Harbor entering time slot calculation method based on extended labeling method

Abstract

The invention discloses a port-entering time slot calculation method based on an extended labeling method, and the method comprises the steps: collecting environment parameters of port-entering sorting, including an available runway and approach route set, an available flight path set and flight time of flight segments; constructing an arrival flight time slot calculation model according to the collected environmental parameters, wherein the model comprises a data set definition, a target function and a constraint condition; and a time slot calculation graph is constructed, the optimal landing time of the flight is calculated by adopting an extended labeling method, and then the optimal path and waypoint time of the flight are obtained through back-stepping. According to the method, all operation parameters are uniformly converted into elements on a graph, a uniform solving model is established, and flight time slots are calculated by using an extended labeling method, so that consideration of all arrival time slot calculation elements including all manual operations is realized.

Description

Technical Field

[0001] The invention belongs to the technical field of time slot calculation of incoming flights, and in particular relates to a method for calculating time slot of incoming flights based on an extended numbering method. Background Art

[0002] The conflict between limited airspace resources and the continued growth of air traffic has driven the rapid development of air traffic flow management. Runways and terminals are bottleneck resources in the aviation industry. Busy terminals are characterized by high operational complexity and significant control pressure. Arrival management, as a means of effectively improving arrival efficiency, has attracted considerable attention. Through relevant technical means, on the one hand, it is possible to optimize the arrival sequence and reduce time slots wasted due to large wake turbulence intervals; on the other hand, by controlling arrival times at key points, flights can be reduced from circling and waiting in the terminal area. This is of great significance for terminal control operations and reducing flight fuel consumption.

[0003] With the annual increase in flight volume and the gradual enrichment of traffic management strategy types, the study of arrival sorting under multi-strategy combinations has become a research focus in the field. How to establish a unified algorithm model and use computer decision-making to give the arrival sequence, key point time slots and suggestions under multi-strategy combinations has become a key technology in the field of arrival management.

[0004] There is a wealth of research in the field of port arrival management, both domestically and internationally. Most employ a global centralized optimization model that minimizes total delay. Depending on the model, solutions are often found using dynamic programming, heuristic algorithms, and biomimetic algorithms. However, these studies are theoretical and based on specific assumptions. They fail to consider real-world operational scenarios, let alone human intervention during operations, such as online system input. Consequently, these studies are difficult to apply in real-world projects.

[0005] Existing arrival sorting algorithms, based on the global perspective of all flights in the terminal area, can find the optimal or nearly optimal solution for flight sorting. However, they are not well compatible with the dozens of operations required by the requirements specification, and they pay little attention to human-computer interaction. They cannot adapt well to actual operational requirements and are unable to find the optimal solution for sorting under these operations. The main defects are as follows:

[0006] 1) Most studies are theoretical and have not been verified in practical applications;

[0007] The various inbound flight sequencing models proposed in existing theoretical studies are mostly based on theoretical assumptions. Some of them also take into account the release business process, but they do not fully consider the nature of civil aviation terminal operations, resulting in poor usability of the established model schemes in actual flight operations.

[0008] 2) It does not fully consider the needs of human-computer interaction and cannot adapt to the diverse needs of manual input in the system;

[0009] The real-time operating environment of flights is highly time-varying. Existing methods for predicting key environmental parameters cannot accurately make long-term predictions. In addition, some human factors (such as temporary unavailability of airspace) cannot be predicted. All this information needs to be input into the system through human-computer interaction, and the system must respond in a timely manner. Summary of the Invention

[0010] In view of the above-mentioned deficiencies in the prior art, the object of the present invention is to provide an arrival time slot algorithm based on the extended labeling method to solve the problem of insufficient support for manual input and model interaction diversity in the existing arrival sorting algorithm technology.

[0011] In order to achieve the above object, the technical solution adopted by the present invention is as follows:

[0012] The method for calculating the arrival time slot based on the extended numbering method of the present invention comprises the following steps:

[0013] 1) Collect environmental parameters for arrival sequencing, including available runways and approach route sets, available flight path sets, and flight segment flight times;

[0014] 2) Construct an inbound flight time slot calculation model based on the collected environmental parameters. The model includes data set definition, objective function, and constraints.

[0015] 3) Construct a time slot calculation graph and use the extended labeling method to calculate the optimal landing time of the flight, and then reversely obtain the optimal route and waypoint times of the flight.

