Implementation method and device of sector handover height protocol in airspace simulation

Abstract

The application discloses a kind of sector handover height protocol implementation method and device in airspace simulation, it is related to airspace simulation control technical field, wherein, method includes: first, two kinds of handover height protocol models of handover point and sector boundary are constructed, then the climb-down profile of different models is calculated according to aircraft performance data;After aircraft enters sector, the executable handover protocol of its flight state and flight plan is combined and filtered to adapt to it.Combined with the control type of keeping height and limiting height, the flight distance required for aircraft height change is calculated by interpolation algorithm, the climb rate and height change starting point of aircraft are adjusted to adapt, and the standard handover height of aircraft is accurately controlled at the specified position.The application effectively standardizes the sector aircraft handover height control process, and improves the accuracy and standardization of sector handover in airspace simulation.

Description

Technical Field

[0001] This invention relates to the field of airspace simulation technology, and in particular to a method and apparatus for implementing a sector handover height protocol in airspace simulation. Background Technology

[0002] Airspace simulation, as an important tool for air traffic management, is widely used in airspace planning, flow management, and flight safety assessment. Among related technologies, an airspace operation simulation environment is constructed through the collaborative operation of aircraft performance modeling, flight trajectory simulation, and sector handover protocols. Specifically, this simulation covers the complete flight process from takeoff, cruise to landing, including key aspects such as sector handover altitude protocols, aircraft climb and descent profile calculations, and flight plan management. The handover altitude protocol, as the core rule controlling aircraft flight altitude, directly affects the accuracy of the simulation results.

[0003] However, existing airspace simulation methods directly use control unit handover agreements described in natural language, without establishing a unified agreement modeling framework. This can lead to difficulties in parsing agreements from different control units, low simulation accuracy, or inaccurate altitude change calculations due to differences in aircraft performance, thus affecting the reliability of simulation results and their practical application value. Specifically, due to the complexity and diverse description methods of busy waypoint agreements, as well as the significant differences in aircraft performance, rapidly calculating the start point of climb or descent becomes a technical challenge, and existing technologies struggle to achieve precise altitude control at the locations required by the agreements. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the technical problems in the related art.

[0005] The main objective of this invention is to provide a method for implementing a sector handover height protocol in spatial domain simulation.

[0006] Another objective of this invention is to provide an apparatus for implementing a sector handover height protocol in spatial simulation.

[0007] To achieve the above objectives, a first aspect of the present invention proposes a method for implementing a sector handover height protocol in spatial domain simulation, comprising the following steps:

[0008] Based on the type of handover altitude agreement, a handover point handover altitude agreement model or a sector boundary handover altitude agreement model is established. The model includes a handover location identifier, the location of arrival at the handover altitude, a list of allocable handover altitude layers, control type, and flight plan conditions for executing the agreement.

[0009] Based on aircraft performance data, climb and descent profiles for each aircraft type are calculated at different flight phases and altitudes, including the horizontal flight distance required to reach each flight altitude.

[0010] When an aircraft enters the current sector, an executable handover altitude agreement is selected from all handover altitude agreement models transferred from the current sector to the next sector, based on the aircraft's flight altitude, flight path, and flight plan conditions.

[0011] Based on the control type and handover altitude in the selected handover altitude agreements, and in conjunction with the climb and descent profile, the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude is calculated, and the starting point of the climb or descent is deduced to control the aircraft to reach the handover altitude at the position required by the agreement.

[0012] In one embodiment of the present invention, a handover point handover altitude protocol model is established, including: setting the handover point name, the name of the point preceding the handover point, the arrival handover altitude position, the list of allocable handover altitude layers, the control type, and the flight plan conditions;

[0013] Establish a sector boundary handover altitude protocol model, including: setting outgoing sector identifiers, receiving sector identifiers, arrival handover altitude positions, a list of assignable handover altitude layers, control types, and flight plan conditions.

[0014] In one embodiment of the invention, the climb-descent profile also includes the minimum, standard, and maximum climb-descent times and mean vacuum speed required for the aircraft to reach each flight level during climb or descent.

[0015] In one embodiment of the present invention, the step of selecting executable handover altitude protocols includes: traversing all handover altitude protocol models from the current sector to the next sector in priority order, and sequentially determining whether the aircraft's flight altitude, flight direction, and flight plan conditions meet the conditions in the protocol model, until a protocol that meets the conditions is selected.

[0016] In one embodiment of the present invention, when the control type is altitude maintenance, the controlled aircraft reaches the handover altitude at the protocol-required position, including:

[0017] Select the handover altitude from the list of available handover altitudes that is closest to the current aircraft altitude and that the aircraft's performance can achieve. Calculate the horizontal flight distance required to reach the handover altitude from the current altitude based on the climb and descent profile. Based on the location and flight path required in the agreement for reaching the handover altitude, deduce the starting point of the climb or descent.

[0018] In one embodiment of the present invention, when the horizontal distance between the aircraft’s current position and the position required by the agreement to reach the handover altitude is less than the calculated horizontal flight distance, the rate of climb or the rate of descent is increased from the current position so that the aircraft reaches the handover altitude at the position required by the agreement.

[0019] In increasing the descent rate, the actual descent rate is set as the minimum of the maximum descent rate and (the horizontal flight distance required for profile calculation divided by the actual executable horizontal flight distance multiplied by the standard descent rate), expressed as:

[0020]

[0021] In the formula, This represents the function that takes the minimum value.

[0022] In one embodiment of the present invention, when the control type is altitude restriction, the controlled aircraft reaching the handover altitude at the location required by the agreement includes:

[0023] Calculate the horizontal flight distance required to reach the handover altitude from the current altitude based on the climb and descent profile. If this distance is less than the distance from the aircraft's current position to the handover point, increase the aircraft's climb or descent rate so that the aircraft reaches the handover altitude at the handover point.

[0024] In one embodiment of the present invention, the aircraft performance data includes the minimum, maximum, and standard corrected airspeeds at each altitude level, as well as the minimum, maximum, and standard rates of climb and descent.

[0025] The flight plan conditions for the execution agreement include flight plan conditions, which include at least one of the departure airport, landing airport, or flight route.

