Flight flight trajectory feasibility evaluation method based on air traffic control operation rule

Abstract

The invention discloses a flight flight trajectory feasibility evaluation method based on an air traffic control operation rule, and the method comprises the steps: obtaining business data such as a flight 4D trajectory, and carrying out the preprocessing; aiming at each sector of a flight 4D track path, constructing an evaluation model from four dimensions of air route consistency, air traffic control guarantee capability, airspace intrusion risk and sector handover rule limitation, and analyzing whether the flight 4D track meets operation limitation in the sector; for a flight route of a flight 4D trajectory path, an evaluation model is constructed from two dimensions of route availability and path sector service capability, and whether the flight 4D trajectory meets the operation limitation of the route is analyzed. The method aims at solving the problems that in the flight 4D trajectory negotiation process, due to the fact that an existing air traffic control system lacks the auxiliary decision-making capacity, the flight 4D trajectory feasibility evaluation process is high in subjectivity, complex in cooperative work and single in feedback result. Technical support can be provided for development of a new-generation air traffic control automation system and a control auxiliary decision-making tool supporting four-dimensional trajectory operation.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of civil aviation air traffic management, and particularly relates to a flight trajectory feasibility evaluation method based on air traffic control operation rules. BACKGROUND

[0002] Referring to the International Civil Aviation Organization development plan, trajectory based operation (TBO) is the main development goal of global civil aviation in the future, and flight 4D trajectory negotiation is one of the core capabilities of TBO operation. In the flight 4D trajectory negotiation process, each aviation operation stakeholder makes a feasibility determination on the 4D trajectory of the flight according to the interests of the stakeholder. As a main stakeholder member of aviation operation, air traffic control undertakes the main responsibility of safe flight of the flight. However, in the current aviation operation mode, the air traffic control system mainly monitors the real-time flight trajectory of the aircraft and ensures the safety of the interval, and the feasibility evaluation of the flight 4D trajectory is mainly completed by the air traffic control personnel. Therefore, in the current air traffic control field, the feasibility evaluation of the flight 4D trajectory has the following problems: 1. strong subjectivity and lack of objective evaluation capability provided by the system; 2. the flight 4D trajectory passes through multiple control sectors or control areas, and the collaborative work is complex; and 3. the feedback result of the evaluation work is single and cannot accurately locate the problems existing in the flight 4D trajectory. SUMMARY

[0003] The technical problem to be solved by the present application is to provide a flight trajectory feasibility evaluation method based on air traffic control operation rules to solve the problems of the prior art.

[0004] In order to solve the above technical problems, the present application discloses a flight trajectory feasibility evaluation method based on air traffic control operation rules, comprising the following steps:

[0005] Step 1, basic data preparation: obtaining the input data required for flight trajectory feasibility evaluation and preliminarily processing the input data.

[0006] Step 2, sector flight trajectory feasibility evaluation model construction: constructing a sector multi-dimensional evaluation model from four dimensions of route consistency, air traffic control support capability, airspace intrusion risk and sector handover rule restriction, and analyzing whether the flight 4D trajectory meets the operation restriction of the sector.

[0007] Step 3, route flight trajectory feasibility evaluation model construction: constructing a route multi-dimensional evaluation model from two dimensions of route availability and route sector service capability, analyzing whether the flight 4D trajectory meets the operation restriction of the route, and completing the flight trajectory feasibility determination.

[0008] Further, step 1 comprises the following steps:

[0009] Step 1.1, obtain flight tracks, national sector information, national city-pair route information, national civil aviation route information, national special use airspace information and national civil aviation weather information;

[0010] Step 1.2: Generate the cross-sector queue and weather impact area.

[0011] Furthermore, step 1.1 includes:

[0012] Flight trajectory acquisition

[0013] Get flight Flt from aircraft i A flight's 4D trajectory is a series of flight trajectory points from the departure airport to the destination airport. Each trajectory point contains the following information: longitude / latitude, altitude, and time. The longitude / latitude information identifies the location of the trajectory point, the altitude indicates the flight altitude at that point, and the time indicates the time the flight passed that point.

[0014] National sector information acquisition

[0015] The basic information of all control sectors in the national airspace is obtained from civil aviation flight information data. The basic information of each sector includes: sector name, sector altitude range, sector boundary points, and sector entry / exit point information.

[0016] Obtain the transfer rules for each control sector, including: location restrictions for entering / exiting the sector, and altitude restrictions for entering / exiting the sector; these can be obtained through consultation or on-site investigation by the air traffic control unit.

[0017] Obtain capacity information for each control sector to determine the maximum number of flights the sector can receive per hour.

[0018] Obtaining national city-pair route information

[0019] Obtain basic information on national city-pair routes from civil aviation flight information. A city-pair route refers to a flight route between two designated airports. For each designated airport, there may be one or more city-pair routes, all of which are approved and publicly available by the Civil Aviation Administration of China.

[0020] National civil aviation route information acquisition

[0021] Obtain basic information on national civil aviation routes from civil aviation flight information. The basic information of each civil aviation route includes: route name and waypoint information.

[0022] National special use airspace information acquisition

[0023] Get the special use airspace information of the whole country from the civil aviation navigation information, including: danger area, restricted area, prohibited area. Each special use airspace information includes: airspace name, airspace type, airspace use restrictions, airspace boundary information, etc.

[0024] Get the weather information of the whole country from the weather website, which is used to determine the weather boundary. This patent mainly targets thunderstorm weather, and other weather types can be added as needed.

[0025] Get the weather information of the whole country from the weather website, which is used to determine the weather boundary. This patent mainly targets thunderstorm weather, and other weather types can be added as needed.

[0026] Further, step 1.2 includes: over sector queue generation

[0027] For each trajectory point in the 4D trajectory of the i-th flight Flt i , use the geometric mapping method to calculate its belonging control sector, generate the sector queue SecList i of the 4D trajectory of the flight Flt i , and the number of sectors inside is SecN i , i≥1.

[0028] Weather influence area generation

[0029] Expand the weather boundary outward by R kilometers to generate the boundary of the weather influence area, the airspace within the weather influence area boundary is the weather influence area, R represents the expansion distance, R≥1, and the expansion distance R can be adjusted as needed.