[0016] Furthermore, the step 1) specifically includes:

[0017] 11) Available runway and approach route set:

[0018] Determine the available runway set based on the runway status, runway operation mode, runway allocation rules and runway allocation strategy during operation; determine the available arrival route set based on the arrival route status and arrival route allocation rules;

[0019] 12) Available flight path sets:

[0020] Based on the available runways and approach routes, the flight path for the arrival and approach phases is determined. This flight path is then combined with the route in the flight plan to obtain an extended flight path. The flight's arrival point is used as the joining point between the two flight paths. Based on the airspace operational situation, a direct flight path is added to the combined flight path to form an available flight path set.

[0021] 13) Flight duration:

[0022] Taking into account the theoretical performance data of the aircraft model used to carry out the flight mission and the historical flight data, the trajectory prediction method is used to calculate the flight time of each segment of the future flight path of the flight's available flight path set; after the flight takes off, real-time corrections are made based on the target's monitoring data to ensure the real-time and accuracy of the prediction.

[0023] Furthermore, the step 2) specifically includes:

[0024] 21) Define various data sets as follows:

[0025] 211) Available runway set RwySet;

[0026] Each runway in the available runway set has the following attributes: runway number, runway available start time and runway available end time;

[0027] 212) Available approach route set StarSet;

[0028] According to the availability of all standard instrument arrival procedures set in the system, all standard instrument arrival procedures available for flight arrival are obtained. Each available standard instrument arrival procedure has the following attributes: standard instrument arrival procedure name, arrival point corresponding to the standard instrument arrival procedure, runway corresponding to the standard instrument arrival procedure, RNAV attribute and default flag;

[0029] 213) The set of all measurement points MfSet in the terminal area;

[0030] Several measurement points are set up to meet the different traffic management requirements within the terminal area to control the time when flights pass through key points. Each measurement point has the following attributes: the measurement point name, the flow control limit at the measurement point, the expected flight queue passing the measurement point, and the flight sequence passing the measurement point after decision processing.

[0031] 214) Segment Set SegmentSet;

[0032] The segment set SegmentSet contains all the segments in the flight path set. Each segment has the following properties: segment start point, segment end point, segment distance, and segment delay absorption capacity.

[0033] 215) Traffic management policy restriction set TmiSet;

[0034] Traffic management policy information appears in the form of limiting the frequency of traffic passing through the measurement point. During processing, the traffic management policy information is directly converted into the interval regulations of the handover point;

[0035] 22) Determine the objective function;

[0036] Defining CLDTs f is the calculated landing time of flight f, ELDT f is the estimated landing time of flight f, and the minimum delay value of a single flight is taken as the optimization goal. Then the objective function is:

[0037] min(CLDT f -ELDT f );

[0038] 23) Determine constraints;

[0039] f belongs to any flight in the flight set, and the following conditions must be met:

[0040] 231) to calculate the landing time CLDT f Landing on the available runway set must meet the runway's takeoff and landing wake turbulence interval, that is, the calculated landing time of the flight must meet the corresponding interval with the previous and next flights in the flight queue on the runway;

[0041] 232) When a flight passes through a waypoint with traffic management strategy information, the flight's CLDT f Traffic management intervals that must meet traffic management policy information requirements;

[0042] 233) When a flight passes through the airspace where a waiting area is located, if it needs to circle and wait, it must meet the capacity limit of the waiting area;

[0043] 234) When a flight needs to slow down or be delayed in a specific segment, the delay absorption capacity of the corresponding segment must be met.

[0044] Furthermore, the step 3) specifically includes:

[0045] 31) Construct a time slot calculation graph;

[0046] All feasible paths for the flight are filtered according to the flight plan information to form the points and edges of the time slot calculation graph, which is represented as follows:

[0047] Assume that there are N waypoints on all feasible paths from the current position to the runway landing, and the i-th waypoint is N is a positive integer, the starting point is the current position, and the end point is the runway; among them, the i-th and j-th points have edges. There are N E Edge, flight on edge ij The flight time on ij ; The waypoint set consisting of all waypoints is V, and the edge set consisting of all edges is E;

[0048] 32) Restrict parameter conversion;

[0049] Constraint parameters include: holding area capacity, runway operation mode, runway spacing, measurement point spacing, and segment absorption capacity constraints. These constraints can all be converted into attributes on the time slot calculation graph, including the delay absorption capacity of the edges in the time slot calculation graph and the initial feasible time set of the waypoints, as shown below:

[0050] Set edge e ij The delay absorption capacity on ij =[l ij ,u ij ], where l ij represents the lower bound of the delay absorption capacity, u ij Indicates the upper bound of delay absorption capacity; set waypoint v i The initial feasible time set is T(v i ), T(v i ) by M i discrete time intervals, in Indicates waypoint v i The kth time interval in the initial feasible time set, is the lower bound of the kth time interval, is the upper bound of the kth time interval;

[0051] 321) Waiting area capacity conversion:

[0052] The holding area capacity refers to the maximum number of aircraft that can circle and hold simultaneously in the same airspace. When the holding area capacity is not fully utilized, flights can use the holding area. The holding area capacity limit is converted into the delay absorption capacity of the corresponding edge on the time slot calculation graph.

