Method for dynamically maintaining arrival flight sequence under multi-runway complex operation scenario with control intervention
By constructing and optimizing the relationships between flights, the problem of dynamically maintaining flight order in complex multi-runway operation scenarios was solved, achieving accuracy and continuity of flight order, and ensuring smooth control operations and system stability.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- NANJING LES INFORMATION TECH
- Filing Date
- 2026-02-10
- Publication Date
- 2026-06-09
AI Technical Summary
Existing arrival flight sequencing systems struggle to maintain the accuracy and consistency of flight order in complex multi-runway operation scenarios. In particular, during peak traffic periods, sudden weather changes, or temporary runway closures, the system cannot accurately predict arrival order, leading to an increased need for manual intervention.
By locating target flights for air traffic control intervention under different runway operation modes, an orderly relationship is constructed between preceding flights, target flights for air traffic control intervention, and subsequent flights. This determines whether a flight needs to be subject to air traffic control intervention again, reconstructs and optimizes the relationship between flights, corrects the flight order, and eliminates invalid relationships, ensuring the continuity and accuracy of air traffic control operations.
It achieves stability and consistency of flight sequence in complex operating environments, avoids logical conflicts caused by multiple adjustments, improves the accuracy of flight sequence and the operational continuity of the system, and prevents system chaos caused by the accumulation of invalid associations.
Smart Images
Figure CN122176965A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of air traffic management technology, specifically relating to a method for dynamically maintaining the order of arriving flights under control intervention in complex multi-runway operation scenarios. Background Technology
[0002] The civil aviation operating environment is characterized by high complexity and time-varying nature, and flight arrival management decisions are constantly being updated and iterated. Existing domestic and international technologies and application systems mainly focus on optimizing arrival flight delays and flight paths, but there is a lack of in-depth research in the field of human-machine collaboration, especially on dynamic maintenance methods for flight sequence adjustments based on air traffic control intentions.
[0003] Chinese invention patent application number CN202411254483.8, entitled "A Method for Decision-Making of Suggested Landing Sequence for Inbound Flights Based on Track Operations," discloses a method that improves the accuracy of calculating the position of veerging flights by accurately correcting the next flight position after obtaining the track position. Furthermore, this method combines the current flight altitude, speed, and future distance to be flown to jointly determine the landing sequence of flights, effectively solving the problem of inaccurate and unstable suggested landing sequences for inbound flights. While this method allows the system to intelligently infer the flight sequence based on real-time operational conditions, it does not provide a corresponding method when air traffic controllers need to formulate contingency plans and adjust the flight sequence in advance for future operations, nor does it provide a way to dynamically maintain the flight sequence.
[0004] Currently, existing methods for sequencing arriving flights primarily focus on reducing flight delays and optimizing flight paths, with a primary emphasis on how the system can improve the accuracy of arrival order. However, in the face of special circumstances such as high traffic surges, sudden weather changes, temporary military activities, temporary runway closures, and temporary changes in runway operation modes, these unexpected events often exceed the system's predictive capabilities, leading to an inability to accurately predict arrival order. In these complex scenarios, especially in multi-runway environments, actual operations still heavily rely on controller intervention. Existing research methods have not yet effectively addressed the critical issue of how to dynamically maintain flight arrival order adjusted based on control intentions. Summary of the Invention
[0005] To address the shortcomings of the existing technology, the present invention aims to provide a method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios, in order to solve the technical problem that existing arriving flight sequencing systems are difficult to maintain stably after order adjustments due to complex operational processes such as dynamic changes in flight times or changes in runway operation modes; thus ensuring the accuracy and continuity of the arriving flight order under civil aviation control intervention.
[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:
[0007] The present invention provides a method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios, comprising the following steps:
[0008] 1) Identify the preceding and following flights of the target flight under different runway operation modes, and construct an orderly relationship among the preceding flight, the target flight, and the following flight;
[0009] 2) Determine whether any of the preceding flight, the target flight of the control intervention, or the following flight will be subject to control intervention again. If so, reconstruct and optimize the relationships between the flights to ensure effective coordination of the control intervention operation; if not, proceed to step 3).
[0010] 3) Determine whether the target flight of the air traffic control intervention maintains a related operation with the preceding flight. If so, maintain the relationship; otherwise, remove the relationship. Determine whether the target flight of the air traffic control intervention maintains a related operation with the following flight. If so, maintain the relationship; otherwise, remove the relationship.
[0011] 4) Determine if the natural order of flight sorting has changed. If so, adjust the flight sorting order based on the control-adjusted flight order to ensure that the control-specified flight order is met; otherwise, proceed to step 5).
[0012] 5) Identify and remove flight associations that have direct or indirect relationships after a flight is removed from the sorting list, and simultaneously correct the sorting order of such flights.
[0013] Further, step 1) includes the following steps:
[0014] 11) Runway association identification and flight screening;
[0015] 111) Identify associated runways: Based on the landing runways already assigned to the target flight of the control intervention, select other runways that are in the same runway operation mode or related runway operation mode as the landing runway. Runways in the isolated operation mode or independent parallel approach mode are not associated.
[0016] 112) Locate the preceding and following flights under each runway operation mode scenario;
[0017] Among flights operating on the same runway as the target flight for air traffic control intervention, the preceding and following candidate flights with landing times immediately adjacent to the target flight for air traffic control intervention are selected.
