CN110706520B - Double-layer planning method for robust allocation of time slots of air route and airport based on probability capacity - Google Patents

Double-layer planning method for robust allocation of time slots of air route and airport based on probability capacity Download PDF

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CN110706520B
CN110706520B CN201911050504.3A CN201911050504A CN110706520B CN 110706520 B CN110706520 B CN 110706520B CN 201911050504 A CN201911050504 A CN 201911050504A CN 110706520 B CN110706520 B CN 110706520B
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杨尚文
严勇杰
童明
毛亿
胡雨昕
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CETC 28 Research Institute
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Abstract

The invention discloses a robust distribution double-layer planning method for an airway and an airport time slot based on probability capacity, which comprises the steps of firstly obtaining various capacity situations and flight plans, establishing a robustness criterion for collaborative distribution of the airway and the airport time slot, establishing an effectiveness constraint of upper-layer planning by taking the minimum maximum value of an absolute value of the difference between the total cost of all flight airways in various situations and the expected value of the total cost of all flight airways in various situations, establishing an effectiveness constraint of lower-layer planning by taking the minimum maximum value of an absolute value of the difference between the total cost of all flight grounds and air waits in various situations and the expected value of the total cost of all flight grounds and air waits in various situations as the target of lower-layer planning, and finally solving a model to form a robust distribution strategy for the airway and the airport time slot. The invention fully utilizes the time slot resources of airspace units such as air routes, sectors, airports and the like, reasonably arranges air and ground delay for each flight, improves the operation stability of air traffic flow and improves the correct point rate of the flight.

Description

Double-layer planning method for robust allocation of time slots of air route and airport based on probability capacity
Technical Field
The invention belongs to the field of air traffic management, and particularly relates to a method for realizing cooperative allocation of airway and airport time slots, which can meet certain robustness requirements under the probability capacity condition of air traffic flow management and airspace and flow cooperative management.
Background
The air route time slot allocation generally introduces a cooperative decision mechanism, and cooperatively allocates air route time slot resources according to the capacity conditions of air space units such as air routes, sectors and the like, so that the air space is fully utilized, and the flight operation time is optimized. The American Matt company develops a collaborative air route resource allocation tool, a flight user can provide a plurality of selectable air routes, and the optimal air route is allocated by taking the highest preference as a target according to information such as the available air routes and the preference of the flight user, so that the influence of air route congestion caused by factors such as weather is effectively reduced. The airspace flow management program is an air route resource management strategy adopted by the U.S. Federal aviation administration, and optimizes and allocates air route time slots according to available air route time slot resources and flight requirements of a flow limitation area and a collaborative decision target of each related party. The European navigation safety organization provides an air traffic flow and capacity management concept, and the air traffic flow and capacity management concept is coordinated to allocate airspace capacity and allocate flight flow by combining ground waiting and navigation change. The domestic research result is mainly theoretical research, and students comprehensively utilize a plurality of management means such as ground waiting, dynamic routes, conditional routes and the like, introduce the open cost of the dynamic routes and the conditional routes and establish a mathematical model taking the minimum running cost as a target; the scholars consider the air route coupling capacity, establish a 0-1 integer planning model of cooperative multi-air route resource allocation integrating the flight change strategy and the waiting strategy, fully utilize available air route resources and reduce the total delay cost of flights; and the students establish a multi-objective optimization model of collaborative route time slot resource allocation with the aim of minimizing the total turning point quantity of all flights, minimizing the total turning point quantity of all flights and minimizing the average passenger delay time.
Airports are nodes of air traffic networks and airways are the backbone of air traffic networks. The existing research rarely combines the air route time slot resource and the airport time slot resource, and the time slot resource is cooperatively distributed under the probability capacity condition, so that the method is suitable for certain air traffic operation robustness. At present, an implementation method for cooperatively allocating air routes and airport time slots with certain robust performance is lacked.
