A simulation-based radar guidance method and device

Abstract

This invention discloses a simulation-based radar guidance method and apparatus, relating to the field of airspace simulation evaluation. The method includes: constructing an approach procedure data model and dividing it into procedure segments, configuring radar guidance endpoint types; identifying radar guidance zones from the arrival point to the runway threshold; determining the shortest and longest flight paths within the guidance zone, and calculating the maximum absorbable delay; determining the target flight path by interpolation based on the relationship between the absorbable delay value and the maximum value, and matching the flight speed to control aircraft flight; and sequentially allocating delay absorption when multiple guidance zones are involved. This invention constructs a rapid implementation method for terminal area radar guidance in computer simulation. By accurately planning flight paths and speed matching, it achieves efficient radar guidance and delay absorption for aircraft, improving the utilization efficiency of radar guidance zones during the approach phase, as well as the accuracy of aircraft landing interval control, and enhancing terminal area operational efficiency.

Description

Technical Field

[0001] This invention relates to the field of airspace simulation and evaluation technology, and in particular to a simulation-based radar guidance method and apparatus. Background Technology

[0002] Radar guidance is an important guarantee for the orderly operation of aircraft in the terminal area. In actual control, controllers send instructions to aircraft to change the aircraft trajectory in real time to adjust the spacing between aircraft. However, in simulation, there are still some shortcomings in how to simulate the controller's instructions and effectively adjust the spacing between aircraft by setting parameters. Foreign airspace rapid simulation software TAAM and AirTOp each provide a radar guidance method, but there are the following problems: (1) Radar guidance settings are cumbersome. In TAAM, two additional approach procedures need to be set. In the simulation, the aircraft automatically judges the appropriate path between the three approach procedures, but the workload of setting additional approach procedures is large. In AirTOP, radar guidance areas need to be set between two approach procedures. When there are multiple radar guidance areas in the approach procedure, the approach procedure needs to be split into multiple approach procedures, but the workload of splitting the approach procedures is large. (2) Improper spacing adjustment. When aircraft use radar guidance, there are situations where delays cannot be completely absorbed or are absorbed excessively, resulting in the aircraft not meeting the spacing or the spacing being too large, and the radar guidance cannot be effectively and reasonably used to adjust the spacing. Summary of the Invention

[0003] The main objective of this invention is to provide a simulation-based radar guidance method.

[0004] Another objective of this invention is to provide a simulation-based radar guidance device.

[0005] The third objective of this invention is to provide an electronic device.

[0006] To achieve the above objectives, a first aspect of the present invention proposes a simulation-based radar guidance method, comprising: S1. Construct an approach procedure data model, divide the approach procedure into multiple procedure segments, and configure an attribute field containing radar guidance endpoint type for each procedure segment, wherein the radar guidance endpoint type is used to identify the procedure point as the start point, end point, or fusion point of the radar guidance segment. S2, based on the order of radar guidance endpoint types in the attribute fields, identify the radar guidance area composed of adjacent radar guidance segments from the port entry point to the runway entrance end. S3 determines the shortest and longest flight paths of the aircraft in each radar guidance zone, and calculates the maximum amount of delay that the aircraft can absorb in the radar guidance zone for different types of aircraft. S4. Based on the relationship between the time the aircraft needs to delay in the radar guidance zone and the maximum value of the absorbable delay, the target flight path is determined by interpolation between the shortest and longest flight paths, and the corresponding flight speed is matched to control the aircraft to fly within the radar guidance zone.

[0007] Optionally, the construction of the approach procedure data model divides the approach procedure into multiple procedure segments, and configures each procedure segment with an attribute field containing the radar guidance endpoint type, including: Establish an approach procedure from the arrival point to the runway entrance. Divide the approach procedure into multiple procedure segments according to the approach sequence using procedure design points, where the procedure design points are position points or navigation stations used to specify the flight mode of each procedure segment. Configure a segment information field for each segment. The segment information field includes segment type, segment start point, standard altitude, minimum speed, and radar guidance endpoint type. The standard altitude and minimum speed are allowed to be null values, the standard altitude of the port entry point must be non-null, and the other fields must be non-null values. The radar guidance endpoint type can be configured as one of the following: none, start point, end point, or fusion point. When configured as a fusion point, it means that the start point and the end point are the same point, and the aircraft can fly to the fusion point from any position between the start point and the end point of the previous radar guidance segment.

[0008] Optionally, there are two types of radar guidance segments. The step of identifying a radar guidance zone composed of adjacent radar guidance segments from the arrival point towards the runway threshold, based on the order of radar guidance endpoint types in the attribute fields, includes: The program segment between the start point and the end point of the radar guidance endpoint is identified and defined as the first type of radar guidance segment. The program point that identifies the radar guidance endpoint as a fusion point is treated as a separate second type of radar guidance segment. Starting from the first program point, i.e. the port entry point, the radar guidance segment 2n-1 and the radar guidance segment 2n are combined to form a complete radar guidance area according to the sequence of positive integers n. When the radar guidance segment 2n is a fusion point, the fusion point participates in the formation of the radar guidance area as a special radar guidance segment.

