses heading instructions for correction.

[0335] On the vertical profile of the route, the deviation between the altitude of the current flight track of the flight and the altitude limit of the route is calculated. When the deviation is greater than the safety margin of 150 meters, it is considered that a vertical profile deviation has occurred. This method uses altitude instructions for correction.

[0336] Step 6-3 includes:

[0337] For flights with horizontal profile deviations, Flt i This method adjusts the heading angle of the flight to make it switch back to the route. Figure 5 shown.

[0338] The angle Δθ at which the flight cuts into the route i Need to meet:

[0339]

[0340] When flight Flt i When the current flight track is on the left side of the route, the heading angle adjustment recommendation is:

[0341] Adjθ i =Routeθ i +Δθ i ;

[0342] When flight Flt i When the current flight track is on the right side of the route, the heading angle adjustment recommendation is:

[0343] Adjθ i =Routeθ i -Δθ i ;

[0344] The heading instruction content includes: flight number, heading angle adjustment suggestion; a heading instruction sample is: Air China 341, turn right, maintain heading 60°.

[0345] Step 6-4 includes:

[0346] For flights with vertical profile deviations Flt i ,This method adjusts the flight altitude of the flight to make it meet the flight altitude restriction of the route.

[0347] Flight Flt i The height adjustment recommendations are:

[0348]

[0349] The altitude instruction content includes: flight number and altitude adjustment suggestions.

[0350] The function of step 7 is to manage the flights in the descent and landing phases, and to guide the flights to descend from the high-altitude route and land safely at the airport by allocating approach instructions and landing instructions. Figure 6 shown.

[0351] The steps include:

[0352] Step 7-1, variable definition;

[0353] Step 7-2, landing runway allocation;

[0354] Step 7-3, issuing entry instructions;

[0355] Step 7-4, entry sorting;

[0356] Step 7-5, issuing landing instructions;

[0357] Step 7-1, define the following variables:

[0358] ArrSpan i,i-1 : Indicates the adjacent flight Flt on the runway i , Flt i-1 The landing interval regulations.

[0359] Flt i (TLDT): indicates flight Flt i Recommended landing time on the runway.

[0360] Step 7-2 includes:

[0361] For flights within 150KM from the destination airport Flt i According to the approach corridor entrance points and parking position information in the flight plan of the flight, the landing runway and approach procedure are allocated to it based on the proximity principle.

[0362] Step 7-3 includes:

[0363] First, according to flight Flt i Latitude / longitude in the flight track, calculate flight Flt i The flight distance from the current location along the flight route to the destination airport approach corridor point; then, combined with the flight Flt i The speed information in the flight track is used to calculate the time it takes for the flight to reach the entrance point of the destination airport's approach corridor.

[0364] On Flight Flt i 5 minutes before reaching the entrance of the destination airport's approach corridor, an approach instruction will be issued to the flight. The approach instruction includes: flight number, approach procedure code, and landing runway.

[0365] An example of an approach instruction is: Air China 341, approaching along OBK-01, landing on runway 36R.

[0366] Step 7-4 includes:

[0367] First, for each incoming flight Flt within 50KM of the destination airport i , calculate the flight Flt based on the longitude / latitude in its flight track i The flight distance from the current position to the landing runway along the approach procedure; then, combined with the flight Flt i The speed information in the flight track is used to calculate the estimated time for the flight to reach the landing runway.

[0368] Then, all incoming flights within 50KM of the destination airport are sorted according to their estimated time of arrival at the landing runway on a first-come-first-served basis to generate an approach and landing queue for each runway.

[0369] For each runway in the airport, according to the landing interval ArrSpan i,i-1 , update the Flt of each incoming flight on the runway in turn i Recommended landing time Flt i (TLDT), that is, satisfying Flt i (TLDT) = Flt i-1 (TLDT)+ArrSpan i,i-1 .

[0370] Step 7-5 includes:

[0371] For an arrival flight that has flown along the approach procedure and has passed the final approach fix Flt i , at its recommended landing time Flt i 2 minutes before (TLDT), the landing instruction is issued to it, and the landing instruction includes: flight number, landing permission, landing runway, and landing order.

[0372] When flight Flt i After landing on the runway, the aircraft flight simulator will issue flight status information to this method indicating that the flight has landed on the landing runway.

[0373] An example of a landing instruction is: Air China 341, clear to land, landing on runway 36R, you are the first one.

[0374] The present invention provides an interactive air traffic control simulation method with adjustable magnification. There are many methods and ways to implement the technical solution. 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 principle of the present invention. These improvements and modifications should also be regarded as the protection scope of the present invention. All components not specified in this embodiment can be implemented by existing technologies.