Disclosure of Invention
The purpose of the invention is as follows: in order to overcome the defects of the prior art, the invention provides a robust allocation double-layer planning method for the time slots of an air route and an airport based on probability capacity, which can solve the problems of high delay rate of flights in the air and on the ground and poor operation stability of traffic flow of the flights in the air.
The technical scheme is as follows: the invention relates to a probability capacity-based robust allocation double-layer planning method for time slots of an air route and an airport, which comprises the following steps:
(1) acquiring an airway network structure, an airway probability capacity scene, a sector probability capacity scene, a planned airway downstream airspace unit capacity scene, a target airport probability approach capacity scene of an affected flight and a flight plan in an air traffic flow limited airspace;
(2) establishing a robustness criterion of cooperative allocation of an airway and an airport time slot under the circumstances of airway probability capacity, sector probability capacity, planned airway downstream airspace unit capacity and target airport probability approach capacity of affected flights;
(3) according to the robustness criterion, aiming at an airway probability capacity scenario, a sector probability capacity scenario, a planned airway downstream airspace unit capacity scenario and an affected flight destination airport probability approach capacity scenario, establishing an upper-layer planned objective function by taking the minimum maximum value of the absolute value of the difference between the total cost of all flight airways and the total cost expected value of all flight airways under various scenarios as a target; on the basis, establishing an upper-layer planning constraint condition which meets the cooperative allocation effectiveness of the air route and the airport time slot;
(4) aiming at the probability approach capacity scenario of the target airport of the affected flight, establishing a lower-layer planning constraint condition which meets the cooperative allocation effectiveness of the air route and the airport time slot on the basis of establishing a lower-layer planning objective function by taking the minimum maximum value of the absolute value of the difference between the total cost of all flight grounds and air waits and the total cost expected value of all flight grounds under various scenarios;
(5) constructing a double-layer planning model for robust allocation of time slots of an airway and an airport based on probability capacity;
(6) and solving the robust allocation double-layer planning model of the airway and airport time slots to form an airway and airport time slot robust allocation strategy.
Further, comprising:
in the step (2), the robustness criterion is that the maximum deviation degree of the total flight cost and the expected value of the total flight cost is minimum under the situations of the probability capacity of the airway, the probability capacity of the sector, the capacity of the downstream airspace unit of the planned airway and the probability approach capacity of the destination airport of the affected flight.
Further, comprising:
in the step (3), the objective function of the upper layer plan is expressed as:
Figure BDA0002255211760000021
wherein, ci aRepresenting the air delay cost of flight I, I is more than or equal to 1 and less than or equal to I, I is the total number of flights, ct kRepresenting the unit time cost of the flight using the temporary route K, K is more than or equal to 1 and less than or equal to K, K is the number of the temporary routes, etai aIndicating the time, t, at which flight i is predicted to arrive at the airspace unit downstream of the planned routej amJ is more than or equal to 1 and less than or equal to J as the starting time of the time slot J of the downstream airspace unit of the planned route under the situation mm，JmFor the total number of time slots in scenario m,
Figure BDA0002255211760000031
m is the capacity scene set of the downstream airspace unit of the planned route, tl anThe starting time of the time slot l of the downstream airspace unit of the planned route under the situation n is that l is more than or equal to 1 and less than or equal to Jn，JnFor the total number of time slots in scenario n,
Figure BDA0002255211760000032
pmthe probability of occurrence of a scene m, epsilon is the delay control coefficient,
Figure BDA0002255211760000033
is a decision variable, expressed as:
Figure BDA0002255211760000034
Figure BDA00022552117600000312
Figure BDA0002255211760000035
Figure BDA0002255211760000036
further, comprising:
in the step (3), establishing an upper-layer planning constraint condition meeting the collaborative allocation effectiveness of the air route and the airport time slot includes:
Figure BDA0002255211760000037
each flight has and only has one planned airway downstream airspace unit time slot and one airway under any scene;
Figure BDA0002255211760000038