[0018] Among flights operating on the same runway as the target flight for air traffic control intervention, the preceding and following candidate flights with landing times immediately adjacent to the target flight for air traffic control intervention are selected;
[0019] 113) Determine the final preceding and following flights;
[0020] From all the selected preceding candidate flights, the flight with the smallest difference in landing time from the target flight for air traffic control intervention is selected as the final preceding flight; if no preceding candidate flights are selected, the target flight for air traffic control intervention is determined to be moved to the first position among the flights in the current associated runway range; from all the selected subsequent candidate flights, the flight with the smallest difference in landing time from the target flight for air traffic control intervention is selected as the final subsequent flight; if no subsequent candidate flights are selected, the target flight for air traffic control intervention is determined to be moved to the last position among the flights in the current associated runway range;
[0021] 12) Identifier of ordered association relationships;
[0022] A ternary structure is used to identify the relationships between preceding flights, target flights for air traffic control intervention, and subsequent flights, in order to clarify the logical order of these flights and the proactive adjustment attributes of the target flights for air traffic control intervention; specifically as follows:
[0023] 121) After confirmation by the controller, if it is necessary to associate both preceding and following flights, the association identifier for the target flight of the control intervention is [preceding flight call sign, ACTIVE, following flight call sign]. Here, ACTIVE indicates that the target flight of the control intervention is actively adjusting its role, and the preceding and following flight call signs clearly identify the preceding and following flights. If it is only necessary to associate the preceding flight, the association identifier is [preceding flight call sign, ACTIVE, NULL1], where NULL1 indicates that there is no following associated flight. If it is only necessary to associate the following flight, the association identifier is [NULL2, ACTIVE, following flight call sign], where NULL2 indicates that there is no preceding associated flight.
[0024] 122) In the triplet structure, the association identifier of the preceding flight is [NULL2, PASSIVE2, call sign of the target flight for air traffic control intervention], where NULL2 indicates that there is no preceding associated flight, PASSIVE2 indicates that the preceding flight is a passively associated flight, and the call sign of the target flight for air traffic control intervention clearly indicates the active adjustment party of the association of the preceding flight;
[0025] 123) In the triplet structure, the association identifier of the subsequent flight is [control intervention target flight call sign, PASSIVE1, NULL1]. The control intervention target flight call sign clarifies the active adjustment party of the association of the subsequent flight, PASSIVE1 indicates that the subsequent flight is a passive association role, and NULL1 indicates that there is no subsequent associated flight.
[0026] Further, step 2) includes the following steps:
[0027] 21) The preceding flight was subject to further air traffic control intervention, as detailed below:
[0028] 211) Maintain the identified association records: Delete the association identifier of the preceding flight as [NULL2, PASSIVE2, control intervention target flight call sign], and modify the association identifier of the control intervention target flight [previous flight call sign, ACTIVE, subsequent flight call sign] to [NULL2, ACTIVE, subsequent flight call sign];
[0029] 212) Add new identification record association: Identify new flights subject to regulatory intervention, as well as their preceding and following flights;
[0030] 22) If the target flight is subject to further control intervention, the specific details are as follows:
[0031] 221) Maintain identified association records: Delete all association identifiers for preceding flights, target flights for control intervention, and subsequent flights;
[0032] 222) Add new identification record association: Identify new flights subject to regulatory intervention, as well as their preceding and following flights;
[0033] 23) Subsequent flights were subject to further air traffic control intervention, as detailed below:
[0034] 231) Maintain the identified association records: Delete the association identifier of the subsequent flight as [control intervention target flight call sign, PASSIVE1, NULL1], and modify the association identifier of the control intervention target flight [previous flight call sign, ACTIVE, subsequent flight call sign] to [previous flight call sign, ACTIVE, NULL1];
[0035] 232) Add new identification record association: Identify the newly controlled flights, their preceding flights, and their following flights;
[0036] The final association identifiers for the newly intervened flight are [new preceding flight call sign, ACTIVE, new following flight call sign], the new preceding flight's new association identifier is [NULL2, PASSIVE2, new control intervention target flight call sign], and the new following flight's new association identifier is [new control intervention target flight call sign, PASSIVE1, NULL1].
[0037] Further, step 3) includes the following steps:
[0038] 31) Determine whether the target flight of the control intervention and the preceding flight maintain the operation of the relevant runway. If not, delete the association identifier between the target flight of the control intervention and the preceding flight.
[0039] 32) Determine whether the target flight and subsequent flights maintain the operation of the relevant runway. If not, delete the association identifier between the target flight and subsequent flights.
[0040] Furthermore, step 4) specifically involves the following steps:
[0041] 41) Deviation Flight Identification: Generate a natural sorting order of flights according to their expected arrival times from morning to evening. Verify whether the current preceding and following adjacent flights of the control intervention target flights with established associations in steps 1) and 2) are the preceding and following flights designated by the control. If so, it is determined that there is no sorting deviation and no adjustment is needed. If any association does not match the control designation, it is determined that there is a sorting deviation in the association group consisting of the control intervention target flight, the preceding flight of the control intervention target flight, and the following flight of the control intervention target flight, and the order needs to be adjusted.
[0042] 42) Scenarios-based order adjustment: Based on the type of sorting deviation, targeted adjustments will be made in three scenarios. During the adjustment process, it is necessary to ensure that the established control relationships of other flights are not disrupted; details are as follows:
[0043] 421) If neither the preceding nor following flight complies with control regulations, check whether any of the following situations apply and make adjustments accordingly:
[0044] In scenario one, if the designated subsequent flight is located before the designated preceding flight, the designated subsequent flight will first be adjusted to a position immediately after the designated preceding flight. During the adjustment, all related flights that are after the original position of the designated subsequent flight and before the original position of the designated preceding flight must be shifted backward as a whole to ensure that the original control relationship between flights within the interval is not disrupted. Then, the control intervention target flight will be inserted between the designated preceding flight and the designated subsequent flight to restore the control designation relationship among the three.