[0026] In one embodiment of the present invention, calculating the horizontal flight distance required for the aircraft to reach the handover altitude from its current altitude includes:

[0027] An interpolation algorithm is used to calculate the horizontal flight distance corresponding to a specified altitude range based on the discrete altitude layer data stored in the climb and descent profile.

[0028] To achieve the above objectives, a second aspect of the present invention provides an apparatus for implementing a sector handover height protocol in spatial simulation, comprising:

[0029] The first module is used to establish a handover point handover altitude protocol model or a sector boundary handover altitude protocol model according to the type of handover altitude protocol. The model includes a handover location identifier, the location of the handover altitude, a list of allocable handover altitude layers, control type, and flight plan conditions for executing the protocol.

[0030] The second module is used to calculate the climb and descent profiles of each aircraft type at different flight stages and altitude levels based on aircraft performance data. The profiles include the horizontal flight distance required to reach each flight altitude level.

[0031] The third module, when an aircraft enters the current sector, selects executable handover altitude protocols from all handover altitude protocol models transferred from the current sector to the next sector, based on the aircraft's flight altitude, flight path, and flight plan conditions.

[0032] The fourth module calculates the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude based on the control type and handover altitude in the selected handover altitude agreements, combined with the climb and descent profile, and reverses the starting point of the climb or descent to control the aircraft to reach the handover altitude at the position required by the agreement.

[0033] The embodiments of this invention have the following beneficial effects: In the modeling process, handover points and handover sectors serve as the carriers of the handover altitude agreement model, rather than rule trigger points. This more closely resembles actual paper-based control agreements, making it easier for civil aviation personnel to understand, model, and manage altitude agreement rules. During simulation, the handover rules for the aircraft entering the next sector are predicted in advance as soon as the aircraft enters the sector. The rule trigger position is dynamically calculated based on the aircraft's climb and descent profile, avoiding the problem of triggering rules at fixed trigger points, which could prevent aircraft with large altitude variations from reaching the required handover altitude. Furthermore, predicting the aircraft's latest descent position, climb rate, and descent rate in advance based on the climb and descent profile makes the simulation process more accurate. Attached Figure Description

[0034] 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:

[0035] Figure 1 A simplified flowchart illustrating a method for implementing a sector handover height protocol in spatial simulation, as provided in an embodiment of the present invention.

[0036] Figure 2 This is a detailed flowchart illustrating a method for implementing a sector handover height protocol in spatial simulation, as provided in an embodiment of the present invention. Detailed Implementation

[0037] 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.

[0038] 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.

[0039] The following describes, with reference to the accompanying drawings, a method and apparatus for implementing a sector handover height protocol in spatial simulation according to an embodiment of the present invention.

[0040] Example 1

[0041] This embodiment provides a method for implementing sector handover altitude protocols in airspace simulation. Before the airspace simulation system begins, the handover altitude protocols for the controlled sectors involved in the simulation scheme are modeled, and the climb and descent profiles for each aircraft type are calculated based on the performance data of different types of aircraft included in the simulation scheme and stored in a database. During the simulation, each time an aircraft enters a sector, the handover altitude protocol for that sector to the next sector is selected in advance. Based on the aircraft's climb and descent profile and altitude change range, the required horizontal flight distance for climbing and descent is interpolated and calculated, and the starting position for climb and descent is deduced.

[0042] like Figure 1 and Figure 2 As shown, the method includes the following steps:

[0043] Step 101: Based on the type of handover altitude agreement, establish a handover point handover altitude agreement model or a sector boundary handover altitude agreement model. The model includes handover location identifiers, locations reaching the handover altitude, a list of allocable handover altitude layers, control types, and flight plan conditions for executing the agreement.

[0044] In airspace simulation systems, to simulate the actual operational rules of aircraft in different control sectors, it is necessary to perform structured modeling of the handover altitude agreements described by control units in natural language. Based on the type of handover altitude agreement, they can be divided into two categories: agreements with clearly defined handover points and agreements without clearly defined handover points, and corresponding models should be established for each category.

[0045] In one embodiment of the present invention, for protocols with a clear handover point, a handover point handover height protocol model is established. This model uses the handover point as the core identifier to characterize the spatial location to which the protocol applies. For protocols without a clear handover point, a sector boundary handover height protocol model is established. This model uses the outgoing sector and the receiving sector as identifiers to characterize the sector boundaries to which the protocol applies.

[0046] It should be noted that regardless of the model, a common set of core elements is required: a handover location identifier, used to uniquely identify the spatial reference point or area to which the agreement applies; a location to reach the handover altitude, used to specify the handover altitude that the aircraft should reach at a specific distance before or after the handover location; a list of assignable handover altitude layers, used to provide one or more altitude layers to which the aircraft can be assigned; a control type, used to distinguish whether the agreement requires the aircraft to maintain that altitude after reaching the handover altitude or only restricts it from exceeding or falling below that altitude; and flight plan conditions for implementing the agreement, used to define under what flight plans, flight paths, or other conditions the agreement applies to the aircraft. Through the organic combination of these elements, complex natural language agreements can be transformed into structured data that can be parsed by computers, providing a foundation for agreement selection and execution in subsequent simulations.

[0047] As one implementation method, for handover point altitude maintenance protocols, a model can be established that includes fields such as handover point name, previous handover point name, arrival handover altitude position, list of allocable altitude layers, control type of altitude maintenance, and flight plan conditions. For handover point restricted altitude protocols, the control type can be set to restricted altitude, and multiple models can be established based on conditions such as the departure airport. For sector boundary altitude maintenance protocols, the handover point name is replaced by the outgoing sector and receiving sector, and the corresponding arrival handover altitude position is set to a specified distance before the sector boundary. This modeling method uses handover points and sector boundaries as protocol carriers, conforms to the expression habits of actual paper control protocols, facilitates understanding and maintenance by civil aviation personnel, and provides a unified data foundation for precise control of aircraft altitude changes in subsequent simulations.

[0048] Based on the above embodiments, this embodiment provides a detailed description of the specific implementation of the step "establishing a handover point handover altitude protocol model or a sector boundary handover altitude protocol model according to the type of handover altitude protocol, wherein the model includes a handover location identifier, the location of reaching the handover altitude, a list of allocable handover altitude layers, control type, and flight plan conditions for executing the protocol".