[0009] Optionally, determining the shortest and longest flight paths of the aircraft within each radar guidance zone, and calculating the maximum amount of delay that the aircraft can absorb within the radar guidance zone for different types of aircraft, includes: The shortest flight path is determined by the path taken by an aircraft from the beginning of the previous radar guidance segment to the end of the next radar guidance segment or the fusion point. The longest flight path is determined by the path taken by the aircraft from the beginning of the previous radar guidance segment to the end of the next radar guidance segment or the fusion point, following all the approach procedures of the two radar guidance segments. Estimate the time T1 for each type of aircraft to fly along the shortest flight path at the standard performance speed corresponding to the standard altitude set at the program point, the time T2 for flying along the longest flight path, and the time T3 for flying along the longest flight path at the minimum speed at the program point, wherein the minimum speed at the program point is equal to the larger of the minimum speed set at the program point and the minimum performance speed of the aircraft.

[0010] Optionally, the step of estimating the time T1 for each type of aircraft to fly along the shortest flight path at the standard performance speed corresponding to the standard altitude set at the program point, the time T2 for flying along the longest flight path, and the time T3 for flying along the longest flight path at the minimum speed at the program point, includes: When no standard altitude is set at the program point, the standard altitude at that point is calculated based on the standard altitude set at the preceding and following program points, according to the aircraft's standard descent rate. When no minimum speed is set at a program point, the minimum performance speed corresponding to the standard altitude of the aircraft at that point shall be used as the minimum speed for that program point. Based on a defined standard altitude and minimum speed, the maximum absorbable delay for the aircraft in the radar guidance zone is calculated, where the maximum absorbable delay is the difference between T3 and T1.

[0011] Optionally, determining the target flight path by interpolation between the shortest and longest flight paths based on the relationship between the required delay time of the aircraft in the radar guidance zone and the maximum absorbable delay includes: The preceding radar guidance segment and the following radar guidance segment are pre-divided into several segments evenly. When the following radar guidance segment is a fusion point, the following radar guidance segment is not divided. Instead, the division points on the preceding radar guidance segment are connected to the corresponding division points or fusion points on the following radar guidance segment. When the delay value to be absorbed is less than or equal to the difference between T2 and T1, the flight path that satisfies the condition that the flight time of the previous path minus T1 at the standard flight speed is less than the delay value to be absorbed and less than or equal to the flight time of the current path minus T1 is selected as the target flight path. When the delay value to be absorbed is greater than the difference between T2 and T1 and less than or equal to the difference between T3 and T1, the flight path that satisfies the condition that the flight time of the previous path minus T1 at the minimum flight speed is less than the delay value to be absorbed and less than or equal to the flight time of the current path minus T1 is selected as the target flight path.

[0012] Optionally, matching the corresponding flight speed to control the aircraft's flight within the radar guidance zone includes: When the delay value to be absorbed is equal to 0, the aircraft is controlled to fly along the shortest flight path at the program point standard performance speed. When the delay value to be absorbed is less than or equal to the difference between T2 and T1, the aircraft is controlled to fly along the target flight path obtained by interpolation at the program point standard performance speed. When the delay value to be absorbed is greater than the difference between T2 and T1 and less than or equal to the difference between T3 and T1, the aircraft is controlled to fly along the target flight path obtained by interpolation at the minimum speed at the program point. When the delay value to be absorbed is greater than the difference between T3 and T1, the aircraft is controlled to fly along the longest flight path at the minimum speed at the program point.

[0013] Optionally, the method further includes: When there are multiple radar guidance zones in the terminal area, delay absorption is distributed sequentially from the runway entrance to the arrival point. During the allocation process, if the preceding radar guidance zone has absorbed all the delay values ​​to be absorbed, the allocation of subsequent radar guidance zones will be stopped, and subsequent radar guidance zones will no longer be used for path adjustment. If the preceding radar guidance zone fails to fully absorb the delay value to be absorbed, the remaining unabsorbed delay value is passed to the next radar guidance zone to continue the path planning and speed matching steps.

[0014] To achieve the above objectives, a second aspect of the present invention provides a simulation-based radar guidance device, comprising: The first module is used to construct the approach procedure data model, which divides the approach procedure into multiple procedure segments and configures an attribute field containing the radar guidance endpoint type for each procedure segment. The radar guidance endpoint type is used to identify the procedure point as the start point, end point, or fusion point of the radar guidance segment. The second module is used to identify a radar guidance zone composed of adjacent radar guidance segments from the port of arrival to the runway entrance end, based on the order of the radar guidance endpoint types in the attribute fields. The third module determines the shortest and longest flight paths of the aircraft in each radar guidance zone, and calculates the maximum amount of delay that the aircraft can absorb in the radar guidance zone for different types of aircraft. The fourth module is used to determine the target flight path by interpolation between the shortest and longest flight paths based on the relationship between the time the aircraft needs to delay in the radar guidance zone and the maximum value of the absorbable delay, and to match the corresponding flight speed to control the aircraft to fly in the radar guidance zone.