[0030] Further, step 2 includes the following steps:

[0031] Step 2.1, variable definition

[0032] Step 2.2, sector operation restriction evaluation index construction

[0033] Step 2.3, sector flight trajectory feasibility comprehensive evaluation index construction

[0034] Step 2.1 variable definition

[0035] Sec i,j : the j-th sector in SecList i , 1≤j≤SecN i .

[0036] SecFlow i,j,k : the number of flights planned to enter the sector Sec i,j in the k-th hour period.

[0037] SecCap i,k,k : the capacity of the sector Sec i,k in the k-th hour period.

[0038] DivDis i,k : Flight Flt i in sector Sec i,j .

[0039] 4DTDis i,j : Flight Flt i in sector Sec i,j .

[0040] MaxDD: Upper limit parameter of flight trajectory deviation degree evaluation index, taking value range [0, 1].

[0041] DivDegree i,j : Flight Flt i in sector Sec i,j , taking value range [0, 1].

[0042] PosLmt i,j : Flight Flt i in and out of sector Sec i,j , taking value range {0, 1}, 1 indicating meeting the limit and 0 indicating not meeting the limit.

[0043] HgtLmt i,j : Flight Flt i in and out of sector Sec i,j , taking value range {0, 1}, 1 indicating meeting the limit and 0 indicating not meeting the limit.

[0044] Cmpl i,j : Flight Flt i in sector Sec i,j , taking value range {0, 1}, wherein 1 indicates meeting and 0 indicates not meeting.

[0045] Grte i,j : Flight Flt i in sector Sec i,j , taking value range {0, 1}, wherein 1 indicates meeting and 0 indicates not meeting.

[0046] AspIvd i,j : Flight Flt i in sector Sec i,j , taking value range {0, 1}, wherein 1 indicates meeting and 0 indicates not meeting.

[0047] Hd Re g i,j: flight Flt i In sector Sec i,j The handover rule limit evaluation index, whose value range is {0, 1}, where 1 means to meet, and 0 means not to meet.

[0048] SectorCheck i,j : flight Flt i In sector Sec i,j The flight feasibility comprehensive evaluation index in sector Sec, whose value range is {0, 1}, where 1 means to meet, and 0 means not to meet.

[0049] Step 2.2 Sector operation limit evaluation index construction

[0050] Step 2.2.1 Route consistency evaluation index construction

[0051] The route consistency evaluation index is used to evaluate whether the flight is flying along the civil aviation route. Deviating from the route is an unsafe flight behavior. In aviation operation, the fixed range on the left and right of the civil aviation route center line is the flight protection zone (for example, the protection zone range of high altitude route is 20KM), and the flight in this area is considered to be flying along the route, otherwise it is considered to be a route deviation behavior.

[0052] For the specified sector, compare the 4D trajectory of flight Flt i In sector Sec i,j With the civil aviation route in the sector to identify the deviation section in the flight trajectory in the sector, then the deviation degree of the 4D trajectory of flight Flt i In sector Sec i,j From the route is:

[0053]

[0054] The route consistency evaluation index of flight Flt i In sector Sec i,j Is:

[0055]

[0056] Step 2.2.2 Air traffic control support capability evaluation index construction

[0057] The air traffic control support capability evaluation index is used to evaluate whether the controller of the sector can provide support services for the flight. In aviation operation, the hourly entry quantity of the sector is one of the evaluation methods of the controller's workload, when the hourly entry quantity of the sector reaches the sector capacity limit, no new flight can be received in this hour.

[0058] According to the 4D trajectory of flight Flt i Entering sector Sec i,jthe time, analyze the hour period it belongs to, let it be k, and count the number of flights planned to enter the sector Sec i,j i,j,k .

[0059] flight Flt i in the sector Sec i,j The air traffic control support capability evaluation index in the sector Sec

[0060]

[0061] Step 2.2.3 Construction of airspace intrusion risk evaluation index

[0062] The airspace intrusion risk evaluation index is used to evaluate whether the flight trajectory of a flight will intrude into special use airspace or weather affected area, thereby causing the risk of unsafe accidents. When there is special use airspace or weather affected area in the sector Sec i,j , use the geometric method to determine whether the 4D trajectory of the flight Flt i has overlapping part with the airspace, if there is overlapping part, it is determined that the flight Flt i has airspace intrusion risk in the sector Sec i,j , let AspIvd i,j = 1; otherwise, let AspIvd i,j = 0.

[0063] Step 2.2.4 Construction of sector handover rule restriction evaluation index

[0064] The sector handover rule restriction index is used to evaluate whether the flight trajectory of a flight conforms to the control operation rules for entering / leaving the sector. For a specified sector, consider the following two restrictions:

[0065] 1) Position restriction for entering / leaving the sector

[0066] Determine whether the position of the trajectory points of the 4D trajectory of the flight Flt i entering and leaving the sector Sec i,j conforms to the position restriction for entering / leaving the sector, when the position of the trajectory points of the flight Flt i,j entering and leaving the sector Sec i,j both conforms to the position restriction for entering / leaving the sector, let PosLmt i,j = 1, otherwise let PosLmt i = 0.

[0067] 2) Height restriction for entering / leaving the sector

[0068] Determine whether the height of the trajectory points of the 4D trajectory of the flight Flt i,j ​whether the flight height of the trajectory point of the flight Flt i,j is in accordance with the entry / exit height limit of the sector Sec i,j , let HgtLmt i,j = 1, otherwise let HgtLmt i = 0.

[0069] the handover rule limit evaluation index of the sector Sec i,j is:

[0070] HdReg i,j = PosLmt i,j * HgtLmt i,j (4)

[0071] Step 2.3 Construction of the comprehensive evaluation index of the flight trajectory feasibility of the sector

[0072] When the flight trajectory of the flight Flt i in the sector Sec i,j satisfies the four requirements of route consistency, air traffic control support capability, airspace intrusion risk and sector handover rule limit, it is indicated that the flight Flt i satisfies the operation limit in the sector Sec i,j .

[0073] The comprehensive evaluation index of the flight trajectory feasibility of the flight Flt i in the sector Sec i,j is:

[0074] SectorCheck i,j = Cmpl i,j * Grte i,j * AspIvd i,j * HdReg i,j (5)

[0075] Further, step 3

[0076] comprises the following steps:

[0077] Step 3.1 Variable definition

[0078] Step 3.2 Construction of the route operation limit evaluation index

[0079] Step 3.3 Construction of the comprehensive evaluation index of the route flight trajectory feasibility

[0080] Step 3.1 Variable definition

[0081] DivDegree i : the flight Flt iThe deviation evaluation index between the flight trajectory and the approved city route is in the range of [0,1].

