A flight landing time optimization management method and system based on regulation rules

Abstract

The application belongs to the technical field of flight landing time management, and specifically discloses a flight landing time optimization management method and system based on control rules. After a flight enters a dynamic monitoring area, flight data is acquired in real time and the time of the flight to a landing node is predicted, early warning and active identification of time-space conflicts are realized, based on which, a fine speed regulation instruction is used to gradually adjust the time of a flight to be regulated, global coordination is realized under the premise of meeting safety intervals, chain conflicts caused by local drastic adjustment are avoided, remedial operation cycles are eliminated, and regulation measures mainly involve predictable speed changes, so that the scheduling process is smooth and gentle, operation efficiency and synergy are improved, after global coordination of conflicting flight pairs is completed, the real-time occupancy state and release timing of a runway resource are further combined to perform runway-level feasibility verification on a coordinated landing sequence, and dynamic coordinated adjustment of an approach sequence and a ground resource is realized.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of flight landing time management, and particularly discloses a flight landing time optimization management method and system based on control rules. BACKGROUND

[0002] Air traffic control, especially terminal area approach landing management, is a key link to ensure flight safety and improve airspace operation efficiency. With the continuous growth of air transportation, the terminal airspace is increasingly crowded, and the space-time conflict problem in the flight landing process is increasingly prominent. In this case, the landing control of the terminal approach flight is particularly necessary.

[0003] At present, the mainstream flight landing management highly depends on the manual command of air traffic controllers. The controller monitors the flight dynamics through the radar screen, issues instructions to the pilot through voice communication according to the flight plan, radar separation standard and personal experience, adjusts the spacing between flights, and forms a safe landing sequence. This command mode based on manual judgment has the following inherent defects: first, the decision of the controller is heavily dependent on personal experience, and it is difficult to quickly calculate the globally optimal landing sequence when facing multiple flights and complex conflict situations. Its decision is often local and temporary, which may lead to subsequent chain conflicts and the need for constant remedial adjustments, increasing the workload and uncertainty.

[0004] Second, manual judgment is difficult to predict the exact time point of the key node in the next few minutes, resulting in a passive reaction mode for conflict identification and resolution, lacking foresight, and when conflicts are found, the available mitigation measures are often limited and drastic, affecting the smooth operation.

[0005] Third, the existing scheduling mainly focuses on the spacing control between flights in the air, and the coordination with the runway resource occupation state is not close enough. There may be a situation where the air sequence seems reasonable, but conflicts with the actual runway occupation time, resulting in the need for adjustment of the flight in the last approach phase, causing unnecessary missed approach or low-altitude waiting risks. SUMMARY

[0006] Therefore, an object of the embodiments of the present application is to provide a flight landing time optimization management method and system based on control rules, which 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 object of the application can be realized by the following technical solutions: the first aspect of the application proposes a flight landing time optimization management method based on regulation rules, comprising the following steps: step 1: taking the airport landing airspace node as the center to demarcate the terminal area of the preset range as the dynamic monitoring area, and when the flight enters the dynamic monitoring area, the flight data is obtained from the air traffic control system in real time, including the flight speed, the heading and the three-dimensional position information, and the flight dynamic time series data set is constructed.

[0008] Step 2: based on the flight dynamic time series data set, the time of entering the landing airspace node is predicted in combination with the fixed approach route assigned to the flight in the dynamic monitoring area, and then the time-space conflict of the flight entering the landing airspace node is identified by using the time-space regulation rules, and the flight conflict graph is generated.

[0009] Step 3: each conflict flight pair in the flight conflict graph is traversed, the flight to be adjusted is selected according to the wake vortex category to which the flight belongs, and then the time of the flight to be adjusted entering the landing airspace node is optimized and controlled by assigning the speed control instruction under the premise of conforming to the time-space regulation rules, and the initial optimization sequence is generated.

[0010] Step 4: the runway state data is obtained in real time, and the initial optimization sequence is checked for feasibility based on the occupancy state and release time of the runway, and the final landing time table is output.