Claims

1. An interactive air traffic control simulation method with adjustable magnification, characterized in that: The following steps are involved: Step 1: Build air traffic control simulation capabilities; Divide the flight process of a flight into more than two flight phases, and design corresponding air traffic control simulation capabilities according to the requirements of each flight phase; Step 2, control the simulation rate; design an improved fixed-cycle operation mode to achieve rate control of the simulation process; Step 3: Build flight phase positioning capability; determine the flight phase of the flight based on the flight plan, flight track and flight status information; Step 4: Build takeoff management capabilities; manage flights in the takeoff phase and guide flights to take off safely from the airport by formulating release instructions, runway waiting instructions, and takeoff instructions; Step 5: Build conflict management capabilities: Detect conflicts between flights in flight and ensure flight interval safety by setting altitude and speed instructions; Step 6: Build path guidance capabilities; Provide route guidance based on the route information in the flight plan, and guide the flight along the route by formulating heading instructions and altitude instructions; Step 7: Build landing management capabilities; Manage flights in the descent and landing phases, and guide flights to descend from high-altitude routes and land safely at the airport by assigning approach instructions and landing instructions.

2. The method according to claim 1, characterized in that Step 1 includes the following steps: Step 1-1, flight phase division; Step 1-2, simulation capacity allocation; Steps 1-3, simulation information interaction design.

3. The method according to claim 2, characterized in that Step 1-1 includes: According to the difference of flight missions, the whole flight process from the departure airport to the destination airport is divided into five flight phases: take-off, climb, cruise, descent and landing. The flight missions for each flight phase are described as follows: Take-off phase: The taxiing process from the parking position at the departure airport to the take-off runway, during which the aircraft completes its pre-take-off preparations and takes off from the runway; Climb phase: The flight process from the takeoff runway of the departure airport to the exit point of the departure corridor. During this phase, the aircraft completes the flight mission of climbing from the runway to the high-altitude route along the departure procedure; Cruise phase: the flight process from the departure corridor entrance point of the departure airport to the arrival corridor entrance point of the destination airport, during which the aircraft completes the flight mission along the high-altitude route to the destination airport; Descent phase: The flight process from the entrance point of the approach corridor of the destination airport to the final approach fix point. During this phase, the aircraft completes the flight mission of descending from the high-altitude route along the approach procedure and preparing for landing; Landing phase: The flight process from the final approach point to the landing runway, during which the aircraft completes the flight mission of aligning with the landing runway and landing; The flight's departure airport, destination airport, departure corridor gate point, and arrival corridor gate point information are included in the flight's flight plan; The flight's final approach fix information at the destination airport is included in the flight's arrival procedure.

4. The method according to claim 3, characterized in that Steps 1-2 include: designing five air traffic control simulation capabilities: flight phase positioning, takeoff management, conflict management, path guidance, and landing management to serve the entire flight process.

5. The method according to claim 4, characterized in that Steps 1-3 include: exchanging information with an external aircraft flight simulator to achieve interactive simulation capabilities. The information exchange method adopts a question-and-answer style, that is, the aircraft flight simulator releases relevant information according to its flight mission at each flight phase of the flight, and generates air traffic control instructions after receiving the information and feeds them back to the aircraft flight simulator to command the aircraft to complete the flight mission at each flight phase; Aircraft flight simulator input includes: Simulation parameters: including simulation start time, simulation end time and simulation magnification; Flight plan: including flight number, departure airport, destination airport and flight route; Flight track: including flight number, longitude / latitude, altitude, speed and heading; Flight status: including waiting at the start, waiting outside the runway, waiting inside the runway, taken off and landed; Feedback of air traffic control command information to the aircraft flight simulator, including: Release instructions: including flight number, take-off runway, departure procedure code and departure time; Runway entry and waiting instructions: including flight number, runway entry permission and take-off runway; Take-off instructions: including flight number, take-off permission and take-off runway; Altitude instructions: including flight number and altitude adjustment suggestions; Speed ​​instructions: including flight number and speed adjustment suggestions; Heading instructions: including flight number and heading angle adjustment suggestions; Approach instructions: including flight number, approach procedure code and landing runway; Landing instructions: including flight number, landing permission, landing runway and landing order.

