Waypoint shunting path design method and system based on flow conduction

Abstract

The invention provides a waypoint shunting path design method and system based on flow conduction, and belongs to the technical field of air traffic flow management. The method comprises the following steps: step 1, acquiring flight operation data; 2, determining a flight inflow point and a flight outflow point of the target waypoint; 3, calculating the flight allowance of the inflow point and the outflow point; step 4, determining alternative shunting points; step 5, determining a shunting path; and step 6, determining the number of flights which can be shunted and the formation of the flights. According to the method, the flight path can be selected for the flight on the basis that an existing air route and air route network is not changed, and compared with related planning design, construction, pilot run and other work needed by shunting methods such as temporary air route drawing and airspace structure adjusting, the method is more economical, efficient and easy to operate.

Description

Technical Field

[0001] The present invention belongs to the technical field of air traffic flow management, and particularly relates to a method and system for designing a waypoint diversion path based on flow conduction. Background Art

[0002] In order to alleviate the congestion problem of air routes in the airspace, improve the flight regularity level, and at the same time serve the demand for the continuous increase in the total number of flights in the medium- and long-term plan of civil aviation in China; through the analysis of the utilization of airspace resources, it is found that the flow of waypoints in China is uneven in terms of time and space distribution. High-flow waypoints account for a relatively low proportion in terms of quantity but bear a relatively high flight flow, and it is extremely easy to appear resource bottlenecks. For the above reasons, it is necessary to design a waypoint diversion path.

[0003] Jiang Hai specifically disclosed in the article "Research on the Design of Diversion Paths for Busy Air Routes" that the waypoint passing capacity, sector capacity, and aircraft performance are used as the main restrictive factors, and a diversion path model is established with the goal of minimizing the diversion path length and the maximum flow of flight segments, and it is transformed into a single-objective optimization problem to solve the diversion path.

[0004] Zhang Xu specifically disclosed in the article "Research on the Planning and Evaluation of Temporary Air Routes in Busy Airspace" that based on the geometric calculation method and the improved artificial potential field method, the shortest path is planned to realize the planning and evaluation of temporary air routes in a two-dimensional static restricted airspace; combined with the concept of time window, the simulated annealing algorithm is combined with the improved artificial potential field method to realize three-dimensional dynamic temporary air route planning, and the AirTOP simulation software is used for airspace modeling and evaluation.

[0005] Comprehensively analyzing the research status at home and abroad, the waypoint diversion path or air route planning mostly adopts the following methods: (1) Before the flight takes off, based on the existing system or program, such as the Collaborative Trajectory Option Program (CTOP), several flight plans are pre-formulated, and then a series of evaluation methods are provided from the perspectives of safety, economy, etc. to select the optimal path. This method requires a set of mature and perfect procedures in advance and is not applicable to the situation where the flight path is temporarily changed due to weather or other reasons; (2) Adjust the existing air route network, and solve the flight diversion problem by adopting temporary air routes or establishing new air routes. This method requires changing the existing air route network and needs to go through multiple links such as design, demonstration, and trial operation before it can be applied to actual operation, and the process is relatively complex and the time cycle is long. Summary of the Invention

[0006] The purpose of the present invention is to provide a method and system for designing a waypoint diversion path based on flow conduction, which is used to alleviate the congestion problem of air routes in the airspace and improve the flight regularity level.

[0007] The present invention is realized through the following technical solutions:

[0008] In the first aspect of the present invention, a method for designing a waypoint diversion path based on traffic conduction is provided, and the specific steps include:

[0009] Step 1: Obtain flight operation data;

[0010] Step 2: Determine the flight inflow point and outflow point of the target waypoint;

[0011] Step 3: Calculate the flight margin of the inflow point and outflow point;

[0012] Step 4: Determine the alternative diversion points;

[0013] Step 5: Determine the diversion path;

[0014] Step 6: Determine the divertible flight volume and flight composition.

[0015] A further improvement of the present invention lies in:

[0016] The flight operation data obtained in Step 1 includes data with traffic conduction relationships, airway route and waypoint connection relationships.

