CN111583724A - Pre-tactical phase interval management method for four-dimensional track operation - Google Patents
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Abstract
The invention provides a pre-tactical phase interval management method for four-dimensional track operation, which is used for acquiring flight plans, safety interval standards, track historical data, high altitude wind history and prediction data; generating a nominal level, altitude and airspeed velocity profile by using the flight plan and historical data, and generating a track prediction result by fusing the predicted high-altitude wind data to calculate the aircraft to generate a ground velocity profile; potential flight conflicts among multiple aircrafts are identified based on safety interval standards and predicted 4D tracks of the aircrafts, a conflict-free track planning method based on a dynamic grouping strategy is adopted, a conflict-free 4D track set meeting the air traffic control operation requirement is obtained, and conflict hidden dangers caused by the fact that interval constraints with other aircrafts are not considered in an initial track are eliminated. The invention provides a quick implementation method for aircraft interval management in the pre-tactical stage, and provides technical support for reasonably planning flight paths, traffic flow interval management, reasonably utilizing airspace resources and the like.
Description
Technical Field
The invention belongs to the field of air traffic management, and particularly relates to a pre-tactical phase interval management method for four-dimensional track operation
Background
At present, the contradiction between the rapid development of the global air transportation industry and the limited airspace resources is increasingly prominent, and the laggard performance is gradually shown in the air traffic flow dense airspace by adopting flight plans and combining with experience-based interval allocation, which is specifically shown in the following steps: (1) the flight plan does not configure accurate empty pipe intervals for the aircraft, so that tactical management congestion of airspace traffic flow is easily caused, and the safety of the airspace is reduced; (2) air traffic control efforts still focus on maintaining safe separation between individual aircraft and are difficult to ascend to a level where traffic flow is strategically managed. The international civil aviation is promoting a new round of air traffic control system technology change, and the operation based on the four-dimensional flight path is consistently regarded as a brand-new systematic solution for breaking through the bottleneck of the guarantee capability of the existing air traffic control system.
Existing research has not been able to meet future development needs considering only track operating interval management for a single aircraft. Although some researches have conducted local deployment on the tracks of a single aircraft or multiple aircraft, the local deployment is often influenced by control or other aircraft in actual operation, the operation condition of each aircraft is not considered from the global perspective, an undesirable interval management result is easily caused, and the overall operation efficiency is influenced. The existing research methods mainly aim at the problems of collision detection and disengagement in the interval management of the aircraft tactical phases, the existing research methods mainly aim at the specific collision situation, the existing research methods lack a research oriented to a large-batch aircraft conflict-free flight path management method in the full airspace of the pre-tactical phases, and the existing research methods are insufficient in the aspects of guiding practice and application, so that the interval management method of the multi-aircraft pre-tactical phases needs to be researched from the perspective of the whole situation and the system.
Disclosure of Invention
The purpose of the invention is as follows: the invention aims to solve the technical problem of researching a 4D track-based aircraft pre-tactical phase interval management strategy and method based on the requirement of the next generation air management system on the development of a 4D track-based operation idea and starting from the aspects of reasonably planning a track and managing the safety interval of an aircraft.
In order to solve the technical problem, the invention discloses a pre-tactical phase interval management method for four-dimensional track operation,
the method comprises the following steps:
step 1: acquiring flight plans, safety interval standards, track historical data, high-altitude wind history and prediction data;
step 2: extracting airway point data according to the flight plan, and calculating a horizontal flight profile of the aircraft;
and step 3: extracting a representative nominal height profile and a vacuum speed profile from flight segment to flight segment according to key points in a horizontal profile by utilizing flight path historical data and high altitude wind historical data of the same flight;
and 4, step 4: obtaining the wind speed and the included angle between the wind direction and the route of each track point of the aircraft through the predicted high-altitude wind data, calculating a predicted ground speed profile according to the relative motion relation, and integrating the predicted ground speed profile with the horizontal and height profiles to form a predicted 4D track of the aircraft;
and 5: establishing a 4D space-time grid-based flight conflict primary screening method based on the predicted 4D flight path of the aircraft, and calculating and identifying potential flight conflicts by using a safety interval standard to obtain flights with conflicts;
step 6: dynamically grouping the flights with conflicts with each other, namely, summarizing the flights with conflicts with each other into the same group;
and 7: aiming at each group of flights, avoiding conflict by adjusting the initial release time and flight height of each flight, and obtaining a multi-aircraft conflict-free 4D track by cooperatively optimizing each group of flights;
and 8, repeating the step 5 to the step 7 until no conflict flight exists.