6. The method according to claim 5, characterized in that Step 2 includes the following steps: Step 2-1, define the following variables: BgnTime represents the simulation start time in the simulation parameters; Rate represents the simulation ratio in the simulation parameters; SysTime represents the simulation system time; PreTime k Indicates the last operation time of the kth air traffic control simulation capability, and the initial value is BgnTime; cycle k : represents the operation cycle of the k-th air traffic control simulation capability; Step 2-2, simulation rate control method: The simulation rate Rate in the simulation parameters is used to control the simulation speed. The simulation rate parameter is integrated into the fixed-cycle operation mode to realize the rate control of the simulation process, which includes: Step 2-2-1, set the operation mode: for the five air traffic control simulation capabilities of flight phase positioning, takeoff management, path guidance, conflict management, and landing management, all use the fixed cycle operation mode. The operation cycle of each air traffic control simulation capability is cycle k Set according to user needs; Step 2-2-2, generate simulation system time according to simulation magnification: set the update frequency of simulation system time, and the initial value is BgnTime, the calculation formula is: SysTime = SysTime + 1 * Rate; Step 2-2-3, check whether the simulation system time meets the operation cycle limit: when the simulation system time is updated, check whether the five air traffic control simulation capabilities meet their respective operation cycle limits one by one; for the kth air traffic control simulation capability, when (SysTime-PreTime k )≥cycle k , start the operation of air traffic control simulation capability, and update the last operation time of air traffic control simulation capability, so that PreTime k =SysTime.

7. The method according to claim 6, characterized in that Step 3 includes the following steps: Step 3-1, take-off phase positioning: When the altitude in the flight track is 0, and the flight status information is "drive-on hold" or "outside runway hold" or "inside runway hold", it indicates that the flight is currently in the take-off phase; a flight in the take-off phase is called a departure flight; Step 3-2, Climbing Phase Positioning: In actual operation, the airport will set up more than two departure procedures to cope with the departure climb requirements of different flights. Each departure procedure contains the flight path information from the takeoff runway to the departure corridor entrance point, and is distinguished by the departure procedure code; The release instruction contains the departure procedure code assigned to the departing flight. Therefore, when the flight status of the flight is taken off and the longitude or latitude of the flight track is on the flight path corresponding to the departure procedure, it indicates that the flight is in the climb phase; Step 3-3, positioning during the cruise phase: The flight route information in the flight plan includes the flight path information from the departure corridor entrance point of the departure airport to the arrival corridor entrance point of the destination airport; When the longitude / latitude of the flight track is within the flight route in the flight plan, it indicates that the flight is currently in the cruising phase; Step 3-4, descent phase positioning: In actual operation, the airport will set up more than two approach procedures to cope with the descent and landing needs of different flights. Each approach procedure contains the flight path information from the entrance of the approach corridor to the landing runway, and is distinguished by the approach procedure code; the flight in the descent or landing phase is called an approach flight; The approach instruction contains the approach procedure code assigned to the incoming flight, so when the longitude or latitude of the flight track is on the flight path corresponding to the approach procedure but has not passed the final approach fix point, it indicates that the flight is in the descent phase; Step 3-5, landing phase positioning: When the longitude / latitude of the flight track is on the flight path corresponding to the approach procedure and has passed the final approach positioning point, before the flight status information of the flight changes to landed, it indicates that the flight is in the landing phase.