[0015] To achieve the above objectives, a third aspect of this application provides an electronic device, including a processor and a memory; wherein the processor runs a program corresponding to the executable program code stored in the memory to implement the method described in the first aspect.

[0016] To achieve the above objectives, a fourth aspect of this application provides a non-transitory computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described in the first aspect.

[0017] The embodiments of the present invention have the following beneficial effects: Without changing the original approach procedure structure, radar guidance is achieved by adding attribute fields, greatly simplifying the method of setting the radar guidance zone. Simultaneously, by combining speed regulation and radar guidance, the maximum absorbable delay is increased without changing the original radar guidance zone range, further improving the utilization efficiency of the radar guidance zone. Attached Figure Description

[0018] The above-described and additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which: Figure 1 A flowchart illustrating a simulation-based radar guidance method provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the radar guidance area setting provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of the shortest / longest radar guidance path provided in an embodiment of the present invention; Figure 4 A schematic diagram illustrating the use of radar guidance provided in an embodiment of the present invention; Figure 5 A schematic diagram of the Tianjin Airport approach procedure DUMAP-7K is provided for embodiments of the present invention. Detailed Implementation

[0019] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0020] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0021] A simulation-based radar guidance method and apparatus according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0022] Example 1 To address the issues of cumbersome radar guidance settings and inappropriate interval adjustments in existing rapid simulation software, this application proposes a simulation-based radar guidance method to adjust aircraft paths and speeds within the terminal area to meet delay absorption requirements. First, the radar guidance area setting method is optimized. Without altering the original approach procedure settings, a procedure point attribute field is added to enable radar guidance area settings, simplifying the workload of approach procedure splitting. Second, the radar guidance interval adjustment is optimized. Combined with speed adjustment methods, the radar guidance area can effectively absorb delays to ensure sufficient spacing between preceding and following aircraft.

[0023] like Figure 1 As shown, the method includes the following steps: S1. Construct an approach procedure data model, divide the approach procedure into multiple procedure segments, and configure an attribute field containing the radar guidance endpoint type for each procedure segment. The radar guidance endpoint type is used to identify the procedure point as the start point, end point, or fusion point of the radar guidance segment.

[0024] In this embodiment, a program data model describing the approach procedure is first constructed to achieve a digital representation of the actual flight procedure design results and subsequent simulation processing. The approach procedure in this application refers to the entire flight path of an aircraft from the arrival point to the runway threshold. Its design originates from actual flight procedure design rules and is formulated by professional programmers according to established specifications. This application uses structured modeling of the design results to enable accurate representation and retrieval within the simulation system.

[0025] Specifically, in this embodiment, a complete approach procedure is established from the arrival point to the runway threshold. Following the approach flight sequence, the approach procedure is divided into multiple consecutive procedure segments using multiple program design points. These program design points are key location points that define the flight mode for each segment. These location points can be actual navigation stations or simply logical spatial locations. In this embodiment, the program design points are consistent with the design points in the actual flight procedure to ensure a high degree of consistency between the simulation results and actual flight behavior.

[0026] Furthermore, in this embodiment of the application, basic attribute information is configured for the approach procedure. The basic attribute information includes at least the procedure name and the logical runway. The procedure name is used to uniquely identify different approach procedures, and the logical runway indicates the final landing runway corresponding to that approach procedure.

[0027] After segmenting the approach procedure, this embodiment configures a procedure segment information field for each segment to describe its flight characteristics and constraints. Specifically, the procedure segment information field includes at least the procedure segment type, procedure segment start point, standard altitude, minimum speed, and radar guidance endpoint type. The procedure segment type indicates the flight mode the aircraft must follow when flying from the current procedure point to the next. For example, the IF type indicates that the aircraft flies directly from the current procedure point to the next, while the DF type indicates that the aircraft must fly along the direction of the navigation beacon signal to the next procedure point. Furthermore, the procedure segment type also includes a path termination code: used to specify the flight mode and termination conditions for each procedure segment. Because different types of procedure segments correspond to different flight control logics, the actual flight trajectory of the aircraft does not completely coincide with the procedure graph; the procedure graph is primarily used to illustrate the overall flight direction.

[0028] It should be noted that the segment start point is used to identify the starting point of the segment; the standard altitude is used to define the recommended flight altitude for the aircraft within the segment; and the minimum speed is used to define the minimum flight speed for the aircraft within the segment. The standard altitude and minimum speed fields are allowed to be empty in some segments, but the standard altitude at the arrival point must be non-empty to accommodate the flexible needs of different flight phases. The segment type, segment start point, and radar guidance endpoint type must be non-empty to ensure the basic structural integrity of the segment.

[0029] Furthermore, in one embodiment of this application, a radar guidance endpoint type field needs to be configured for each program segment to identify the functional role of the program point in the radar guidance process. The radar guidance endpoint type can be set to any one of the following: none, start point, end point, or fusion point. When the radar guidance endpoint type is "none", it means that the program point does not participate in the definition of the radar guidance segment; when it is "start point", it means that the radar guidance segment begins from this point; when it is "end point", it means that the radar guidance segment ends at this point.