[0011] The second aspect of the application proposes a flight landing time optimization management system based on regulation rules, comprising the following modules: a data acquisition module: taking the airport landing airspace node as the center to demarcate the terminal area of the preset range as the dynamic monitoring area, and when the flight enters the dynamic monitoring area, the flight data is obtained from the air traffic control system in real time, including the flight speed, the heading and the three-dimensional position information, and the flight dynamic time series data set is constructed.

[0012] A conflict identification module: based on the flight dynamic time series data set, the time of entering the landing airspace node is predicted in combination with the fixed approach route assigned to the flight in the dynamic monitoring area, and then the time-space conflict of the flight entering the landing airspace node is identified by using the time-space regulation rules, and the flight conflict graph is generated.

[0013] A sequence optimization module: each conflict flight pair in the flight conflict graph is traversed, the flight to be adjusted is selected according to the wake vortex category to which the flight belongs, and then the time of the flight to be adjusted entering the landing airspace node is optimized and controlled by assigning the speed control instruction under the premise of conforming to the time-space regulation rules, and the initial optimization sequence is generated.

[0014] A check output module: the runway state data is obtained in real time, and the initial optimization sequence is checked for feasibility based on the occupancy state and release time of the runway, and the final landing time table is output.

[0015] In combination with all the above technical solutions, the application has the following positive effects: 1. The application can obtain flight data in real time after the flight enters the dynamic monitoring area and predict the time of arrival at the landing node, realize early warning and active identification of time-space conflict, and based on this, gradually adjust the time of the flight to be adjusted through fine speed regulation instructions, realize global coordination under the premise of meeting safety interval, avoid chain conflict caused by local drastic adjustment, eliminate remedial operation cycle, and the regulation measures mainly include continuous, small and predictable speed change, ensure smooth and gentle scheduling process, improve operation efficiency and cooperativeness, and enhance the predictability and controllability of the terminal area operation.

[0016] 2. After completing the global time sequence coordination of the conflict flight pair, the application further combines the real-time occupation state and release time sequence of the runway resource to perform runway-level feasibility verification on the coordinated landing sequence, realizes dynamic cooperative adjustment of the approach sequence and ground resource, ensures that the estimated landing time of the flight matches the runway idle window before entering the final approach phase, effectively avoids low-altitude instruction changes caused by runway occupation conflict, and is beneficial to improving the safety and stability of the terminal area operation. BRIEF DESCRIPTION OF DRAWINGS

[0017] The application will be further described with reference to the accompanying drawings, but the embodiments in the drawings do not constitute any limitation on the application, and other drawings can be obtained by those skilled in the art without creative labor on the premise of not paying creative labor.

[0018] Figure 1 The application is a flight landing time optimization management method based on control rules.

[0019] Figure 2 The application is a conflict priority sorting implementation flowchart.

[0020] Figure 3 The application is an implementation flowchart for optimizing and regulating the time of the flight to be adjusted entering the landing airspace node by assigning speed regulation instructions and generating an initial optimized sequence.

[0021] Figure 4 The application is a flight landing time optimization management system module connection diagram based on control rules. DETAILED DESCRIPTION

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

[0023] Embodiment 1

[0024] Referring to Figure 1 As shown in the drawings, the application proposes a flight landing time optimization management method based on regulatory rules, including the following steps: Step 1: Taking the airport landing airspace node as the center, the terminal area of the preset range is divided into a dynamic monitoring area, when the flight enters the dynamic monitoring area, the flight data is obtained from the air traffic control system in real time, including flight speed, heading and three-dimensional position information, and a flight dynamic time series data set is constructed.

[0025] Understandably, the airport landing airspace node usually refers to the key route convergence point in the terminal area or the core reference position in the approach phase, such as the final approach positioning point or the runway entrance. This node is a public convergence point that all approach flights must pass through when executing the standard instrument approach procedure, marking the formal entry into the final approach segment and the start of establishing the landing configuration and stable tracking of the glide path.

[0026] Since the runway is an exclusive terminal resource in the terminal area, only one aircraft is allowed to land or take off at the same time, if multiple flights do not pass through the node in sequence according to the safety interval, it will lead to longitudinal interval violation, track crossing conflict or wake hazard exposure, which seriously threatens the safety of operation. Therefore, all flights that need to land at this airport must be orderly dispatched to ensure that they pass through the key node in sequence and safely in time and space dimensions.