[0049] In this embodiment, for the specific implementation of establishing the handover point handover height agreement model in step 101, it is first necessary to obtain the original description information of the handover height agreement, which usually comes from the official documents issued by the regulatory unit in natural language.

[0050] According to the original information, this embodiment of the invention extracts and sets a handover point name, which is used to uniquely identify the handover point to which the protocol applies, such as "A1 handover point". Simultaneously, a preceding point name is set, which identifies the upstream position of a flight entering the handover point along a specific flight path. For example, along the W1 route from sector S1 to sector S2, any point A0 before point A1 is selected, thus clarifying the flight path. Next, an arrival handover altitude position is set, which specifies the distance the aircraft should reach the handover altitude before or after the handover point, such as "10 kilometers before point A1". This position is determined based on the flight path from the preceding point to the handover point. Then, an allocable handover altitude layer list is set, which contains one or more selectable altitude layer values, such as "9200 meters" or "9200 meters, 10400 meters", these altitude layers are determined according to the actual air traffic control protocol.

[0051] Furthermore, the control type is set, including "Maintain Altitude" or "Restrict Altitude." Maintaining altitude requires the aircraft to maintain level flight at the handover altitude after reaching it, while restricting altitude requires the aircraft to not exceed or fall below a specified altitude before the handover position. Finally, flight plan conditions are set, which limit the specific attributes that flights executing the protocol must meet, such as "the landing airport is Datong, Zhangjiakou, or Yulin Airport," or can be set to an unconditional general protocol. Through the configuration of the above fields, this embodiment outputs a complete handover point handover altitude protocol model instance, which is stored in a database in structured data form for subsequent simulation steps. In one possible implementation, when multiple protocol models exist for the same handover point, this embodiment stores them in priority order, with protocols containing flight plan conditions having higher priority than unconditional general protocols, thereby ensuring accurate matching based on actual flight conditions during simulation.

[0052] Through the above specific implementation methods, the control protocols described in natural language are transformed into structured handover point and handover height protocol models. This allows key elements in the protocol (such as handover points, directions, height layers, control types, and conditions) to be clearly defined and digitally stored, thereby providing a precise data foundation for subsequent protocol selection and execution, and improving the accuracy and manageability of simulation modeling.

[0053] It is important to emphasize that in this embodiment, a sector boundary handover height protocol model is established for handover height protocols without a clearly defined handover point. The model construction process specifically includes setting the following fields. First, an outgoing sector identifier is set, which uniquely identifies the control sector the aircraft is currently in. For example, in the simulation system, the outgoing sector identifier is taken from a predefined sector coding table, such as sector S3. Simultaneously, a receiving sector identifier is set to identify the next control sector the aircraft is about to enter, such as sector S4. This identifier also originates from the sector coding table. The outgoing and receiving sectors together constitute the context of sector boundary handover, clarifying the spatial scope to which the protocol applies. Second, the arrival handover height position is set. This position specifies the exact distance the aircraft should reach before the sector boundary, such as 10 kilometers before the sector's horizontal boundary. This distance value is usually stored numerically in kilometers, and its direction follows the flight path of the aircraft from the outgoing sector to the receiving sector.

[0054] In one possible implementation, if the protocol does not explicitly specify the distance, it is defaulted to the handover point location, i.e., the sector boundary itself. Next, a list of assignable handover altitude layers is set, containing one or more selectable altitude layer values, such as 9200 meters and 10400 meters, derived from the standard altitude layer configuration in the airspace structure data. Then, the control type is set, indicating the flight control mode for the aircraft after reaching the handover altitude, including maintaining altitude and limiting altitude. Maintaining altitude requires the aircraft to maintain level flight at the designated altitude after reaching the handover location; limiting altitude requires the aircraft not to exceed (climb phase) or fall below (descent phase) the designated altitude before reaching the handover location. Finally, flight plan conditions are set, defining specific attributes that flights executing the protocol must meet, such as departure airport, arrival airport, and route. If the protocol is a general protocol, the flight plan conditions are set to none, meaning all flights crossing the sector boundary can execute the protocol.

[0055] The input sources for all the above fields are simulation scheme configuration data or airspace basic data. After processing by the modeling module, the output is a structured sector boundary handover altitude protocol model instance, which is stored in the database for use by the protocol selection module during subsequent simulations. In this way, the sector boundary handover altitude protocol model transforms the natural language-described control protocol into standardized data that can be parsed by a computer, enabling the simulation system to dynamically match and execute the corresponding handover rules based on the real-time status of the aircraft.

[0056] This specific implementation decomposes the sector boundary handover altitude protocol model into explicit fields such as the outgoing sector identifier, receiving sector identifier, arrival handover altitude position, list of allocable handover altitude layers, control type, and flight plan conditions. This enables accurate modeling of protocols without explicit handover points, resulting in a clear model structure that is easy to maintain. Furthermore, it allows for unified management with protocol models that have explicit handover points, improving the flexibility and scalability of altitude protocol configuration in the simulation system. At the same time, it more closely resembles the description method of actual paper-based control protocols, making it easier for civil aviation personnel to understand and operate.

[0057] In addition, in this embodiment, when establishing the handover point handover altitude agreement model or the sector boundary handover altitude agreement model in step 101, the conditions for executing the agreement specifically include flight plan conditions, which further include at least one of the takeoff airport, landing airport, or flight path.

[0058] For the handover height agreement model, the input source is the handover height agreement text described by the control unit in natural language. This application embodiment parses the text and extracts constraint information related to flight operations. The processing actions include: storing the departure airport (e.g., Daxing Airport, Tianjin Airport, or Capital Airport) as the departure airport field in the flight plan conditions; storing the landing airport (e.g., Datong Airport, Zhangjiakou Airport, or Yulin Airport) as the landing airport field in the flight plan conditions; and storing the flight direction (e.g., along route W1 from sector S1 to sector S2) as the flight direction field in the flight plan conditions.