[0053] 322) Runway operation mode conversion:

[0054] A runway operation mode refers to a combination of runways used for takeoff or landing. Both takeoff and landing flights are oriented northward. This runway operation mode is also called northbound operation. When a runway operation mode is switched, the switching time is specified, indicating that the old runway operation mode is used before the switching time, and the new runway operation mode is used after the switching time. The runway operation mode switch needs to be converted into the available time window of the runway node on the time slot calculation graph.

[0055] 323) Interval-limited conversion:

[0056] The interval constraints include runway interval and measurement point interval. The runway interval is converted into the available time window of the corresponding runway node on the time slot calculation diagram; the measurement point interval is converted into the available time window of the corresponding measurement node on the time slot calculation diagram;

[0057] 323) Conversion of flight segment absorption capacity limit:

[0058] The flight delay absorption capacity limit refers to the ability of a flight on a flight segment to control the time it takes to pass the next waypoint through flight control measures, including acceleration, deceleration, radar guidance, direct flight, or holding. A negative delay absorption capacity indicates that the flight can catch up on the flight segment, that is, arrive at the next waypoint earlier; a positive delay absorption capacity indicates that the flight can be delayed on the flight segment, that is, arrive at the next waypoint later. The flight segment absorption capacity limit is converted into the delay absorption capacity interval of the corresponding edge on the time slot calculation graph;

[0059] 33) Calculation of optimal flight landing time;

[0060] The extended labeling method is used to solve the optimal landing time of the flight, that is, to solve the shortest path from the starting point to the end point on the graph G = (V, E) with edge and waypoint constraints, as follows:

[0061] 331) Initialize the values ​​of the starting point and all other waypoints, and search from the starting point to the adjacent waypoints; the relevant definitions are as follows:

[0062] The set of labeled points is S, and the set of unlabeled points is

[0063] Waypoint v i The earliest achievable time is TTO i , the estimated time is ETO i , calculate the time passed as CTO i ;

[0064] Waypoint v i The initial feasible time set is T(v i ), the feasible time set is P(v i );

[0065] Waypoint v i The adjacent point set is A(v i ), from waypoint v i Extrapolate to v k The reachable time set is

[0066] Earliest reachable waypoint v k The last waypoint of k );

[0067] Where, i, k = 1, 2, 3, ..., N; i ≠ k;

[0068] 332) Set the starting point to v1, let the starting point be numbered, that is, S = {v1}, and the other waypoints are unnumbered, then Let TTO1=ETO1, TTO m=+∞, m=2,3,…,N, λ(v1)=0, where TTO1 represents the earliest reachable time of the starting point v1, ETO1 represents the estimated time of passing the starting point v1, and λ(v1) represents the number of the point before the starting point v1; let the feasible time set of the starting point v1 be P(v1)=T(v1)=[TTO1,TTO1], where T(v1) represents the initial feasible time set of the waypoint v1, and P(v1) represents the feasible time set of the waypoint v1;

[0069] 333) Check the numbered waypoint v i All unnumbered adjacent points of i The adjacent point set is A(v i ), then for any adjacent point v k , v k ∈A(v i ), from waypoint v i to v k The flight duration is d ik , the flight segment absorption capacity is w ik =[l ik ,u ik ], where l ik represents the lower bound of the delay absorption capacity, u ik represents the upper bound of the delay absorption capacity; from waypoint v i Extrapolate to v k The reachable time set is Indicates passing through waypoint v i Available in Arrival waypoint v k ,Right now Update waypoint v k The feasible time set Where T(v k ) represents the waypoint v k The initial feasible time set, P(v k ) represents the waypoint v k The feasible time set, update the earliest reachable time to TTO k =minP(v k ); if the earliest reachable time is TTO k If there is a change, update the record λ(v k )=v i , where λ(v k ) represents the earliest reachable waypoint v k The last waypoint of

[0070] 334) From the set of all unlabeled points Select the waypoint with the shortest reachable time Change it to labeled point set, and add the unlabeled point set to the labeled point set;

