Flight landing time optimization management method and system based on control rules

Abstract

The invention belongs to the technical field of flight landing time management, and particularly discloses a flight landing time optimization management method and system based on a control rule, and the method achieves the early warning and active recognition of time-space conflicts through obtaining flight data in real time and predicting the time of arriving at a landing node after a flight enters a dynamic monitoring area. Progressive time adjustment is carried out on a flight needing to be scheduled through a refined speed regulation and control instruction, global coordination is achieved on the premise that a safety interval is met, chain conflicts caused by local violent adjustment are avoided, remedial operation circulation is eliminated, regulation and control measures are mainly based on predictable speed changes, it is ensured that the scheduling process is stable and mild, and the scheduling efficiency is improved. According to the method, the running efficiency and the collaboration are improved, the real-time occupation state and the release time sequence of the runway resources are further combined after the global coordination of the conflict flight pairs is completed, runway-level feasibility verification is carried out on the coordinated landing sequence, and the dynamic collaborative adjustment of the approaching sequence and the ground resources is realized.

Description

Technical Field

[0001] This invention belongs to the field of flight landing time management technology, and specifically discloses a method and system for optimizing flight landing time management based on control rules. Background Technology

[0002] Air traffic control, especially terminal area approach and landing management, is a crucial link in ensuring flight safety and improving airspace operational efficiency. With the continuous growth of air traffic, terminal area airspace is becoming increasingly congested, and the issue of time and space conflicts during flight landings is becoming more prominent. Under these circumstances, landing control for terminal approaching flights is particularly necessary.

[0003] Currently, mainstream flight landing management heavily relies on the manual command of air traffic controllers. Controllers monitor flight dynamics through radar screens and, based on flight plans, radar spacing standards, and personal experience, issue instructions to pilots via voice communication to adjust the spacing between flights and form a safe landing sequence. This command model based on human judgment has the following inherent drawbacks: First, controllers' decisions heavily depend on personal experience, making it difficult to quickly calculate the globally optimal landing sequence when facing multiple flights and complex conflict situations. Their decisions are often local and temporary, potentially leading to subsequent chain conflicts and requiring continuous remedial adjustments, increasing workload and uncertainty.

[0004] Secondly, it is difficult for human judgment to predict the precise time of a flight at a critical juncture in the next few minutes. As a result, the identification and resolution of conflicts are mostly reactive and lack foresight. When a conflict is discovered, the available mitigation measures are often limited and drastic, affecting the smoothness of operations.

[0005] Third, the existing scheduling mainly focuses on the interval control between flights in the air, and is not closely coordinated with the runway resource occupancy status. There may be situations where the air sequence seems reasonable, but conflicts with the actual runway occupancy time, which may cause flights to still need to be adjusted in the final approach phase, resulting in unnecessary go-around or low-altitude waiting risks. Summary of the Invention

[0006] Therefore, one objective of this application is to provide a flight landing time optimization management method and system based on control rules that deeply integrates real-time flight data and can automatically perform high-precision conflict prediction and dynamic landing adjustment, effectively solving the problems existing in the prior art.

[0007] The objective of this invention can be achieved through the following technical solution: The first aspect of this invention proposes a flight landing time optimization management method based on control rules, including the following steps: Step 1: Delineate a terminal area with a preset range centered on the airport landing airspace node as a dynamic monitoring area. When a flight enters the dynamic monitoring area, the flight data of the flight, including flight speed, heading and three-dimensional position information, is obtained in real time from the air traffic control system to construct a flight dynamic time series dataset.

[0008] Step 2: Based on the flight dynamic time series dataset and the fixed approach routes assigned to flights in the dynamic monitoring area, predict the time of entry into the landing airspace node, and then use the spatiotemporal control rules to identify spatiotemporal conflicts of flights entering the landing airspace node, and generate a flight conflict map.

[0009] Step 3: Traverse each conflicting flight pair in the flight conflict graph, select the flights that need to be adjusted according to the wake turbulence category of the flights, and then optimize and control the time of the flights to be adjusted to enter the landing airspace node by allocating speed control instructions under the premise of complying with the time and space control rules, and generate an initial optimization sequence.

[0010] Step 4: Acquire runway status data in real time, and verify the feasibility of the initial optimized sequence based on the runway occupancy status and release time, and output the final landing schedule.

[0011] The second aspect of the present invention proposes a flight landing time optimization management system based on control rules, comprising the following modules: a data acquisition module: a terminal area with a preset range centered on the airport landing airspace node is defined as a dynamic monitoring area. When a flight enters the dynamic monitoring area, the flight data of the flight is acquired in real time from the air traffic control system, including flight speed, heading and three-dimensional position information, and a flight dynamic time series dataset is constructed.