[0082] DivDis i :Flight Flt i The length of the deviation segment in the 4D trajectory.

[0083] 4DTDis i :Flight Flt i The length of the 4D trajectory.

[0084] Cmpl i :Flight Flt i The consistency evaluation index of the 4D trajectory and the approved city-pair routes is in the range of {0,1}, where 1 means satisfied and 0 means not satisfied.

[0085] RteAby i :Flight Flt i The availability evaluation index of the route where the 4D trajectory is located is in the range of {0,1}, where 1 means it is satisfied and 0 means it is not satisfied.

[0086] SecAby i :Flight Flt i The service capability evaluation index of the 4D trajectory sector is in the range of {0,1}, where 1 means satisfied and 0 means not satisfied.

[0087] RteCheck i :Flight Flt i The feasibility comprehensive evaluation index of the route flight trajectory is in the range of {0,1}, where 1 means it is satisfied and 0 means it is not satisfied.

[0088] Step 3.2 Construction of route operation restriction evaluation indicators

[0089] Step 3.2.1 Construction of route availability evaluation indicators

[0090] The route availability indicator is used to assess whether the route of a flight's 4D trajectory is consistent with the city-pair routes approved by the Civil Aviation Administration of China. When the route of a flight's 4D trajectory deviates from the approved city-pair routes, the air traffic control department needs to negotiate with the military to determine the feasibility of the route of the flight's 4D trajectory.

[0091] As mentioned in step 2.2.1, the fixed range around the centerline of the civil aviation route is the flight protection zone, and flights outside the flight protection zone are considered route deviations. i Compare the 4D trajectory of the flight with the approved city pair route, identify the deviation segment in the flight 4D trajectory, and then the flight Flt i The deviation between the 4D trajectory and the approved city pair route is:

[0092]

[0093] According to flight Flt i The take-off and landing airports of the flight are screened, and all city-pair route information approved by the Civil Aviation Administration of China is filtered. When the 4D trajectory of the flight matches any of the approved city-pair routes, it meets the DivDegree i ≤MaxDD, let RteAby i =1; otherwise, the civil aviation control department needs to negotiate with the military about the availability of the route where the flight 4D trajectory is located. If the military approves, RteAby i =1, otherwise let RteAby i =0.

[0094] Step 3.2.2 Construction of evaluation indicators for service capabilities of pathway sectors

[0095] The route sector service capability index is used to evaluate whether all the control sectors along the flight trajectory can guarantee the safe flight of the flight. When there is a sector that cannot guarantee the safe flight of the flight, the route of the flight's 4D trajectory is not feasible.

[0096] Based on the flight trajectory feasibility evaluation index of a single sector, the flight Flt i The evaluation indicators of the 4D trajectory approach sector service capability are as follows:

[0097]

[0098] Step 3.3 Construction of comprehensive evaluation indicators for flight trajectory feasibility

[0099] When flight Flt i If the 4D trajectory of the flight is in accordance with the city-pair route approved by the Civil Aviation Administration of China and the control sectors it passes through can provide support services, it means that the flight Flt i The 4D trajectory meets the route operation constraints.

[0100] Flight Flt i The comprehensive evaluation index of the route flight trajectory feasibility is:

[0101] RteCheck i =RteAby i *SecAby i (8)

[0102] Furthermore, it also includes step 4, flight trajectory feasibility determination and feedback: formulating the feedback content of the evaluation results.

[0103] For the specified flight 4D trajectory, use the indicator RteCheck in step 3i The feasibility is determined, and the feasibility determination result RteCheck of the flight 4D trajectory is outputted. i And 7 associated indicators SectorCheck i,j , Cmpl i,j , Grte i,j , AspIvd i,j , Hd Reg i,j , RteAby i , SecAby i are outputted, so as to determine the feasibility of the flight 4D trajectory and problems existing in the flight 4D trajectory in the form of quantitative indicators, facilitate the user to quickly locate the feasibility problems existing in the flight 4D trajectory, maintain or correct the flight 4D trajectory, and improve the scientificity and efficiency of the flight 4D trajectory negotiation.

[0104] The method provided by the application selects sectors and air routes from the perspective of air traffic operation, constructs a flight trajectory feasibility comprehensive evaluation model in two dimensions of sectors and air routes, classifies and quantitatively processes each link of flight trajectory feasibility evaluation, reduces subjectivity in the flight trajectory negotiation process, and through quantitative indicator feedback of each evaluation link, facilitates the user to quickly locate the feasibility problems existing in the flight trajectory, and greatly improves the negotiation efficiency of the flight trajectory. BRIEF DESCRIPTION OF DRAWINGS

[0105] The above and / or other aspects of the application will become more apparent by describing in detail the preferred embodiments thereof with reference to the attached drawings.

[0106] Figure 1 is a general processing flowchart of the application.

[0107] Figure 2 is a schematic diagram of an air route flight protection zone of the application.

[0108] Figure 3 is a schematic diagram of a yawing section in the flight 4D trajectory of the application.

[0109] Figure 4 is a schematic diagram of flight 4D trajectory intrusion into dangerous airspace of the application.

[0110] Figure 5 is a use example diagram of position restrictions of the application in / out of sectors.

[0111] Figure 6 is a use example diagram of the application in cities on air routes. DETAILED DESCRIPTION

[0112] The embodiments of the present invention will be described below with reference to the accompanying drawings.

[0113] This method proposes a flight trajectory feasibility assessment method based on air traffic control operating rules. It can construct a comprehensive flight trajectory feasibility assessment model from the two dimensions of sector and route, classify and quantify each link of the flight trajectory feasibility assessment, and improve the objectivity of the assessment process. In addition, through the quantitative indicator feedback of each assessment link, users can quickly identify feasibility issues in the flight trajectory, greatly improve the efficiency of flight trajectory negotiation, and lay a technical foundation for the future implementation of TBO operations in my country's civil aviation.

[0114] The present application discloses a method for evaluating the feasibility of flight trajectories based on air traffic control operation rules, comprising the following steps:

[0115] Step 1, basic data preparation: obtain the input data required by this method and perform preliminary processing on it.