[0017] A further improvement of the present invention lies in:

[0018] In the above-mentioned Step 2 for determining the flight inflow point and outflow point of the target waypoint, the specific operations include:

[0019] Based on the flight operation data, analyze the flight source path and destination path passing through the target waypoint. According to the flight traffic conduction relationship, determine the waypoints directly connected to the target waypoint and having traffic conduction as the first-level waypoints; those directly connected to the first-level waypoints and having traffic conducted to the target waypoint through the first-level waypoints as the second-level waypoints; and so on, to determine the N-level waypoints of the target waypoint.

[0020] For the target waypoint, according to the flight inflow and outflow relationships, specifically define the waypoints as inflow points and outflow points, that is, the first-level waypoints are defined as the first-level inflow points and first-level outflow points, the second-level waypoints are defined as the second-level inflow points and second-level outflow points, and according to the actual situation and needs, divide the multi-level inflow points and multi-level outflow points of the target waypoint.

[0021] A further improvement of the present invention lies in:

[0022] In the above-mentioned Step 3 for calculating the flight margin of the inflow point and outflow point, the specific operations include:

[0023] Respectively calculate the flow mean value of the inflow point or outflow point within a certain time period based on a typical busy day, and then subtract the flow mean value from the capacity value of each inflow point or outflow point in the corresponding time dimension, that is, obtain the flight margin of each inflow point or outflow point within a certain time period, which is:

[0024] R α_η = C α_η - F α_η

[0025] (α ∈ N, η ∈ N)

[0026] Wherein, R α_η is the flight margin of the η-th inflow or outflow point of the α-th level within a certain time period, C α_η is the capacity of the η-th inflow or outflow point of the α-th level within a certain time period, F α_η is the average flow of this waypoint based on a typical busy day;

[0027] The average flow is the total flow within a certain time period divided by the total time based on a typical busy day.

[0028] A further improvement of the present invention lies in:

[0029] In step 4, determining the alternative diversion points specifically means determining the alternative diversion points based on the flight margins of each inflow point and outflow point calculated in step 3 and on the basis of the inflow points and outflow points determined in step 2;

[0030] The specific operations include:

[0031] Taking the first-level waypoints with a flight margin greater than 0 flight movements as the first-level diversion points, and specifically defining them as the first-level inflow alternative points and the first-level outflow alternative points according to the flight inflow and outflow relationships;

[0032] Taking the second-level waypoints with a flight margin greater than 0 flight movements as the second-level diversion points, and specifically defining them as the second-level inflow alternative points and the second-level outflow alternative points;

[0033] And so on, dividing out N-level alternative diversion points that meet the requirements according to the actual situation.

[0034] A further improvement of the present invention lies in:

[0035] If two alternative diversion points are connected by a route and there are other waypoints on the route between them, and there is no conduction relationship of flight inflow and outflow between the waypoint and the target waypoint, the waypoint is defined as a connection point;

[0036] Including the connection points with a flight margin greater than 0 flight movements into the set of alternative diversion points.

[0037] A further improvement of the present invention lies in:

[0038] In step 5, determining the diversion path, the specific operations include:

[0039] Start the diversion from the first-level inflow point. At this time, the first-level inflow point is the first waypoint in the diversion path. First, select the diversion point from the first-level outflow alternative points until there are no waypoints that meet the conditions among the first-level outflow alternative points. Then, select the diversion point from other first-level inflow alternative points until there are no waypoints that meet the conditions among the first-level alternative points. Then, select the waypoints that meet the conditions from the second-level inflow alternative points and the second-level outflow alternative points as the diversion points, and so on;

[0040] After selecting all the diversion points when starting the diversion from the first-level inflow point, start the diversion from the second-level inflow point. First, select the diversion point from the first-level alternative points until there are no waypoints that meet the conditions among the first-level alternative points. Then, select the diversion point from the second-level alternative points until there are no waypoints that meet the conditions among the first-level and second-level alternative points. Then, select the waypoints that meet the conditions from the third-level inflow alternative points and the third-level outflow alternative points as the diversion points, and so on;

[0041] And so on until a diversion path that meets the conditions is selected;

[0042] Finally, select the diversion path with the smallest additional voyage among all the diversion paths as the final diversion path.