[0071] 335) repeat steps 323)-324) until the end point is marked;

[0072] 34) Calculation of optimal flight path and waypoint times;

[0073] Extract the optimal flight path based on the numbered point set and calculate the flight segments that the path passes through; use the route end point v N The earliest reachable time TTO N The calculated landing time CLDT of the flight f , namely CLDT f =TTO N ; According to the label, reverse the path v N →λ(v N )→…→λ(v1), we can get the optimal flight path of the flight, where λ(v N ) represents the earliest reachable waypoint v N The last waypoint of i Calculate the time CTO i =min(CTO j -d ij -w ij ), where i, j = 1, 2, 3, ..., N; i ≠ j, CTO i Indicates waypoint v i The calculation time is over, CTO j Indicates waypoint v j The calculated transit time of the flight at all points on the optimal flight path is obtained.

[0074] Beneficial effects of the present invention:

[0075] The present invention uniformly converts all operation parameters into graphical elements, establishes a unified solution model, and uses the extended labeling method to calculate flight time slots, thereby taking into account all arrival time slot calculation elements including all manual operations.

[0076] In this method, all transit times for all inbound flights can be determined. The calculated results are sent to an automated system, allowing controllers to direct flights based on these times. This approach meets all flight restrictions and offers excellent scalability. Furthermore, this method addresses the inability of traditional algorithms to accommodate interval-based flight segments and time window constraints on waypoints, and can be directly applied to scenarios involving flexible, multi-path, direct flights.

[0077] In addition, the application scenario of the present invention is not limited to the terminal area, but can be further extended to the entire flight airspace, supporting full-path time slot calculation. BRIEF DESCRIPTION OF THE DRAWINGS

[0078] Figure 1 1 is a flow chart of the principle of the method of the present invention. DETAILED DESCRIPTION

[0079] In order to facilitate understanding by those skilled in the art, the present invention will be further described below with reference to embodiments and drawings. The contents mentioned in the embodiments are not intended to limit the present invention.

[0080] Reference Figure 1 As shown, a method for calculating an arrival time slot based on an extended numbering method of the present invention comprises the following steps:

[0081] 1) Collect environmental parameters for arrival sequencing, including available runways and approach routes, available flight paths, and flight durations. Specifically,

[0082] 11) Available runway and approach route set:

[0083] Determine the available runway set based on the runway status, runway operation mode, runway allocation rules and runway allocation strategy during operation; determine the available arrival route set based on the arrival route status and arrival route allocation rules;

[0084] 12) Available flight path sets:

[0085] Based on the available runways and approach routes, the flight path for the arrival and approach phases is determined. This flight path is then combined with the route in the flight plan to obtain an extended flight path. The flight's arrival point is used as the joining point between the two flight paths. Based on the airspace operational situation, a direct flight path is added to the combined flight path to form an available flight path set.

[0086] 13) Flight duration:

[0087] Taking into account the theoretical performance data of the aircraft model used to carry out the flight mission and the historical flight data, the trajectory prediction method is used to calculate the flight time of each segment of the future flight path of the flight's available flight path set; after the flight takes off, real-time corrections are made based on the target's monitoring data to ensure the real-time and accuracy of the prediction.

[0088] 2) Construct an inbound flight time slot calculation model based on the collected environmental parameters. The model includes data set definition, objective function, and constraints. Specifically, it includes:

[0089] 21) Define various data sets as follows:

[0090] 211) Available runway set RwySet;

[0091] Each runway in the available runway set has the following attributes: runway number, runway available start time and runway available end time;

[0092] 212) Available approach route set StarSet;

[0093] According to the availability of all Standard Instrument Arrival (STAR) procedures set in the system, all available STAR procedures for the flight arrival are obtained. Each available STAR procedure has the following attributes: STAR name, STAR corresponding approach point, STAR corresponding runway, STAR corresponding runway, RNAV attribute and default flag;

[0094] 213) The set of all measurement points MfSet in the terminal area;

[0095] According to different traffic management requirements in the terminal area, several metering fixes (MFs) are set up to control the time when flights pass through key points. Each metering fix has the following attributes: the metering fix name, the flow control limit at the metering fix, the expected flight queue passing the metering fix, and the flight sequence passing the metering fix after decision processing.

[0096] 214) Segment Set SegmentSet;

[0097] The segment set SegmentSet contains all the segments in the flight path set. Each segment has the following properties: segment start point, segment end point, segment distance, and segment delay absorption capacity.