[0012] Conflict identification module: Based on the flight dynamic time series dataset and the fixed approach route assigned to the flight in the dynamic monitoring area, the time of entering the landing airspace node is predicted. Then, the spatiotemporal control rules are used to identify the spatiotemporal conflicts of the flight entering the landing airspace node and generate a flight conflict map.

[0013] Sequence optimization module: Iterates through each conflicting flight pair in the flight conflict map, selects the flights to be adjusted according to the wake turbulence category of the flights, and then optimizes and controls the time of the flights to be adjusted to enter the landing airspace node by allocating speed control instructions under the premise of complying with the time and space control rules, and generates an initial optimized sequence.

[0014] Verification output module: Acquires runway status data in real time, verifies the feasibility of the initial optimized sequence based on the runway occupancy status and release time, and outputs the final landing schedule.

[0015] Combining all the above technical solutions, the positive effects of this invention are as follows: 1. This invention acquires flight data in real time after a flight enters the dynamic monitoring zone and predicts its arrival time at the landing node, realizing early warning and proactive identification of spatiotemporal conflicts. Based on this, it makes gradual time adjustments to the flights that need to be scheduled through refined speed control commands, achieving global coordination under the premise of meeting safety intervals, avoiding chain conflicts caused by drastic local adjustments, eliminating remedial operation cycles, and ensuring that the control measures are mainly continuous, small-amplitude, and predictable speed changes, thus improving the smooth and gentle scheduling process, enhancing operational efficiency and coordination, and increasing the predictability and controllability of terminal area operations.

[0016] 2. After completing the global timing coordination of conflicting flight pairs, this invention further combines the real-time occupancy status and release sequence of runway resources to perform runway-level feasibility verification on the coordinated landing sequence. This enables dynamic and coordinated adjustment of approach sequences and ground resources, ensuring that the expected landing time of a flight matches the runway vacancy window before entering the final approach phase. This effectively avoids changes in low-altitude instructions caused by runway occupancy conflicts, and helps improve the safety and stability of terminal area operations. Attached Figure Description

[0017] The present invention will be further described with reference to the accompanying drawings, but the embodiments in the drawings do not constitute any limitation on the present invention. For those skilled in the art, other drawings can be obtained based on the following drawings without creative effort.

[0018] Figure 1 This diagram illustrates the implementation steps of a flight landing time optimization management method based on control rules, as described in this invention.

[0019] Figure 2 This is a flowchart illustrating the implementation of conflict priority sorting in this invention.

[0020] Figure 3 This is a flowchart illustrating the implementation process of optimizing and controlling the time for flights to enter the landing airspace node by allocating speed control commands, and generating an initial optimization sequence.

[0021] Figure 4 This is a module connection diagram of a flight landing time optimization management system based on control rules in this invention. Detailed Implementation

[0022] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0023] Example 1

[0024] See Figure 1 As shown, this invention proposes a flight landing time optimization management method based on control rules, including the following steps: Step 1: Delineate a terminal area with a preset range centered on the airport landing airspace node as a dynamic monitoring area. When a flight enters the dynamic monitoring area, the flight data of the flight, including flight speed, heading and three-dimensional position information, is obtained in real time from the air traffic control system to construct a flight dynamic time series dataset.

[0025] Understandably, airport landing airspace nodes typically refer to key route convergence points or core reference locations within the terminal area, such as the final approach positioning point or runway threshold. This node is a common convergence point that all approaching flights must pass through when performing standard instrument approach procedures, marking the aircraft's formal entry into the final approach segment, the beginning of establishing a landing configuration, and stable tracking of the glide path.

[0026] Because runways, as terminal resources in the terminal area, have an exclusive occupancy characteristic—meaning only one aircraft is allowed to land or take off at a time—if multiple flights fail to pass through this node in sequence with safe intervals, it will lead to longitudinal separation violations, track crossing conflicts, or wake hazard exposure, seriously threatening operational safety. Therefore, all flights needing to land at this airport must be scheduled in an orderly manner to ensure they pass through this critical node sequentially and safely in both time and space.

[0027] Another understandable meaning is that the dynamic monitoring area refers to an airspace range that includes the initial approach points of all standard approach routes, determined based on the terrain environment and typical approach procedures of the airport. This area is a three-dimensional airspace boundary that extends outward from the airport's landing airspace node as the geometric center, with the principle of ensuring that approaching flights have sufficient buffer distance for speed adjustment intervention.