[0059] For the sector boundary handover height protocol model, its input source is also the protocol text described in natural language. The processing actions include: extracting the identifiers of the outgoing sector and the receiving sector, and storing them as flight direction conditions based on the possible implicit route constraints in the protocol, such as all routes from sector S3 to sector S4. The output result is a protocol model data structure containing the above flight plan conditions. In this data structure, the flight plan condition field records the specific values ​​of the departure airport, landing airport, or flight direction in the form of a list or string, and serves as the basis for filtering executable protocols in the subsequent step 103. In one possible implementation, when there are multiple protocols at the same handover location, this application embodiment stores these protocols in priority order. Protocols containing flight plan conditions have higher priority than general protocols without conditions. For example, for handover point A1, protocol model (1) sets the condition that the landing airport is Datong, Zhangjiakou, or Yulin Airport, while protocol model (2) has no flight plan conditions, so model (1) has higher priority. In step 103, after the aircraft enters the current sector, this embodiment of the application sequentially traverses all handover altitude protocol models from the current sector to the next sector. The aircraft's current flight plan information (including departure airport, landing airport, and flight direction) is matched with the flight plan conditions in each protocol model. If a match is successful, that protocol is selected; otherwise, the process continues to evaluate the next protocol until an executable protocol is selected. By using flight plan conditions as one of the conditions for executing the protocol, it is possible to accurately distinguish the different altitude rules that different flights should follow at the same handover location, making the simulation more closely resemble actual air traffic control protocols.

[0060] This specific implementation incorporates the takeoff airport, landing airport, or flight path as flight plan conditions into the protocol model, achieving refined modeling of complex control protocols. This enables the simulation system to automatically match the correct handover altitude rules based on the specific operational characteristics of the flight, improving the accuracy and realism of the simulation results.

[0061] Step 102: Based on the aircraft performance data, calculate the climb and descent profiles of each aircraft type at different flight stages and altitude levels. The profiles include the horizontal flight distance required to reach each flight altitude level.

[0062] In the embodiments of the present invention, based on aircraft performance data, climb and descent profiles for each aircraft type at different flight stages and altitudes are pre-calculated and established. These profiles at least include information on the horizontal flight distance required for the aircraft to reach each target flight altitude from its current altitude.

[0063] Specifically, based on the inherent performance parameters of the aircraft type, including but not limited to the maximum, minimum, and standard corrected airspeed, rate of climb, and rate of descent corresponding to each altitude level, and combined with the flight characteristics of the aircraft under different weight states (such as lightest, medium, and heaviest), climb and descent performance data corresponding to each altitude level are calculated and generated according to different flight stages such as takeoff, climb, descent, and landing, from sea level to the upper limit altitude of the aircraft. This profile data can cover key parameters such as the minimum, standard, and maximum climb and descent durations, horizontal flight distances, and mean vacuum speeds required for the aircraft to reach each flight altitude level during climb or descent, and is stored in a database to quickly obtain the horizontal flight distances required for changes in a specified altitude range during simulation through interpolation algorithms.

[0064] As one implementation method, before the simulation begins, climb and descent profiles of various aircraft types at different weights can be uniformly calculated and stored based on the performance data of all aircraft types included in the simulation scheme. The selection of altitude layers is set according to the simulation accuracy requirements, thereby providing basic data support for subsequent altitude change calculations.

[0065] By pre-calculating and storing aircraft climb and descent profiles, the horizontal flight distance required for aircraft altitude changes can be obtained quickly and accurately during simulation, avoiding the performance overhead of real-time calculations and significantly improving simulation efficiency. At the same time, the profiles generated based on the actual performance data of the aircraft model can accurately reflect the altitude change capabilities of different aircraft, providing a reliable data foundation for the execution of subsequent handover altitude agreements, ensuring that the aircraft accurately reaches the specified altitude at the position required by the agreement, and enhancing the realism and accuracy of the simulation.

[0066] Based on the above embodiments, this embodiment will describe in detail the specific implementation of the step "Calculate the climb and descent profiles of each aircraft type at different flight stages and altitudes based on aircraft performance data, wherein the profiles include the horizontal flight distance required to reach each flight altitude";

[0067] In this embodiment, the calculation of the climb and descent profile in step 102 further refines the data dimensions. Specifically, before the simulation begins, this embodiment first acquires the performance data of each aircraft type included in the simulation scheme. This data includes, but is not limited to, the minimum corrected airspeed, standard corrected airspeed, and maximum corrected airspeed, as well as the minimum rate of climb, standard rate of climb, and maximum rate of climb, and the minimum rate of descent, standard rate of descent, and maximum rate of descent for each aircraft type under different weight states (e.g., lightest, medium, and heaviest) at each flight altitude. Based on these performance parameters, this embodiment calculates the climb and descent profile for each aircraft type and its weight state, according to the four flight stages of takeoff, climb, descent, and landing, from sea level to the upper limit altitude range of the aircraft. This profile not only includes the horizontal flight distance required to reach each flight altitude, but also further includes the minimum climb and descent time, standard climb and descent time, maximum climb and descent time, and mean free speed required for the aircraft to reach each flight altitude during climb or descent.

[0068] The minimum, standard, and maximum climb and descent times are calculated based on the minimum, standard, and maximum climb or descent rates in the corresponding performance data, using the ratio of the altitude difference to the climb or descent rate. The mean vacuum speed is obtained by arithmetically averaging or weighted averaging the vacuum speeds at each altitude level during climb or descent. These profile data are structured and stored in a database, forming a complete performance profile table. During simulation, when it is necessary to calculate the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude, this embodiment uses an interpolation algorithm to extract the corresponding minimum, standard, or maximum horizontal flight distance from the profile table based on the altitude range between the current altitude and the target altitude. Simultaneously, the corresponding climb and descent times and mean vacuum speed are also obtained, providing accurate input parameters for subsequent back-calculation of the starting point and flight control. By incorporating time and vacuum speed into the profile, this embodiment can more comprehensively evaluate the aircraft's maneuverability under different performance states, ensuring more accurate timing and distance matching of altitude changes in the simulation.

[0069] This specific implementation extends the climb and descent profile to include time and vacuum velocity dimensions, enabling the simulation system to consider both distance and time constraints when calculating changes in aircraft altitude. This improves the fitting accuracy of the aircraft's actual flight trajectory, making it particularly suitable for scenarios requiring precise control of the arrival time at the handover position.