the time slot of each planned route downstream airspace unit can be only allocated to one flight at most under any scene;
Figure BDA0002255211760000039
the time when the flight actually reaches the downstream airspace unit of the planned route under any scene cannot be earlier than the predicted arrival time;
Figure BDA00022552117600000310
the time representing that the time when the flight actually arrives at the downstream airspace unit of the planned route when the temporary route k is selected by the flight under any scene cannot be earlier than the sum of the predicted arrival time and the increased flight time of the route, deltakIncreased flight time for selecting temporary flight path k;
Figure BDA00022552117600000311
indicating the predicted arrival of a flight to a planned routeThe time of the downstream airspace unit is equal to the difference between the time of the flight arriving at the destination airport and the flight time of the flight arriving at the downstream airspace unit of the planned route and then flying to the destination airport, si hThe flight time of the flight to the destination airport after the flight arrives at the downstream airspace unit of the planned route;
Figure BDA0002255211760000041
indicating that the planned route flow does not exceed the planned route capacity, Ca, at the confidence level alphasRepresenting the capacity of the planned route;
Figure BDA0002255211760000042
indicates that the temporary airway flow does not exceed the temporary airway capacity, Ca, at the confidence level alphat kIndicating the capacity of the temporary route k;
Figure BDA0002255211760000043
ca, indicating that the sum of the planned route and the flow of each temporary route under the confidence level alpha does not exceed the capacity of the sector where each route is locatedsecIndicating the capacity of the sector in which each route is located.
Further, comprising:
in the step (4), the objective function of the lower layer plan is as follows:
Figure BDA0002255211760000044
wherein, ci gRepresenting the ground delay cost, eta, of flight ii hIndicating the time at which flight i is scheduled to arrive at the destination airport h,
Figure BDA0002255211760000045
for the probability of occurrence of the scene w at the destination airport h,
Figure BDA0002255211760000046
for the start of the time slot v in the scenario w of the destination airport h,
Figure BDA0002255211760000047
h is more than or equal to 1 and less than or equal to H, H is the number of the destination airports of the affected flights,
Figure BDA0002255211760000048
Whan entrance capacity scenario set for the destination airport h;
Figure BDA0002255211760000049
the starting time of the time slot v in the scenario r of the destination airport h represents the actual approach time of the flight,
Figure BDA00022552117600000410
is a decision variable, expressed as:
Figure BDA00022552117600000411
further, comprising:
in the step (4), the lower layer planning constraint condition includes:
Figure BDA0002255211760000051
each flight has one and only one time slot under any scene of the destination airport h;
Figure BDA0002255211760000052
the method comprises the steps that each time slot can be allocated to only one flight at most under any situation of a destination airport h;
Figure BDA0002255211760000053
the actual arrival time of the flight cannot be earlier than the planned arrival time in any scenario representing the destination airport h.
Further, comprising:
in the step (5), a probability capacity-based robust allocation double-layer planning model of the time slots of the air route and the airport is constructed, and the method comprises the following steps:
Figure BDA0002255211760000061
Figure BDA0002255211760000062
further, comprising:
in the step (6), solving the robust allocation double-layer planning model for the time slots of the air routes and the airports specifically includes:
(61) solving the lower-layer plan by adopting a heuristic algorithm to obtain the time when each flight reaches a destination airport, and forming an airport time slot allocation strategy;
(62) according to the obtained time of each flight arriving at the destination airport, solving the time of each flight estimated to arrive at the downstream airspace unit of the planned route;
(63) setting a confidence level value according to the obtained estimated time of each flight to reach a downstream airspace unit of a planned route, solving upper-layer planning by adopting a heuristic algorithm, and allocating a route and a time slot for each flight to obtain a route time slot allocation strategy;
(64) and (4) forming an airway and airport timeslot robust allocation strategy according to the airport timeslot allocation strategy obtained in the step (61) and the airway timeslot allocation strategy obtained in the step (63), and determining the allocated airway when each flight passes through the flow-limited airspace, the time of arriving at the airspace unit at the downstream of the planned airway and the time of arriving at the destination airport.