The step 2 comprises the following steps: setting that the plane flies linearly between all the way points, neglecting the turning process of the flight, and generating a unique horizontal section D [ [ (x) by connecting latitude and longitude coordinates of all the way points1,y1),(x2,y2),…(xN,yN)]Wherein (x)i,yi) The latitude and longitude coordinates of the ith waypoint, and N is the total number of the waypoints.
The step 3 comprises the following steps:
for the extraction of the nominal height profile, the height conversion point is added into the height profile as a virtual waypoint to obtain the nominal height profile H ═ H1,h2,…,hM]Wherein h isiThe height of the ith waypoint is taken as the height of the ith waypoint, M is the total number of the waypoints, and the height conversion point is the position point which finishes the horizontal flight in the climbing or descending process;
for the extraction of a nominal vacuum speed profile, superposing a ground speed value and high-altitude wind historical data in track historical data to determine historical vacuum speed data of each route point;
vector of ground speed
Vacuum velocity vector
And high-altitude wind
The relationship of (1) is:
net in high altitude wind historical dataThe grid points are not necessarily the waypoints, and the passing time of the track historical data is not in one-to-one correspondence with the historical high-altitude wind time, so the method firstly selects the high-altitude wind data of the grid point closest to the waypoints in the spatial dimension as the high-altitude wind historical data of the waypoints, and secondly selects the high-altitude wind historical data closest to the passing time of the waypoints in the track history in the temporal dimension
The calculation formula for the historical true airspeed of the waypoint is as follows:
Calculating more than two historical vacuum speed data at each route point by using historical data of tracks and high winds on different dates, calculating the average value of the more than two historical vacuum speed data as the nominal vacuum speed of the route point, and finally obtaining the nominal vacuum speed profile V of the flight by calculating the nominal vacuum speed of each route point one by one1,v2,…,vM]Wherein v isMIs the nominal true airspeed of the mth waypoint.
Step 4 comprises the following steps:
calculating by using the formula (1) in the step 3 to obtain a predicted ground speed profile, and forming a predicted 4D track of the aircraft by integrating the horizontal profile, the nominal height profile and the predicted ground speed profile;
average speed per flight segment during predicted 4D flight path calculation for an aircraft
The average value of the predicted ground speeds of the starting point and the ending point is used for representing that the distance L of each navigation section is the linear distance of the starting point and the ending point, and the flight time of each navigation section is represented by the average value of the predicted ground speeds of the starting point and the ending pointWorkshop
And finally, determining the height, the speed and the passing point time of each route point by calculating route sections one by one. The division and calculation of the route sections in the step use data added with the virtual route points in the step 3, namely M route points in total, and the position, the height and the time of the middle route point are determined among the route points in a linear interpolation mode.
The step 5 comprises the following steps:
step 5-1, establishing a 4D space-time grid corresponding to the following flight conflict primary screening method: the jth track point defining flight i is located in the grid
Middle and grid
Adjacent thereto 33-1-26 meshes together form a mesh matrix
Wherein:
matrix array
Respectively representing grids
Nine grid neighborhoods of the upper and lower layers,
representation grid
A nine-grid neighborhood of the layer;
representing a mesh layer
3 x 3 ═ 9 mesh collision identification in (1), mesh
And
are representative of the same grid.