[0070] In this embodiment, the aircraft performance data mentioned in step 102 specifically includes the minimum corrected airspeed, maximum corrected airspeed, and standard corrected airspeed at each altitude level, as well as the minimum rate of climb, maximum rate of climb, standard rate of climb, minimum rate of descent, maximum rate of descent, and standard rate of descent. These performance data are stored in the simulation system's database according to different weight states (e.g., lightest, medium, heaviest) using aircraft type as the basic unit. Before the simulation begins, this embodiment reads the aforementioned performance parameters of each aircraft type at each altitude level from the database as input data for calculating the climb and descent profiles.

[0071] Specifically, for each aircraft type and its specific weight, this embodiment calculates the standard climb time, standard descent time, standard horizontal flight distance, and standard mean vacuum speed required for the aircraft to reach each flight level from sea level to the aircraft's upper limit altitude, based on its standard corrected airspeed and standard rate of climb, and according to the four flight phases of takeoff, climb, descent, and landing. Simultaneously, using the minimum and maximum corrected airspeed, minimum and maximum rate of climb, and rate of descent, the minimum and maximum climb time, minimum and maximum descent time, minimum and maximum horizontal flight distance, and minimum and maximum mean vacuum speed required to reach each altitude level are calculated respectively. These calculation results collectively constitute the climb and descent profile of the aircraft type and are stored in a database. During simulation operation, when it is necessary to determine the horizontal flight distance required for the aircraft to reach a certain handover altitude from the current altitude, this embodiment quickly obtains the horizontal flight distance from the corresponding profile data using an interpolation algorithm based on the aircraft's currently used rate of climb or rate of descent (usually a standard value, which can be adjusted to the maximum or minimum value in special cases).

[0072] For example, if an aircraft needs to descend from altitude H1 to altitude H2, this embodiment of the application finds the standard horizontal flight distances corresponding to H1 and H2 in the descent profile, and calculates the required horizontal flight distance for that altitude range through linear interpolation. This interpolation algorithm is based on pre-stored profile data and does not require complex dynamic calculations in real time, thereby improving simulation efficiency. In this way, step 102 provides an accurate and efficient distance calculation basis for the subsequent step 104 to reverse-calculate the start point of climb or descent.

[0073] This embodiment, by clearly defining the specific types of aircraft performance data, including the minimum, maximum, and standard corrected airspeeds at each altitude level, as well as the climb and descent rates, makes the calculation of climb and descent profiles more refined and accurate. It can adapt to the performance differences of different aircraft types under different flight conditions, thereby more accurately back-calculating the climb or descent starting point in subsequent steps, and improving the reliability and realism of sector handover altitude agreement execution in airspace simulation.

[0074] In one embodiment of the present invention, a partial altitude climbing profile of a medium-mass A320 aircraft is shown in Table 1.

[0075] Table 1. Climbing profiles of some height levels for medium-weight A320 aircraft.

[0076] Floor height (FL) Minimum climb time (MIN) Climb distance (NM) Mean vacuum velocity (KT) 350 21 132 377 330 19 117 369 ... ... ... ... 310 17 104 361 290 16 92 350 ... ... ... ... 160 7 32 267 140 6 27 253 120 6 22 238 100 4 16 211 50 3 8 173 15 2 4 122

[0077] Interpolation algorithms can be used in the simulation to quickly calculate the horizontal distance an aircraft needs to fly to or from a specified altitude. The specific interpolation process will be explained in detail in step 104. For example, if an A320 aircraft climbs from 9200 meters to 10400 meters, according to the difference in the table, the horizontal distance it needs to fly is approximately 49 kilometers. The specific calculation is as follows:

[0078] The altitude layer corresponding to 9200 meters is FL301. Using the interpolation method, the data of FL290 and FL310 are interpolated. The climbing distance from 0 meters to 9200 meters is (104-92) / (310-290)*(301-290)+92=98.6 nautical miles.

[0079] 10400 meters corresponds to altitude layer FL341. Using the interpolation method, the data from FL330 and FL350 are interpolated. The climbing distance from 0 meters to 10400 meters is (132-117) / (350-330)*(341-330)+117=125.25 nautical miles.

[0080] Therefore, the flight distance from 9200 meters to 10400 meters is approximately (125.25-98.6)*1.852≈49 kilometers.

[0081] Step 103: When an aircraft enters the current sector, select executable handover altitude agreements from all handover altitude agreement models transferred from the current sector to the next sector, based on the aircraft's flight altitude, flight path, and flight plan conditions.

[0082] During airspace simulation, when an aircraft enters a controlled sector, it is necessary to select the specific protocol applicable to the aircraft from all handover altitude protocol models that are being transferred from that sector to the next sector. Since the same handover location may correspond to multiple handover altitude protocols, and these protocols are usually set based on different flight paths, flight plan conditions, or the current state of the aircraft, a dynamic, condition-driven selection mechanism is required.

[0083] Specifically, in this embodiment, after an aircraft enters the current sector, it automatically acquires all handover altitude protocol models related to that sector and the next sector. These models pre-store handover location identifiers, arrival positions at handover altitudes, a list of allocable handover altitude layers, control types, and flight plan conditions for executing the protocol. The filtering process is based on the aircraft's real-time flight parameters, including current flight altitude, flight path, and arrival / departure airports in the flight plan, and matches each protocol model sequentially. When the aircraft's current state meets all the conditions set by a certain protocol model, that protocol is determined to be an executable handover altitude protocol. If multiple protocols meet the conditions, they are selected according to a preset priority order, typically setting general protocols without specific condition restrictions as the lowest priority to ensure that protocols with specific conditions are executed first. For example, as one implementation, multiple handover altitude protocol models can be stored in priority order, and during filtering, they are matched sequentially based on the aircraft's current flight altitude, flight path, and flight plan conditions. If the current protocol does not meet the conditions, the matching continues with the protocol of the next lower priority until an executable protocol is selected.

[0084] The dynamic screening mechanism described above ensures that aircraft can be matched with a handover altitude protocol that matches their actual flight status in a timely and accurate manner after entering a sector. This avoids simulation deviations caused by incorrect protocol selection and improves the adaptability of altitude control rules and the realism of simulation results in airspace simulation.