8. According to claim 7, it is characterized in that: Step 4 includes the following steps: Step 4-1, define the following variables: Flt i represents the i-th flight; Flt i (EOBT) stands for Flight Flt i The estimated start time at the gate is derived from the flight plan; Flt i (ETT) stands for Flight Flt i The experienced taxiing time at the airport surface comes from the airport collaborative decision-making system or can be calculated from the airport's historical operation data; Flt i (ETD) stands for Flight Flt i Estimated take-off time at the runway; DepSpan i,i-1 Indicates the adjacent flight Flt on the runway i , Flt i-1 Take-off interval regulations between Flt i (TSAT) stands for Flight Flt i Recommended start time at the stand; Flt i (TTOT) stands for Flight Flt i The recommended take-off time at the runway; Step 4-2, take-off runway allocation: For all departing flights at the airport, the take-off runway and departure procedure are allocated to the departing flights according to the departure corridor entrance points and the parking stand information in the flight plan and the principle of proximity; Step 4-3, takeoff pre-sequencing: Filter the departure flights participating in the takeoff pre-sequencing at the airport and calculate the recommended departure time Flt of the departure flights at the parking position i (TSAT) and the recommended takeoff time Flt at the takeoff runway i (TTOT); First, based on the estimated departure time of the departing flights at the airport, filter all the departing flights that can participate in the takeoff pre-sequencing. The filtering conditions are: Flt i (EOBT)∈(SysTime,SysTime+30min]; For each departing flight participating in the takeoff pre-sequencing, Flt i , based on the estimated driving time Flt i (EOBT) and Experience Gliding Time Flt i (ETT), the estimated time of arrival of the flight at the take-off runway i (ETD), that is, satisfying Flt i (ETD)=Flt i (EOBT)+Flt i (ETT); Then, for each runway in the airport, select the set of departing flights ready to take off from the runway, sort them according to the estimated take-off time of the departing flights in the set on a first-come, first-served basis, and combine the runway's take-off interval regulation DepSpan i,i-1 , calculate the Flt of each departure flight in the set i Recommended departure time Flt i (TTOT), that is, satisfying Flt i (TTOT) = Flt i-1 (TTOT)+DepSpan i,i-1 , and the recommended driving time Flt i (TSAT) = Flt i (TTOT)-Flt i (ETT); Step 4-4, Release the release instruction: For each departing flight Flt waiting for release at the airport parking stand i When the aircraft flight simulator releases the flight start waiting flight status information, at the recommended start time Flt i (TSAT) issues a release instruction to the flight a certain time before departure. The release instruction includes: flight number, takeoff runway, departure procedure code and recommended departure time; Departure Flight Flt i After receiving the release order, according to the recommended driving time Flt i (TSAT), leave the parking stand on time and taxi to the take-off runway; Step 4-5, Departure Sequencing: When Flight Flt i When taxiing to the take-off runway, the aircraft flight simulator will issue flight status information that the flight is waiting outside the runway; For each runway in the airport, sort the information received about the departure flights waiting outside the runway according to the time sequence, and generate the departure takeoff queue for each runway; For each runway in the airport, according to the takeoff interval DepSpan i,i-1 , update the Flt of each departing flight on the runway i Recommended departure time Flt i (TTOT), that is, satisfying Flt i (TTOT) = Flt i-1 (TTOT)+DepSpan i,i-1 ; Step 4-6, issue the runway hold instruction: For the departing flight Flt that has participated in the takeoff sequence i , at the recommended departure time Flt i (TTOT) A runway entry and waiting instruction is issued a certain time before the flight enters the takeoff runway; the runway entry and waiting instruction includes: flight number, runway entry permission and takeoff runway; When flight Flt i After taxiing into the take-off runway, the aircraft flight simulator will release the flight status information of the flight waiting on the runway; Step 4-7, issuing take-off instructions: For the departing flight Flt that has issued the runway waiting flight status information i , according to the recommended departure time Flt i (TTOT), on-time takeoff instructions, which include flight number, takeoff clearance and takeoff runway; When flight Flt i After taking off from the runway, the aircraft flight simulator will release flight status information that the flight has taken off from the takeoff runway.

9. According to claim 8, it is characterized in that step 5 comprises the following steps: Step 5-1, define the following variables: LvlDis i,i-1 Indicates flight Flt i , Flt i-1 Horizontal distance between VerDis i,i-1 Indicates flight Flt i , Flt i-1 The vertical distance between LvlRes represents the horizontal safety separation limit between two aircraft in flight; VerRes indicates the vertical safety separation limit between two aircraft in flight; Hgt i Indicates flight Flt i Current flight altitude, from flight Flt i flight path; Sd i Indicates flight Flt i Current flight speed, from flight Flt i flight path; Lat i Indicates flight Flt i The latitude of the current location, from the flight Flt i flight path; Lon i Indicates flight Flt i The longitude of the current location, from the flight Flt i flight path; AdjH i Indicates flight Flt i Flight altitude adjustment suggestions; Adj i Indicates flight Flt i Flight speed adjustment suggestions; Step 5-2, flight conflict detection: Based on the longitude, latitude and altitude information in the flight track, determine whether the horizontal and vertical separation restrictions are met between adjacent flights: Adjacent Flights Flt i , Flt i-1 Horizontal distance LvlDis i,i-1 for: Adjacent Flights Flt i , Flt i-1 The vertical distance VerDis i,i-1 for: VerDis i,i-1 =Hgt i -Hgt i-1 ; Flights with flight conflicts i , Flt i-1 The room needs to meet the following requirements: (LvlDis i,i-1 ≤LvlRes)&&(VerDis i,i-1 ≤VerRes); Step 5-3, flight conflict resolution: Different resolution plans are adopted according to the flight altitude when the flight conflict occurs. For the two flights that need to adopt the altitude adjustment plan, i , Flt i-1 , select any flight Flt i Perform height adjustment, that is, the height adjustment is recommended to meet the following requirements: The altitude instruction includes the flight number and altitude adjustment suggestions; For the two flights that need to adopt the speed adjustment plan, Flt i , Flt i-1 , select the adjustment objects according to the flight speed of the two flights and formulate speed adjustment suggestions, so that Flt i The flight is the later of the two flights; When Spd is met i-1 ≥300km / h, select Flt i As the adjustment object, the speed adjustment recommendation is: AdjSpd i =Spd i-1 -50km / h; When Spd is met i-1 <300km / h, select Flt i-1 As the adjustment object, the speed adjustment recommendation is: AdjSpd i-1 =Spd i +50km / h; The speed instruction includes the flight number and speed adjustment suggestions.