[0028] The purpose of setting up dynamic monitoring areas is to focus on key decision-making airspace while ensuring safety, and to achieve efficient, accurate, and targeted collection and monitoring of flight data of approaching flights. This will support high-precision early conflict identification and time-optimized control. If data collection and processing at the same granularity are carried out continuously throughout the entire route phase, the flight status during the long-distance cruise phase will have little impact on approach sequencing. A large amount of data collection will not help decision-making and will also increase the processing burden of algorithms such as trajectory prediction and conflict detection, reducing real-time response capabilities.

[0029] The explanation for the above operations uses flight speed, heading, and three-dimensional position information as the core elements of flight data because they constitute the minimum complete set of kinematic parameters describing the aircraft's motion state, uniquely characterizing its real-time attitude and dynamic trends in the airspace. This parameter set provides the necessary initial conditions for high-precision trajectory extrapolation to predict the time of flight entry into the landing airspace node.

[0030] Step 2: Based on the flight dynamic time series dataset and the fixed approach routes assigned to flights in the dynamic monitoring area, predict the time of entry into the landing airspace node, and then use the spatiotemporal control rules to identify spatiotemporal conflicts of flights entering the landing airspace node, and generate a flight conflict map.

[0031] As an optional implementation of the above steps, the following implementation is included based on the predicted time of entry into the landing airspace node: extracting a predetermined flight path consisting of multiple waypoints from the fixed approach route assigned to the flight.

[0032] It is important to know that aircraft operations in the terminal area follow waypoint-based navigation protocols, and their planned flight paths are defined by standard arrival or approach procedures within the air traffic services en route structure. This path consists of a series of waypoints with precise geographic coordinates connected sequentially, guiding flights smoothly from the en route phase to the final approach or landing phase.

[0033] Typical waypoints include the following positioning points: Initial approach positioning point: marks the start of the approach procedure.

[0034] Intermediate approach positioning point: connects the initial and final approach segments.

[0035] Final approach positioning point: The starting point of the final approach segment, usually the glide slope intercept point.

[0036] Go-around point: The key location for deciding whether to continue landing, starting from the three-dimensional position of the flight entering the dynamic monitoring area.

[0037] These waypoints form structured, repeatable flight paths, ensuring that all incoming flights operate in an orderly manner on a unified and controlled track, which is the foundation for achieving high-precision track prediction and safe interval management.

[0038] The planned flight path is broken down into continuous straight segments and turning arc segments.

[0039] The decomposition of the straight segments and turning arc segments mentioned above is achieved by performing geometric analysis and segment type labeling on the waypoint sequence. Each segment is defined offline as: Straight segment: Direct flight path connecting two waypoints.

[0040] Turning arc: A circular transition section designed based on a standard slope of 25° or a fixed turning radius, used to connect non-collinear flight segments.

[0041] Once a flight enters the dynamic monitoring area, its 3D position and heading are acquired in real time. A nearest neighbor matching algorithm determines its current position projection point within a predefined route, and the type of the next segment it is about to enter is dynamically identified. This decomposition process does not involve real-time path geometry calculation in the air; instead, it uses pre-loaded route topology data and real-time positioning information for rapid table lookup and status assessment, providing a segmented trajectory evolution model foundation for predicting the time of subsequent entry into the landing airspace.

[0042] Based on the current flight speed and heading, and combined with the pre-stored typical performance parameters of this type of aircraft during straight-line cruising and turning, the estimated flight time for each segment is calculated one by one.

[0043] It is important to know what the typical performance parameters of different aircraft models refer to during straight-line cruise and turns. The typical performance parameters of different aircraft models during straight-line cruise and turns refer to the standardized flight performance data determined based on the flight mechanical characteristics of the aircraft model under standard operating conditions. These mainly include: Straight-line cruise phase: typical cruise ground speed range, acceleration and deceleration rate, maximum permissible airspeed, and wind speed correction factor.

[0044] Turning phase: standard turning slope angle, turning rate, relationship between turning radius and speed, minimum maneuvering speed, etc.

[0045] Because different aircraft models exhibit significant differences in acceleration, cruise speed, and turning characteristics on the same flight segment, using aircraft-specific performance parameters avoids a one-size-fits-all approach and ensures that the flight segment time projections conform to actual flight dynamics.

[0046] The specific calculation process falls under the scope of aircraft performance modeling and trajectory prediction algorithms, and there are already mature methods to support it, so it will not be elaborated here.

[0047] The estimated flight time of each segment is accumulated sequentially along the predetermined path, and then all segment prediction results are integrated to obtain the predicted time point when the flight enters the landing airspace node.