[0116] Step 2: Construct a sector flight trajectory feasibility assessment model: Construct a sector multi-dimensional assessment model based on four dimensions: route consistency, air traffic control support capability, airspace intrusion risk, and sector handover rule restrictions, to analyze whether the flight's 4D trajectory meets the sector's operating restrictions.

[0117] Step 3: Construct a feasibility assessment model for the flight trajectory: Build a multi-dimensional assessment model for the route based on the two dimensions of route availability and the service capabilities of the sectors along the route. Analyze whether the flight's 4D trajectory meets the route's operational restrictions and complete the feasibility determination of the flight trajectory.

[0118] Step 4, flight trajectory feasibility determination and feedback: formulate feedback content of the evaluation results.

[0119] The overall processing flow is as follows Figure 1 shown.

[0120] Step 1: Basic data preparation

[0121] The function of this step is to obtain the input data required by this method and perform preliminary processing on it.

[0122] The steps include:

[0123] Step 1.1, variable definition

[0124] Step 1.2, flight trajectory acquisition

[0125] Step 1.3, obtain national sector information

[0126] Step 1.4, obtain national city-pair route information

[0127] Step 1.5, National Civil Aviation Route Information Acquisition

[0128] Step 1.6, National Special Use Airspace Information Acquisition

[0129] Step 1.7, National Civil Aviation Weather Information Acquisition

[0130] Step 1.8, Sector Queue Generation

[0131] Step 1.9, Weather Impact Area Generation

[0132] Step 1.1 Variable Definition

[0133] SecList i : Sector queue of 4D trajectory of the i-th flight Flt i , i ≥ 1.

[0134] SecN i : Number of sectors in SecList i .

[0135] Step 1.2 Flight Trajectory Acquisition

[0136] Acquire 4D trajectory information of flight Flt i from the aircraft. The flight 4D trajectory is a series of flight trajectory points from the departure airport to the destination airport of the flight. Each trajectory point contains the following information: longitude / latitude, altitude, and time. The longitude / latitude information identifies the location of the trajectory point, the altitude information identifies the flight altitude of the flight at the trajectory point, and the time information identifies the time when the flight passes through the trajectory point.

[0137] Step 1.3 National Sector Information Acquisition

[0138] Acquire the basic information of all control sectors in the national airspace from the civil aviation navigation information. The basic information of each sector includes: sector name, sector height range, sector boundary point, and sector entry / exit point information.

[0139] Acquire the handover rules of each control sector, including: position restrictions for entering / leaving the sector, height restrictions for entering / leaving the sector; which can be obtained by consulting or on-site investigation of air traffic control units.

[0140] Acquire the capacity information of each control sector, which is used to determine the maximum number of flights that the sector can receive per hour.

[0141] Step 1.4 National City-to-Route Information Acquisition

[0142] Get the basic information of the national city-to-city route from the civil aviation navigation information. City-to-city route refers to the flight route between two designated airports. For a given pair of airports, there may be one or more city-to-city routes, all of which are approved and publicly disclosed by the Civil Aviation Administration.

[0143] Step 1.5 National Civil Aviation Route Information Acquisition

[0144] Get the basic information of the national civil aviation route from the civil aviation navigation information. The basic information of each civil aviation route includes: route name, waypoint information.

[0145] Step 1.6 National Special Use Airspace Information Acquisition

[0146] Get the basic information of the national special use airspace from the civil aviation navigation information. Special use airspace types include: danger zone, restricted zone, prohibited zone. Each special use airspace information includes: airspace name, airspace type, airspace use restriction, airspace boundary information, etc.

[0147] Step 1.7 National Civil Aviation Weather Information Acquisition

[0148] Get the forecast information of the national severe weather from the weather website, which is used to determine the weather boundary. In this embodiment, we mainly focus on thunderstorm weather, and we can add more weather types as needed.

[0149] Step 1.8 Sector Queue Generation

[0150] For each trajectory point in the 4D trajectory of flight Flt i , use geometric mapping method to calculate its belonging control sector, generate sector queue SecList i of 4D trajectory of flight Flt i , the number of sectors inside is SecN i .

[0151] Step 1.9 Weather Impact Area Generation

[0152] Expand the weather boundary outward by R kilometers to generate the boundary of the weather impact area. The airspace within the weather impact area boundary is the weather impact area. R represents the expansion distance, R ≥ 1. In this embodiment, the expansion distance R is set to 20, which can be adjusted according to the need.

[0153] Step 2, Sector Flight Trajectory Feasibility Evaluation Model Construction

[0154] This step function is: for each sector of the 4D trajectory of the flight, construct an evaluation model from the route consistency, air traffic control support capacity, airspace intrusion risk, and sector handover rule restrictions to analyze whether the flight 4D trajectory meets the operation restrictions within the sector.

[0155] The steps include:

[0156] Step 2.1, variable definition

[0157] Step 2.2: Construction of sector operation restriction evaluation indicators

[0158] Step 2.3: Construction of comprehensive evaluation index for sector flight trajectory feasibility

[0159] Step 2.1 Variable definition

[0160] Sec i,j :SecList i The j-th sector in , 1≤j≤SecN i .

[0161] SecFlow i,j,k : Plan to enter sector Sec during the kth hour i,j The number of flights.

[0162] SecCap i,j,k : Sector Sec i,j The capacity during the k-th hour.

[0163] DivDis i,j :Flight Flt i In sector Sec i,j The length of the internal deviation segment.

[0164] 4DTDis i,j :Flight Flt i In sector Sec i,j The length of the inner flight trajectory.

[0165] MaxDD: The upper limit parameter of the flight trajectory deviation evaluation index, with a value range of [0,1]. This article sets it to 10% and can be adjusted manually as needed.

[0166] DivDegree i,j :Flight Flt i In sector Sec i,j The flight trajectory deviation evaluation index is in the range of [0,1].

[0167] PosLmt i,j :Flight Flt i In and out of sector Sec i,j The position restriction flag has a value range of {0,1}, where 1 indicates that the restriction is met and 0 indicates that the restriction is not met.

[0168] HgtLmt i,j :Flight Flt i In and out of sector Sec i,jHeight limit sign of the flight, the value range is {0, 1}, 1 represents meeting the limit, 0 represents not meeting the limit.