10. The method according to claim 9, characterized in that Step 6 includes the following steps: Step 6-1, define the following variables: L i Indicates flight Flt i The distance between the current flight path location and the next waypoint; W i Indicates flight Flt i The vertical distance between the current flight track location and the route; Δθ i Indicates flight Flt i The angle of interception of the route; Routeθ i Indicates flight Flt i The angle between the current flight path and magnetic north; Adjθ i Indicates flight Flt i Suggestions for adjusting the heading angle; R i Indicates flight Flt i The altitude restriction of the route on which the current flight path is located; Step 6-2, consistency monitoring: by analyzing the fit between the current flight track of the flight and the horizontal and vertical profiles of the route, determine whether the flight is flying along the route; On the horizontal section of the route, calculate the vertical distance between the longitude and latitude of the current flight track of the flight and the route. When the vertical distance is greater than the safety margin, it is considered that the horizontal section has deviated and the heading instruction is used for correction. On the vertical profile of the route, calculate the deviation between the altitude of the current flight path of the flight and the altitude limit of the route. When the deviation is greater than the safety margin, it is considered that a vertical profile deviation has occurred and the altitude instruction is used for correction; Step 6-3, heading guidance: For flights with horizontal profile deviation, i , by adjusting the heading angle of the flight, the flight can be switched back to the enroute flight: The angle Δθ at which the flight cuts into the route i Need to meet: When flight Flt i When the current flight track is on the left side of the route, the heading angle adjustment recommendation is: Adj. i =Routeθ i +Δθ i ; When flight Flt i When the current flight track is on the right side of the route, the heading angle adjustment recommendation is: Adj. i =Routeθ i -Dth i ; The heading instruction includes the flight number and heading angle adjustment suggestions; Step 6-4, Altitude Guidance: For flights with vertical profile deviations, Flt i , by adjusting the flight altitude, the flight meets the flight altitude restrictions of the route: Flight Flt i The height adjustment recommendations are: The altitude instruction includes the flight number and altitude adjustment suggestions; Step 7 includes the following steps: Step 7-1, define the following variables: ArrSpan i,i-1 Indicates the adjacent flight Flt on the runway i , Flt i-1 Landing interval regulations between Flt i (TLDT) stands for Flight Flt i recommended landing time at the runway; Step 7-2, Landing runway allocation: For flights within a certain range from the destination airport, i , according to the arrival corridor entrance points and parking stand information in the flight plan, the landing runway and approach procedure are allocated to the flight based on the principle of proximity; Step 7-3, issue approach instructions: according to flight Flt i Longitude or latitude in the flight track, calculate flight Flt i The flight distance from the current location along the flight route to the destination airport approach corridor entrance point; combined with the flight Flt i Speed ​​information in the flight track, calculate the time it takes for the flight to reach the entrance point of the destination airport approach corridor; On Flight Flt i A certain time before reaching the entrance of the destination airport's approach corridor, an approach instruction is issued to the flight. The approach instruction includes: flight number, approach procedure code, and landing runway; Step 7-4, Arrival Sequencing: For each incoming flight Flt within a certain range from the destination airport i , calculate the flight Flt according to the longitude or latitude in the flight track i The flight distance from the current position to the landing runway along the approach procedure; combined with the flight Flt i Speed ​​information during the flight path to calculate the estimated time the flight will reach the landing runway; Then, for all incoming flights within a certain range from the destination airport, the first-come-first-served principle is used to sort them according to the estimated time of arrival of the flight at the landing runway, and the arrival and landing queue for each runway is generated; For each runway in the airport, according to the landing interval ArrSpan i,i-1 , update the Flt of each incoming flight on the runway in turn i Recommended landing time Flt i (TLDT), that is, satisfying Flt i (TLDT) = Flt i-1 (TLDT)+ArrSpan i,i-1 ; Step 7-5, Issue landing instructions: For an incoming flight that has flown along the approach procedure and has passed the final approach fix, Flt i , at the recommended landing time Flt i (TLDT) A certain time before flight Flt i Issue landing instructions, which include flight number, landing permission, landing runway and landing order; When flight Flt i After landing on the runway, the aircraft flight simulator will release flight status information that the flight has landed on the landing runway.

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