Has the advantages that: compared with the prior art, the invention has the following remarkable advantages: the invention establishes a robust distribution double-layer planning model of the airway and the airport time slot based on the probability capacity according to the conditions of the airway probability capacity scene, the sector probability capacity scene, the planned airway downstream airspace unit capacity scene, the affected flight destination airport probability approach capacity scene, and the like in the flow-limited airspace, takes the minimum maximum value of the absolute value of the difference between the total cost of all flight airways and the total cost expected value of all flight airways under various scenes as the upper-layer planning target, and the minimum value of the absolute value of the difference between the total cost of all flight grounds and air waits and the total cost expected value of all flight grounds and air waits under various scenes as the lower-layer planning target, fully utilizes the airspace unit time slot resources of the airway, the sector, the airport, and the like, reasonably arranges air and ground delay for each flight, improves the operation stability of the air traffic flow, the flight punctuality rate is improved.
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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 a method of the present invention;
FIG. 2 is a flow chart of an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
When the capacity of the planned route is reduced due to the influence of factors such as dangerous weather, available temporary route routes are reasonably distributed for the influenced flights, the delay of the route flight is reduced, the ground waiting and the possible air waiting are reasonably configured according to the capacity condition of the target airport of the influenced flights, and the time when the air flight reaches the relevant airspace units is optimized. Aiming at the uncertainty of the capacity of airspace units such as an airway, a sector, an airport and the like and the robustness characteristic of air traffic operation, the possible flight delay fluctuation is reduced, the flight air and ground operation time is reasonably optimized, and the airspace time slot resource is utilized as much as possible.
The invention discloses a double-layer planning method for robust allocation of time slots of an air route and an airport based on probability capacity, the specific implementation flow is shown in figures 1 and 2, and the method comprises the following steps:
step 1: constructing an airspace resource information platform, acquiring information such as an airway network structure, an airway probability capacity scene, a sector probability capacity scene, a planned airway downstream airspace unit capacity scene, a target airport probability approach capacity scene of an affected flight and the like in an airspace with limited air traffic flow, and acquiring flight operation information including flight plans, types and passenger numbers;
step 2: establishing a robustness criterion of cooperative allocation of an airway and airport time slots under a probability capacity condition according to the operation characteristics of air traffic flow and the air traffic control working requirement, namely, the maximum deviation degree of the total cost of all flights and the expected value of the total cost of all flights under various situations is minimum;
and step 3: according to the robustness criterion provided in the step 2, aiming at the situation of probability capacity of an airway, the situation of probability capacity of a sector, the situation of downstream airspace unit capacity of a planned airway, and the situation of probability approach capacity of a destination airport of an affected flight, the maximum value of the absolute value of the difference between the total cost of all flight airways in various situations and the expected value of the total cost of all flight airways is the minimum as the upper-layer planning target, and the maximum value is expressed as:
Figure BDA0002255211760000081
wherein, ci aRepresenting the air delay cost of flight I, I is more than or equal to 1 and less than or equal to I, I is the total number of flights, ct kRepresenting the unit time cost of the flight using the temporary route K, K is more than or equal to 1 and less than or equal to K, K is the number of the temporary routes, etai aIndicating the time, t, at which flight i is predicted to arrive at the airspace unit downstream of the planned routej amJ is more than or equal to 1 and less than or equal to J as the starting time of the time slot J of the downstream airspace unit of the planned route under the situation mm，JmFor the total number of time slots in scenario m,
Figure BDA0002255211760000082
m is the capacity scene set of the downstream airspace unit of the planned route, tl anThe starting time of the time slot l of the downstream airspace unit of the planned route under the situation n is that l is more than or equal to 1 and less than or equal to Jn，JnFor the total number of time slots in scenario n,