When other aircraft are present in a grid, then
Where m, n, k ∈ {1,2,3}, when matrix
If any element is 1, it indicates that there is a possible flight conflict, if
If not, indicating that potential conflict exists, and executing the step 5-2 for the flights with potential conflict, otherwise, indicating no conflict;
and step 5-2, further detecting the flights with potential conflicts: and (4) specifically calculating the vertical distance and the horizontal distance between the two aircrafts at a certain moment according to the predicted 4D flight paths of the aircrafts obtained in the step (4), and judging that flight conflicts exist when the vertical distance and the horizontal distance are simultaneously lower than the minimum interval, so as to obtain flights with the flight conflicts.
The step 6 comprises the following steps:
forming the flights with conflict into a set F, and classifying one flight in the set F into a first group1At this time, if the remaining flights in the set F are in the same group as the first group1If the medium flight has conflict, the conflict flight in the set F is moved to the first group1When none of the flights in the set F are in the first group1When the intermediate flight conflicts, the grouping is repeatedly and circularly executed until the set F is an empty set;
in step 6, the adopted dynamic grouping strategy can divide the flights with conflict among each other into the same group, and the flights without conflict among each other into different groups, namely, the following correlation is satisfied:
wherein groupkFor the grouping of the k-th flight,
and
are respectively groupkIth and j flights in the group, CijFor conflict identification, when Cij1 indicates that flights i and j conflict, Cij0 means that flights i and j do not conflict. The invention has the following technical effects:
1. the invention provides a quick implementation method for the interval management of the aircraft in the pre-tactical stage;
2. the invention provides technical support for reasonably planning the flight path, managing the flow intervals of the aircraft, reasonably utilizing airspace resources and the like;
3. technical support is provided for the development of an air traffic control system and a decision tool which support four-dimensional track operation.
Drawings
The foregoing and/or other advantages of the invention will become further apparent from the following detailed description of the invention when taken in conjunction with the accompanying drawings.
FIG. 1 is a flow chart of the method of the present invention.
FIG. 2 is a flow chart of collaborative collision-free track planning based on a dynamic grouping strategy.
Detailed Description
As shown in fig. 1, the invention discloses a four-dimensional track operation-oriented aircraft pre-tactical interval management method, and belongs to the field of air traffic management. Firstly, acquiring flight plans, safety interval standards, track historical data, high-altitude wind history, prediction data and the like as basic data; generating a nominal level, altitude and airspeed velocity profile by using the flight plan and historical data, and generating a ground velocity profile by fusing the calculation of the predicted high-altitude wind data on the aircraft, so as to quickly generate an accurate track prediction result; potential flight conflicts among multiple aircrafts are identified based on safety interval standards and predicted 4D tracks of the aircrafts, meanwhile, a conflict-free track planning method based on a dynamic grouping strategy is adopted to obtain a conflict-free 4D track set meeting the air traffic control operation requirement, and the hidden danger of conflicts caused by the fact that interval constraints with other aircrafts are not considered in the initial track is eliminated
The invention mainly aims at an aircraft pre-tactical interval management method for four-dimensional track operation, provides technical support for the aspects of reasonable planning of tracks, aircraft flow interval management, reasonable utilization of airspace resources and the like, and specifically comprises the following steps:
step 1: acquiring flight plans, safety interval standards, track historical data, high altitude wind history and prediction data as basic input of the method; the take-off and landing airports and waypoints in the flight plan are used for calculating the horizontal profile, the safety interval standard is used for identifying flight conflicts, the historical data of the flight path and the high-altitude wind are used for extracting the nominal height profile and the speed profile, and the high-altitude wind prediction data is used for correcting the speed profile.