[0030] Specifically, in this embodiment, when the radar guidance endpoint type is configured as a fusion point, it means that the point simultaneously functions as a start point and an end point, i.e., the end position of the previous radar guidance segment coincides with the start position of the next radar guidance segment. In this case, the aircraft can fly directly to the fusion point from any position between the start and end points of the previous radar guidance segment, thereby achieving flexible connection and transition of the radar guidance path.

[0031] Through the above methods, the embodiments of this application construct an approach procedure data model with a clear structure and complete fields, which can not only realistically reproduce the actual flight procedure design results, but also provide a reliable data foundation for subsequent flight path calculation, radar guidance and control, and simulation demonstration.

[0032] S2, based on the order of radar guidance endpoint types in the attribute fields, identify the radar guidance area composed of adjacent radar guidance segments from the port entry point to the runway entrance.

[0033] After completing the data model construction of the approach procedure and configuring the radar guidance endpoint type for each procedure segment, the embodiments of this application further identify and organize the radar guidance structure in the approach procedure based on the radar guidance endpoint type, thereby forming a radar guidance area for radar guidance control.

[0034] Specifically, in this embodiment, the radar guidance endpoint types configured in each procedure segment are first scanned and identified sequentially according to the flight sequence from the arrival point to the runway threshold, and multiple radar guidance segments are determined accordingly. As the basic unit constituting the radar guidance area, the division method of the radar guidance segment is closely related to the radar guidance endpoint type.

[0035] It should be noted that radar guidance segments include at least two types. The first type is a set of program segments defined by two adjacent radar guidance endpoints, with the latter being the start and the former the end. That is, when a program point is identified as the start point, and the next radar guidance endpoint appearing in the approach sequence is identified as the end point, then one or more program segments from that start point to that end point are collectively identified as a single radar guidance segment. This type of radar guidance segment reflects the conventional radar guidance path range. The second type is the radar guidance segment corresponding to a fusion point. When the radar guidance endpoint type of a program design point is configured as a fusion point, that program point is identified as an independent radar guidance segment. Since a fusion point possesses both start and end point attributes, it can itself constitute a complete guidance unit. For ease of subsequent processing and unified description, this type of fusion point is treated as a special form of radar guidance segment in this embodiment.

[0036] After identifying the two types of radar guidance segments mentioned above, this embodiment of the application further combines the radar guidance segments according to predetermined rules to form a radar guidance area. Specifically, starting from the first program point, i.e., the port entry point, the radar guidance segments are numbered sequentially according to their appearance order in the approach procedure, and the (2n-1)th radar guidance segment is paired with the 2nth radar guidance segment in the order of positive integer n to form a complete radar guidance area, where n is a positive integer.

[0037] It is important to emphasize that when the 2nth radar guidance segment involved in the combination is a fusion point radar guidance segment of the second type mentioned above, this fusion point still participates in the construction of the radar guidance area as an independent and effective radar guidance segment, thereby ensuring the consistency and integrity of the radar guidance area division rules. By incorporating the fusion point into a unified radar guidance segment sequence, unified modeling of different types of guidance structures can be achieved without adding additional complex rules.

[0038] In one possible embodiment, a schematic diagram of the constructed radar guidance zone is shown below. Figure 2 As shown. In Figure 2 middle, Figure 2 In this context, radar guidance segment 2 is fusion point 1. Since the starting point and the ending point are the same point, it is used as a special radar guidance segment for ease of formula description.

[0039] Through the above methods, this application embodiment realizes automatic identification of radar guidance segments and standardized division of radar guidance areas based on the orderly arrangement of radar guidance endpoint types, so that the radar guidance logic in the approach procedure can be expressed in a structured form, providing a clear data foundation for subsequent path planning and guidance control.

[0040] S3 determines the shortest and longest flight paths of the aircraft within each radar guidance zone, and calculates the maximum amount of delay that the aircraft can absorb within the radar guidance zone for different types of aircraft.

[0041] After the radar guidance zones are divided, the aircraft entering each radar guidance zone are further calculated to determine their ability to absorb delays within the corresponding radar guidance zone, which will be used for subsequent traffic allocation and spacing control.

[0042] Specifically, in this embodiment, the shortest and longest flight paths for an aircraft within each radar guidance zone are first determined. The shortest flight path is defined as the path taken by the aircraft from the beginning of the previous radar guidance segment to the end or fusion point of the next radar guidance segment. This path no longer strictly follows the existing approach procedure segment by segment, but instead utilizes the shortest distance flight method achieved through radar guidance. Correspondingly, the longest flight path is defined as the path taken by the aircraft from the beginning of the previous radar guidance segment, following all approach procedure segments within the radar guidance zone until reaching the end or fusion point of the next radar guidance segment.

[0043] In one possible implementation, such as Figure 3 The radar guidance area shown has a longest flight path that is the entire approach sequence from A to D, A->B->C->D, and a shortest path that is a direct flight from A to D.

[0044] After determining the shortest and longest paths, this embodiment of the application further estimates the flight time of different types of aircraft within the radar guidance area. Specifically, it calculates the time T1 required for the aircraft to fly along the shortest flight path at standard performance speed, the time T2 required to fly along the longest flight path at standard performance speed, and the time T3 required to fly along the longest flight path at minimum speed.