[0048] This invention does not directly rely on the flight's planned landing time when predicting the landing approach time of a flight, nor does it rely solely on the straight-line distance from the current position to the landing airspace node and the current speed for estimation. Instead, it integrates the actual airway structure and aircraft-specific performance parameters to achieve high-precision, physically accurate time prediction of the flight path evolution.

[0049] As a further optional implementation of the above steps, the spatiotemporal conflicts of flights entering the landing airspace nodes are identified using spatiotemporal control rules, and a flight conflict map is generated. See the following implementation process: sort the predicted time points of all flights entering the landing airspace nodes along the time axis, and calculate the theoretical time interval between any two flights.

[0050] The theoretical time interval is compared with the safety interval standard set by the time and space control rules. If the theoretical time interval between any flight pair is less than the safety interval standard, it is determined that there is a time and space conflict between them.

[0051] It should be noted that the safety separation standards in the above-mentioned time and space control rules are set according to the air traffic separation standards and specifications promulgated by the regional air traffic control authorities.

[0052] Record all conflicting flight pairs and their safety separation standards and theoretical time interval margins. The larger the margin, the more serious the deviation between the actual separation and the safety requirements, i.e., the higher the risk of conflict.

[0053] The identified conflicting flight pairs are prioritized and integrated to generate a structured conflict list, which serves as a flight conflict map.

[0054] See Figure 2 As shown, the innovation applied to the above scheme, the specific operation of conflict priority sorting is as follows: For all identified conflicting flight pairs, extract the expected time point of the earlier flight entering the landing airspace node, and use this time point as the sorting key to initially sort all conflicting pairs according to the ascending order principle.

[0055] Based on the initial sorting, the interval margin of two adjacent conflict pairs is compared. If the interval margin of the later conflict pair is less than or equal to that of the earlier conflict pair, the original order is maintained. If the interval margin of the later conflict pair is greater than that of the earlier conflict pair, the adjacent conflict pairs are swapped.

[0056] After traversing all adjacent conflict pairs and performing the above comparisons and adjustments, the conflict priority order is obtained.

[0057] The explanation of the above scheme, after identifying all conflicting flight pairs, implements conflict prioritization to provide an orderly and executable processing sequence for subsequent conflict resolution, ensuring reasonable resource allocation and clear decision-making logic. Prioritization is first based on the chronological order of conflict occurrence, following the temporal causal logic of air traffic operations: early conflicts, if not resolved promptly, can easily trigger chain reactions or interfere with subsequent scheduling, therefore they should be addressed first. Based on this, a separation margin is introduced as a risk indicator to adjust the local priority of adjacent conflict pairs, ensuring that the more urgent the risk, the higher the priority.

[0058] This strategy employs a two-stage mechanism: time-based and risk-corrected. This ensures the temporal rationality of the scheduling process while enhancing the responsiveness to high-risk events. Simultaneously, it utilizes a lightweight local optimization method similar to bubble sort, comparing and swapping only adjacent items to avoid the high computational overhead of global reordering. This balances algorithm efficiency and decision stability, providing low-latency, highly reliable priority input for iterative conflict resolution.

[0059] Step 3: Traverse each conflicting flight pair in the flight conflict graph, select the flights that need to be adjusted according to the wake turbulence category of the flights, and then optimize and control the time of the flights to be adjusted to enter the landing airspace node by allocating speed control instructions under the premise of complying with the time and space control rules, and generate an initial optimization sequence.

[0060] In the above steps, the following operation is performed to select the flights that need to be remediated: extract the conflicting flight pairs in the flight conflict map in order of conflict priority and then conduct conflict mediation.

[0061] For the current conflicting flight pairs that need to be mediated, the wake turbulence categories of the two flights are compared. Following the principle that the flight with the higher wake turbulence category has the right of way, the flight with the higher wake turbulence category priority in the conflicting flight pair is recorded as the base flight, and the flight with the lower wake turbulence category priority is recorded as the flight that needs to be mediated.

[0062] Understandably, when flight schedules conflict under time control rules, time coordination is necessary to resolve the conflict in order to avoid safety risks such as wake turbulence and longitudinal separation violations. In this process, the flight requiring adjustment should be identified first, rather than adjusting both conflicting flights simultaneously, in order to reduce the frequency of instructions and operational disruptions and improve scheduling efficiency.