[0043] A further improvement of the present invention lies in:

[0044] The diversion path needs to meet the following conditions:

[0045] (1) Each waypoint on the diversion path needs to be directly connected by a route, and the change in the course angle when the flight passes through the waypoint does not exceed the set angle;

[0046] (2) The difference in voyage between the diversion path and the original flight path does not exceed the set value;

[0047] (3) There is no or few crossings of different control areas.

[0048] A further improvement of the present invention lies in:

[0049] In step 6, determining the divertible flight volume and flight composition, the specific operation includes:

[0050] Select the waypoint with the smallest flight margin among the waypoints on the diversion path determined in step 5, and use the flight margin of the waypoint as the divertible flight volume of the target waypoint;

[0051] For the flights passing through each waypoint on the diversion path, take the intersection according to the departure airport and the arrival airport to obtain the flight set that each waypoint can undertake.

[0052] In the second aspect of the present invention, a waypoint diversion path design system based on traffic conduction is provided, including:

[0053] An acquisition unit for acquiring flight operation data;

[0054] A first determination unit for determining the inflow point and outflow point of a flight at a target waypoint;

[0055] A calculation unit for calculating the flight margin at the inflow point and outflow point;

[0056] A second determination unit for determining alternative diversion points;

[0057] A third determination unit for determining a diversion path;

[0058] A fourth determination unit for determining the divertible flight volume and flight composition.

[0059] Compared with the prior art, the beneficial effects of the present invention are:

[0060] The present invention can select a flight path for a flight without changing the existing airway route network. Compared with diversion methods such as establishing temporary air routes and adjusting airspace structures, which require relevant planning, design, construction, trial operation, etc., this method is more economical, efficient, and easy to operate. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] Figure 1 is a flowchart of a method for designing a diversion path of a waypoint based on traffic conduction provided by the present invention;

[0062] Figure 2 is a diversion path diagram of waypoint T. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0063] The present invention will be further described in detail below with reference to the accompanying drawings:

[0064] The present invention provides a method for designing a diversion path of a waypoint based on traffic conduction. As Figure 1 shown, the specific steps include:

[0065] Step 1: Acquire flight operation data

[0066] The flight operation data includes data having a traffic conduction relationship and a connection relationship between airway routes and waypoints.

[0067] For example, radar surveillance track data and domestic aviation data compilation can be directly acquired. Among them, the radar surveillance track data is used to analyze the upstream and downstream traffic conduction relationships of each waypoint in the flight track, calculate the waypoint traffic volume and flight composition (specifically referring to the takeoff and landing quantities and proportions of flights between different city pairs); the domestic aviation data compilation is used to provide connection relationships, location information, etc. of airway routes and waypoints.

[0068] However, the method of the present invention is not limited to these two types of data. Any other data that can provide the flow conduction relationship, airway route, and connection relationship between waypoints can be used in the present invention.

[0069] Step 2: Determine the flight inflow point and outflow point of the target waypoint

[0070] The target waypoint refers to the waypoint that needs to be diverted, usually the waypoint where the traffic is close to the capacity limit and congestion is about to occur.

[0071] Based on the flight operation data, analyze the source path and destination path of the flights passing through the target waypoint (the path refers to the set of waypoints passed by the flight). According to the flight flow conduction relationship, determine the waypoints that are directly connected to the target waypoint and have flow conduction as the first-level waypoints; the waypoints that are directly connected to the first-level waypoints and have flow conducted to the target waypoint through the first-level waypoints as the second-level waypoints; and so on, to determine the N-level waypoints of the target waypoint.

[0072] It should be noted that the waypoint that is directly connected to the target waypoint and has flow conduction means that there is flight traffic on the airway between the waypoint and the target waypoint, that is, the flights passing through this waypoint flow through the airway section between the waypoint and the target waypoint and reach the target waypoint.