[0027] Further understandably, the dynamic monitoring area refers to an airspace range containing all standard approach route initial approach points determined according to the topographic environment of the airport and the typical approach procedure. This area is set as the geometric center of the airport landing airspace node, and the principle of ensuring that approach flights have enough buffer distance for speed intervention is extended to set the three-dimensional airspace boundary.

[0028] The purpose of setting the dynamic monitoring area is to focus on the key decision-making airspace under the premise of ensuring safety, to realize efficient, accurate and targeted collection and monitoring of flight data of approach flights, so as to support high-precision early conflict identification and time optimization control. If the same granularity data collection and processing is continuously carried out in the entire en route phase, the flight state in the long-distance cruise phase has little effect on the approach sequencing, and a large amount of collection is useless for decision-making, and also increases the processing burden of track prediction, conflict detection and other algorithms, and reduces the real-time response capability.

[0029] The application of the above-mentioned instructions, flight speed, heading and three-dimensional position information as the core elements of flight data, is because it constitutes the minimum complete kinematic parameter group describing the motion state of the aircraft, which can uniquely represent its real-time pose and dynamic trend in the airspace. This parameter set provides the necessary initial conditions for high-precision trajectory extrapolation for flight time prediction into the landing airspace node.

[0030] Step 2: Based on the flight dynamic time series data set combined with 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 spatio-temporal control rules are used to identify the spatio-temporal conflict of the flight entering the landing airspace node, and the flight conflict map is generated.

[0031] As an optional implementation of the above-mentioned step, the prediction of the time of entering the landing airspace node includes the following implementation contents: extracting the predetermined flight path composed of multiple waypoints from the fixed approach route assigned to the flight.

[0032] It is known that the operation of the aircraft in the terminal area follows the waypoint-based navigation specification, and the predetermined flight path is defined by the standard approach procedure or approach procedure in the air traffic service route structure. The path is composed of a series of sequentially connected waypoints with precise geographic coordinates, used to guide the flight to smoothly transition 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] Missed approach point: a critical position to determine whether to continue landing, with the three-dimensional position of the flight entering the dynamic monitoring area as the starting point.

[0037] These waypoints constitute a structured and repeatable flight path, ensuring that all approach flights operate in a unified and controlled trajectory, and are the basis for achieving high-precision trajectory prediction and safety separation management.

[0038] The predetermined flight path is divided into consecutive straight line segments and turning arc segments.

[0039] The above-mentioned decomposition of straight line segments and turning arc segments is achieved by geometric analysis and segment type labeling of the waypoint sequence. Each segment is defined as follows in the offline phase: straight line segment: a straight flight path connecting two waypoints.

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

[0041] When the flight enters the dynamic monitoring area, its three-dimensional position and heading are obtained in real time, its current position projection point in the pre-defined route is determined through the nearest neighbor matching algorithm, and the next segment type it will enter is dynamically identified. The decomposition process is not to calculate the path geometry in real time in the air, but to quickly look up the table and make a state judgment based on the pre-loaded route topology data and real-time positioning information, to provide a segmented flight path evolution model basis for subsequent time prediction of entering the landing airspace node.

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

[0043] It is known that what are the typical performance parameters of different aircraft models during straight cruising and turning. The typical performance parameters of different aircraft models during straight cruising and turning refer to the standardized flight performance data under standard operating conditions based on the flight mechanics characteristics of aircraft models, mainly including: straight cruising stage: typical cruising ground speed range, acceleration and deceleration rate, maximum allowable airspeed, wind speed correction coefficient.

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

[0045] Because different aircraft models have significant differences in acceleration capability, cruising speed and turning characteristics on the same segment. Using model-adapted performance parameters can avoid one-size-fits-all estimation and ensure that the segment time deduction conforms to the actual flight dynamics law.

[0046] The specific calculation process belongs to the implementation category of aircraft performance modeling and flight path prediction algorithm, and mature methods already exist, which will not be repeated here.