[0098] 215) Traffic management policy (referred to as flow control) restriction set TmiSet;

[0099] Traffic management policy information appears in the form of limiting the frequency of traffic passing through the measurement point. During processing, the traffic management policy information is directly converted into the interval regulations of the handover point;

[0100] 22) Determine the objective function;

[0101] Defining CLDTs f is the calculated landing time of flight f, ELDT f is the estimated landing time of flight f, and the minimum delay value of a single flight is taken as the optimization goal. Then the objective function is:

[0102] min(CLDT f -ELDT f );

[0103] 23) Determine constraints;

[0104] f belongs to any flight in the flight set, and the following conditions must be met:

[0105] 231) to calculate the landing time CLDT f Landing on the available runway set must meet the runway's takeoff and landing wake turbulence interval, that is, the calculated landing time of the flight must meet the corresponding interval with the previous and next flights in the flight queue on the runway;

[0106] 232) When a flight passes through a waypoint with traffic management strategy information, the flight's CLDT f Traffic management intervals that must meet traffic management policy information requirements;

[0107] 233) When a flight passes through the airspace where a waiting area is located, if it needs to circle and wait, it must meet the capacity limit of the waiting area;

[0108] 234) When a flight needs to slow down or be delayed in a specific segment, the delay absorption capacity of the corresponding segment must be met.

[0109] 3) Construct a time slot calculation graph and use the extended labeling method to calculate the optimal landing time of the flight, and then reversely calculate the optimal flight path and waypoint times; specifically, this includes:

[0110] 31) Construct a time slot calculation graph;

[0111] All feasible paths for the flight are filtered according to the flight plan information to form the points and edges of the time slot calculation graph, which is represented as follows:

[0112] Assume that there are N waypoints on all feasible paths from the current position to the runway landing, and the i-th waypoint is N is a positive integer, the starting point is the current position, and the end point is the runway; among them, the i-th and j-th points have edges. There are N E Edge, flight on edge ij The flight time on ij ; The waypoint set consisting of all waypoints is V, and the edge set consisting of all edges is E;

[0113] 32) Restrict parameter conversion;

[0114] Constraint parameters include: holding area capacity, runway operation mode, runway spacing, measurement point spacing, and segment absorption capacity constraints. These constraints can all be converted into attributes on the time slot calculation graph, including the delay absorption capacity of the edges in the time slot calculation graph and the initial feasible time set of the waypoints, as shown below:

[0115] Set edge e ij The delay absorption capacity onij =[l ij ,u ij ], where l ij represents the lower bound of the delay absorption capacity, u ij Indicates the upper bound of delay absorption capacity; set waypoint v i The initial feasible time set is T(v i ), T(v i ) by M i discrete time intervals, in Indicates waypoint v i The kth time interval in the initial feasible time set, is the lower bound of the kth time interval, is the upper bound of the kth time interval;

[0116] 321) Waiting area capacity conversion:

[0117] The holding area capacity refers to the maximum number of aircraft that can circle and hold simultaneously in the same airspace. When the holding area capacity is not fully utilized, flights can use the holding area. The holding area capacity limit is converted into the delay absorption capacity of the corresponding edge on the time slot calculation graph.

[0118] 322) Runway operation mode conversion:

[0119] A runway operation mode refers to a combination of runways used for takeoff or landing. Both takeoff and landing flights are oriented northward. This runway operation mode is also called northbound operation. When a runway operation mode is switched, the switching time is specified, indicating that the old runway operation mode is used before the switching time, and the new runway operation mode is used after the switching time. The runway operation mode switch needs to be converted into the available time window of the runway node on the time slot calculation graph.

[0120] 323) Interval-limited conversion:

[0121] The interval constraints include runway interval and measurement point interval. The runway interval is converted into the available time window of the corresponding runway node on the time slot calculation diagram; the measurement point interval is converted into the available time window of the corresponding measurement node on the time slot calculation diagram;

[0122] 323) Conversion of flight segment absorption capacity limit:

[0123] The flight delay absorption capacity limit refers to the ability of a flight on a flight segment to control the time it takes to pass the next waypoint through flight control measures, including acceleration, deceleration, radar guidance, direct flight, or holding. A negative delay absorption capacity indicates that the flight can catch up on the flight segment, that is, arrive at the next waypoint earlier; a positive delay absorption capacity indicates that the flight can be delayed on the flight segment, that is, arrive at the next waypoint later. The flight segment absorption capacity limit is converted into the delay absorption capacity interval of the corresponding edge on the time slot calculation graph;

[0124] 33) Calculation of optimal flight landing time;