Figure BDA0002255211760000083
pmthe probability of occurrence of a scene m, epsilon is the delay control coefficient,
Figure BDA0002255211760000084
is a decision variable, expressed as:
Figure BDA0002255211760000085
Figure BDA0002255211760000086
Figure BDA0002255211760000091
Figure BDA0002255211760000092
and 4, step 4: according to the target and risk decision characteristics of the upper-layer planning established in the step 3, establishing constraint conditions of the upper-layer planning which accord with effectiveness, wherein the constraint conditions comprise flight uniqueness constraint, airway time slot exclusivity constraint, flight airway running time constraint, airway capacity opportunity constraint and sector capacity opportunity constraint, and are respectively expressed as follows:
Figure BDA0002255211760000093
each flight has and only has one planned airway downstream airspace unit time slot and one airway under any scene;
Figure BDA0002255211760000094
the time slot of each planned route downstream airspace unit can be only allocated to one flight at most under any scene;
Figure BDA0002255211760000095
the time when the flight actually reaches the downstream airspace unit of the planned route under any scene cannot be earlier than the predicted arrival time;
Figure BDA0002255211760000096
the time representing that the time when the flight actually arrives at the downstream airspace unit of the planned route when the temporary route k is selected by the flight under any scene cannot be earlier than the sum of the predicted arrival time and the increased flight time of the route, deltakIncreased flight time for selecting temporary flight path k;
Figure BDA0002255211760000097
s is the difference between the time when the flight arrives at the destination airport and the time when the flight arrives at the downstream airspace unit of the planned route and flies to the destination airporti hThe flight time of the flight to the destination airport after the flight arrives at the downstream airspace unit of the planned route;
Figure BDA0002255211760000098
indicating that the planned route flow does not exceed the planned route capacity, Ca, at the confidence level alphasRepresenting the capacity of the planned route;
Figure BDA0002255211760000099
indicates that the temporary airway flow does not exceed the temporary airway capacity, Ca, at the confidence level alphat kIndicating the capacity of the temporary route k;
Figure BDA0002255211760000101
ca, indicating that the sum of the planned route and the flow of each temporary route under the confidence level alpha does not exceed the capacity of the sector where each route is locatedsecIndicating the capacity of the sector where each route is located;
and 5: according to the robustness criterion provided in the step 2, aiming at the destination airport probability approach capacity scenario of the affected flight, the maximum value of the absolute value of the difference between the total cost of all flight grounds and air waits and the total cost expected value of all flight grounds and waits under various scenarios is the minimum as the lower-layer planning target, which is expressed as:
Figure BDA0002255211760000102
wherein, ci gRepresenting the ground delay cost, eta, of flight ii hIndicating the time at which flight i is scheduled to arrive at the destination airport h, qw hProbability of occurrence of scenario w for destination airport h, twv gh(1≤v≤Vw h，Vw hScenario w (H is more than or equal to 1 and less than or equal to H, and H is the number of destination airports of affected flights) of destination airport H
Figure BDA0002255211760000103
WhTotal number of time slots in the scenario set of approach capacity for the destination airport h)) as the starting time of the time slot v in the scenario w of the destination airport h, trv ahScene r of destination airport h
Figure BDA0002255211760000104
The starting time of the lower time slot v, representing the actual approach time of the flight, ziv hwIs a decision variable, expressed as:
Figure BDA0002255211760000105
step 6: according to the target of the lower-layer plan established in the step 5, establishing constraint conditions of the lower-layer plan which accord with effectiveness, wherein the constraint conditions comprise flight uniqueness constraint, airport time slot exclusivity constraint and flight airport operation time constraint, and are respectively expressed as follows:
Figure BDA0002255211760000106
each flight has one and only one time slot under any scene of the destination airport h;
Figure BDA0002255211760000107
the method comprises the steps that each time slot can be allocated to only one flight at most under any situation of a destination airport h;
Figure BDA0002255211760000111
the actual arrival time of the flight under any scene of the destination airport h cannot be earlier than the scheduled arrival time;