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

[0048] When predicting the landing approach time of the flight, the present application is not directly based on the planned landing time of the flight, nor is it estimated by the straight-line distance from the current position to the landing airspace node and the current speed, but it integrates the actual route structure and model-specific performance parameters to achieve high-precision and physically realistic time prediction of flight path evolution.

[0049] As a further optional implementation of the above step, the spatio-temporal control rule is used to identify the spatio-temporal conflict of the flight entering the landing airspace node, and a flight conflict atlas is generated. See the following implementation process: sort all predicted time points of flights entering the landing airspace node along the time axis direction, and calculate the theoretical time interval between any two flights.

[0050] Compare the theoretical time interval with the safety interval standard set by the spatio-temporal control rule. When the theoretical time interval between any flight pair is less than the safety interval standard, it is determined that there is a spatio-temporal conflict between them.

[0051] It should be noted that the safety interval standard in the above spatio-temporal control rule is set according to the air traffic separation standard specification issued by the regional air traffic control agency.

[0052] Record all conflict flight pairs and their interval margins of safety interval standard and theoretical time interval. The larger the interval margin, the more serious the deviation of the actual interval from the safety requirement, that is, the higher the conflict risk.

[0053] Conflict prioritization is performed for the identified conflict flight pairs, and a structured conflict list is generated to serve as a flight conflict atlas.

[0054] Referring to Figure 2 The innovative conflict prioritization applied to the above scheme is as follows: For all identified conflict flight pairs, the expected time point of the preceding flight entering the landing airspace node is extracted, and all conflict flight pairs are initially sorted in ascending order based on this time point as the sorting key.

[0055] On the basis of the preliminary sorting, the interval margins of adjacent conflict flight pairs are compared. If the interval margin of the latter conflict flight pair is less than or equal to that of the former conflict flight pair, the original order is maintained. If the interval margin of the latter conflict flight pair is greater than that of the former conflict flight pair, the adjacent conflict flight pairs are exchanged.

[0056] After traversing all adjacent conflict flight pairs and completing the above comparison and adjustment, the conflict prioritization is obtained.

[0057] The explanation and description applied to the above scheme is that after identifying all conflict flight pairs, conflict prioritization is performed to provide an ordered and executable processing sequence for subsequent conflict mediation, ensuring reasonable resource allocation and clear decision logic. The sorting is first arranged in ascending order according to the conflict occurrence time sequence, following the time-causal logic of air traffic operation: Early conflicts are prone to cause chain reactions or interfere with subsequent scheduling if not resolved in time, so they should be prioritized. On this basis, the interval margin is introduced as a risk indicator to adjust the local priority of adjacent conflict flight pairs, so that the more urgent the risk is, the higher the sorting is.

[0058] The strategy adopts a time-based, risk-corrected two-stage mechanism, which not only ensures the rationality of the timing of the scheduling process, but also enhances the response capability to high-risk events. At the same time, through a lightweight local optimization method similar to bubble sort, only adjacent items are compared and exchanged, avoiding the high computational overhead caused by global rearrangement, and balancing algorithm efficiency and decision stability, providing low-latency, high-reliability priority input for iterative conflict resolution.

[0059] Step 3: Traverse each conflict flight pair in the flight conflict graph, filter out the flight that needs to be adjusted according to the wake category of the flight, and then optimize and control the time of the flight that needs to be adjusted into the landing airspace node under the premise of meeting the temporal and spatial control rules, and generate an initial optimized sequence.

[0060] In the manner that the above steps can be implemented, the flight that needs to be adjusted is filtered out by the following operation: conflict mediation is performed on the conflict flight pairs in the flight conflict graph in order of conflict priority.

[0061] For the current conflict flight pair to be mediated, compare the wake categories of the two flights, and follow the principle that the flight with a higher wake category has priority of passage. The flight with a higher priority wake category in the conflict flight pair is recorded as the reference flight, and the flight with a lower priority wake category is recorded as the flight that needs to be adjusted.

[0062] It can be understood that when there is a landing conflict between the flight pairs under the time control rules, in order to avoid safety risks such as wake hazards and vertical separation violations, time coordination needs to be implemented to resolve the conflict. In this process, the flight that needs to be adjusted should be determined first, rather than adjusting both conflict parties at the same time, in order to reduce the frequency of instructions and operational disturbance, and improve scheduling efficiency.