[0085] Based on the above embodiments, this embodiment provides a detailed description of the specific implementation of the step "when an aircraft enters the current sector, select executable handover altitude protocols from all handover altitude protocol models transferred from the current sector to the next sector, based on the aircraft's flight altitude, flight path, and flight plan conditions".

[0086] In this embodiment, the specific implementation of selecting executable handover altitude protocols in step 103 is as follows. When an aircraft enters the current sector, this embodiment first retrieves all handover altitude protocol models from the database based on the aircraft's current flight plan, flight direction, and current flight altitude. These protocol models are stored in the database in priority order, with protocols listed earlier having higher priority by default. This embodiment initiates a traversal process, sequentially retrieving each handover altitude protocol model in descending order of priority, and determining whether the aircraft meets the execution conditions set by the protocol model for each model.

[0087] Specifically, for each protocol model, this embodiment first checks whether the aircraft's current flight altitude is within the altitude range covered by the list of allocable handover altitude layers of that protocol model. If it is, it further checks whether the aircraft's flight path matches the handover point or route defined in the protocol model. If it matches, it continues to check whether the aircraft's flight plan conditions, such as the departure airport and landing airport, meet the flight plan conditions set in the protocol model. When the aircraft meets all the above conditions simultaneously, this embodiment selects that protocol model as the handover altitude protocol that the current aircraft can execute and terminates the traversal process. If the conditions of the current protocol model are not met, the next protocol model is judged according to priority order until a protocol that meets the conditions is found. If no protocol that meets the conditions is found after traversing all protocol models, this embodiment can default to using an unconditional general protocol or process it according to preset default rules. By judging in order of priority, it can be ensured that when there are multiple handover altitude protocol models, the protocol that best matches the aircraft's actual flight status and plan conditions is selected first, thereby accurately simulating the actual air traffic control handover process.

[0088] This screening method achieves efficient and accurate selection of complex handover altitude protocols through priority ranking and step-by-step matching of conditions, avoiding simulation errors caused by conflicting or omitted protocol conditions, and improving the realism and reliability of aircraft altitude control in airspace simulation.

[0089] Step 104: Based on the control type and handover altitude in the selected handover altitude agreement, and in conjunction with the climb and descent profile, calculate the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude, and reverse the starting point of the climb or descent to control the aircraft to reach the handover altitude at the position required by the agreement.

[0090] In this embodiment of the invention, based on the control type and handover altitude in the selected handover altitude agreements, and in conjunction with a pre-calculated climb-descent profile, the altitude change range that the aircraft needs to undergo to adjust from its current flight altitude to the handover altitude required by the agreement is determined. The corresponding horizontal flight distance is then obtained from the climb-descent profile based on this altitude change range. This horizontal flight distance characterizes the length of the horizontal path that the aircraft needs to traverse to complete a specified altitude change under standard or specific performance conditions.

[0091] Subsequently, based on the handover altitude specified in the agreement, and combined with the aircraft's current heading and position, the starting point where the aircraft should begin its climb or descent maneuvers is deduced along the flight path. Determining this starting point ensures the aircraft can precisely reach the handover altitude at the agreed-upon location. During control operations, if the actual available horizontal distance between the aircraft's current position and the agreed-upon location is not less than the horizontal flight distance calculated by the profile, the aircraft begins altitude adjustment at the starting point according to the standard climb or descent rate, and upon reaching the handover altitude, executes a flight strategy of maintaining altitude or limiting altitude based on the control type. If the actual available horizontal distance is less than the horizontal flight distance calculated by the profile, the climb or descent rate is dynamically adjusted to increase the rate of altitude change without exceeding the aircraft's performance limits, in order to reach the handover altitude at the agreed-upon location as close as possible.

[0092] As one implementation method, for altitude-maintaining control types, the aircraft maintains level flight at that altitude after reaching the handover altitude; for altitude-restricted control types, the aircraft must not exceed or fall below the designated altitude before the handover position, and adjust the climb or descent rate based on the comparison between the actual available distance and the profile-calculated distance.

[0093] This method enables precise prediction and control of aircraft altitude changes by pre-calculating the starting point of altitude adjustment based on the climb and descent profiles. It avoids the problem of untimely altitude adjustment or failure to meet protocol requirements caused by fixed trigger points, and significantly improves the accuracy and reliability of sector handover altitude protocol execution in airspace simulation.

[0094] Based on the above embodiments, this embodiment provides a detailed description of the specific implementation of the step "calculating the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude based on the control type and handover altitude in the selected handover altitude agreement, combined with the climb and descent profile, and reverse-calculating the starting point of the climb or descent to control the aircraft to reach the handover altitude at the position required by the agreement".

[0095] In this embodiment, when the control type of the selected handover altitude protocol is "hold altitude", the specific implementation process of controlling the aircraft to reach the handover altitude at the position required by the protocol is as follows.

[0096] First, this embodiment selects the target handover altitude from the list of allocable handover altitude layers included in the protocol model. The target handover altitude is the one closest to the aircraft's current flight altitude and achievable by the aircraft's performance. Specifically, if the current altitude is 10,400 meters and the list of allocable handover altitude layers includes 9,200 meters and 10,400 meters, 10,400 meters is selected first. If the current altitude is 10,400 meters but the list only includes 9,200 meters, 9,200 meters is selected, and it is determined whether the aircraft's performance (such as maximum climb rate or descent rate) supports the altitude change. After selecting the target handover altitude, this embodiment calculates the required horizontal flight distance from the current altitude to the target handover altitude using an interpolation algorithm based on the pre-calculated climb and descent profile of the aircraft type stored in the database. This climb and descent profile includes the standard horizontal flight distances required for the aircraft to reach each altitude layer at different flight phases and weights. Subsequently, in this embodiment of the application, based on the position required by the agreement to reach the handover altitude (e.g., 10 kilometers before the handover point) and the flight path, the starting point for climb or descent is calculated backward along the flight path. Specifically, the calculated horizontal flight distance is obtained by moving the aircraft in the opposite direction of the flight path from the position required by the agreement to reach the handover altitude, thus obtaining the standard starting point. If the horizontal distance between the aircraft's current position and the position required by the agreement to reach the handover altitude is greater than or equal to the calculated horizontal flight distance, the aircraft maintains its current altitude and flies level to the standard starting point, and then begins altitude change according to the standard climb rate or descent rate, thereby accurately reaching the handover altitude at the position required by the agreement.