[0063] According to the wake turbulence classification stipulated by the International Civil Aviation Organization (ICAO), aircraft are divided into different categories based on their maximum takeoff weight, such as Light (L), Medium (M), Heavy (H), and Super J, and the principle of prioritizing flights with higher wake turbulence categories is followed. Specifically, flights with higher wake turbulence priority are designated as baseline flights, maintaining their flight paths to ensure stable approaches and avoid additional risks or impacts on the safety margins of high-risk aircraft due to adjustments. Flights with lower wake turbulence categories are designated as adjustment flights, and speed control measures are applied to adjust their estimated arrival time at the conflict point, ensuring that the time interval between them and the baseline flight meets the dynamically configured safety separation standards, thereby achieving efficient and low-disturbance conflict resolution.

[0064] In the further implementation of the above operations, the speed control instructions are allocated as follows: Based on the expected arrival time relationship between the two conflicting flights to be mediated entering the landing airspace node, the following speed control mode is allocated: If the flight to be mediated arrives at the landing airspace node earlier than the reference flight, an acceleration instruction is allocated to the flight to be mediated.

[0065] If the flight to be rescheduled arrives at the landing airspace node later than the base flight, a deceleration instruction will be assigned to the flight to be rescheduled.

[0066] It should be explained that the control method used for flights requiring adjustment in this invention is speed control. This is because flights are usually assigned fixed routes for landing and approach. If path adjustments such as track offset or radar guidance are implemented, it may interfere with traffic flow on adjacent routes, increase airspace complexity, and cause secondary conflicts with other flights. Using speed control as a conflict resolution method, safe intervals can be restored by adjusting flight timing without changing the spatial track. This has the advantages of low disturbance, high compatibility, and ease of execution.

[0067] Based on the temporal relationship of the current conflict pairs, the speed control mode is allocated according to the following logic: When the flight to be adjusted is predicted to arrive at the critical node earlier than the baseline flight, it indicates that there is a risk of premature intrusion. To increase the time interval between the two and avoid interval violation, the system issues an acceleration command to make it pass the conflict point earlier, thereby increasing the tail gap with the following baseline flight and achieving temporal separation of front-pull and rear-delay. When the flight to be adjusted is predicted to arrive later than the baseline flight, it indicates that it faces the risk of rear-end collision. To prevent the time interval from being too small, the system issues a deceleration command to delay its arrival time, increasing the longitudinal time interval with the preceding baseline flight, ensuring that the minimum gap requirement corresponding to the wake turbulence classification is met, and achieving safe decoupling of front-delay and rear-delay.

[0068] This strategy achieves efficient and smooth conflict resolution by maintaining a stable flight path and adhering to the principle of minimal intervention.

[0069] See Figure 3 As shown, in a further achievable manner of the above steps, the time for the flight to enter the landing airspace node is optimized and controlled by allocating speed control commands, and the initial optimization sequence is generated by including the following: determining the available speed adjustment range based on the remaining route between the flight to the landing airspace node from its current position.

[0070] It should be noted that the speed adjustment of flights is not applied blindly, but rather dynamically determined based on the flight phase and airspace environment of the remaining route from the current flight position to the landing airspace node. This boundary is determined by combining the flight's current flight position to identify its operational phase in the standard approach procedure, such as initial approach, intermediate approach, and final approach, and determining the available speed adjustment range for that phase based on the corresponding procedural speed limits.

[0071] Within the available speed adjustment range, a set of candidate control speeds is generated based on the current flight speed and the preset speed control granularity and control mode.

[0072] It should be further noted that after determining the speed adjustment boundary, instead of implementing large-scale or continuous adjustments, the available speed range is discretized and sampled based on the current speed and according to the preset speed control granularity and control direction mode. This generates a limited number of candidate control speed options, achieving structured dimensionality reduction of the control search space. While ensuring computational efficiency and real-time response capabilities, this also ensures the gradualness and controllability of the control process. By limiting the adjustment range and avoiding drastic speed changes, operational risks such as flight profile disturbances caused by large-span speed adjustments are effectively prevented, improving the stability, safety, and predictability of the approach process.

[0073] For each candidate speed, a flight simulation is performed on the remaining flight path to obtain the estimated time to reach the landing airspace node under each candidate speed simulation. This time is then compared with the estimated arrival time of the baseline flight to calculate the theoretical time interval.

[0074] The flight simulations of each candidate speed on the remaining flight segment described above are based on the typical flight performance parameter model of the aircraft type to which the flight belongs. This simulation can realistically reproduce the speed evolution and time accumulation process of the aircraft in actual operation, making the simulated arrival time more accurate, reliable and in line with the physical flight characteristics.

[0075] The theoretical time interval calculated by each candidate speed simulation is compared with the safety interval standard. If it is still less than the safety interval standard, the next round of simulation is carried out until all candidate speeds that meet the interval requirements are selected, forming a set of feasible controllable speeds.