Step 2: and extracting route point data according to the flight plan, and calculating a horizontal flight section of the aircraft, namely the projection of a flight path on a horizontal plane. In order to reduce the calculated amount of the large-batch aircraft during the pre-tactical interval management, the method sets that the aircraft flies linearly among all the waypoints, ignores the turning process of the flight, and generates a unique horizontal section D [ [ (x) by connecting latitude and longitude coordinates of all the waypoints1,y1),(x2,y2),…(xN,yN)]Wherein (x)i,yi) The latitude and longitude coordinates of the ith waypoint, and N is the total number of the waypoints.
And step 3: and extracting a representative nominal height profile and a vacuum speed profile section by section according to the waypoints in the horizontal profile by using the track historical data and the high altitude wind historical data of the same flight.
For the extraction of a nominal height profile, the method comprises the steps of firstly mapping flight height values in key point track historical data in a horizontal profile to corresponding flight height layers, wherein according to the basic regulations of the flight of the people's republic of China, the flight height values in an airspace are 600-8400 meters, and every 300 meters are taken as one height layer; 8400-8900 m, and a height layer is arranged at intervals of 500 m; 8900 m to 12500 m, with one height layer every 300 m; 12500 m or more, and every 600 m is a height layer. And then determining the nominal height of the point according to the mode of the historical flight height layer, namely selecting the historical height layer data with the largest occurrence number as the nominal height. In the altitude conversion process, a strategy of climbing/descending first and then flying flatly is adopted, according to the average performance of the commercial aircraft, the method adopts a default climbing/descending rate of 1500 feet/minute, and meanwhile, an altitude conversion point, namely a position point for finishing the horizontal flying in the climbing/descending process is added into an altitude profile as a virtual route point, so that a nominal altitude profile H is obtained as [ H ═ H [1,h2,…,hM]Wherein h isiThe height of the ith waypoint is M, the total number of waypoints is M, and M is more than or equal to N because of the virtual waypoints generated by the height conversion.
For the extraction of the nominal vacuum speed profile, the method firstly superposes the ground speed value and the high-altitude wind historical data in the historical track data to determine the historical vacuum speed data of each route point. Vector of ground speed
Vacuum velocity vector
And high-altitude wind
The relationship of (1) is:
considering that grid points in the high-altitude wind historical data are not necessarily waypoints, and meanwhile, the passing time of the historical track data is not in one-to-one correspondence with the historical high-altitude wind time, the method firstly selects the high-altitude wind data of the grid point closest to the waypoints in the spatial dimension as the high-altitude wind historical data of the waypoints, and secondly selects the high-altitude wind historical data closest to the passing time of the waypoints in the historical track in the temporal dimension
The historical vacuum speed of the waypoint is calculated according to the formula
Is the ground speed of the waypoint in the historical track data. A plurality of historical vacuum speeds can be calculated at each route point by using historical data of the tracks and the high winds on different dates, and the average value of the historical vacuum speeds is calculated by the method to be used as the nominal vacuum speed of the route point. Finally obtaining the nominal vacuum speed profile V ═ V [ V ] of the flight by calculating the nominal vacuum speed of each route point one by one1,v2,…,vM]Wherein v isMIs the nominal true airspeed of the mth waypoint.
And 4, step 4: and (3) calculating by using the formula (1) in the step 3 according to the predicted high altitude wind data and the nominal airspeed to obtain a predicted ground speed profile. The predicted aircraft 4D track is formed by integrating the horizontal profile, the nominal altitude profile, and the predicted ground speed profile. Average speed per flight segment during predicted 4D flight path calculation for an aircraft
The average value of the predicted ground speeds of the starting point and the ending point is used for representing that the distance L of each navigation section is the linear distance between the starting point and the ending point, and the flight time of each navigation section
And finally, determining the height, the speed and the passing point time of each route point by calculating route sections one by one. The division and calculation of the route sections in the step use data added with the virtual route points in the step 3, namely M route points in total, and the position, the height and the time of the middle route point are determined among the route points in a linear interpolation mode. And 5: and establishing a 4D space-time grid-based flight conflict primary screening method based on the predicted 4D flight path of the aircraft, and calculating and identifying potential flight conflicts by using a safety interval standard to obtain flights with conflicts.