[0045] Scenario 2: If the designated subsequent flight is located after the designated preceding flight, but the two are not adjacent, the designated subsequent flight is first adjusted to a position immediately after the designated preceding flight. During the adjustment, all related flights after the original position of the designated subsequent flight need to be shifted forward as a whole, preserving the original control association of flights within the interval. Then, the control intervention target flight is inserted between the designated preceding flight and the designated subsequent flight to complete the association repair.
[0046] Scenario 3: If the designated subsequent flight is immediately after the designated preceding flight, the control intervention target flight will be directly inserted between the designated preceding flight and the designated subsequent flight to restore the control designation relationship order among the three.
[0047] 422) If the preceding flight complies with control requirements or there is no preceding flight, and only the following flight does not comply with control requirements, then check whether it falls under one of the following situations and make adjustments accordingly:
[0048] Scenario 1: If the designated subsequent flight is located before the designated preceding flight, or if there is no preceding flight but the flight is before the target flight for control intervention, then all related flights that are after the original position of the designated subsequent flight and before the original position of the designated preceding flight will be adjusted to be after the target flight for control intervention. The original control relationship of the flights within the interval will be retained. The designated subsequent flight must be adjusted to be immediately after the designated target flight for control intervention, and the subsequent relationship will be restored.
[0049] In the second scenario, if the designated follow-up flight is located after the target flight of the control intervention, but not immediately adjacent to it, all related flights after the original position of the designated follow-up flight need to be moved forward as a whole to ensure that their original control relationship is not disrupted. The designated follow-up flight needs to be adjusted to be immediately behind the target flight of the control intervention to restore the follow-up relationship.
[0050] 423) If subsequent flights comply with control requirements or there are no subsequent flights, and only preceding flights do not comply with control requirements, then check whether any of the following situations apply and make adjustments accordingly:
[0051] In scenario one, if the designated preceding flight is located before but not immediately adjacent to the target flight of the control intervention, all related flights before the original position of the designated preceding flight need to be shifted backward as a whole, retaining their original control relationship. The designated preceding flight needs to be adjusted to be immediately ahead of the target flight of the control intervention to restore the preceding relationship.
[0052] In the second scenario, if the designated preceding flight is located after the designated following flight, or if there is no following flight but the flight is after the target flight for control intervention, then all related flights that are before the original position of the designated preceding flight and after the original position of the designated following flight need to be moved forward as a whole to ensure that their original control relationship is not disrupted. The designated preceding flight needs to be adjusted to be immediately in front of the target flight for control intervention to complete the restoration of the preceding relationship.
[0053] 43) Correcting the flight sorting benchmark: The flights whose order was adjusted in step 42) are uniformly adopted using the sorting benchmark of the target flights of the control intervention; when sorting flights, flights are added to the sorting according to the order after the control adjustment, and the time slots occupied by the flights are arranged according to the sorting benchmark.
[0054] The sorting criterion is the time slot occupied by a flight when it joins the sorting queue without any delays, which is generally the flight's estimated landing time.
[0055] Further, step 5) includes the following steps:
[0056] Remove all associated identifiers of the target flight subject to regulatory intervention;
[0057] Manage all control intervention target flight identifiers associated with the control intervention target flight that has been removed from the ranking: If the control intervention target flight is only associated with the control intervention flight that has been removed from the ranking, then directly delete the association identifier of the control intervention target flight; if the control intervention target flight is a preceding flight of other flights, then for the following flights of the control intervention flight that has been removed from the ranking, change the flight call sign in the association identifier to NULL2, and still keep it as a preceding flight of other flights; if the control intervention target flight is a following flight of other flights, then for the preceding flights of the control intervention flight that has been removed from the ranking, change the flight call sign in the association identifier to NULL1, and still keep it as a following flight of other flights.
[0058] The beneficial effects of this invention are:
[0059] This invention identifies the preceding and following flights of the target flight under different runway operation modes, and can accurately grasp the intent of the control intervention by locating the preceding and following flights of the target flight under different runway operation modes.
[0060] This invention can effectively coordinate multiple air traffic control interventions for the same flight. By reconstructing and optimizing the correlation, it avoids logical conflicts caused by multiple adjustments and ensures continuous and smooth air traffic control operations.
[0061] In this invention, after a change in runway operation mode, it determines which flights need to have their associations severed and which need to maintain their associations, which is more in line with the complex operating environment of multi-runway airports.
[0062] In this invention, when flight dynamics change and a conflict arises between the natural sorting order and the control intervention order, the order is corrected according to the latter, thereby further improving the accuracy of the flight sorting.
[0063] This invention can automatically identify and clear direct and indirect relationships after a flight is removed from the sorting process, and simultaneously correct the order of affected flights to prevent the accumulation of invalid relationships from causing system logic chaos and performance degradation. Attached Figure Description
[0064] Figure 1 This is a diagram illustrating the sequence of flight interventions by air traffic control under the relevant runway operation modes;
[0065] Figure 2 A diagram illustrating the tripartite structure after flight control intervention;
[0066] Figure 3 This is a diagram illustrating the deletion of the triplet structure after the preceding flight is further interfered with;
[0067] Figure 4 This is a diagram illustrating the modification of the triplet structure after the preceding flight was further interfered with;
[0068] Figure 5 This is a schematic diagram illustrating the changes in the ternary structure after the runway operation mode changes.
[0069] Figure 6 This is a diagram illustrating the dynamic maintenance of the order after subsequent associations are broken.
[0070] Figure 7 This is a diagram illustrating the dynamic maintenance of the order after the previous relationship is broken.
[0071] Figure 8 This diagram illustrates the dissolution of associations after flights are sorted out.
[0072] Figure 9 This is a schematic diagram of the method of the present invention. Detailed Implementation
[0073] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to embodiments and accompanying drawings. The content mentioned in the embodiments is not intended to limit the present invention.