[0097] If the horizontal distance between the aircraft's current position and the position required by the agreement to reach the handover altitude is less than the calculated horizontal flight distance, the aircraft cannot begin altitude change at the standard starting point. In this case, the embodiments of this application control the aircraft to immediately increase the rate of climb or descent from the current position in order to reach the handover altitude at the position required by the agreement as much as possible.

[0098] For descent scenarios, the specific method for increasing the descent rate is as follows: the actual descent rate is set to the minimum of the maximum descent rate and an adjustment value. This adjustment value is obtained by dividing the required horizontal flight distance calculated from the profile by the actual executable horizontal flight distance, and then multiplying it by the standard descent rate. The expression is:

[0099]

[0100] In the formula, This represents the function that takes the minimum value.

[0101] The horizontal flight distance required for profile calculation is the horizontal flight distance needed to reach the target handover altitude from the current altitude. The actual executable horizontal flight distance is the horizontal distance between the aircraft's current position and the position required by the agreement to reach the handover altitude. Using this formula, this embodiment dynamically calculates an actual descent rate between the standard descent rate and the maximum descent rate, enabling the aircraft to complete the required altitude change within a limited horizontal distance. For climb scenarios, this embodiment also increases the climb rate from the current position. The specific climb rate can be adjusted proportionally between the standard climb rate and the maximum climb rate to ensure the aircraft reaches the handover altitude at the position required by the agreement.

[0102] In one possible embodiment, specifically, the descent rate is taken as the minimum of the maximum descent rate and the horizontal flight distance required for profile calculation divided by the actual executable horizontal flight distance multiplied by the standard descent rate. .

[0103] This specific implementation ensures that aircraft can strictly follow altitude-maintaining handover protocols in complex airspace simulations by dynamically selecting the closest handover altitude, accurately calculating the required horizontal distance based on the profile, and adaptively adjusting the climb rate or descent rate according to the actual available distance, thereby improving the accuracy and reliability of altitude control in the simulation.

[0104] In this embodiment, when the control type of the selected handover altitude agreement is restricted altitude, the specific implementation process of step 104 is as follows: First, this embodiment obtains the handover altitude specified in the agreement and the aircraft's current flight altitude, and retrieves the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude in the current flight phase from the pre-stored climb and descent profile database. This horizontal flight distance is quickly calculated from the profile data using an interpolation algorithm. Specifically, based on the altitude difference between the aircraft's current altitude and the target handover altitude, the corresponding horizontal flight distance value is found in the climb or descent profile. Simultaneously, this embodiment obtains the horizontal distance from the aircraft's current position along the flight path to the handover point, which is calculated from the aircraft's real-time position and the geographical coordinates of the handover point. Subsequently, the calculated required horizontal flight distance is compared with the actual available distance from the aircraft's current position to the handover point. If the required horizontal flight distance is less than the actual available distance, it indicates that the aircraft has sufficient space to complete altitude adjustments before the handover point. However, to meet the requirements of the altitude restriction protocol (i.e., during the climb phase, the aircraft cannot exceed the specified altitude before the handover point, and during the descent phase, it cannot fall below the specified altitude before the handover point), this embodiment of the application will increase the aircraft's climb rate or descent rate. Specifically, during the climb phase, this embodiment of the application adjusts the current climb rate to a value greater than the standard climb rate based on the maximum climb rate in the aircraft's performance data. For example, it directly uses the maximum climb rate, or it appropriately increases the rate based on the ratio between the required horizontal flight distance and the actual available distance, so that the aircraft can reach the handover altitude precisely at the handover point. During the descent phase, the descent rate is adjusted similarly. Through this process, this embodiment of the application outputs a control command for the aircraft to reach the handover altitude at the handover point, ensuring that the aircraft's altitude at the handover point meets the protocol requirements. If the required horizontal flight distance is greater than or equal to the actual available distance, the aircraft executes according to the standard climb rate or descent rate and reaches the handover altitude before the handover point.

[0105] The beneficial effect of this specific implementation method is that, for handover agreements with restricted altitude, by dynamically adjusting the climb rate or descent rate, the aircraft can accurately reach the handover altitude required by the agreement at the handover point, avoiding altitude deviations caused by insufficient or excessive distances calculated by the standard climb and descent profiles, and improving the accuracy of aircraft altitude control and the reliability of agreement execution in airspace simulation.

[0106] In this embodiment, step 104, which calculates the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude, is specifically implemented using an interpolation algorithm. The input source for this interpolation algorithm is the climb and descent profile data pre-calculated and stored in the database in step 102. This profile data, based on discrete altitude layers, records information such as the horizontal flight distance, time, and mean vacuum speed required for the aircraft to reach each flight altitude layer during climb or descent. When the aircraft needs to move from the current altitude... Change to handover height In this embodiment, the aircraft type's climb and descent profile is first retrieved from the database to obtain the corresponding data. and Adjacent discrete height layer data, such as height layer Corresponding horizontal flight distance and height layer Corresponding horizontal flight distance Subsequently, a linear interpolation method was used, based on the height range... The proportional relationship within the specified height range is used to calculate the specified height range. Corresponding horizontal flight distance . Specifically, if and If all values ​​are located within the same discrete height layer interval, then the interpolation formula is: That is, to obtain the result by interpolation. and The required horizontal flight distance is then calculated by subtracting the values; if the altitude range spans multiple discrete altitude layers, the values ​​are interpolated piecewise and then summed. The output of this interpolation algorithm is the theoretical horizontal flight distance required for the aircraft to change from its current altitude to the handover altitude. This distance is used to subsequently deduce the start point of climb or descent. By employing the interpolation algorithm, the embodiments of this application can quickly and accurately obtain the horizontal flight distance corresponding to any altitude range from discrete profile data, avoiding the accuracy loss caused by altitude layer discretization, thereby improving the accuracy of aircraft altitude change control.

[0107] This specific implementation introduces an interpolation algorithm to achieve continuous processing of discrete climb and descent profile data, enabling the embodiments of this application to quickly calculate the required horizontal flight distance based on any specified altitude range. This significantly improves the efficiency and accuracy of altitude change calculation during simulation, ensuring that the aircraft can accurately reach the handover altitude at the location required by the agreement.