Firstly, defining that the jth track point of flight i is positioned in grid
Middle and grid
Adjacent thereto 33-1-26 meshes together form a mesh matrix
Wherein:
matrix array
Respectively representing grids
Nine grid neighborhoods of the upper and lower layers,
representation grid
A nine-grid neighborhood of the layer;
representing a mesh layer
3 x 3 ═ 9 mesh collision identification in (1), mesh
And
are representative of the same grid. When other aircrafts are defined to be in a certain grid, then
Where m, n, k ∈ {1,2,3 }. then the matrix is the same
If any element is 1, it indicates that there is a possible flight conflict, if
If not, the result shows that potential conflict exists, and more detailed conflict identification is needed;
the aircraft with potential conflict is further detected, the predicted 4D flight path of the aircraft obtained in step 4 calculates in particular the vertical and horizontal distances between two aircraft at a time, and the flights with flight conflict with each other are obtained by comparison with the minimum separation. According to the method, according to the empty pipe operation rule, the minimum interval in the vertical direction is set to be 300 meters, the minimum interval in the horizontal direction is set to be 5 nautical miles, and when the vertical distance and the horizontal distance are lower than the minimum interval at the same time, the flight conflict is judged.
Step 6: and dynamically grouping the flights with conflicts with each other, namely, grouping the flights with conflicts with each other into the same group. Dynamic grouping comprises the following specific grouping steps: first, one flight in the whole flight set F is divided into a first group and is marked as group1At this time, if setClosing the remaining flights and group groups in F1If the medium flight has conflict, the conflict flight in the set F is moved to the group1When none of the flights in the set F are in the group1When the middle flight conflicts, repeating the grouping process for the rest flights in the set F to generate a flight grouping group2And the rest is done in the same way until the set F is an empty set. The final grouping satisfies the following rules:
where F is the set of all flights, groupkFor the grouping of the k-th flight,
and Fk jGroup respectivelykIth and j flights in the group, CijFor conflict identification, when Cij1 indicates that flights i and j conflict, Cij0 means that flights i and j do not conflict. Grouped into groups
And 7: aiming at each group of flights, avoiding conflict by adjusting the initial release time and flight height of each flight, and obtaining a multi-aircraft conflict-free 4D track by cooperatively optimizing each group of flights; preferentially adjusting the initial release time of the flight in the conflict resolution process; when the flight delay (difference between the adjusted release time and the initial release time) exceeds 20 minutes, a combination of the adjusted release time and the flight altitude is considered. The minimum adjustment steps for clearance time and fly height are 1 minute and 600 meters (following the height level usage rule of "east-west-double"). Fig. 2 generally depicts a collaborative collision-free track planning process based on a dynamic grouping strategy.
And 8: and (5) repeating the step (5) to the step (7) until no flight conflict exists or the number of potential conflict flights reaches an acceptable level, and specifically, comprehensively considering according to the actual operation requirement and the flight quantity scale.
The invention provides a four-dimensional track operation-oriented pre-tactical phase interval management method, which extracts relevant information of control operation rules which are not contained in a flight plan through historical data, has relatively low track calculation complexity, can support air traffic management and automation system development based on tracks, and supports generation of flight conflict-free flight tracks in a pre-tactical phase.