[0073] For the target waypoint, according to the flight inflow and outflow relationship, the waypoint is specifically defined as the inflow point and the outflow point, that is, the first-level waypoint can be defined as the first-level inflow point and the first-level outflow point, the second-level waypoint can be defined as the second-level inflow point and the second-level outflow point, and according to the actual situation and needs, multiple levels of inflow points and outflow points of the target waypoint can be divided.

[0074] AWP_IN 1ST ={AWP_IN 1ST_1 , AWP_IN 1ST_2 ,......, AWP_IN 1ST_m}

[0075] AWP_OUT 1ST ={AWP_OUT 1ST_1 , AWP_OUT 1ST_2 ,....., AWP_OUT 1ST_n}

[0076] AWP_IN 2ND ={AWP_IN 2ND_1 , AWP_IN 2ND_2 ,......, AWP_IN 2ND_m}

[0077] AWP_OUT 2ND ={AWP_OUT2ND_1 , AWP_OUT 2ND_2 ,......, AWP_OUT 2ND_n} ......

[0079] AWP_IN nTH ={AWP_IN nTH_1 , AWP_IN nTH_2 ,......, AWP_IN nTH_m}

[0080] AWP_OUT nTH ={AWP_OUT nTH_1 , AWP_OUT nTH_2 ,......, AWP_OUT nTH_n}

[0081] Among them, AWP_IN 1ST is the first - level inflow point, AWP_IN 2ND is the second - level inflow point, AWP_IN nTH is the n - th level inflow point, AWP_OUT 1ST is the first - level outflow point, AWP_OUT 2ND is the second - level outflow point, AWP_OUT nTH is the n - th level outflow point.

[0082] It should be noted that both the inflow point and the outflow point are relative to the target waypoint, referring to the point that flows into the target waypoint and the point that flows out of the target waypoint. Assuming that a flight passes through three waypoints during flight, in the order of passing, they are waypoint A, the target waypoint, and waypoint B. Then A is the inflow point and B is the outflow point.

[0083] For the target waypoint, if a flight passes through a first - level waypoint and enters the target waypoint, then this first - level waypoint is the first - level inflow point; if a flight goes from the target waypoint to a first - level waypoint, then this first - level waypoint is the first - level outflow point. The same applies to the second - level waypoint. Therefore, based on the above description, some waypoints are both inflow points and outflow points and can exist in both sets, but the flight compositions for their inflow and outflow are different.

[0084] Step 3, calculate the flight margin of the inflow point and the outflow point

[0085] Specifically:

[0086] Calculate the flight margin of each first - level inflow point, second - level inflow point, N - th level inflow point, first - level outflow point, second - level outflow point, and N - th level outflow point determined in Step 2. The specific operations include:

[0087] Calculate the average flow of the inflow or outflow points within a certain time period based on a typical busy day, and then subtract the average flow from the capacity value of each inflow or outflow point in the corresponding time dimension to obtain the flight surplus of each inflow or outflow point within a certain time period, that is:

[0088] R α_η = C α_η - F α_η

[0089] (α ∈ N, η ∈ N)

[0090] Wherein, R α_η is the flight surplus of the η-th inflow or outflow point of the α-th level within a certain time period, C α_η is the capacity of the η-th inflow or outflow point of the α-th level within a certain time period, F α_η is the average flow of this waypoint based on a typical busy day.

[0091] Wherein, the average flow is the total flow within a certain time period divided by the total time based on a typical busy day.

[0092] Step 4, determine the alternative diversion points

[0093] Specifically: based on the flight surplus of each inflow and outflow point calculated in Step 3, determine the alternative diversion points on the basis of the inflow and outflow points determined in Step 2.

[0094] The specific operations include:

[0095] Take the waypoints of the first level with a flight surplus greater than 0 flights as the first-level diversion points, and specifically define them as the first-level inflow alternative points and the first-level outflow alternative points according to the flight inflow and outflow relationship; take the waypoints of the second level with a flight surplus greater than 0 flights as the second-level diversion points, and specifically define them as the second-level inflow alternative points and the second-level outflow alternative points; and so on, and divide the N-level alternative diversion points that meet the requirements according to the actual situation.