[0045] In this embodiment, the standard performance speed of the aircraft is the flight performance speed corresponding to the standard altitude set at a program point. If a program point does not have a standard altitude, the standard altitude of that program point is interpolated or calculated by combining the standard altitudes of the adjacent program points before and after that program point with the aircraft's standard rate of descent, thereby obtaining continuous altitude profile data. Based on this, the standard performance speed is determined according to the aircraft's performance parameters at the corresponding altitude.

[0046] Furthermore, in determining the minimum speed, this embodiment of the application adopts the following method: For each program point, if a minimum speed is set for that program point, the minimum speed is compared with the aircraft's minimum performance speed at the corresponding standard altitude, and the larger of the two values ​​is taken as the actual minimum speed for that program point; if no minimum speed is set for that program point, the minimum performance speed of the aircraft at that standard altitude is directly used as the minimum speed for that program point. Through the above method, it is ensured that the minimum speed used satisfies both program constraints and the aircraft's own performance limitations.

[0047] After obtaining the standard performance speed and minimum speed, the embodiments of this application calculate the aircraft flight time based on the shortest and longest flight paths, respectively, to obtain time parameters T1, T2, and T3. Among them, T1 reflects the shortest flight time under optimal radar guidance conditions, T2 reflects the flight time under standard procedure flight conditions, and T3 reflects the maximum time consumption for flying along the longest path under the most unfavorable speed conditions.

[0048] Finally, based on the aforementioned time parameters, this embodiment calculates the maximum absorbable delay for the aircraft within the radar guidance zone. Specifically, the maximum absorbable delay is defined as the difference between T3 and T1, i.e., the additional time margin that the aircraft can consume through path adjustment and speed control while maintaining flight safety and procedural constraints.

[0049] Through the above methods, the embodiments of this application can accurately assess the delay absorption capability of different types of aircraft in different radar guidance zones, thereby providing a quantitative basis for subsequent approach sequencing optimization, interval adjustment and flow management, and improving approach operation efficiency and safety.

[0050] S4 determines the target flight path by interpolation between the shortest and longest flight paths based on the relationship between the time the aircraft needs to delay in the radar guidance zone and the maximum amount of delay that can be absorbed, and matches the corresponding flight speed to control the aircraft's flight within the radar guidance zone.

[0051] After obtaining the maximum absorbable delay of the aircraft within the radar guidance zone, this embodiment further dynamically determines the aircraft's flight path within the radar guidance zone based on the actual delay value (i.e., the "delay value to be absorbed") that the aircraft needs to absorb, and matches the corresponding flight speed, thereby achieving precise control over the aircraft's flight process.

[0052] Specifically, the delay value to be absorbed is first compared with the maximum absorbable delay. Then, a continuously varying set of candidate flight paths is constructed between the shortest and longest flight paths through path interpolation. This method allows for the creation of multiple intermediate paths of varying lengths between the shortest and longest paths to meet different delay absorption requirements.

[0053] In the path interpolation process, this embodiment pre-divides the preceding and following radar guidance segments into several sub-segments of approximately equal length, thus forming a corresponding set of segmentation points between the two segments. When the following radar guidance segment is a fusion point, since this point is a single location point, it is not segmented. Based on this, each segmentation point on the preceding radar guidance segment is connected one by one to the corresponding segmentation point on the following radar guidance segment, or to the fusion point, thereby generating multiple flight paths that gradually transition from short to long. Through the above segmentation and connection methods, a set of candidate path sequences arranged in ascending order of path length can be obtained, and the flight time of each path under different speed conditions can be pre-calculated.

[0054] It should be noted that, in order to balance simulation accuracy and computational efficiency, the length of the segment is preferably set to be in the range of approximately 500 to 1000 meters, and can be adjusted according to the accuracy requirements of the system.

[0055] Furthermore, for each candidate path, this embodiment pre-calculates its corresponding flight time based on the standard performance speed and minimum speed, thereby establishing a mapping relationship between the path and the flight time. In actual simulation, only the target path meeting the conditions needs to be quickly found within this mapping relationship based on the aircraft's desired absorption delay value, eliminating the need for complex real-time calculations and significantly improving system operating efficiency.

[0056] During the specific path selection process, when the delay value to be absorbed is less than or equal to the standard path time difference T2 minus T1, a path satisfying the following conditions is selected from the candidate path set as the target flight path: at standard performance speeds, the difference between the flight time corresponding to the previous path and the shortest path time T1 is less than the delay value to be absorbed, and the difference between the flight time corresponding to the current path and T1 is greater than or equal to the delay value to be absorbed. This method allows selection of the path closest to the target delay value. When the delay value to be absorbed is greater than T2 minus T1 and less than or equal to T3 minus T1, path selection is performed under minimum speed conditions. That is, a path satisfying the minimum speed path flight time difference interval condition is selected from the candidate paths as the target flight path, thereby achieving greater delay absorption capacity through the combined effect of path and speed.