[0169] Cmpl i,j : Flight Flt i Route consistency evaluation index in sector Sec i,j , the value range is {0, 1}, wherein 1 represents meeting, and 0 represents not meeting.

[0170] Grte i,j : Flight Flt i Air traffic control support capability evaluation index in sector Sec i,j , the value range is {0, 1}, wherein 1 represents meeting, and 0 represents not meeting.

[0171] AspIvd i,j : Flight Flt i Airspace intrusion risk evaluation index in sector Sec i,j , the value range is {0, 1}, wherein 1 represents meeting, and 0 represents not meeting.

[0172] Hd Reg i,j : Flight Flt i Handover rule limit evaluation index of sector Sec i,j , the value range is {0, 1}, wherein 1 represents meeting, and 0 represents not meeting.

[0173] SectorCheck i,j : Flight Flt i Flight feasibility comprehensive evaluation index in sector Sec i,j , the value range is {0, 1}, wherein 1 represents meeting, and 0 represents not meeting.

[0174] Step 2.2 Sector operation limit evaluation index construction

[0175] Step 2.2.1 Route consistency evaluation index construction

[0176] The route consistency evaluation index is used to evaluate whether the flight is along the civil aviation route, and deviation from the route is an unsafe flight behavior. In aviation operation, the fixed range on the left and right of the center line of the civil aviation route is the flight protection zone (for example, the protection zone range of the high altitude route is 20KM), and the flight in this area is considered as flying along the route, otherwise it is considered as route deviation behavior.

[0177] As shown in Figure 2 , the black solid line in Figure 2 is the route center line, and the space between the two dotted lines is the flight protection zone of the route. The aircraft flying in this area is considered as flying along the route.

[0178] For the specified sector, the flight Flt i in the sector Sec i,j is compared with the civil air route in the sector, and the deviation of the flight in the 4D trajectory in the sector is identified, then the flight Flt i in the sector Sec i,j is compared with the civil air route in the sector, and the deviation of the flight in the 4D trajectory in the sector is identified, then the flight Flt i,j in the sector Sec i,j is compared with the civil air route in the sector, and the deviation of the flight in the 4D trajectory in the sector is identified, then the flight Flt

[0179]

[0180] the flight Flt i in the sector Sec i,j is compared with the civil air route in the sector, and the deviation of the flight in the 4D trajectory in the sector is identified, then the flight Flt i,j in the sector Sec i,j is compared with the civil air route in the sector, and the deviation of the flight in the 4D trajectory in the sector is identified, then the flight Flt

[0181]

[0182] As shown in FIG. 1, the curve connecting the flight icons in the figure is the 4D trajectory of the flight, and the 4D trajectory outside the boundary of the route protection area is the deviation flight segment of the flight. Figure 3

[0183] Step 2.2.2 Air traffic control support capability evaluation index construction

[0184] The air traffic control support capability evaluation index is used to evaluate whether the controller of the sector can provide support services for the flight. In aviation operation, the hourly entry quantity of the sector is one of the evaluation means of the workload of the controller, and when the hourly entry quantity of the sector reaches the capacity limit of the sector, no new flight can be received in the hour.

[0185] According to the time when the 4D trajectory of the flight Flt i enters the sector Sec i,j , the hour period to which it belongs is analyzed, which is denoted as k, and the number of flights planned to enter the sector Sec i,j in the kth hour period is counted, which is denoted as SecFlow i,j,k .

[0186] The air traffic control support capability evaluation index of the flight Flt i in the sector Sec i,j is:

[0187]

[0188] Step 2.2.3 Airspace intrusion risk evaluation index construction

[0189] The airspace intrusion risk evaluation index is used to evaluate whether the 4D trajectory of the flight will intrude into the special use airspace or the meteorological influence area, and further cause the risk of unsafe accidents. When the sector Sec i,jWhen there is a special airspace or a weather-affected area, a geometric method is used to determine the flight Flt i Whether the 4D trajectory of the flight Flt overlaps with the airspace of this type. If so, the flight Flt i In sector Sec i,j The 4D trajectory in the airspace has the risk of intrusion, making AspIvd i,j =1; otherwise, let AspIvd i,j =0.

[0190] like Figure 4 As shown in the figure, the straight line connected to the flight icon is the 4D trajectory of the flight. The cloud-shaped icon represents the presence of severe weather here. The outer dotted line part represents the affected area of ​​severe weather. Since the 4D trajectory of the flight overlaps with the affected area of ​​severe weather, it means that there is a risk of airspace intrusion in the 4D trajectory of the flight.

[0191] Step 2.2.4 Construction of sector handover rule restriction evaluation indicators

[0192] The sector handover rule restriction evaluation index is used to evaluate whether the flight trajectory of the flight complies with the control operation rules of the entry / exit sector. For a given sector, the following two restrictions are considered in this embodiment:

[0193] 1) Location restrictions for entering / exiting sectors

[0194] Determine flight Flt i Entering and leaving sector Sec in the 4D trajectory i,j Whether the position of the trajectory point complies with the sector's entry / exit position limit, when entering or leaving the sector Sec i,j When the positions of the trajectory points all meet the entry / exit position limits of the sector, PosLmt i,j =1, otherwise let PosLmt i,j =0.

[0195] like Figure 5 As shown in the figure, the polygonal area is a sector, the three points A, B, and C on the sector boundary are the entry points of the sector, and the three points D, E, and F are the exit points of the sector. The straight line connected to the flight icon F1 is the 4D trajectory of flight F1, and the straight line connected to flight F2 is the 4D trajectory of flight F2. In the figure, the 4D trajectory of flight F1 enters the sector from point A and leaves the sector at point E, which meets the entry / exit position restrictions of the sector; while the 4D trajectory of flight F2 enters the sector from point B and does not choose any point among D, E, and F to leave the sector, which does not meet the entry / exit position restrictions of the sector.

[0196] 2) Height restrictions for entering / exiting sectors

[0197] Determine flight Flt iEntering and leaving sector Sec in the 4D trajectory i,j Whether the flight altitude of the trajectory point meets the entry / exit altitude limit of the sector, when entering or leaving the sector Sec i,j When the flight altitude of all trajectory points meets the entry / exit altitude limit of the sector, HgtLmt i,j =1, otherwise let HgtLmt i,j =0.