[0074] Reference Figure 9 As shown, the present invention provides a method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios, comprising the following steps:
[0075] 1) Identify the preceding and following flights of the target flight under different runway operation modes, and establish an ordered relationship among the preceding flight, the target flight, and the following flight; specifically including:
[0076] 11) Runway association identification and flight screening;
[0077] 111) Identify associated runways: Based on the landing runways already assigned to the target flight, select other runways operating in the same or related runway modes as the target flight. Runways in isolated operation or independent parallel approach modes are not associated; such as Figure 1 As shown, flights PLAN_0, PLAN_1, PLAN_2, and PLAN_3 are assigned to runway 05, as are flights PLAN_4, PLAN_5, and PLAN_7. If runways 05 and 06 are considered as related runways, then the above flights assigned to these two runways are included in the scope of correlation consideration.
[0078] 112) Locate the preceding and following flights under each runway operation mode scenario;
[0079] Among the flights operating on the same runway as the target flight for air traffic control intervention, the preceding candidate flights (landing time later than all other flights but earlier than the target flight for air traffic control intervention) and the following candidate flights (landing time earlier than all other flights but later than the target flight for air traffic control intervention) with landing times that are adjacent to the target flight for air traffic control intervention are selected.
[0080] Among the flights operating on the same runway as the target flight of the control intervention, the preceding candidate flights (landing time later than all other flights but earlier than the target flight of the control intervention) and the following candidate flights (landing time earlier than all other flights but later than the target flight of the control intervention) with landing times adjacent to the target flight of the control intervention are selected.
[0081] 113) Determine the final preceding and following flights;
[0082] From all the selected preceding candidate flights, the flight with the smallest difference in landing time from the target flight is chosen as the final preceding flight; if no preceding candidate flight is selected, the target flight is moved to the first position among flights within the current associated runway range; from all the selected subsequent candidate flights, the flight with the smallest difference in landing time from the target flight is chosen as the final subsequent flight; if no subsequent candidate flight is selected, the target flight is moved to the last position among flights within the current associated runway range; if... Figure 1 As shown in the figure, if PLAN_1 is moved to the position shown by air traffic control intervention, the system will identify that its preceding flight is PLAN_4, which is assigned to runway 06, and its following flight is PLAN_2, which is assigned to runway 05. If PLAN_5 is moved to the position shown by air traffic control intervention, the system will identify that its preceding flight is PLAN_2, which is assigned to runway 05, and its following flight is PLAN_3, which is assigned to runway 05.
[0083] 12) Identifier of ordered association relationships;
[0084] A ternary structure is used to identify the relationships between preceding flights, target flights for air traffic control intervention, and subsequent flights, in order to clarify the logical order of these flights and the proactive adjustment attributes of the target flights for air traffic control intervention; specifically as follows:
[0085] 121) After confirmation by the controller, if it is necessary to associate both preceding and following flights, the association identifier for the target flight of the control intervention is [preceding flight call sign, ACTIVE, following flight call sign], where ACTIVE indicates that the target flight of the control intervention is actively adjusting its role, and the preceding and following flight call signs clearly define the preceding and following flights they are associated with; if only preceding flights need to be associated, the association identifier is [preceding flight call sign, ACTIVE, NULL1], where NULL1 indicates that there are no following associated flights; if only following flights need to be associated, the association identifier is [NULL2, ACTIVE, following flight call sign], where NULL2 indicates that there are no preceding associated flights; Figure 2 As shown, if PLAN_1 is intervened by air traffic control and confirmed by air traffic control, it needs to be associated with both preceding and following flights. In this case, the association identifier is [PLAN_4,ACTIVE,PLAN_2]. If PLAN_5 is intervened by air traffic control and confirmed by air traffic control, it only needs to be associated with following flights. In this case, the association identifier is [NULL2,ACTIVE,PLAN_3].
[0086] 122) In the triplet structure, the association identifier of the preceding flight is [NULL2, PASSIVE2, call sign of the target flight for air traffic control intervention], where NULL2 indicates no preceding associated flight, PASSIVE2 indicates that the preceding flight is in a passive association role, and the call sign of the target flight for air traffic control intervention clearly identifies the active party adjusting the association of the preceding flight; for example... Figure 2 As shown, PLAN_4 is the preceding flight of PLAN_1, so the association identifier is [NULL2,PASSIVE2,PLAN_1];
[0087] 123) In the triplet structure, the association identifier for subsequent flights is [control intervention target flight call sign, PASSIVE1, NULL1], where the control intervention target flight call sign clearly indicates the active adjuster of the association for subsequent flights, PASSIVE1 indicates that the subsequent flight is a passively associated flight, and NULL1 indicates that there is no subsequent associated flight; for example... Figure 2 As shown, if PLAN_2 is the successor flight of PLAN_1, then the association identifier is [PLAN_1, PASSIVE1, NULL1]; if PLAN_3 is the successor flight of PLAN_5, then the association identifier is [PLAN_5, PASSIVE1, NULL1].
[0088] 2) Determine whether any of the preceding flight, the target flight of the control intervention, or the following flight will be subject to control intervention again. If so, reconstruct and optimize the relationships between flights to ensure effective coordination of the control intervention operation; if not, proceed to step 3). Specifically, this includes:
[0089] 21) The preceding flight was subject to further air traffic control intervention, as detailed below:
[0090] 211) Maintain identified association records: Delete the association identifier of the preceding flight as [NULL2, PASSIVE2, control intervention target flight call sign], and modify the association identifier of the control intervention target flight [previous flight call sign, ACTIVE, subsequent flight call sign] to [NULL2, ACTIVE, subsequent flight call sign]; For example... Figure 3 As shown, if the preceding flight PLAN_4 is subject to another air traffic control intervention, the original associated identifier [NULL2,PASSIVE2,PLAN_1] of PLAN_4 will be cleared first, and the associated identifier of PLAN_1 will also be modified to [NULL2,ACTIVE, PLAN_2].