[0057] In one possible implementation, such as Figure 4 As shown, the radar guidance segment is divided into 40 segments, with paths numbered L1, L2, ..., L39 from shortest to longest. The flight time for each path is estimated using both standard and minimum flight speeds. When delay ≤ T2 - T1, choose the option that satisfies... The flight path Li, when Choose to satisfy The flight path Li.

[0058] After determining the target flight path, this embodiment further matches the corresponding flight speed to control the aircraft's flight behavior. Specifically: when the delay value to be absorbed is equal to 0, the aircraft is controlled to fly along the shortest flight path at the standard performance speed corresponding to the program point to ensure arrival in the shortest time; when the delay value to be absorbed is less than or equal to T2 minus T1, the aircraft is controlled to fly along the selected interpolation path at the standard performance speed; when the delay value to be absorbed is greater than T2 minus T1 and less than or equal to T3 minus T1, the aircraft is controlled to fly along the selected interpolation path at the minimum speed of the program point; when the delay value to be absorbed is greater than T3 minus T1, the aircraft is controlled to fly along the longest flight path at the minimum speed to absorb as much delay as possible.

[0059] By combining path interpolation technology with flight performance constraints in the above manner, the embodiments of this application pre-calculate the path and time before simulation, enabling the optimal radar guidance path and corresponding speed to be quickly determined based on the aircraft's delay requirements during simulation, thus achieving efficient and accurate approach control. This pre-calculation and rapid matching-based processing method effectively reduces the real-time computational burden while improving the response speed and control accuracy of radar guidance path planning.

[0060] Furthermore, it should be noted that after completing the path planning and delay absorption control within a single radar guidance zone, this application embodiment further considers the situation where multiple radar guidance zones exist within the terminal area, and coordinates the overall delay absorption process to achieve multi-segment collaborative control.

[0061] Specifically, when multiple radar guidance zones exist within the terminal area, delay absorption is allocated sequentially to each radar guidance zone in the reverse order of the aircraft's flight direction, i.e., from the runway threshold towards the arrival point. This allocation order is chosen because radar guidance zones closer to the runway threshold have a more direct and critical impact on the final approach sequence and landing interval. Therefore, prioritizing the use of terminal radar guidance zones for delay absorption improves overall control accuracy. In the specific allocation process, the total delay value to be absorbed by the aircraft is first used as the initial input and allocated to the radar guidance zone closest to the runway threshold. Within this radar guidance zone, the amount of delay it can absorb is calculated using the aforementioned path planning and speed matching method.

[0062] Furthermore, if the current radar guidance area can completely absorb the delay value to be absorbed—meaning that all delays can be absorbed within this radar guidance area through path adjustment and speed control—then the allocation process for subsequent radar guidance areas is stopped, and path adjustment or speed control is no longer used for subsequent radar guidance areas, thereby avoiding unnecessary path deviations and improving flight efficiency. Conversely, if the maximum absorbable delay of the current radar guidance area is less than the delay value to be absorbed, meaning that the radar guidance area has not completely absorbed all delays, then the remaining unabsorbed delay value is used as a new delay input to be absorbed and passed to the next radar guidance area. Subsequently, path planning and speed matching steps are continued in the next radar guidance area to further absorb the remaining delays.

[0063] Understandably, this hierarchical transmission method enables coordinated operation among multiple radar guidance zones, allowing each zone to share the delay mitigation task within its capabilities. This achieves distributed and optimized control of overall delays while ensuring flight safety and procedural constraints. This multi-radar guidance zone allocation mechanism not only improves the flexibility of delay mitigation but also avoids overburdening a single radar guidance zone, facilitating more efficient and precise approach deployment in complex terminal area environments.

[0064] The above method will be explained below with an example of a specific entry procedure.

[0065] like Figure 5The following example demonstrates the setup for the Tianjin Binhai Airport DUMAP-7K (by ATC) approach procedure. The procedure name is ZBTJ-DUMAP-7K (by ATC), and the logical runway is ZBTJ-16R. From the arrival point to the runway threshold, the procedure design points are sequentially DUMAP, TJ964, TJ963, TJ962, TJ961, TJ960, TJ953, and ZBTJ-FAF. These procedure points form a complete approach path in a predetermined order and are further divided into multiple procedure segments. For example, the first procedure segment is of type IF, its starting point is DUMAP, the corresponding standard altitude is 2400m, no minimum speed is set, and the radar guidance endpoint type is none.

[0066] Based on this, the radar guidance endpoint types in the approach procedure are set. Specifically, TJ961 is set as the radar guidance start point, TJ960 as the radar guidance end point, TJ953 as the radar guidance start point, and ZBTJ-FAF as the radar guidance end point. The radar guidance endpoint type for all other procedure points is set to "None". This identifies two radar guidance segments: one consisting of TJ961 to TJ960, and the other consisting of TJ953 to ZBTJ-FAF. These two adjacent radar guidance segments together constitute a complete radar guidance area.

[0067] Calculate the maximum amount of delay that the aircraft can absorb within the radar guidance zone when flying a certain type of aircraft using the ZBTJ-DUMAP-7K (by ATC). The time it takes for the aircraft to fly along the shortest path at its program point standard performance speed. The time taken to fly along the longest path at the standard performance speed of the program point The time taken to fly along the longest path at the minimum speed at the program point is... The maximum delay that an aircraft can absorb in radar guidance is... .