[0063] According to the wake category classification specified by the International Civil Aviation Organization, aircraft are divided into different categories such as light L, medium M, heavy H, and super J according to maximum takeoff weight, and the principle of high wake category flight enjoying priority of passage is followed. That is, the flight with a higher priority wake category is set as the reference flight, the flight path is kept unchanged, and the stable approach is ensured to avoid additional risks caused by adjustment or affect the safety margin of high-risk aircraft; the flight with a lower priority wake category is set as the flight that needs to be adjusted, and the expected time of arrival at the conflict node is adjusted by applying speed control means, so that the time interval between the reference flight and the flight that needs to be adjusted meets the safety interval standard of dynamic configuration, thereby realizing efficient and low-disturbance resolution of conflicts.

[0064] In further implementation of the above operation, the speed control instruction is distributed as follows: based on the expected arrival time sequence relationship of the two flights in the current conflict flight pair entering the landing airspace node, the following speed control mode is distributed: if the flight that needs to be adjusted arrives at the landing airspace node earlier than the reference flight, an acceleration instruction is distributed to the flight that needs to be adjusted.

[0065] If the flight to be adjusted needs to arrive at the landing airspace node later than the reference flight, a deceleration instruction is assigned to the flight to be adjusted.

[0066] It needs to be explained that the control means adopted for the flight to be adjusted in the present application is speed control, which is considered in view of the fact that the approach route of the flight is usually fixedly assigned, and if path adjustment such as route bias or radar guidance is implemented, it may interfere with the traffic flow of adjacent routes, increase the complexity of airspace, and cause secondary conflicts with other flights. By using speed control as the conflict resolution means, the safety interval is restored by adjusting the flight timing without changing the spatial route, which has the advantages of low disturbance, high compatibility, and easy execution.

[0067] According to the timing relationship of the current conflict flight pair, the speed control mode is assigned according to the following logic: when the flight to be adjusted is predicted to arrive at the key node earlier than the reference flight, it indicates that there is a front-invasion risk, in order to expand the time interval between the two flights and avoid interval invasion, the system issues an acceleration instruction to make it pass through the conflict point in advance, thereby increasing the trailing interval with the rear reference flight, and realizing the time separation of front-pulling and rear-stable. When the flight to be adjusted is predicted to arrive later than the reference flight, it indicates that it faces a rear-end risk, in order to prevent the time interval from being too small, the system issues a deceleration instruction to delay its arrival time, thereby expanding the longitudinal time interval with the front reference flight, ensuring that the minimum interval requirement corresponding to the wake classification is met, and realizing the safe decoupling of front-stable and rear-delay.

[0068] This strategy realizes efficient and stable conflict resolution through the principle of minimum intervention on the basis of maintaining the stability of the route.

[0069] Referring to Figure 3 As shown in the above steps, in the further implementable manner, the time of the flight to be adjusted entering the landing airspace node is optimized and controlled by assigning a speed control instruction, and the initial optimized sequence includes the following contents: determining the available speed adjustment range based on the remaining route between the flight to be adjusted from the current position to the landing airspace node.

[0070] It needs to be pointed out that the speed control of the flight to be adjusted is not blindly applied, but is dynamically determined based on the flight phase and airspace environment of the remaining route between the current flight position and the landing airspace node. The boundary is determined in combination with the current flight position of the flight to identify its running phase in the standard approach procedure, such as initial approach, intermediate approach, and final approach, and according to the program speed limit corresponding to the phase to determine the available speed adjustment range in the phase.

[0071] A set of candidate control speed sets is generated in the available speed adjustment range according to the current flight speed and the preset speed control granularity and control mode.

[0072] It is further pointed out that after determining the speed adjustment boundary, instead of implementing large or continuous adjustment, the current speed is taken as the reference, the available speed range is discretely sampled according to the preset speed regulation granularity and regulation direction mode, a limited number of candidate regulation speed options are generated, the regulation search space is structured and dimensionally reduced, the gradualness and controllability of the regulation process are ensured while the calculation efficiency and real-time response capability are guaranteed, the stability, safety and predictability of the approach process are improved by limiting the adjustment amplitude and avoiding sharp speed changes, and the running risks such as flight profile disturbance caused by large-span speed regulation are effectively prevented.