[0096] For example, for the first-level inflow point, if the flight surplus of this point calculated in Step 3 is greater than 0 flights, it can be used as the first-level inflow alternative point. If the flight surplus of this point calculated in Step 3 is less than or equal to 0 flights, then it is abandoned, that is, not selected; for the first-level outflow point, if the flight surplus of this point calculated in Step 3 is greater than 0 flights, it can be used as the first-level outflow alternative point. If the flight surplus is less than or equal to 0 flights, then it is abandoned, and so on.

[0097] If there is a route connection between two alternative diversion points, and there are other route points on the route between them, and there is no conduction relationship of flight inflow and outflow between the route points and the target route point, the route point is defined as a connection point; the connection points with a flight surplus greater than 0 flights are also included in the set of alternative diversion points.

[0098] That is:

[0099]

[0100] Among them, AWP bak is the set of alternative diversion points, and AWP Zm is the connection point.

[0101] Step 5, determine the diversion path

[0102] The specific operations include:

[0103] Start the diversion from the first-level inflow point. At this time, the first-level inflow point is the first route point in the diversion path. First, select the diversion point from the first-level outflow alternative points until there are no eligible route points in the first-level outflow alternative points, then select the diversion point from other first-level inflow alternative points until there are no eligible route points in the first-level alternative points, and then select the eligible route points from the second-level inflow alternative points and the second-level outflow alternative points as the diversion points, and so on. In this way, multiple eligible diversion points will be selected, and connecting the multiple diversion points will form multiple diversion paths.

[0104] After selecting all the diversion points starting from the first-level inflow point, start the diversion from the second-level inflow point. First, select the diversion point from the first-level alternative points until there are no eligible route points in the first-level alternative points, then select the diversion point from the second-level alternative points until there are no eligible route points in the first-level and second-level alternative points, and then select the eligible route points from the third-level inflow alternative points and the third-level outflow alternative points as the diversion points, and so on. When starting the diversion from the first-level diversion point and no eligible diversion path can be selected, then start the diversion from the second-level inflow point.

[0105] And so on until an eligible diversion path (set) is selected.

[0106] It should be noted that the first route point and the last route point in the diversion path are both connected to the original flight path of the flight. That is to say, except for the changes on the diversion path, the other parts of the flight path of the flight are the same as the original path. For example Figure 2 As shown, the diversion path is F1 - B1 - F2 - F3. The first route point F1 and the last route point F3 are both route points on the original flight path.

[0107] The diversion path shall meet the following conditions:

[0108] (1) There shall be direct air routes connecting all waypoints on the diversion path, and the change in the course angle when the flight passes through the waypoint shall not exceed the set angle, which can be set to 30°, for example.

[0109] (2) The difference in the flight distance between the diversion path and the original flight path shall not exceed the set value, which can be set according to the result of the trade-off between the acceptable flight costs and flight regularity of each airline. For example, the preset value can be set to 20% of the original path.

[0110] (3) There are no or few crossings of different control areas.

[0111]

[0112] Among them, Path is the diversion path, and AWP p are the respective waypoints on the diversion path.

[0113] It should be noted that there may be multiple diversion paths, which is the set of all paths that meet the conditions. From the perspective of benefits and actual operations, the one with the smallest additional flight distance can be selected as the preferred diversion path.

[0114] Finally, the diversion path with the smallest additional flight distance among all diversion paths is selected as the optimal diversion path.

[0115] Due to some possible reasons (such as weather), the path with the smallest additional flight distance may not be available. Then, a second-best option needs to be chosen, and other sub-optimal diversion paths are selected.

[0116] Step 6: Determine the divertible flight volume and flight composition

[0117] Select the waypoint with the smallest flight margin among the waypoints on the diversion path determined in Step 5, and use the flight margin of this waypoint as the divertible flight volume of the target waypoint. The flight margin is calculated through Step 3, that is:

[0118] F path = min(R α_ηi ) i∈N

[0119] Among them, F path is the divertible flight volume, and R α_η is the flight margin of the waypoint.