[0125] The extended labeling method is used to solve the optimal landing time of the flight, that is, to solve the shortest path from the starting point to the end point on the graph G = (V, E) with edge and waypoint constraints, as follows:

[0126] 331) Initialize the values ​​of the starting point and all other waypoints, and search from the starting point to the adjacent waypoints; the relevant definitions are as follows:

[0127] The set of labeled points is S, and the set of unlabeled points is

[0128] Waypoint v i The earliest achievable time is TTO i , the estimated time is ETO i , calculate the time passed as CTO i ;

[0129] Waypoint v i The initial feasible time set is T(v i ), the feasible time set is P(v i );

[0130] Waypoint v i The adjacent point set is A(v i ), from waypoint v i Extrapolate to v k The reachable time set is

[0131] Earliest reachable waypoint v k The last waypoint of k );

[0132] Where, i, k = 1, 2, 3, ..., N; i ≠ k;

[0133] 332) Set the starting point to v1, let the starting point be numbered, that is, S = {v1}, and the other waypoints are unnumbered, then Let TTO1=ETO1, TTO m=+∞, m=2,3,…,N, λ(v1)=0, where TTO1 represents the earliest reachable time of the starting point v1, ETO1 represents the estimated time of passing the starting point v1, and λ(v1) represents the number of the point before the starting point v1; let the feasible time set of the starting point v1 be P(v1)=T(v1)=[TTO1,TTO1], where T(v1) represents the initial feasible time set of the waypoint v1, and P(v1) represents the feasible time set of the waypoint v1;

[0134] 333) Check the numbered waypoint v i All unnumbered adjacent points of i The adjacent point set is A(v i ), then for any adjacent point v k , v k ∈A(v i ), from waypoint v i to v k The flight duration is d ik , the flight segment absorption capacity is w ik =[l ik ,u ik ], where l ik represents the lower bound of the delay absorption capacity, u ik represents the upper bound of the delay absorption capacity; from waypoint v i Extrapolate to v k The reachable time set is Indicates passing through waypoint v i Available in Arrival waypoint v k ,Right now Update waypoint v k The feasible time set Where T(v k ) represents the waypoint v k The initial feasible time set, P(v k ) represents the waypoint v k The feasible time set, update the earliest reachable time to TTO k =minP(v k ); if the earliest reachable time is TTO k If there is a change, update the record λ(v k )=v i , where λ(v k ) represents the earliest reachable waypoint v k The last waypoint of

[0135] 334) From the set of all unlabeled points Select the waypoint with the shortest reachable time Change it to labeled point set, and add the unlabeled point set to the labeled point set;

[0136] 335) repeat steps 323)-324) until the end point is marked;

[0137] 34) Calculation of optimal flight path and waypoint times;

[0138] Extract the optimal flight path based on the numbered point set and calculate the flight segments that the path passes through; use the route end point v N The earliest reachable time TTO N The calculated landing time CLDT of the flight f , namely CLDT f =TTO N ; According to the label, reverse the path v N →λ(v N )→…→λ(v1), we can get the optimal flight path of the flight, where λ(v N ) represents the earliest reachable waypoint v N The last waypoint of i Calculate the time CTO i =min(CTO j -d ij -w ij ), where i, j = 1, 2, 3, ..., N; i ≠ j, CTO i Indicates waypoint v i The calculation time is over, CTO j Indicates waypoint v j The calculated transit time of the flight at all points on the optimal flight path is obtained.

[0139] The present invention has many specific application paths. 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 can be made without departing from the principles of the present invention. These improvements should also be considered as the scope of protection of the present invention.

Claims

1. A method for calculating arrival time slots based on an extended numbering method, characterized in that: Here are the steps: 1) Collect environmental parameters for arrival sequencing, including available runways and approach route sets, available flight path sets, and flight segment flight times; 2) Construct an inbound flight time slot calculation model based on the collected environmental parameters. The model includes data set definition, objective function, and constraints. 3) Construct a time slot calculation graph and use the extended labeling method to calculate the optimal landing time of the flight, and then reversely obtain the optimal route and waypoint times of the flight.

2. The method for calculating arrival time slots based on the extended numbering method according to claim 1, characterized in that: The step 1) specifically includes: 11) Available runway and approach route set: Determine the available runway set based on the runway status, runway operation mode, runway allocation rules and runway allocation strategy during operation; determine the available arrival route set based on the arrival route status and arrival route allocation rules; 12) Available flight path sets: Based on the available runways and approach routes, the flight path for the arrival and approach phases is determined. This flight path is then combined with the route in the flight plan to obtain an extended flight path. The flight's arrival point is used as the joining point between the two flight paths. Based on the airspace operational situation, a direct flight path is added to the combined flight path to form an available flight path set. 13) Flight duration: Taking into account the theoretical performance data of the aircraft model used to carry out the flight mission and the historical flight data, the trajectory prediction method is used to calculate the flight time of each segment of the future flight path of the flight's available flight path set; after the flight takes off, real-time corrections are made based on the target's monitoring data to ensure the real-time and accuracy of the prediction.