[0198] Flight Flt i In sector Sec i,j The transfer rule restriction evaluation indicators are:

[0199] Hd Re g i,j =PosLmt i,j *HgtLmt i,j (4)

[0200] Step 2.3 Construction of comprehensive evaluation index for sector flight trajectory feasibility

[0201] When flight Flt i In sector Sec i,j The flight trajectory within meets the four requirements of route consistency, air traffic control support capability, airspace intrusion risk, and sector transfer rule restrictions, indicating that flight Flt i Satisfy sector Sec i,j operating limits within.

[0202] Flight Flt i In sector Sec i,j The comprehensive evaluation indicators of flight trajectory feasibility are:

[0203] SectorCheck i,j =Cmpl i,j *Grte i,j *AspIvd i,j *Hd Re g i,j (5)

[0204] Step 3: Construction of flight trajectory feasibility assessment model

[0205] The function of this step is to build an evaluation model for the flight route along the flight 4D trajectory from two dimensions: route availability and route sector service capability, and analyze whether the flight 4D trajectory meets the route's operating restrictions.

[0206] The steps include:

[0207] Step 3.1, variable definition

[0208] Step 3.2: Construction of route operation restriction evaluation indicators

[0209] Step 3.3, En route flight trajectory feasibility comprehensive evaluation index construction

[0210] Step 3.1 variable definition

[0211] DivDegree i : Deviation degree of flight Flt i 's flight trajectory from the approved city-to-route, with a value range of [0, 1].

[0212] DivDis i : Length of the deviation from the segment in the 4D trajectory of flight Flt i .

[0213] 4DTDis i : Length of the 4D trajectory of flight Flt i .

[0214] Cmpl i : Consistency evaluation index of the 4D trajectory of flight Flt i with the approved city-to-route, with a value range of {0, 1}, where 1 indicates satisfaction and 0 indicates dissatisfaction.

[0215] RteAby i : Availability evaluation index of the en route of the 4D trajectory of flight Flt i , with a value range of {0, 1}, where 1 indicates satisfaction and 0 indicates dissatisfaction.

[0216] SecAby i : Service capability evaluation index of the sector passed by the 4D trajectory of flight Flt i , with a value range of {0, 1}, where 1 indicates satisfaction and 0 indicates dissatisfaction.

[0217] RteCheck i : En route flight trajectory feasibility comprehensive evaluation index of flight Flt i , with a value range of {0, 1}, where 1 indicates satisfaction and 0 indicates dissatisfaction.

[0218] Step 3.2 en route operation restriction evaluation index construction

[0219] Step 3.2.1 en route availability evaluation index construction

[0220] The en route availability evaluation index is used to evaluate whether the en route of the 4D trajectory of the flight is consistent with the city-to-route approved by the Civil Aviation Administration. When the en route of the 4D trajectory of the flight deviates from the approved city-to-route, the air traffic control department needs to consult with the military to determine the feasibility of the en route of the 4D trajectory of the flight.

[0221] As described in step 2.2.1, the flight protection zone is fixed within the left and right range of the civil aviation route center line, and the flight outside the flight protection zone is considered as route deviation. The 4D trajectory of the flight Flt i is compared with the reissued city-to-city route, and the deviation route of the flight Flt i is identified. The deviation degree of the 4D trajectory of the flight Flt i from the reissued city-to-city route is:

[0222]

[0223] According to the take-off and landing airports of the flight Flt i , all city-to-city routes information reissued by the civil aviation bureau is screened. When the 4D trajectory of the flight meets DivDegree i ≤MaxDD with any one of the reissued city-to-city routes, RteAby i =1; otherwise, the civil aviation control department needs to consult with the military on the availability of the route where the 4D trajectory of the flight is located. If the military approves, RteAby i =1, otherwise RteAby i =0.

[0224] As shown in Figure 6 , there are two city-to-city routes R1 and R2 reissued between airports A and B in the figure, and the dashed line in the figure represents the 4D trajectory of the flight. The 4D trajectory of the flight is inconsistent with R1 and R2, and the civil aviation control department needs to consult with the military to confirm the availability of the route where the 4D trajectory of the flight is located.

[0225] Step 3.2.2 Construction of approach sector service capability evaluation index

[0226] The approach sector service capability evaluation index is used to evaluate whether all control sectors along the flight trajectory of the flight can guarantee the safety of the flight. When there is a sector that cannot guarantee the safety of the flight within it, the route where the 4D trajectory of the flight is located does not have feasibility.

[0227] Based on the flight trajectory feasibility evaluation index of a single sector, the evaluation index of the 4D trajectory approach sector service capability of the flight Flt i is constructed as follows:

[0228]

[0229] Step 3.3 Construction of route flight trajectory feasibility comprehensive evaluation index

[0230] When the 4D trajectory of the flight Flt i is located in the route reissued by the civil aviation bureau, and the control sectors along the route can provide guarantee service, it means that the flight Flt iThe 4D trajectory of the flight Flt meets the route operation limit.

[0231] flight Flt i The comprehensive evaluation index of the route flight trajectory of the flight Flt is:

[0232] RteCheck i = RteAby i * SecAby i (8)

[0233] Step 4, flight flight trajectory feasibility determination and feedback

[0234] The function of this step is to formulate the feedback content of the evaluation result.

[0235] For the specified flight 4D trajectory, the index RteCheck i in step 3 is used to determine the feasibility. And the feasibility determination result RteCheck i and the seven associated indexes SectorCheck i,j , Cmpl i,j , Grte i,j , AspIvd i,j , Hd Reg i,j , RteAby i , SecAby i are outputted, so as to determine the feasibility of the flight 4D trajectory and the existing problems in a quantitative index manner, facilitating the user to maintain or correct the flight 4D trajectory.

[0236] In the specific implementation, the present application provides a computer storage medium and a corresponding data processing unit, wherein the computer storage medium can store a computer program, the computer program can run the invention content of the flight flight trajectory feasibility evaluation method based on the air traffic operation rules and part or all steps in each embodiment provided by the present application when executed by the data processing unit. The storage medium can be a magnetic disc, an optical disc, a read-only memory (ROM) or a random access memory (RAM), etc.