[0091] 212) Add new identification record association: Identify new flights subject to regulatory intervention, as well as their preceding and following flights; such as... Figure 4 As shown, if the target flight PLAN_4 is controlled and it is confirmed that it needs to be associated with both preceding and subsequent flights, then a new association identifier [PLAN_3,ACTIVE,PLAN_7] will be added. A new association identifier [NULL2,PASSIVE2,PLAN_4] will be added for PLAN_3, and a new association identifier [PLAN_4,PASSIVE1,NULL1] will be added for PLAN_7.
[0092] 22) If the target flight is subject to further control intervention, the specific details are as follows:
[0093] 221) Maintain identified association records: Delete all association identifiers for preceding flights, target flights for control intervention, and subsequent flights;
[0094] 222) Add new identification record association: Identify new flights subject to regulatory intervention, as well as their preceding and following flights;
[0095] 23) Subsequent flights were subject to further air traffic control intervention, as detailed below:
[0096] 231) Maintain the identified association records: Delete the association identifier of the subsequent flight as [control intervention target flight call sign, PASSIVE1, NULL1], and modify the association identifier of the control intervention target flight [previous flight call sign, ACTIVE, subsequent flight call sign] to [previous flight call sign, ACTIVE, NULL1];
[0097] 232) Add new identification record association: Identify and associate new flights subject to regulatory intervention, as well as their preceding and following flights; such as... Figure 4The PLAN_3 shown is both the successor to the control intervention flight PLAN_5 and the predecessor to the control intervention flight PLAN_4, so it is simultaneously identified as [PLAN_5, PASSIVE1, NULL1] and [NULL2, PASSIVE2, PLAN_4].
[0098] The final association identifiers for the newly intervened flight are [new preceding flight call sign, ACTIVE, new following flight call sign], the new preceding flight's new association identifier is [NULL2, PASSIVE2, new control intervention target flight call sign], and the new following flight's new association identifier is [new control intervention target flight call sign, PASSIVE1, NULL1].
[0099] 3) Determine whether the target flight of the air traffic control intervention maintains a related operation with the preceding flight. If so, maintain the relationship; otherwise, remove the relationship. Also determine whether the target flight of the air traffic control intervention maintains a related operation with the following flight. If so, maintain the relationship; otherwise, remove the relationship. Specifically, this includes:
[0100] 31) Determine whether the target flight and its preceding flight maintain operation on the relevant runway. If not, delete the association marker between the target flight and its preceding flight. Figure 5 As shown, if runways 05 and 06 are no longer related, then PLAN_4 of runway 06 and its preceding flight PLAN_3 of runway 05 no longer need to be associated. Delete the association identifier [NULL2,PASSIVE2, PLAN_4] of PLAN_3, and modify the association identifier [PLAN_3,ACTIVE,PLAN_7] of PLAN_4 to [NULL2,ACTIVE,PLAN_7].
[0101] 32) Determine whether the target flight and subsequent flights maintain operation on the relevant runway. If not, delete the association marker between the target flight and subsequent flights. Figure 5 As shown, if runways 05 and 06 are no longer related, and PLAN_5 of runway 05 and PLAN_3 of the subsequent flight of runway 06 no longer need to maintain an association, then delete the association identifier [NULL2,ACTIVE,PLAN_3] of PLAN_5 and delete the association identifier [PLAN_5,PASSIVE1,NULL1] of PLAN_3.
[0102] 4) Determine if the natural flight order has changed. If so, adjust the flight order according to the control-adjusted flight order to ensure that the control-specified flight order is met; otherwise, proceed to step 5). The specific steps are as follows:
[0103] 41) Deviation Flight Identification: Generate a natural flight sorting order based on the estimated arrival time from morning to evening. Verify whether the current preceding and following adjacent flights of the control intervention target flight with established associations in steps 1) and 2) are the preceding and following flights designated by control. If so, no sorting deviation is determined, and no adjustment is needed. If any association does not match the control designation, a sorting deviation is determined for the control intervention target flight, the associated group consisting of the control intervention target flight's preceding and following flights, and order adjustment is required. Figure 6 As shown, the order after control intervention should be PLAN_1, PLAN_2, PLAN_5, PLAN_3, PLAN_4, PLAN_7, where PLAN_1, PLAN_5, and PLAN_4 are the target flights of the control intervention; the natural order generated according to the flight's expected landing time from morning to evening is PLAN_3, PLAN_4, PLAN_7, PLAN_1, PLAN_2, PLAN_5, which does not conform to the control intention;
[0104] 42) Scenarios-based order adjustment: Based on the type of sorting deviation (mismatch between preceding and following orders, mismatch only between following and following orders, and mismatch only between preceding and following orders), targeted adjustments will be made in three scenarios. During the adjustment process, it is necessary to ensure that the established control relationships of other flights are not disrupted; details are as follows:
[0105] 421) If neither the preceding nor following flight complies with control regulations, check whether any of the following situations apply and make adjustments accordingly:
[0106] Scenario 1: If the designated subsequent flight is located before the designated preceding flight, first adjust the designated subsequent flight to a position immediately after the designated preceding flight. During the adjustment, all related flights that are after the original position of the designated subsequent flight and before the original position of the designated preceding flight must be shifted backward as a whole to ensure that the original control relationship between flights within the interval is not disrupted. Then, insert the target flight for control intervention between the designated preceding and designated subsequent flights to restore the control designation relationship among the three. Figure 6 As shown, the target flight PLAN_5 does not specify a preceding flight, but the specified following flight PLAN_3 is before the target flight PLAN_5. Therefore, all related flights PLAN_3, PLAN_4, and PLAN_7 "after the original position of the specified following flight PLAN_3" will be adjusted to be after the target flight PLAN_5, while retaining the original control association of flights within this interval. The specified following flight PLAN_3 needs to be adjusted to be immediately after the specified target flight PLAN_5, and the subsequent association will be repaired.