[0073] The flight simulation of each candidate speed on the remaining route is performed to obtain the predicted arrival time of each candidate speed simulation at the landing airspace node, and the predicted arrival time is compared with the reference flight to calculate the theoretical time interval.

[0074] The flight simulation of each candidate speed on the remaining route in the above is based on the typical flight performance parameter model of the flight type to perform the flight trajectory deduction, which can truly restore the speed evolution and time accumulation process of the aircraft in actual operation, so that the arrival time of the simulation prediction is more accurate, reliable and consistent with the physical flight characteristics.

[0075] The theoretical time interval calculated by each candidate speed simulation is compared with the safety interval standard, and if it is still less than the safety interval standard, the next round of simulation is performed until all candidate speeds meeting the interval requirement are screened out to form a feasible regulation speed set.

[0076] The candidate speed with the smallest absolute value of speed change in the feasible regulation speed set is selected, and then the predicted arrival time of the candidate speed simulation at the landing airspace node is taken as the optimized landing time.

[0077] The above-mentioned speed change is the absolute value of the algebraic difference between the candidate speed and the current speed of the flight. The candidate speed with the smallest difference is selected as the optimal solution, which follows the principle of minimum intervention. On the one hand, this strategy minimizes the disturbance to the original flight profile, maintains the stability and fuel efficiency of the approach process, and on the other hand, avoids excessive adjustment that causes the arrival time of the regulated flight at the key node to be too far from the reference flight, resulting in waste of time sequence resources or formation of a large time window, which in turn generates new time overlap conflicts with other adjacent flights or destroys the overall sequence compactness, effectively suppresses the generation of secondary conflicts, and ensures the continuity and overall coordination of the terminal area operation.

[0078] The predicted arrival time of the regulated flight is updated each time a single conflict is resolved, and whether a new conflict is caused with other flights is re-evaluated, and if a new conflict is caused, the flight conflict map is updated.

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

[0080] Step 4: Real-time runway state data is obtained, and the feasibility of the initial optimization sequence is verified based on the occupancy state and release time of the runway, and the final landing schedule is output.

[0081] In the innovative implementation of the above steps, the feasibility verification is as follows: the locked runway occupancy time window in the runway state data is obtained.

[0082] Map the expected time point of each flight entering the landing airspace node in the initial optimization sequence to the runway time axis, and check whether the expected time falls within the existing runway occupancy time window.

[0083] As explained in the above operation, the runway is a key scarce resource in the terminal area, and its use has exclusivity and time continuity. Only one aircraft is allowed to perform landing or takeoff at any time, and each aircraft must occupy the runway during actual occupancy, forming a non-overlapping time period.

[0084] These locked occupancy time windows come from flights that are approaching or landing, flights that are taking off or about to take off, runway crossing or inspection operations arranged in the ground operation plan, etc.

[0085] As can be understood, the runway occupancy time window has strong constraints and time rigidity, and once established, it cannot be changed arbitrarily in principle to ensure ground and air operation safety. Therefore, after implementing speed control on the flight to be adjusted and completing the time and space conflict resolution, the expected arrival time at the landing airspace node obtained by simulation cannot be directly output as the final landing time. It must be further mapped to the runway time axis and verified with the current locked occupancy window.

[0086] This is because the flight still needs to rely on the runway resource to complete the final landing action after completing the approach, and if the optimized expected landing time overlaps with the existing occupancy window, even if the air interval meets the requirements, it cannot be safely landed, which may lead to interrupted approach or low-altitude waiting, thereby increasing the risk of operation and wasting resources.

[0087] Therefore, only when the expected landing time is ensured to be conflict-free with all locked runway occupancy windows can the feasibility of the timing scheme be confirmed, the time and space matching of the approach sequence and the runway capacity is realized, and the safety and continuity of the terminal area operation is ensured.

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

[0089] The time interval of the adjusted flight and the subsequent flight is recalculated to ensure that it still meets the safety interval standard.