Claims (7)
1. A pre-tactical phase interval management method for four-dimensional track operation is characterized by comprising the following steps:
step 1: acquiring flight plans, safety interval standards, track historical data, high-altitude wind history and prediction data;
step 2: extracting airway point data according to the flight plan, and calculating a horizontal flight profile of the aircraft;
and step 3: extracting a representative nominal height profile and a vacuum speed profile from flight segment to flight segment according to key points in a horizontal profile by utilizing flight path historical data and high altitude wind historical data of the same flight;
and 4, step 4: obtaining the wind speed and the included angle between the wind direction and the route of each track point of the aircraft through the predicted high-altitude wind data, calculating a predicted ground speed profile according to the relative motion relation, and integrating the predicted ground speed profile with the horizontal and height profiles to form a predicted 4D track of the aircraft;
and 5: establishing a 4D space-time grid-based flight conflict primary screening method based on the predicted 4D flight path of the aircraft, and calculating and identifying potential flight conflicts by using a safety interval standard to obtain flights with conflicts;
step 6: dynamically grouping the flights with conflicts with each other, namely, summarizing the flights with conflicts with each other into the same group;
and 7: aiming at each group of flights, avoiding conflict by adjusting the initial release time and flight height of each flight, and obtaining a multi-aircraft conflict-free 4D track by cooperatively optimizing each group of flights;
and 8, repeating the step 5 to the step 7 until no conflict flight exists.
2. The method of claim 1, wherein the step of removing the metal oxide layer comprises removing the metal oxide layer from the metal oxide layerAnd the step 2 comprises the following steps: setting that the plane flies linearly between all the way points, neglecting the turning process of the flight, and generating a unique horizontal section D [ [ (x) by connecting latitude and longitude coordinates of all the way points1,y1),(x2,y2),…(xN,yN)]Wherein (x)i,yi) The latitude and longitude coordinates of the ith waypoint, and N is the total number of the waypoints.
3. The method of claim 2, wherein step 3 comprises:
for the extraction of the nominal height profile, the height conversion point is added into the height profile as a virtual waypoint to obtain the nominal height profile H ═ H1,h2,…,hM]Wherein h isiThe height of the ith waypoint is taken as the height of the ith waypoint, M is the total number of the waypoints, and the height conversion point is the position point which finishes the horizontal flight in the climbing or descending process;
for the extraction of a nominal vacuum speed profile, superposing a ground speed value and high-altitude wind historical data in track historical data to determine historical vacuum speed data of each route point;
vector of ground speed
Vacuum velocity vector
And high-altitude wind
The relationship of (1) is:
selecting grid point high altitude wind data closest to the waypoint in the spatial dimension as high altitude wind historical data of the waypoint, and selecting high altitude wind calendar closest to waypoint passing time in the flight path historical data in the time dimensionHistory data
The calculation formula for the historical true airspeed of the waypoint is as follows:
calculating more than two historical vacuum speed data at each route point by using historical data of tracks and high winds on different dates, calculating the average value of the more than two historical vacuum speed data as the nominal vacuum speed of the route point, and finally obtaining the nominal vacuum speed profile V of the flight by calculating the nominal vacuum speed of each route point one by one1,v2,…,vM]Wherein v isMIs the nominal true airspeed of the mth waypoint.
4. The method of claim 3, wherein step 4 comprises:
calculating by using the formula (1) in the step 3 to obtain a predicted ground speed profile, and forming a predicted 4D track of the aircraft by integrating the horizontal profile, the nominal height profile and the predicted ground speed profile;
average speed per flight segment during predicted 4D flight path calculation for an aircraft
The average value of the predicted ground speeds of the starting point and the ending point is used for representing that the distance L of each navigation section is the linear distance between the starting point and the ending point, and the flight time of each navigation section
Finally, calculating and determining the height, the speed and the passing point time of each route point one by one;
the division and calculation of the route sections in the step use data added with the virtual route points in the step 3, namely M route points in total, and the position, the height and the time of the middle route point are determined among the route points in a linear interpolation mode.