[0108] Example 2

[0109] This invention also provides an apparatus for implementing a sector handover height protocol in spatial domain simulation, comprising:

[0110] The first module is used to establish a handover point handover altitude protocol model or a sector boundary handover altitude protocol model according to the type of handover altitude protocol. The model includes a handover location identifier, the location of the handover altitude, a list of allocable handover altitude layers, control type, and flight plan conditions for executing the protocol.

[0111] The second module is used to calculate the climb and descent profiles of each aircraft type at different flight stages and altitude levels based on aircraft performance data. The profiles include the horizontal flight distance required to reach each flight altitude level.

[0112] The third module, when an aircraft enters the current sector, selects executable handover altitude protocols from all handover altitude protocol models transferred from the current sector to the next sector, based on the aircraft's flight altitude, flight path, and flight plan conditions.

[0113] The fourth module calculates the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude based on the control type and handover altitude in the selected handover altitude agreements, combined with the climb and descent profile, and reverses the starting point of the climb or descent to control the aircraft to reach the handover altitude at the position required by the agreement.

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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 method for implementing a sector handover height protocol in spatial domain simulation, characterized in that, Includes the following steps: Based on the type of handover altitude agreement, a handover point handover altitude agreement model or a sector boundary handover altitude agreement model is established. The model includes a handover location identifier, the location of arrival at the handover altitude, a list of allocable handover altitude layers, control type, and flight plan conditions for executing the agreement. Based on aircraft performance data, climb and descent profiles for each aircraft type are calculated at different flight phases and altitudes. The climb and descent profiles include the horizontal flight distance required to reach each flight altitude. When an aircraft enters the current sector, an executable handover altitude agreement is selected from all handover altitude agreement models transferred from the current sector to the next sector, based on the aircraft's flight altitude, flight path, and flight plan conditions. Based on the control type and handover altitude in the selected handover altitude agreements, and in conjunction with the climb and descent profile, the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude is calculated, and the starting point of the climb or descent is deduced to control the aircraft to reach the handover altitude at the position required by the agreement.

2. The method as described in claim 1, characterized in that, Establish a handover point handover altitude protocol model, including: setting the handover point name, the name of the point preceding the handover point, the arrival handover altitude position, the list of assignable handover altitude layers, the control type, and the flight plan conditions; Establish a sector boundary handover altitude protocol model, including: setting outgoing sector identifiers, receiving sector identifiers, arrival handover altitude positions, a list of assignable handover altitude layers, control types, and flight plan conditions.

3. The method as described in claim 1, characterized in that, The climb and descent profile also includes the minimum, standard, and maximum climb and descent times and mean vacuum speed required for the aircraft to reach each flight level during climb or descent.

4. The method as described in claim 1, characterized in that, The process of selecting executable handover altitude protocols includes: traversing all handover altitude protocol models from the current sector to the next sector in priority order, and sequentially determining whether the aircraft's flight altitude, flight path, and flight plan conditions meet the conditions in the protocol model, until a protocol that meets the conditions is selected.

5. The method as described in claim 1, characterized in that, When the control type is altitude maintenance, the controlled aircraft reaches the handover altitude at the location required by the agreement, including: Select the handover altitude from the list of available handover altitudes that is closest to the current aircraft altitude and that the aircraft's performance can achieve. Calculate the horizontal flight distance required to reach the handover altitude from the current altitude based on the climb and descent profile. Based on the location and flight path required in the agreement for reaching the handover altitude, deduce the starting point of the climb or descent.

6. The method as described in claim 5, characterized in that, When the horizontal distance between the aircraft’s current position and the position required by the agreement to reach the handover altitude is less than the calculated horizontal flight distance, the climb rate or descent rate is increased from the current position so that the aircraft reaches the handover altitude at the position required by the agreement. In increasing the descent rate, the actual descent rate is set as the minimum of the maximum descent rate and (the horizontal flight distance required for profile calculation divided by the actual executable horizontal flight distance multiplied by the standard descent rate), expressed as: In the formula, This represents the function that takes the minimum value.

7. The method as described in claim 1, characterized in that, When the control type is altitude restriction, the controlled aircraft reaches the handover altitude at the location required by the agreement, including: Calculate the horizontal flight distance required to reach the handover altitude from the current altitude based on the climb and descent profile. If this distance is less than the distance from the aircraft's current position to the handover point, increase the aircraft's climb or descent rate so that the aircraft reaches the handover altitude at the handover point.

8. The method as described in claim 1, characterized in that, The aircraft performance data includes the minimum, maximum, and standard corrected airspeeds at each altitude level, as well as the minimum, maximum, and standard rates of climb and descent. The flight plan conditions for the execution agreement include flight plan conditions, which include at least one of the departure airport, landing airport, or flight route.

9. The method as described in claim 1, characterized in that, The calculation of the horizontal flight distance required for the aircraft to reach the handover altitude from its current altitude includes: An interpolation algorithm is used to calculate the horizontal flight distance corresponding to a specified altitude range based on the discrete altitude layer data stored in the climb and descent profile.

10. A device for implementing a sector handover height protocol in spatial domain simulation, characterized in that, include: The first module is used to establish a handover point handover altitude protocol model or a sector boundary handover altitude protocol model according to the type of handover altitude protocol. The model includes a handover location identifier, the location of the handover altitude, a list of allocable handover altitude layers, control type, and flight plan conditions for executing the protocol. The second module is used to calculate the climb and descent profiles of each aircraft type at different flight stages and altitude levels based on aircraft performance data. The profiles include the horizontal flight distance required to reach each flight altitude level. The third module, when an aircraft enters the current sector, selects executable handover altitude protocols from all handover altitude protocol models transferred from the current sector to the next sector, based on the aircraft's flight altitude, flight path, and flight plan conditions. The fourth module calculates the horizontal flight distance required for the aircraft to reach the handover altitude from the current altitude based on the control type and handover altitude in the selected handover altitude agreements, combined with the climb and descent profile, and reverses the starting point of the climb or descent to control the aircraft to reach the handover altitude at the position required by the agreement.

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