[0120] For the flights passing through each waypoint on the diversion path, take the intersection according to the departure airport and arrival airport to obtain the flights (sets) that each waypoint can undertake.

[0121] A p = {AP dep1_ AParr1 AP dep2_ AP arr2 ,..., AP depj_ AP arrj} j ∈ N

[0122] A path = A1 ∩ A2 ∩... ∩ A p p ∈ N

[0123] wherein, A p is the set of flights that each waypoint can accommodate, AP depj_ AP arrj is the pair of departure and arrival airports, and A path is the set of flights that the diversion path can accommodate.

[0124] Taking the waypoint T as an example, a total of 6 first-level alternative diversion points, 10 second-level alternative diversion points, and 3 connection points are determined. When the traffic volume of the waypoint T approaches or reaches the capacity limit, the flights on the original path passing through F1 - T - F3 can be diverted through F1 - B1 - F2 - F3, as Figure 2 shown, the diversion path can accommodate 7 more flight operations compared to the original path.

[0125]

[0126] The present invention also provides a waypoint diversion path design system based on traffic conduction, including:

[0127] An acquisition unit for acquiring flight operation data;

[0128] A first determination unit for determining the flight inflow point and outflow point of the target waypoint;

[0129] A calculation unit for calculating the flight margin at the inflow point and outflow point;

[0130] A second determination unit for determining alternative diversion points;

[0131] A third determination unit for determining the diversion path;

[0132] A fourth determination unit for determining the divertible flight volume and flight composition.

[0133] The above technical solution is only one implementation manner of the present invention. For those skilled in the art, based on the disclosed principle of the present invention, it is easy to make various types of improvements or modifications, not limited to the technical solution described in the above specific embodiments of the present invention. Therefore, the foregoing description is only preferred and does not have a restrictive meaning.

Claims

1. A method for designing waypoint diversion paths based on traffic conduction, characterized in that The specific steps include: Step 1: Obtain flight operation data; Step 2: Determine the flight inflow point and outflow point of the target waypoint; Step 3: Calculate the flight margin at the inflow point and outflow point; Step 4: Determine the alternative diversion points; Step 5: Determine the diversion path; Step 6: Determine the diversifiable flight volume and flight composition.

2. The method for designing a waypoint diversion path based on traffic conduction according to claim 1, characterized in that, The flight operation data obtained in Step 1 includes data with flow conduction relationships and the connection relationships between air routes and waypoints.

3. The method for designing a waypoint diversion path based on traffic conduction according to claim 1, wherein In Step 2, to determine the flight inflow point and outflow point of the target waypoint, the specific operations include: Based on the flight operation data, analyze the flight source path and destination path passing through the target waypoint. According to the flight flow conduction relationship, determine the waypoints directly connected to the target waypoint and having flow conduction as the first-level waypoints; the waypoints directly connected to the first-level waypoints and having flow conducted to the target waypoint through the first-level waypoints are the second-level waypoints; and so on, to determine the N-level waypoints of the target waypoint. For the target waypoint, according to the flight inflow and outflow relationships, the waypoints are specifically defined as inflow points and outflow points, that is, the first-level waypoints are defined as first-level inflow points and first-level outflow points, the second-level waypoints are defined as second-level inflow points and second-level outflow points, and according to the actual situation and needs, multiple levels of inflow points and multiple levels of outflow points of the target waypoint are divided.

4. The method for designing a waypoint diversion path based on traffic conduction according to claim 1, wherein In Step 3, to calculate the flight margin at the inflow point and outflow point, the specific operations include: Calculate the flow mean value of the inflow point or outflow point within a certain time period based on a typical busy day respectively, and then subtract the flow mean value from the capacity value of each inflow point or outflow point in the corresponding time dimension, that is, the flight margin of each inflow point or outflow point within a certain time period is obtained, which is: R α_η = C α_η - F α_η (α∈N, η∈N) Among them, R α_η is the flight margin of the η-th inflow or outflow point at the α level within a certain time period, and C α_η is the capacity of the η-th inflow or outflow point at the α level within a certain time period, and F α_η is the average flow of this waypoint based on a typical busy day; The flow mean value is the total flow within a certain time period divided by the total time based on a typical busy day.