[0107] Scenario 2: If the designated subsequent flight is located after the designated preceding flight, but the two are not adjacent, the designated subsequent flight is first adjusted to a position immediately after the designated preceding flight. During the adjustment, all related flights after the original position of the designated subsequent flight need to be shifted forward as a whole, preserving the original control association of flights within the interval. Then, the control intervention target flight is inserted between the designated preceding flight and the designated subsequent flight to complete the association repair.
[0108] Scenario 3: If the designated subsequent flight is immediately after the designated preceding flight, the control intervention target flight will be directly inserted between the designated preceding flight and the designated subsequent flight to restore the control designation relationship order among the three.
[0109] 422) If the preceding flight complies with control requirements or there is no preceding flight, and only the following flight does not comply with control requirements, then check whether it falls under one of the following situations and make adjustments accordingly:
[0110] Scenario 1: If the designated subsequent flight is located before the designated preceding flight, or if there is no preceding flight but the flight is before the target flight for control intervention, then all related flights that are after the original position of the designated subsequent flight and before the original position of the designated preceding flight will be adjusted to be after the target flight for control intervention. The original control relationship of the flights within the interval will be retained. The designated subsequent flight must be adjusted to be immediately after the designated target flight for control intervention, and the subsequent relationship will be restored.
[0111] In the second scenario, if the designated follow-up flight is located after the target flight of the control intervention, but not immediately adjacent to it, all related flights after the original position of the designated follow-up flight need to be moved forward as a whole to ensure that their original control relationship is not disrupted. The designated follow-up flight needs to be adjusted to be immediately behind the target flight of the control intervention to restore the follow-up relationship.
[0112] 423) If subsequent flights comply with control requirements or there are no subsequent flights, and only preceding flights do not comply with control requirements, then check whether any of the following situations apply and make adjustments accordingly:
[0113] Scenario 1: If the designated preceding flight is ahead of the target flight but not immediately adjacent, all related flights preceding the original position of the designated preceding flight must be shifted backward, retaining their original control association. The designated preceding flight must be moved to immediately ahead of the target flight to restore its preceding relationship. Figure 7As shown, the order after control intervention should be PLAN_1, PLAN_2, PLAN_5, PLAN_3, PLAN_4, PLAN_7, where PLAN_1, PLAN_5, and PLAN_4 are the target flights of the control intervention. The natural order generated according to the expected landing time of the flights from morning to evening is PLAN_5, PLAN_3, PLAN_1, PLAN_2, PLAN_4, PLAN_7, which does not conform to the control intention. The preceding flight PLAN_3 of the target flight PLAN_4 does not meet the control requirements. PLAN_3 is located before the target flight PLAN_4, but not immediately adjacent. Therefore, all related flights PLAN_3 and PLAN_5 "before the original position of the designated preceding flight PLAN_3" need to be shifted backward as a whole, retaining their original control relationship. Among them, the designated preceding flight PLAN_3 needs to be adjusted to be immediately in front of the target flight PLAN_4 to restore the preceding relationship.
[0114] In the second scenario, if the designated preceding flight is located after the designated following flight, or if there is no following flight but the flight is after the target flight for control intervention, then all related flights that are before the original position of the designated preceding flight and after the original position of the designated following flight need to be moved forward as a whole to ensure that their original control relationship is not disrupted. The designated preceding flight needs to be adjusted to be immediately in front of the target flight for control intervention to complete the restoration of the preceding relationship.
[0115] 43) Revise the flight sorting benchmark: Adopt the sorting benchmark of the target flight for air traffic control intervention for all flights whose order was adjusted in step 42); when sorting flights, add flights according to the adjusted order and allocate time slots according to the sorting benchmark; for example... Figure 7 As shown, PLAN_3 and PLAN_5 were adjusted in batches because PLAN_3 did not meet the priority relationship with the target flight PLAN_4. Therefore, the adjusted PLAN_3 and PLAN_5 adopted the sorting basis of PLAN_4. Secondly, during the system sorting, flights were added to the sorting queue in the order of PLAN_1, PLAN_2, PLAN_5, PLAN_3, PLAN_4, and PLAN_7. PLAN_1 and PLAN_2 used their sorting basis to arrange time slots, while PLAN_5 and PLAN_3 used the revised sorting basis. PLAN_4 and PLAN_7 also used their sorting basis to arrange time slots. Flights added later to the sorting queue need to maintain a safe runway spacing with flights already inserted into the sorting queue. Therefore, by revising the sorting basis of the flights, the order of air traffic control adjustments can be satisfied.
[0116] The sorting criterion is the time slot occupied by a flight when it joins the sorting queue without any delays, which is generally the flight's estimated landing time.
[0117] 5) Identify and remove flight associations that have direct or indirect relationships after a flight has been removed from the sorting list, and simultaneously correct the sorting order of such flights; specifically including:
[0118] Remove all associated identifiers of the target flight subject to regulatory intervention;
[0119] Manage all control intervention target flight identifiers associated with the control intervention target flight that has been removed from the ranking: If the control intervention target flight is only associated with the control intervention flight that has been removed from the ranking, then directly delete the association identifier of the control intervention target flight; if the control intervention target flight is a preceding flight of other flights, then for the following flights of the control intervention flight that has been removed from the ranking, change the flight call sign in the association identifier to NULL2, and still keep it as a preceding flight of other flights; if the control intervention target flight is a following flight of other flights, then for the preceding flights of the control intervention flight that has been removed from the ranking, change the flight call sign in the association identifier to NULL1, and still keep it as a following flight of other flights.