5. The method of claim 4, wherein step 5 comprises the steps of:
step 5-1, establishing a 4D space-time grid corresponding to the following flight conflict primary screening method: the jth track point defining flight i is located in the grid
Middle and grid
Adjacent thereto 33-1-26 meshes together form a mesh matrix
Wherein:
matrix array
Respectively representing grids
Nine grid neighborhoods of the upper and lower layers,
representation grid
A nine-grid neighborhood of the layer;
representing a mesh layer
3 x 3 ═ 9 mesh collision identification in (1), mesh
And
represent the same grid;
when other aircraft are present in a grid, then
Where m, n, k ∈ {1,2,3}, when matrix
If any element is 1, it indicates that there is a possible flight conflict, if
If not, indicating that potential conflict exists, and executing the step 5-2 for the flights with potential conflict, otherwise, indicating no conflict;
and step 5-2, further detecting the flights with potential conflicts: and (4) specifically calculating the vertical distance and the horizontal distance between two aircrafts at a moment according to the predicted 4D flight paths of the aircrafts obtained in the step (4), and judging that flight conflicts exist when the vertical distance and the horizontal distance are lower than the minimum interval at the same time, so as to obtain flights with the flight conflicts.
6. The method of claim 5, wherein step 6 comprises:
forming the flights with conflict into a set F, and classifying one flight in the set F into a first group1In this case asThe remaining flights in the set of fruits F and the first group1If the medium flight has conflict, the conflict flight in the set F is moved to the first group1When none of the flights in the set F are in the first group1And when the intermediate flight conflicts, repeating the cycle execution grouping until the set F is an empty set.
7. The method according to claim 6, wherein in step 6, the dynamic grouping strategy is adopted to divide the flights with conflict with each other into the same group, and the flights without conflict with each other into different groups, so as to satisfy the following relations:
wherein groupkFor the grouping of the k-th flight,
and Fk jAre respectively groupkIth and j flights in the group, CijFor conflict identification, when Cij1 indicates that flights i and j conflict, Cij0 means that flights i and j do not conflict.
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| CN202010381332.4A CN111583724A (en) | 2020-05-08 | 2020-05-08 | Pre-tactical phase interval management method for four-dimensional track operation |
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| CN111968414B (en) * | 2020-08-26 | 2022-08-05 | 成都民航空管科技发展有限公司 | 4D trajectory prediction method and device based on big data and AI and electronic equipment |
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| CN113470438B (en) * | 2021-06-30 | 2022-05-10 | 中国电子科技集团公司第二十八研究所 | Logic time sequence deduction simulation-based conflict-free flight trajectory generation method |
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| CN114066263A (en) * | 2021-11-18 | 2022-02-18 | 中国电子科技集团公司第二十八研究所 | Method for determining flight climbing stage conversion height element based on equivalent segment recognition |
| WO2023087717A1 (en) * | 2021-11-18 | 2023-05-25 | 中国电子科技集团公司第二十八研究所 | Method for determining transition altitude elements in flight climbing stage on basis of constant-value segment identification |
| CN114664122A (en) * | 2022-03-25 | 2022-06-24 | 南京航空航天大学 | Conflict minimization track planning method considering high-altitude wind uncertainty |
| CN114664122B (en) * | 2022-03-25 | 2023-06-23 | 南京航空航天大学 | Conflict minimized flight path planning method considering high altitude wind uncertainty |
| CN115206135A (en) * | 2022-06-16 | 2022-10-18 | 中国电子科技集团公司第二十八研究所 | Aircraft instruction height planning method without determining climbing rate |
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| CN115291623A (en) * | 2022-07-05 | 2022-11-04 | 电子科技大学长三角研究院(湖州) | Flight interval management method based on PID speed regulation and iterative steering |
| CN115394123A (en) * | 2022-07-18 | 2022-11-25 | 中国电子科技集团公司第二十八研究所 | Method for predicting flight altitude based on air traffic control historical flight data |
| CN115394123B (en) * | 2022-07-18 | 2024-02-13 | 中国电子科技集团公司第二十八研究所 | Method for predicting flight altitude based on air traffic control historical flight data |
| CN116312072A (en) * | 2023-03-21 | 2023-06-23 | 中国人民解放军93209部队 | Flight path operation conflict decoupling control method based on airspace grids |
| CN116312072B (en) * | 2023-03-21 | 2024-01-26 | 中国人民解放军93209部队 | Flight path operation conflict decoupling control method based on airspace grids |
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