[0068] Furthermore, the specific flight path is determined based on the aircraft's delay value to be absorbed, as follows: when The front and rear radar guidance sections are evenly divided into 40 segments, with each segment forming a path. The paths, from shortest to longest, are as follows: Flight time for each path is estimated using the standard velocity at the program point. ,in, , ,have aircraft along Flying at standard speed.

[0069] when Similarly, the radar guidance segment is evenly divided into 40 segments, and the flight time of each path is estimated based on the minimum speed at the program point. ,in, , ,have aircraft along Fly at minimum speed.

[0070] When delay > 600 seconds, the aircraft flies at minimum speed along the longest path TJ961->TJ960->TJ953->ZBTJ-FAF.

[0071] As can be seen from the above examples, by rationally dividing the radar guidance zone and combining path interpolation and speed matching methods, the optimal flight path and speed of an aircraft can be quickly determined according to different delay requirements, thereby achieving refined control of the approach process.

[0072] This invention also provides a simulation-based radar guidance device, which includes: The first module is used to construct the approach procedure data model, which divides the approach procedure into multiple procedure segments and configures an attribute field containing the radar guidance endpoint type for each procedure segment. The radar guidance endpoint type is used to identify the procedure point as the start point, end point, or fusion point of the radar guidance segment. The second module is used to identify the radar guidance zone composed of adjacent radar guidance segments from the port of arrival to the runway entrance end according to the order of radar guidance endpoint types in the attribute field. The third module determines the shortest and longest flight paths of the aircraft in each radar guidance zone, and calculates the maximum amount of delay that the aircraft can absorb in the radar guidance zone for different types of aircraft. The fourth module is used to determine the target flight path by interpolation between the shortest and longest flight paths based on the relationship between the time the aircraft needs to delay in the radar guidance zone and the maximum value of the absorbable delay, and to match the corresponding flight speed to control the aircraft to fly in the radar guidance zone.

[0073] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0074] To implement the methods of the above embodiments, the present invention also provides an electronic device, which includes a memory and a processor; wherein the processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the various steps of the methods described above.

[0075] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0076] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0077] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

Claims

1. A simulation-based radar guidance method, characterized in that, Includes the following steps: S1. Construct an approach procedure data model, divide the approach procedure into multiple procedure segments, and configure an attribute field containing radar guidance endpoint type for each procedure segment, wherein the radar guidance endpoint type is used to identify the procedure point as the start point, end point, or fusion point of the radar guidance segment. S2, based on the order of radar guidance endpoint types in the attribute fields, identify the radar guidance area composed of adjacent radar guidance segments from the port entry point to the runway entrance end. S3 determines the shortest and longest flight paths of the aircraft in each radar guidance zone, and calculates the maximum amount of delay that the aircraft can absorb in the radar guidance zone for different types of aircraft. S4. Based on the relationship between the time the aircraft needs to delay in the radar guidance zone and the maximum value of the absorbable delay, the target flight path is determined by interpolation between the shortest and longest flight paths, and the corresponding flight speed is matched to control the aircraft to fly within the radar guidance zone.

2. The method as described in claim 1, characterized in that, The approach procedure data model is constructed by dividing the approach procedure into multiple procedure segments and configuring an attribute field containing the radar guidance endpoint type for each procedure segment, including: Establish an approach procedure from the arrival point to the runway entrance. Divide the approach procedure into multiple procedure segments according to the approach sequence using procedure design points, where the procedure design points are the location points or navigation stations used to specify the nominal track of each procedure segment. Configure a segment information field for each segment. The segment information field includes segment type, segment start point, standard altitude, minimum speed, and radar guidance endpoint type. The standard altitude and minimum speed are allowed to be null values, the standard altitude of the port entry point must be non-null, and the other fields must be non-null values. The radar guidance endpoint type can be configured as one of the following: none, start point, end point, or fusion point. When configured as a fusion point, it means that the start point and the end point are the same point, and the aircraft can fly to the fusion point from any position between the start point and the end point of the previous radar guidance segment.

3. The method as described in claim 2, characterized in that, There are two types of radar guidance segments. The process of identifying a radar guidance zone composed of adjacent radar guidance segments from the arrival point towards the runway threshold, based on the order of radar guidance endpoint types in the attribute fields, includes: The program segment between the start point and the end point of the radar guidance endpoint is identified and defined as the first type of radar guidance segment. The program point that identifies the radar guidance endpoint as a fusion point is treated as a separate second type of radar guidance segment. Starting from the first program point, i.e. the port entry point, the radar guidance segment 2n-1 and the radar guidance segment 2n are combined to form a complete radar guidance area according to the sequence of positive integers n. When the radar guidance segment 2n is a fusion point, the fusion point participates in the formation of the radar guidance area as a special radar guidance segment.