[0237] Those skilled in the art can clearly understand that the technical solutions in the embodiments of the present application can be implemented by means of a computer program and a corresponding general hardware platform. Based on such understanding, the technical solutions in the embodiments of the present application can be embodied in the form of a computer program, i.e., a software product, which can be stored in a storage medium, including a plurality of instructions for causing a device (which can be a personal computer, a server, a single-chip microcomputer, a MUU or a network device, etc.) comprising a data processing unit to execute the method described in various embodiments or some parts of the embodiments of the present application.

[0238] The present application provides a flight trajectory feasibility evaluation method based on air traffic operation rules. The method and approach for implementing the technical solution are various, and the above description is only the preferred embodiment of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, which should be considered as the protection scope of the present application. The components not explicitly described in the embodiments can be implemented by using existing technology.

Claims

1. A flight trajectory feasibility assessment method based on air traffic control operation rules, characterized in that: include: Step 1, basic data preparation: obtain the input data required for flight trajectory feasibility assessment and perform preliminary processing on it; Step 2: Construct a sector flight trajectory feasibility assessment model: Build a multi-dimensional sector assessment model based on four dimensions: route consistency, air traffic control support capability, airspace intrusion risk, and sector handover rule restrictions. Analyze whether the flight's 4D trajectory meets the sector's operational restrictions. Step 3: Construct a feasibility assessment model for the flight trajectory: Build a multi-dimensional assessment model for the route based on the two dimensions of route availability and the service capabilities of the sectors along the route. Analyze whether the flight's 4D trajectory meets the route's operational restrictions and complete the feasibility determination of the flight trajectory.

2. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 1 is characterized in that: Step 1 includes: Step 1.1, obtain flight tracks, national sector information, national city-pair route information, national civil aviation route information, national special use airspace information and national civil aviation weather information; Step 1.2: Generate the cross-sector queue and weather impact area.

3. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 2 is characterized in that: Step 1.1 includes: Get flight Flt from aircraft i 4D trajectory information of a flight. A flight 4D trajectory is a series of flight trajectory points from the departure airport to the destination airport. Each trajectory point contains longitude / latitude, altitude and time information. Obtain basic information of all control sectors in the national airspace from civil aviation flight information data. The basic information of each sector includes: sector name, sector altitude range, sector boundary points and sector entry / exit point information; Obtain the handover rules for each control sector, including the location restrictions for entering / exiting the sector and the altitude restrictions for entering / exiting the sector; Obtain capacity information for each control sector to determine the maximum number of flights the sector can receive per hour; Obtain basic information on city-pair routes nationwide. City-pair routes refer to flight routes between two designated airports. Obtain basic information on national civil aviation routes; Obtain national special use airspace information, including danger zone, restricted zone, and prohibited zone; Obtain nationwide severe weather forecast information from the meteorological website to determine the meteorological boundary.

4. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 3 is characterized in that: Step 1.2 includes: for the i-th flight Flt i For each trajectory point in the 4D trajectory, the control sector to which it belongs is calculated by geometric mapping to generate the flight Flt i Sector queue SecList of the 4D trajectory pathway i , the number of sectors in it is SecN i ,i≥1; The boundary of the meteorological impact area is generated by expanding R kilometers outward along the meteorological boundary. The airspace within the boundary of the meteorological impact area is the meteorological impact area. R represents the expansion distance, R≥1.

5. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 4 is characterized in that: Step 2 includes step 2.1, variable definition: Sec i,j :SecList i The j-th sector in , 1≤j≤SecN i ; SecFlow i,j,k : Plan to enter sector Sec during the kth hour i,j The number of flights; SecCap i,j,k : Sector Sec i,j The capacity during the k-th hour period; DivDis i,j :Flight Flt i In sector Sec i,j Length of the internal deviation segment; 4DTDis i,j :Flight Flt i In sector Sec i,j Length of inner flight trajectory; MaxDD: The upper limit parameter of the flight trajectory deviation evaluation index, with a value range of [0,1]; DivDegree i,j :Flight Flt i In sector Sec i,j The flight trajectory deviation evaluation index is in the range of [0,1]; PosLmt i,j :Flight Flt i In and out of sector Sec i,j The position restriction flag has a value range of {0,1}, where 1 means the restriction is met and 0 means the restriction is not met; HgtLmt i,j :Flight Flt i In and out of sector Sec i,j The height limit flag has a value range of {0,1}, where 1 means the limit is met and 0 means the limit is not met; Cmpl i,j :Flight Flt i In sector Sec i,j The route consistency evaluation index within the range is {0,1}, where 1 means satisfied and 0 means not satisfied; Grte i,j :Flight Flt i In sector Sec i,j The air traffic control support capability evaluation index within the scope is {0,1}, where 1 means satisfied and 0 means not satisfied; AspIvd i,j :Flight Flt i In sector Sec i,j The airspace intrusion risk assessment index within the range of {0,1}, where 1 means satisfied and 0 means not satisfied; Hd Re g i,j :Flight Flt i In sector Sec i,j The handover rule restriction evaluation index has a value range of {0,1}, where 1 means satisfied and 0 means not satisfied; SectorCheck i,j :Flight Flt i In sector Sec i,j The comprehensive evaluation index of flight feasibility is in the range of {0,1}, where 1 means satisfied and 0 means not satisfied.

6. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 5 is characterized in that: Step 2 also includes step 2.2, constructing a sector flight trajectory feasibility assessment model in four dimensions, including: Step 2.2.1 Construction of route consistency evaluation indicators Route consistency assessment indicators are used to assess whether a flight is flying along a civil aviation route. During aviation operations, the area to the left and right of the centerline of a civil aviation route is a flight protection zone. Flights flying within this area are considered to be flying along the route; otherwise, they are considered to be deviating from the route. For a specific sector, flight Flt i In sector Sec i,j Compare the 4D trajectory in the sector with the civil aviation route in the sector, identify the deviation segment of the flight trajectory in the sector, and the flight Flt i In sector Sec i,j The deviation between the inner 4D trajectory and the route is: Flight Flt i In sector Sec i,j The route consistency evaluation indicators within the ITU-T are: Step 2.2.2 Construction of air traffic control support capability evaluation indicators The air traffic control support capability assessment index is used to evaluate whether sector controllers can provide support services for flights. In aviation operations, the hourly number of incoming flights to a sector is used as one of the assessment methods for controller workload. When the hourly number of incoming flights to a sector reaches the sector capacity limit, no new flights can be accepted within that hour. According to flight Flt i Entering sector Sec in the 4D trajectory i,j , analyze the hour period it belongs to, let it be k, and count the number of people who plan to enter sector Sec in the kth hour period i,j The flight volume, let it be SecFlow i,j,k ; Flight Flt i In sector Sec i,j The air traffic control support capability assessment indicators within the country are: Step 2.2.3 Construction of airspace intrusion risk assessment indicators Airspace intrusion risk assessment indicators are used to assess whether the flight trajectory of a flight will intrude into special airspace or meteorologically affected areas, thereby causing the risk of unsafe accidents. i,j When there is a special airspace or weather-affected area, the flight Flt is determined by geometric method. i Whether the 4D trajectory of the flight is overlapped with the special airspace or the weather affected area, if there is an overlap, the flight Flt i In sector Sec i,j There is a risk of airspace intrusion in the memory, which makes AspIvd i,j =1; otherwise, let AspIvd i,j =0; Step 2.2.4 Construction of sector handover rule restriction evaluation indicators The sector handover rule restriction evaluation index is used to assess whether the flight trajectory of a flight complies with the control operation rules for entering / exiting the sector. For a given sector, the following two restrictions are considered: 1) Location restrictions for entering / exiting sectors Determine flight Flt i Entering and leaving sector Sec in the 4D trajectory i,j Whether the position of the trajectory point complies with the sector's entry / exit position limit, when entering or leaving the sector Sec i,j When the positions of the trajectory points all meet the entry / exit position limits of the sector, PosLmt i,j =1, otherwise let PosLmt i,j =0; 2) Height restrictions for entering / exiting sectors Determine flight Flt i Entering and leaving sector Sec in the 4D trajectory i,j Whether the flight altitude of the trajectory point meets the entry / exit altitude limit of the sector, when entering or leaving the sector Sec i,j When the flight altitude of all trajectory points meets the entry / exit altitude limit of the sector, HgtLmt i,j =1, otherwise let HgtLmt i,j =0; Flight Flt i In sector Sec i,j The transfer rule restriction evaluation indicators are: Hd Re g i,j =PosLmt i,j *HgtLmt i,j (4)。 7. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 6 is characterized in that: Step 2 also includes step 2.3, construction of comprehensive evaluation indicators for the feasibility of sector flight trajectory, including: When flight Flt i In sector Sec i,j The flight trajectory within meets the four requirements of route consistency, air traffic control support capability, airspace intrusion risk, and sector transfer rule restrictions, indicating that flight Flt i Satisfy sector Sec i,j operating restrictions within the Flight Flt i In sector Sec i,j The comprehensive evaluation indicators of flight trajectory feasibility are: SectorCheck i,j =Cmpl i,j *Grte i,j *AspIvd i,j *HdReg i,j (5)。 8. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 7 is characterized in that: Step 3 includes step 3.1, variable definition: DivDegree i :Flight Flt i The deviation evaluation index between the flight trajectory and the approved city pair route is in the range of [0,1]; DivDis i :Flight Flt i The length of the deviation segment in the 4D trajectory; 4DTDis i :Flight Flt i The length of the 4D trajectory; Cmpl i :Flight Flt i The consistency evaluation index of the 4D trajectory and the approved city-pair route is in the range of {0,1}, where 1 means satisfied and 0 means not satisfied; RteAby i :Flight Flt i The availability evaluation index of the route where the 4D trajectory is located is in the range of {0,1}, where 1 means it is satisfied and 0 means it is not satisfied; SecAby i :Flight Flt i The service capability evaluation index of the 4D trajectory sector is in the range of {0,1}, where 1 means satisfied and 0 means not satisfied; RteCheck i :Flight Flt i The feasibility comprehensive evaluation index of the route flight trajectory is in the range of {0,1}, where 1 means it is satisfied and 0 means it is not satisfied.

9. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 8, characterized in that: Step 3 also includes step 3.2, which constructs a flight trajectory feasibility assessment model in two dimensions, including: Step 3.2.1 Construction of route availability evaluation indicators The route availability assessment indicator is used to evaluate whether the route of a flight's 4D trajectory is consistent with the city-pair routes approved by the Civil Aviation Administration of China. If the route of a flight's 4D trajectory deviates from the approved city-pair routes, the air traffic control department needs to negotiate with the military to determine the feasibility of the route. Flight Flt i Compare the 4D trajectory of the flight with the approved city pair route, identify the deviation segment in the flight 4D trajectory, and then the flight Flt i The deviation between the 4D trajectory and the approved city pair route is: According to flight Flt i Take-off and landing airports, filter all city-pair route information approved by the Civil Aviation Administration in advance; when the 4D trajectory of the flight meets any of the approved city-pair routes, it meets the DivDegree i ≤MaxDD, let RteAby i =1; otherwise, the civil aviation control department needs to negotiate with the military about the availability of the route where the flight 4D trajectory is located. If the military approves, RteAby i =1, otherwise let RteAby i =0; Step 3.2.2 Construction of evaluation indicators for service capabilities of pathway sectors The sector service capability evaluation index is used to assess whether all control sectors along the flight trajectory can guarantee the flight's safe flight. If a sector cannot guarantee the flight's safe flight, the route of the flight's 4D trajectory is not feasible. Based on the flight trajectory feasibility evaluation index of a single sector, the flight Flt i The evaluation indicators of the 4D trajectory approach sector service capability are as follows: Step 3 also includes step 3.3, construction of comprehensive evaluation index of route flight trajectory feasibility, including: when flight Flt i If the 4D trajectory of the flight is in accordance with the city-pair route approved by the Civil Aviation Administration of China and the control sectors it passes through can provide support services, it means that the flight Flt i The 4D trajectory meets the route operation constraints; Flight Flt i The comprehensive evaluation index of the feasibility of the route flight trajectory is: RteCheck i =RteAby i *SecAb y i (8)。 10. The flight trajectory feasibility assessment method based on air traffic control operation rules according to claim 9, characterized in that: It also includes step 4, flight trajectory feasibility determination and feedback: formulate the feedback content of the evaluation results; for the specified flight 4D trajectory, use the indicator RteCheck in step 3 i It is feasibility determined and its feasibility determination result RteCheck i and 7 related indicators SectorCheck i,j 、Cmpl i,j 、Grte i,j 、AspIvd i,j 、Hd Re g i ,j 、RteAby i ,SecAby i Output.

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