[0076] The candidate speed with the smallest absolute value of speed change is selected from the set of feasible adjustable speeds, and then the estimated time for the candidate speed to reach the landing airspace node is simulated as the optimized landing time.

[0077] The aforementioned speed change refers to the absolute value of the algebraic difference between the candidate speed and the current flight speed. The candidate speed with the smallest difference is selected as the optimal solution, following the principle of minimum intervention. On the one hand, this strategy minimizes disturbances to the original flight profile, maintaining the smoothness of the approach process and fuel efficiency. On the other hand, it avoids excessive adjustments that could lead to a large time interval between the arrival time of the requested flight at the critical node and the reference flight, resulting in wasted timing resources or excessively large time windows. This could then create new time overlaps and conflicts with other nearby flights or disrupt the overall sequence compactness, effectively suppressing the generation of secondary conflicts and ensuring the continuity and overall coordination of terminal area operations.

[0078] After each conflict resolution is completed, the estimated arrival time of the flight requiring the resolution is updated, and the flight conflict map is reassessed to determine if it will cause new conflicts with other flights. If a new conflict is caused, the flight conflict map is updated.

[0079] The updated flight conflict map is prioritized, and the next conflict pair is processed in order of priority. The above mediation process is repeated until all conflicts in the flight conflict map are eliminated and the theoretical time interval between any two flights at the landing airspace node meets the safety interval standard. The updated expected time point for each flight to enter the landing airspace node is output to form the initial optimization sequence.

[0080] Step 4: Acquire runway status data in real time, and verify the feasibility of the initial optimized sequence based on the runway occupancy status and release time, and output the final landing schedule.

[0081] In the innovative implementation of the above steps, the feasibility verification process is as follows: obtain the locked runway occupancy time window from the runway status data.

[0082] Map the estimated time of each flight entering the landing airspace node in the initial optimization sequence to the runway timeline, and check if there are any cases where the estimated time falls within the time window of an existing runway occupancy.

[0083] As explained in the above description, the runway, as a critical and scarce resource in the terminal area, has exclusive and temporally continuous usage. Only one aircraft is allowed to perform landing or takeoff operations at any given time, and each aircraft must exclusively occupy the runway during its actual runway occupancy period, forming non-overlapping time periods.

[0084] These locked time windows of occupancy are derived from: flights that are approaching or landing, flights that are taking off or about to take off, and runway crossings or inspection operations scheduled in the ground operations plan.

[0085] Understandably, the runway occupancy time window is highly constrained and time-series rigid; once established, it cannot be arbitrarily changed to ensure ground and air operational safety. Therefore, after speed control is implemented for the flights requiring adjustment and spatiotemporal conflict resolution is completed, the simulated estimated arrival time at the landing airspace node cannot be directly used as the final landing time output. It must be further mapped to the runway timeline and verified in conjunction with the currently locked occupancy window.

[0086] This is because after a flight completes its approach, it still needs to rely on runway resources to complete its final landing maneuver. If its optimized estimated landing time overlaps with the existing occupied window, even if the air separation meets the requirements, it may still be unable to land safely, which may lead to interrupted approach or low-altitude waiting, thus increasing operational risks and wasting resources.

[0087] Therefore, the feasibility of this timing scheme can only be confirmed if it ensures that the expected landing time does not conflict with all locked runway occupancy windows, so as to achieve spatiotemporal matching between the approach sequence and runway capacity and ensure the safety and continuity of terminal area operations.

[0088] As a further innovative implementation, the process of outputting the final landing schedule includes: when it is found that the estimated time of a flight entering the landing airspace node overlaps with the runway occupancy time window, the estimated time of the flight is adjusted to the available time after the runway occupancy time window ends.

[0089] The time interval between the adjusted flight and subsequent flights was recalculated to ensure that it still met the safe separation standards.

[0090] If the conditions are met, a final landing schedule is generated; if not, conflict resolution is re-executed until the final landing time that meets the runway occupancy and safety separation requirements is generated.

[0091] The above-mentioned approach achieves closed-loop coordination between approach timing and ground resource status by performing runway-level feasibility verification on the reconciled flight sequences and implementing feedback-based conflict re-optimization based on the verification results. This mechanism ensures that air traffic scheduling not only meets the relative safety constraints between flights but also guarantees absolute time matching with terminal resources.