4. The method as described in claim 3, characterized in that, The determination of the shortest and longest flight paths of the aircraft within each radar guidance zone, and the calculation of the maximum amount of delay that the aircraft can absorb within the radar guidance zone for different types of aircraft, include: The shortest flight path is determined by the path taken by an aircraft from the beginning of the previous radar guidance segment to the end of the next radar guidance segment or the fusion point. The longest flight path is determined by the path taken by the aircraft from the beginning of the previous radar guidance segment to the end of the next radar guidance segment or the fusion point, following all the approach procedures of the two radar guidance segments. Estimate the time T1 for each type of aircraft to fly along the shortest flight path at the standard performance speed corresponding to the standard altitude set at the program point, the time T2 for flying along the longest flight path, and the time T3 for flying along the longest flight path at the minimum speed at the program point, wherein the minimum speed at the program point is equal to the larger of the minimum speed set at the program point and the minimum performance speed of the aircraft.

5. The method as described in claim 4, characterized in that, The estimation of the time T1 for each type of aircraft to fly along the shortest flight path, the time T2 for flying along the longest flight path, and the time T3 for flying along the longest flight path at the minimum speed at the program point, corresponding to the standard performance speed at the standard altitude set at the program point, includes: When no standard altitude is set at the program point, the standard altitude at that point is calculated based on the standard altitude set at the preceding and following program points, according to the aircraft's standard descent rate. When no minimum speed is set at a program point, the minimum performance speed corresponding to the standard altitude of the aircraft at that point shall be used as the minimum speed for that program point. Based on a defined standard altitude and minimum speed, the maximum absorbable delay for the aircraft in the radar guidance zone is calculated, where the maximum absorbable delay is the difference between T3 and T1.

6. The method as described in claim 5, characterized in that, Based on the relationship between the required delay time of the aircraft in the radar guidance zone and the maximum absorbable delay, the target flight path is determined by interpolation calculation between the shortest and longest flight paths, including: The preceding radar guidance segment and the following radar guidance segment are pre-divided into several segments evenly. When the following radar guidance segment is a fusion point, the following radar guidance segment is not divided. Instead, the division points on the preceding radar guidance segment are connected to the corresponding division points or fusion points on the following radar guidance segment. When the delay value to be absorbed is less than or equal to the difference between T2 and T1, the flight path that satisfies the condition that the flight time of the previous path minus T1 at the standard flight speed is less than the delay value to be absorbed and less than or equal to the flight time of the current path minus T1 is selected as the target flight path. When the delay value to be absorbed is greater than the difference between T2 and T1 and less than or equal to the difference between T3 and T1, the flight path that satisfies the condition that the flight time of the previous path minus T1 at the minimum flight speed is less than the delay value to be absorbed and less than or equal to the flight time of the current path minus T1 is selected as the target flight path.

7. The method as described in claim 6, characterized in that, The matching of corresponding flight speeds to control the aircraft's flight within the radar guidance zone includes: When the delay value to be absorbed is equal to 0, the aircraft is controlled to fly along the shortest flight path at the program point standard performance speed. When the delay value to be absorbed is less than or equal to the difference between T2 and T1, the aircraft is controlled to fly along the target flight path obtained by interpolation at the program point standard performance speed. When the delay value to be absorbed is greater than the difference between T2 and T1 and less than or equal to the difference between T3 and T1, the aircraft is controlled to fly along the target flight path obtained by interpolation at the minimum speed at the program point. When the delay value to be absorbed is greater than the difference between T3 and T1, the aircraft is controlled to fly along the longest flight path at the minimum speed at the program point.

8. The method as described in claim 7, characterized in that, The method further includes: When there are multiple radar guidance zones in the terminal area, delay absorption is distributed sequentially from the runway entrance to the arrival point. During the allocation process, if the preceding radar guidance zone has absorbed all the delay values ​​to be absorbed, the allocation of subsequent radar guidance zones will be stopped, and subsequent radar guidance zones will no longer be used for path adjustment. If the preceding radar guidance zone fails to fully absorb the delay value to be absorbed, the remaining unabsorbed delay value is passed to the next radar guidance zone to continue the path planning and speed matching steps.

9. A simulation-based radar guidance device, characterized in that, include: The first module is used to construct the approach procedure data model, which divides the approach procedure into multiple procedure segments and configures an attribute field containing the radar guidance endpoint type for each procedure segment. The radar guidance endpoint type is used to identify the procedure point as the start point, end point, or fusion point of the radar guidance segment. The second module is used to identify a radar guidance zone composed of adjacent radar guidance segments from the port of arrival to the runway entrance end, based on the order of the radar guidance endpoint types in the attribute fields. The third module determines the shortest and longest flight paths of the aircraft in each radar guidance zone, and calculates the maximum amount of delay that the aircraft can absorb in the radar guidance zone for different types of aircraft. The fourth module is used to determine the target flight path by interpolation between the shortest and longest flight paths based on the relationship between the time the aircraft needs to delay in the radar guidance zone and the maximum value of the absorbable delay, and to match the corresponding flight speed to control the aircraft to fly in the radar guidance zone.

10. An electronic device, characterized in that, Including processor and memory; The processor reads executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the method as described in any one of claims 1-8.

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