[0090] If it is met, a final landing schedule is formed; if it is not met, conflict mediation is re-executed until the final landing time is generated that meets the runway occupancy and safety interval requirements.

[0091] The above realizes the closed-loop cooperation of approach timing and ground resource state by performing runway-level feasibility checking on the flight sequence after conflict mediation and implementing feedback conflict re-optimization based on the checking result. This mechanism makes air traffic scheduling not only meet the relative safety constraints between flights, but also ensures absolute time matching with terminal resources.

[0092] Embodiment 2

[0093] Referring to Figure 4 The application proposes a flight landing time optimization management system based on control rules, including the following modules: a data acquisition module: defining a terminal area with a preset range centered on an airport landing airspace node as a dynamic monitoring area, and acquiring flight data from an air traffic control system in real time when a flight enters the dynamic monitoring area, including flight speed, heading, and three-dimensional position information, to construct a flight dynamic timing data set.

[0094] A conflict identification module connected with the data acquisition module is used to predict the time of entering the landing airspace node based on the flight dynamic timing data set combined with the fixed approach route assigned to the flight in the dynamic monitoring area, and then use the space-time control rules to identify the space-time conflict of the flight entering the landing airspace node, and generate a flight conflict graph.

[0095] A sequence optimization module connected with the conflict identification module is used to traverse each conflict flight pair in the flight conflict graph, filter out the flight to be adjusted according to the wake vortex category of the flight, and then optimize and control the time of the flight to be adjusted entering the landing airspace node through the allocation of speed control instructions under the premise of complying with the space-time control rules, to generate an initial optimization sequence.

[0096] A checking output module connected with the sequence optimization module is used to acquire runway state data in real time, and perform feasibility checking on the initial optimization sequence based on the occupancy state and release time of the runway, and output a final landing schedule.

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

[0098] Those of ordinary skill in the art can realize that the algorithm steps of the examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether the functions are performed by hardware or software depends on the specific application and design constraints of the technical solution. Those of ordinary skill in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0099] In addition, each functional module in each embodiment of the present application can be integrated in one processing module, or each module can exist physically independently, or two or more modules can be integrated in one module.

[0100] The above is merely specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0101] Finally, the above is merely preferred embodiments of the present application, and is not intended to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the protection scope of the present application.

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. 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. 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 flight pairs according to the ascending order. Based on the initial sorting, the interval margin of two adjacent conflicting flight pairs is compared. If the interval margin of the later conflicting flight pair is less than or equal to that of the earlier conflicting flight pair, the original order is maintained. If the interval margin of the later conflicting flight pair is greater than that of the earlier conflicting flight pair, the adjacent conflicting flight pairs are swapped. 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 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.

4. The method for optimizing flight landing time based on control rules as described in claim 3, 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.

5. The method for optimizing flight landing time based on control rules as described in claim 4, 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 conflicting flight 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.

6. 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.

7. The method for optimizing flight landing time based on control rules as described in claim 6, 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.

8. 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 predicted entry time of flights into landing airspace nodes according to the fixed approach routes assigned to flights in the dynamic monitoring area, the module then uses spatiotemporal control rules to identify spatiotemporal conflicts of flights entering landing airspace nodes and generates a flight conflict map. The generation process of the flight conflict map is as follows: sorting the predicted entry time points of all flights into landing airspace nodes along the time axis; calculating the theoretical time interval between any two flights; comparing the theoretical time interval with the safety interval standard set by the spatiotemporal control rules; determining that there is a spatiotemporal conflict when the theoretical time interval between any flight pair is less than the safety interval standard; recording all conflicting flight pairs and their safety interval standard and theoretical time interval margin; prioritizing the identified conflicting flight pairs and integrating them to generate a structured conflict list as the flight conflict map. The specific operation of the 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 sort all conflicting flight pairs in ascending order. Based on the initial sorting, the interval margin of two adjacent conflicting flight pairs is compared. If the interval margin of the later conflicting flight pair is less than or equal to that of the earlier conflicting flight pair, the original order is maintained. If the interval margin of the later conflicting flight pair is greater than that of the earlier conflicting flight pair, the adjacent conflicting flight pairs are swapped. 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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