5. The method for designing a waypoint diversion path based on flow conduction according to claim 1, wherein In Step 4, to determine the alternative diversion points, specifically, based on the flight margin of each inflow point and outflow point calculated in Step 3, the alternative diversion points are determined on the basis of the inflow points and outflow points determined in Step 2; The specific operations include: Take the first-level waypoints with a flight margin greater than 0 flights as the first-level diversion points, and specifically define them as the first-level inflow alternative points and the first-level outflow alternative points according to the flight inflow and outflow relationships; Take the second-level waypoints with a flight margin greater than 0 flights as the second-level diversion points, and specifically define them as the second-level inflow alternative points and the second-level outflow alternative points; And so on, divide the N-level alternative diversion points that meet the requirements according to the actual situation.

6. The method for designing a waypoint diversion path based on traffic conduction according to claim 5, wherein If two alternative diversion points are connected by an air route, and there are other waypoints on the air route between them, and there is no flight inflow and outflow conduction relationship between the waypoints and the target waypoint, define the waypoint as a connection point; Also include the connection points with a flight margin greater than 0 flights in the set of alternative diversion points.

7. The method for designing a waypoint diversion path based on flow conduction according to claim 6, wherein In Step 5, to determine the diversion path, the specific operations include: Start the diversion from the first-level inflow point. At this time, the first-level inflow point is the first waypoint in the diversion path. Prioritize selecting the diversion point from the first-level outflow alternative points until there is no waypoint that meets the conditions among the first-level outflow alternative points. Then, select the diversion point from other first-level inflow alternative points until there is no waypoint that meets the conditions among the first-level alternative points. Then, select the waypoint that meets the conditions from the second-level inflow alternative points and the second-level outflow alternative points as the diversion point, and so on; After selecting all the diversion points starting from the first-level inflow point, start the diversion from the second-level inflow point. Prioritize selecting the diversion point from the first-level alternative points until there is no waypoint that meets the conditions among the first-level alternative points. Then, select the diversion point from the second-level alternative points until there is no waypoint that meets the conditions among the first-level and second-level alternative points. Then, select the waypoint that meets the conditions from the third-level inflow alternative points and the third-level outflow alternative points as the diversion point, and so on; And so on until a diversion path that meets the conditions is selected; Finally, select the diversion path with the smallest additional flight distance among all the diversion paths as the optimal diversion path.

8. The method for designing a waypoint diversion path based on traffic conduction according to claim 7, wherein The diversion path needs to meet the following conditions: (1) There should be a direct route connection between each waypoint on the diversion path, and the change in the course angle when the flight passes through the waypoint does not exceed the set angle; (2) The difference in flight distance between the diversion path and the original flight path does not exceed the set value; (3) There are no or few crossings of different control areas.

9. The method for designing a waypoint diversion path based on traffic conduction according to claim 7, characterized in that In step 6, to determine the divertible flight volume and flight composition, the specific operations include: Select the waypoint with the smallest flight margin among the waypoints on the diversion path determined in step 5, and use the flight margin of this waypoint as the divertible flight volume of the target waypoint; For the flights passing through each waypoint on the diversion path, take the intersection according to the departure airport and the arrival airport to obtain the flight set that each waypoint can undertake.

10. A waypoint shunt path design system based on traffic conduction, characterized in that, It includes: An acquisition unit for acquiring flight operation data; A first determination unit for determining the flight inflow point and outflow point of the target waypoint; A calculation unit for calculating the flight margins of the inflow point and the outflow point; A second determination unit for determining the alternative diversion points; A third determination unit for determining the diversion path; A fourth determination unit for determining the divertible flight volume and flight composition.

Images