3. The method for calculating arrival time slots based on the extended numbering method according to claim 2, characterized in that: The step 2) specifically includes: 21) Define various data sets as follows: 211) Available runway set RwySet; Each runway in the available runway set has the following attributes: runway number, runway available start time and runway available end time; 212) Available approach route set StarSet; According to the availability of all standard instrument arrival procedures set in the system, all standard instrument arrival procedures available for flight arrival are obtained. Each available standard instrument arrival procedure has the following attributes: standard instrument arrival procedure name, arrival point corresponding to the standard instrument arrival procedure, runway corresponding to the standard instrument arrival procedure, RNAV attribute and default flag; 213) The set of all measurement points MfSet in the terminal area; Several measurement points are set up to meet the different traffic management requirements within the terminal area to control the time when flights pass through key points. Each measurement point has the following attributes: the measurement point name, the flow control limit at the measurement point, the expected flight queue passing the measurement point, and the flight sequence passing the measurement point after decision processing. 214) Segment Set SegmentSet; The segment set SegmentSet contains all the segments in the flight path set. Each segment has the following properties: segment start point, segment end point, segment distance, and segment delay absorption capacity. 215) Traffic management policy restriction set TmiSet; Traffic management policy information appears in the form of limiting the frequency of traffic passing through the measurement point. During processing, the traffic management policy information is directly converted into the interval regulations of the handover point; 22) Determine the objective function; Defining CLDTs f is the calculated landing time of flight f, ELDT f is the estimated landing time of flight f, and the minimum delay value of a single flight is taken as the optimization goal. Then the objective function is: my(CLDT f -OLD f ); 23) Determine constraints; f belongs to any flight in the flight set, and the following conditions must be met: 231) to calculate the landing time CLDT f Landing on the available runway set must meet the runway's takeoff and landing wake turbulence interval, that is, the calculated landing time of the flight must meet the corresponding interval with the previous and next flights in the flight queue on the runway; 232) When a flight passes through a waypoint with traffic management strategy information, the flight's CLDT f Traffic management intervals that must meet traffic management policy information requirements; 233) When a flight passes through the airspace where a waiting area is located, if it needs to circle and wait, it must meet the capacity limit of the waiting area; 234) When a flight needs to slow down or be delayed in a specific segment, the delay absorption capacity of the corresponding segment must be met.