[0092] Example 2

[0093] See Figure 4 As shown, this invention proposes a flight landing time optimization management system based on air traffic control rules, including the following modules: Data acquisition module: A terminal area with a preset range centered on the airport landing airspace node is defined as a dynamic monitoring area. When a flight enters the dynamic monitoring area, the flight data of the flight is acquired in real time from the air traffic control system, including flight speed, heading and three-dimensional position information, and a flight dynamic time series dataset is constructed.

[0094] The conflict identification module, connected to the data acquisition module, is used to predict the time of entry into the landing airspace node based on the flight dynamic time series dataset and the fixed approach route assigned to the flight in the dynamic monitoring area. Then, it uses the spatiotemporal control rules to identify spatiotemporal conflicts of flights entering the landing airspace node and generate a flight conflict map.

[0095] The sequence optimization module, connected to the conflict identification module, is used to traverse each conflicting flight pair in the flight conflict map, filter out the flights that need to be adjusted according to the wake turbulence category to which the flights belong, and then optimize and control the time of the flights to be adjusted to enter the landing airspace node by allocating speed control instructions under the premise of complying with the time and space control rules, thereby generating an initial optimized sequence.

[0096] The verification output module, connected to the sequence optimization module, is used to acquire runway status data in real time, and to verify the feasibility of the initial optimized sequence based on the runway occupancy status and release time, and output the final landing schedule.

[0097] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented using software, the above embodiments can be implemented, in whole or in part, in the form of a computer program product.

[0098] Those skilled in the art will recognize that the algorithmic steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this application.

[0099] In addition, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module.

[0100] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0101] Finally, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for optimizing flight landing time management based on control rules, characterized in that, Includes the following steps: Step 1: Delineate a terminal area with a preset range centered on the airport landing airspace node as the dynamic monitoring area. When a flight enters the dynamic monitoring area, obtain the flight data in real time from the air traffic control system, including flight speed, heading and three-dimensional position information, and construct a flight dynamic time series dataset. Step 2: Based on the flight dynamic time series dataset and the fixed approach route assigned to the flight in the dynamic monitoring area, predict the time of entry into the landing airspace node, and then use the spatiotemporal control rules to identify spatiotemporal conflicts of flights entering the landing airspace node and generate a flight conflict map. Step 3: Traverse each conflicting flight pair in the flight conflict graph, select the flights that need to be adjusted according to the wake turbulence category of the flights, and then optimize and control the time of the flights to be adjusted to enter the landing airspace node by allocating speed control instructions under the premise of complying with the time and space control rules, and generate an initial optimization sequence. Step 4: Acquire runway status data in real time, and verify the feasibility of the initial optimized sequence based on the runway occupancy status and release time, and output the final landing schedule.

2. The method for optimizing flight landing time based on control rules as described in claim 1, characterized in that: The predicted time of entering the landing airspace node includes the following implementation details: Extract the predetermined flight path consisting of multiple waypoints from the fixed arrival routes assigned to the flight; The planned flight path is broken down into continuous straight segments and turning arc segments. Based on the current flight speed and heading, and combined with the pre-stored typical performance parameters of this type of aircraft during straight-line cruising and turning, the estimated flight time for each segment is calculated one by one. The estimated flight time of each segment is accumulated sequentially along the predetermined path, and then all segment prediction results are integrated to obtain the predicted time point when the flight enters the landing airspace node.

3. The method for optimizing flight landing time based on control rules as described in claim 1, characterized in that: The flight conflict map is generated using the following process: Sort the predicted time points of all flights entering the landing airspace nodes along the time axis, and calculate the theoretical time interval between any two flights. The theoretical time interval is compared with the safety interval standard set by the time and space control rules. If the theoretical time interval between any flight pair is less than the safety interval standard, it is determined that there is a time and space conflict between them. Record all conflicting flight pairs and their safety separation standards and theoretical time interval margins; The identified conflicting flight pairs are prioritized and integrated to generate a structured conflict list, which serves as a flight conflict map.

4. The method for optimizing flight landing time based on control rules as described in claim 3, characterized in that: The specific operation for conflict priority sorting is as follows: For all identified conflicting flight pairs, extract the estimated time point of the earlier flight entering the landing airspace node, and use this time point as the sorting key to initially sort all conflicting pairs according to the ascending order. Based on the initial sorting, the interval margin of two adjacent conflict pairs is compared. If the interval margin of the later conflict pair is less than or equal to that of the earlier conflict pair, the original order is maintained. If the interval margin of the later conflict pair is greater than that of the earlier conflict pair, the adjacent conflict pairs are swapped. After traversing all adjacent conflict pairs and performing the above comparisons and adjustments, the conflict priority order is obtained.