[0120] like Figure 8 As shown, PLAN_3 is removed from the sorting list. First, all its associated identifiers are deleted. Second, PLAN_5 is only associated with PLAN_3, so the associated identifier of PLAN_5 is deleted. Third, the associated identifier of PLAN_4 [PLAN_3,ACTIVE,PLAN_7] is related to PLAN_3, so it is modified to [NULL2,ACTIVE,PLAN_7].
[0121] This invention has many specific applications. The above description is only a preferred embodiment of this invention. It should be noted that for those skilled in the art, several improvements can be made without departing from the principle of this invention, and these improvements should also be considered within the scope of protection of this invention.
Claims
1. A method for dynamically maintaining the order of arriving flights under air traffic control intervention in complex multi-runway operation scenarios, characterized in that, The steps are as follows: 1) Identify the preceding and following flights of the target flight under different runway operation modes, and construct an orderly relationship among the preceding flight, the target flight, and the following flight; 2) Determine whether any of the preceding flight, the target flight of the control intervention, or the following flight will be subject to control intervention again. If so, reconstruct and optimize the relationships between the flights to ensure effective coordination of the control intervention operation; if not, proceed to step 3). 3) Determine whether the target flight of the air traffic control intervention maintains a related operation with the preceding flight. If so, maintain the relationship; otherwise, remove the relationship. Determine whether the target flight of the air traffic control intervention maintains a related operation with the following flight. If so, maintain the relationship; otherwise, remove the relationship. 4) Determine if the natural order of flight sorting has changed. If so, adjust the flight sorting order based on the flight order adjusted by air traffic control; otherwise, proceed to step 5). 5) Identify and remove flight associations that have direct or indirect relationships after a flight is removed from the sorting list, and simultaneously correct the sorting order of such flights.
2. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 1, characterized in that, Step 1) includes the following steps: 11) Runway association identification and flight screening; 12) Identifier of ordered association relationship.
3. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 2, characterized in that, Step 11) includes the following steps: 111) Identify associated runways: Based on the landing runways already assigned to the target flight of the control intervention, select other runways that are in the same runway operation mode or related runway operation mode as the landing runway. Runways in the isolated operation mode or independent parallel approach mode are not associated. 112) Locate the preceding and following flights under each runway operation mode scenario; Among flights operating on the same runway as the target flight for air traffic control intervention, the preceding and following candidate flights with landing times immediately adjacent to the target flight for air traffic control intervention are selected. Among flights operating on the same runway as the target flight for air traffic control intervention, the preceding and following candidate flights with landing times immediately adjacent to the target flight for air traffic control intervention are selected; 113) Determine the final preceding and following flights; From all the selected candidate flights, the flight with the smallest difference in landing time from the target flight of the air traffic control intervention is selected as the final candidate flight. If no preceding candidate flight is selected, the target flight of the air traffic control intervention is determined to be adjusted to the first flight in the current associated runway range; from all the subsequent candidate flights selected, the flight with the smallest difference in landing time with the target flight of the air traffic control intervention is selected as the final subsequent flight; If no subsequent candidate flights are selected, the flight targeted by the air traffic control intervention is determined to be moved to the last position among the flights in the current associated runway range.
4. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 3, characterized in that, Step 12) specifically includes: A ternary structure is used to identify the relationships between preceding flights, target flights for air traffic control intervention, and subsequent flights, in order to clarify the logical order of these flights and the proactive adjustment attributes of the target flights for air traffic control intervention; specifically as follows: 121) After confirmation by the controller, if it is necessary to associate both preceding and following flights, the association identifier for the target flight of the control intervention is [preceding flight call sign, ACTIVE, following flight call sign]. Here, ACTIVE indicates that the target flight of the control intervention is actively adjusting its role, and the preceding and following flight call signs clearly identify the preceding and following flights. If it is only necessary to associate the preceding flight, the association identifier is [preceding flight call sign, ACTIVE, NULL1], where NULL1 indicates that there is no following associated flight. If it is only necessary to associate the following flight, the association identifier is [NULL2, ACTIVE, following flight call sign], where NULL2 indicates that there is no preceding associated flight. 122) In the triplet structure, the association identifier of the preceding flight is [NULL2, PASSIVE2, call sign of the target flight for air traffic control intervention], where NULL2 indicates that there is no preceding associated flight, PASSIVE2 indicates that the preceding flight is a passively associated flight, and the call sign of the target flight for air traffic control intervention clearly indicates the active adjustment party of the association of the preceding flight; 123) In the triplet structure, the association identifier of the subsequent flight is [control intervention target flight call sign, PASSIVE1, NULL1]. The control intervention target flight call sign clarifies the active adjustment party of the association of the subsequent flight, PASSIVE1 indicates that the subsequent flight is a passive association role, and NULL1 indicates that there is no subsequent associated flight.
5. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 4, characterized in that, Step 2) includes the following steps: 21) The preceding flight was again subject to air traffic control intervention; 22) The target flight was subject to further control intervention; 23) Subsequent flights were subject to further air traffic control intervention.
6. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 5, characterized in that, Step 21) includes the following steps: 211) Maintain the identified association records: Delete the association identifier of the preceding flight as [NULL2, PASSIVE2, control intervention target flight call sign], and modify the association identifier of the control intervention target flight [previous flight call sign, ACTIVE, subsequent flight call sign] to [NULL2, ACTIVE, subsequent flight call sign]; 212) Add new identification record association: Identify new flights subject to regulatory intervention, as well as their preceding and following flights.
7. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 6, characterized in that, Step 22) includes the following steps: 221) Maintain identified association records: Delete all association identifiers for preceding flights, target flights for control intervention, and subsequent flights; 222) Add new identification record association: Identify new flights subject to regulatory intervention, as well as their preceding and following flights.
8. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 7, characterized in that, Step 23) includes the following steps: 231) Maintain the identified association records: Delete the association identifier of the subsequent flight as [control intervention target flight call sign, PASSIVE1, NULL1], and modify the association identifier of the control intervention target flight [previous flight call sign, ACTIVE, subsequent flight call sign] to [previous flight call sign, ACTIVE, NULL1]; 232) Add new identification record association: Identify the newly controlled flights, their preceding flights, and their following flights; The final association identifiers for the newly intervened flight are [new preceding flight call sign, ACTIVE, new following flight call sign], the new preceding flight's new association identifier is [NULL2, PASSIVE2, new control intervention target flight call sign], and the new following flight's new association identifier is [new control intervention target flight call sign, PASSIVE1, NULL1].
9. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 8, characterized in that, The specific steps of step 4) are as follows: 41) Deviation Flight Identification: Generate a natural sorting order of flights according to their expected arrival times from morning to evening. Verify whether the current preceding and following adjacent flights of the control intervention target flights with established associations in steps 1) and 2) are the preceding and following flights designated by the control. If so, it is determined that there is no sorting deviation and no adjustment is needed. If any association does not match the control designation, it is determined that there is a sorting deviation in the association group consisting of the control intervention target flight, the preceding flight of the control intervention target flight, and the following flight of the control intervention target flight, and the order needs to be adjusted. 42) Scenarios-based order adjustment: Based on the type of sorting deviation, targeted adjustments will be made in three scenarios. During the adjustment process, it is necessary to ensure that the established control relationships of other flights are not disrupted; details are as follows: 421) If neither the preceding nor following flight complies with control regulations, check whether any of the following situations apply and make adjustments accordingly: In scenario one, if the designated subsequent flight is located before the designated preceding flight, the designated subsequent flight will first be adjusted to a position immediately after the designated preceding flight. During the adjustment, all related flights that are after the original position of the designated subsequent flight and before the original position of the designated preceding flight must be shifted backward as a whole to ensure that the original control relationship between flights within the interval is not disrupted. Then, the control intervention target flight will be inserted between the designated preceding flight and the designated subsequent flight to restore the control designation relationship among the three. Scenario 2: If the designated subsequent flight is located after the designated preceding flight, but the two are not adjacent, the designated subsequent flight will be adjusted to a position immediately after the designated preceding flight. During the adjustment, all related flights after the original position of the designated subsequent flight must be moved forward as a whole, while preserving the original control relationships of flights within the interval. Then, the target flight for the control intervention is inserted between the designated preceding flight and the designated following flight to complete the association repair; Scenario 3: If the designated subsequent flight is immediately after the designated preceding flight, the control intervention target flight will be directly inserted between the designated preceding flight and the designated subsequent flight to restore the control designation relationship order among the three. 422) If the preceding flight complies with control requirements or there is no preceding flight, and only the following flight does not comply with control requirements, then check whether it falls under one of the following situations and make adjustments accordingly: Scenario 1: If the designated subsequent flight is located before the designated preceding flight, or if there is no preceding flight but the flight is before the target flight for control intervention, then all related flights that are after the original position of the designated subsequent flight and before the original position of the designated preceding flight will be adjusted to be after the target flight for control intervention. The original control relationship of the flights within the interval will be retained. The designated subsequent flight must be adjusted to be immediately after the designated target flight for control intervention, and the subsequent relationship will be restored. In the second scenario, if the designated follow-up flight is located after the target flight of the control intervention, but not immediately adjacent to it, all related flights after the original position of the designated follow-up flight need to be moved forward as a whole to ensure that their original control relationship is not disrupted. The designated follow-up flight needs to be adjusted to be immediately behind the target flight of the control intervention to restore the follow-up relationship. 423) If subsequent flights comply with control requirements or there are no subsequent flights, and only preceding flights do not comply with control requirements, then check whether any of the following situations apply and make adjustments accordingly: In scenario one, if the designated preceding flight is located before but not immediately adjacent to the target flight of the control intervention, all related flights before the original position of the designated preceding flight need to be shifted backward as a whole, retaining their original control relationship. The designated preceding flight needs to be adjusted to be immediately ahead of the target flight of the control intervention to restore the preceding relationship. In the second scenario, if the designated preceding flight is located after the designated following flight, or if there is no following flight but the flight is after the target flight for control intervention, then all related flights that are before the original position of the designated preceding flight and after the original position of the designated following flight need to be moved forward as a whole to ensure that their original control relationship is not disrupted. The designated preceding flight needs to be adjusted to be immediately in front of the target flight for control intervention to complete the restoration of the preceding relationship. 43) Correcting the flight sorting benchmark: The flights whose order was adjusted in step 42) are uniformly adopted using the sorting benchmark of the target flights of the control intervention; when sorting flights, flights are added to the sorting according to the order after the control adjustment, and the time slots occupied by the flights are arranged according to the sorting benchmark.
10. The method for dynamically maintaining the order of arriving flights under complex multi-runway operation scenarios according to claim 9, characterized in that, Step 5) includes the following steps: Remove all associated identifiers of the target flight subject to regulatory intervention; Manage all control intervention target flight identifiers associated with the control intervention target flight that has been removed from the ranking: If the control intervention target flight is only associated with the control intervention flight that has been removed from the ranking, then directly delete the association identifier of the control intervention target flight; if the control intervention target flight is a preceding flight of other flights, then for the following flights of the control intervention flight that has been removed from the ranking, change the flight call sign in the association identifier to NULL2, and still keep it as a preceding flight of other flights; if the control intervention target flight is a following flight of other flights, then for the preceding flights of the control intervention flight that has been removed from the ranking, change the flight call sign in the association identifier to NULL1, and still keep it as a following flight of other flights.