4. The method for calculating arrival time slots based on the extended numbering method according to claim 3, characterized in that: The step 3) specifically includes: 31) Construct a time slot calculation graph; All feasible paths for the flight are filtered according to the flight plan information to form the points and edges of the time slot calculation graph, which is represented as follows: Assume that there are N waypoints on all feasible paths from the current position to the runway landing, and the i-th waypoint is N is a positive integer, the starting point is the current position, and the end point is the runway; among them, the i-th and j-th points have edges. There are N E Edge, flight on edge ij The flight time on ij ; The waypoint set consisting of all waypoints is V, and the edge set consisting of all edges is E; 32) Restrict parameter conversion; Constraint parameters include: holding area capacity, runway operation mode, runway spacing, measurement point spacing, and segment absorption capacity constraints. These constraints can all be converted into attributes on the time slot calculation graph, including the delay absorption capacity of the edges in the time slot calculation graph and the initial feasible time set of the waypoints, as shown below: Set edge e ij The delay absorption capacity on ij =[l ij ,u ij ], where l ij represents the lower bound of the delay absorption capacity, u ij Indicates the upper bound of delay absorption capacity; set waypoint v i The initial feasible time set is T(v i ), T(v i ) by M i discrete time intervals, in Indicates waypoint v i The kth time interval in the initial feasible time set, is the lower bound of the kth time interval, is the upper bound of the kth time interval; 321) Waiting area capacity conversion: The holding area capacity refers to the maximum number of aircraft that can circle and hold simultaneously in the same airspace. When the holding area capacity is not fully utilized, flights can use the holding area. The holding area capacity limit is converted into the delay absorption capacity of the corresponding edge on the time slot calculation graph. 322) Runway operation mode conversion: A runway operation mode refers to a combination of runways used for takeoff or landing. Both takeoff and landing flights are oriented northward. This runway operation mode is also called northbound operation. When a runway operation mode is switched, the switching time is specified, indicating that the old runway operation mode is used before the switching time, and the new runway operation mode is used after the switching time. The runway operation mode switch needs to be converted into the available time window of the runway node on the time slot calculation graph. 323) Interval-limited conversion: The interval constraints include runway interval and measurement point interval. The runway interval is converted into the available time window of the corresponding runway node on the time slot calculation diagram; the measurement point interval is converted into the available time window of the corresponding measurement node on the time slot calculation diagram; 323) Conversion of flight segment absorption capacity limit: The flight delay absorption capacity limit refers to the ability of a flight on a flight segment to control the time it takes to pass the next waypoint through flight control measures, including acceleration, deceleration, radar guidance, direct flight, or holding. A negative delay absorption capacity indicates that the flight can catch up on the flight segment, that is, arrive at the next waypoint earlier; a positive delay absorption capacity indicates that the flight can be delayed on the flight segment, that is, arrive at the next waypoint later. The flight segment absorption capacity limit is converted into the delay absorption capacity interval of the corresponding edge on the time slot calculation graph; 33) Calculation of optimal flight landing time; The extended labeling method is used to solve the optimal landing time of the flight, that is, to solve the shortest path from the starting point to the end point on the graph G = (V, E) with edge and waypoint constraints, as follows: 331) Initialize the values ​​of the starting point and all other waypoints, and search from the starting point to the adjacent waypoints; the relevant definitions are as follows: The set of labeled points is S, and the set of unlabeled points is Waypoint v i The earliest achievable time is TTO i , the estimated time is ETO i , calculate the time passed as CTO i ; Waypoint v i The initial feasible time set is T(v i ), the feasible time set is P(v i ); Waypoint v i The adjacent point set is A(v i ), from waypoint v i Extrapolate to v k The reachable time set is Earliest reachable waypoint v k The last waypoint of k ); Where, i, k = 1, 2, 3, ..., N; i ≠ k; 332) Set the starting point to v1, let the starting point be numbered, that is, S = {v1}, and the other waypoints are unnumbered, then Let TTO1=ETO1, TTO m =+∞, m=2,3,…,N, λ(v1)=0, where TTO1 represents the earliest reachable time of the starting point v1, ETO1 represents the estimated time of passing the starting point v1, and λ(v1) represents the number of the point before the starting point v1; let the feasible time set of the starting point v1 be P(v1)=T(v1)=[TTO1,TTO1], where T(v1) represents the initial feasible time set of the waypoint v1, and P(v1) represents the feasible time set of the waypoint v1; 333) Check the numbered waypoint v i All unnumbered adjacent points of i The adjacent point set is A(v i ), then for any adjacent point v k , v k ∈A(v i ), from waypoint v i to v k The flight duration is d ik , the flight segment absorption capacity is w ik =[l ik ,u ik ], where l ik represents the lower bound of the delay absorption capacity, u ik represents the upper bound of the delay absorption capacity; from waypoint v i Extrapolate to v k The reachable time set is Indicates passing through waypoint v i Available in Arrival waypoint v k ,Right now Update waypoint v k The feasible time set Where T(v k ) represents the waypoint v k The initial feasible time set, P(v k ) represents the waypoint v k The feasible time set, update the earliest reachable time to TTO k =minP(v k ); if the earliest reachable time is TTO k If there is a change, update the record λ(v k )=v i , where λ(v k ) represents the earliest reachable waypoint v k The last waypoint of 334) From the set of all unlabeled points Select the waypoint with the shortest reachable time Change it to labeled point set, and add the unlabeled point set to the labeled point set; 335) repeat steps 323)-324) until the end point is marked; 34) Calculation of optimal flight path and waypoint times; Extract the optimal flight path based on the numbered point set and calculate the flight segments that the path passes through; use the route end point v N The earliest reachable time TTO N The calculated landing time CLDT of the flight f , namely CLDT f =TTO N ; According to the label, reverse the path v N →λ(v N )→…→λ(v1), we can get the optimal flight path of the flight, where λ(v N ) represents the earliest reachable waypoint v N The last waypoint of i Calculate the time CTO i =min(CTO j -d ij -w ij ), where i, j = 1, 2, 3, ..., N; i ≠ j, CTO i Indicates waypoint v i The calculation time is over, CTO j Indicates waypoint v j The calculated transit time of the flight at all points on the optimal flight path is obtained.

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