5. The method for optimizing flight landing time based on control rules as described in claim 4, characterized in that: The process for selecting the flights that need to be adjusted is as follows: Conflicting flight pairs in the flight conflict map are extracted sequentially according to conflict priority for conflict mediation. For the current conflicting flight pairs that need to be mediated, the wake turbulence categories of the two flights are compared. Following the principle that the flight with the higher wake turbulence category has the right of way, the flight with the higher wake turbulence category priority in the conflicting flight pair is recorded as the base flight, and the flight with the lower wake turbulence category priority is recorded as the flight that needs to be mediated.

6. The method for optimizing flight landing time based on control rules as described in claim 1, characterized in that: The speed control command is assigned as follows: Based on the estimated arrival times of the two conflicting flights entering the landing airspace nodes, the following speed control modes are assigned: If the flight to be adjusted arrives at the landing airspace node earlier than the base flight, an acceleration instruction will be assigned to the flight to be adjusted. If the flight to be rescheduled arrives at the landing airspace node later than the base flight, a deceleration instruction will be assigned to the flight to be rescheduled.

7. The method for optimizing flight landing time based on control rules as described in claim 6, characterized in that: The initial optimization sequence is implemented as follows: The available speed adjustment range is determined based on the remaining route between the current location and the landing airspace node of the flight requiring adjustment. Within the available speed adjustment range, a set of candidate control speeds is generated based on the current flight speed and the preset speed control granularity and control mode. For each candidate speed, a flight simulation is performed on the remaining route to obtain the estimated time to reach the landing airspace node under each candidate speed simulation. This time is then compared with the estimated arrival time of the baseline flight to calculate the theoretical time interval. The theoretical time interval calculated by each candidate speed simulation is compared with the safety interval standard. If it is still less than the safety interval standard, the next round of simulation is carried out until all candidate speeds that meet the interval requirements are selected to form a set of feasible controllable speeds. The candidate speed with the smallest absolute value of speed change is selected from the set of feasible adjustable speeds, and then the estimated time of the candidate speed to reach the landing airspace node is simulated as the optimized landing time. After each conflict resolution is completed, the estimated arrival time of the flight to be mediated is updated, and the conflict map is reassessed to see if it will cause new conflicts with other flights. If it does, the flight conflict map is updated. The updated flight conflict map is prioritized, and the next conflict pair is processed in order of priority. The above mediation process is repeated until all conflicts in the flight conflict map are eliminated and the theoretical time interval between any two flights at the landing airspace node meets the safety interval standard. The updated expected time point for each flight to enter the landing airspace node is output to form the initial optimization sequence.

8. The method for optimizing flight landing time based on control rules as described in claim 1, characterized in that: The feasibility verification is performed as follows: Obtain the time window of locked runways from the runway status data; Map the estimated time of each flight entering the landing airspace node in the initial optimization sequence to the runway timeline, and check if there are any cases where the estimated time falls within the time window of an existing runway occupancy.

9. The method for optimizing flight landing time based on control rules as described in claim 1, characterized in that: The process of outputting the final landing schedule includes: When it is found that the estimated time for a flight to enter the landing airspace node overlaps with the runway occupancy time window, the estimated time for the flight will be adjusted to the available time after the runway occupancy time window ends. Recalculate the time interval between the adjusted flight and subsequent flights to ensure that it still meets the safe separation standard; If the conditions are met, a final landing schedule is generated; if not, conflict resolution is re-executed until the final landing time that meets the runway occupancy and safety separation requirements is generated.

10. A flight landing time optimization management system based on regulatory rules, characterized in that, Includes the following modules: Data acquisition module: The terminal area with the airport landing airspace node as the center is defined as the dynamic monitoring area. When the flight enters the dynamic monitoring area, the flight data of the flight is acquired in real time from the air traffic control system, including flight speed, heading and three-dimensional position information, and the flight dynamic time series dataset is constructed. Conflict identification module: Based on the flight dynamic time series dataset and the fixed approach route assigned to the flight in the dynamic monitoring area, the time of entering the landing airspace node is predicted, and then the spatiotemporal conflict of the flight entering the landing airspace node is identified by the spatiotemporal control rules, and a flight conflict map is generated. Sequence optimization module: Iterates through each conflicting flight pair in the flight conflict map, selects the flights to be adjusted according to the wake turbulence category of the flights, and then optimizes the time of the flights to be adjusted to enter the landing airspace node by allocating speed control instructions under the premise of complying with the time and space control rules, and generates an initial optimized sequence. Verification output module: Acquires runway status data in real time, verifies the feasibility of the initial optimized sequence based on the runway occupancy status and release time, and outputs the final landing schedule.

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