and 7: establishing a probability capacity-based robust distribution double-layer planning model of the air route and the airport time slot according to the target function of the upper-layer planning established in the step 3, the constraint condition of the upper-layer planning established in the step 4, the target of the lower-layer planning established in the step 5 and the constraint condition of the lower-layer planning established in the step 6, wherein the probability capacity-based robust distribution double-layer planning model is expressed as follows:
Figure BDA0002255211760000121
Figure BDA0002255211760000122
and 8: solving the lower-layer plan by adopting heuristic algorithms such as genetic algorithm and the like to obtain the time of each flight arriving at a destination airport, and forming an airport time slot allocation strategy;
and step 9: according to the time of each flight arriving at the destination airport obtained in the step 8, solving the time of each flight which is estimated to arrive at the downstream airspace unit of the planned route;
step 10: setting a confidence level value according to the estimated arrival time of each flight to the downstream airspace unit of the planned route obtained in the step 9, solving upper-layer planning by adopting heuristic algorithms such as genetic algorithm and the like, and allocating a route and a time slot to each flight to obtain a route time slot allocation strategy;
step 11: and (3) forming an airway and airport time slot robust allocation strategy according to the airport time slot allocation strategy obtained in the step (8) and the airway time slot allocation strategy obtained in the step (10), and determining the allocated airway when each flight passes through the flow limited airspace, the time of arriving at the downstream airspace unit of the planned airway and the time of arriving at the destination airport.
Step 12: and (3) issuing a robust allocation strategy of the airway and airport time slots through the airspace resource information platform constructed in the step (1).
The invention is suitable for the research of the airspace management or air traffic flow management cooperative decision technology and the development of system tools.

Claims (4)

1. A double-layer planning method for robust allocation of time slots of an air route and an airport based on probability capacity is characterized by comprising the following steps:
(1) acquiring an airway network structure, an airway probability capacity scene, a sector probability capacity scene, a planned airway downstream airspace unit capacity scene, a target airport probability approach capacity scene of an affected flight and a flight plan in an air traffic flow limited airspace;
(2) establishing a robustness criterion of cooperative allocation of an airway and an airport time slot under the circumstances of airway probability capacity, sector probability capacity, planned airway downstream airspace unit capacity and target airport probability approach capacity of affected flights;
(3) according to the robustness criterion, aiming at an airway probability capacity scenario, a sector probability capacity scenario, a planned airway downstream airspace unit capacity scenario and an affected flight destination airport probability approach capacity scenario, establishing an upper-layer planned objective function by taking the minimum maximum value of the absolute value of the difference between the total cost of all flight airways and the total cost expected value of all flight airways under various scenarios as a target; on the basis, establishing an upper-layer planning constraint condition which meets the cooperative allocation effectiveness of the air route and the airport time slot;
(4) aiming at the probability approach capacity scenario of the target airport of the affected flight, establishing a lower-layer planning constraint condition which meets the cooperative allocation effectiveness of the air route and the airport time slot on the basis of establishing a lower-layer planning objective function by taking the minimum maximum value of the absolute value of the difference between the total cost of all flight grounds and air waits and the total cost expected value of all flight grounds under various scenarios;
(5) constructing a double-layer planning model for robust allocation of time slots of an airway and an airport based on probability capacity;
(6) solving the robust allocation double-layer planning model of the airway and airport time slots to form an airway and airport time slot robust allocation strategy;
in the step (3), the objective function of the upper layer plan is expressed as:
Figure FDA0003142966440000011
wherein, ci aRepresenting the air delay cost of flight I, I is more than or equal to 1 and less than or equal to I, I is the total number of flights, ct kRepresenting the unit time cost of the flight using the temporary route K, K is more than or equal to 1 and less than or equal to K, K is the number of the temporary routes, etai aIndicating the time at which flight i is predicted to arrive at the airspace unit downstream of the planned route,
Figure FDA0003142966440000012
j is more than or equal to 1 and less than or equal to J as the starting time of the time slot J of the downstream airspace unit of the planned route under the situation mm，JmFor the total number of time slots in scenario m,
Figure FDA0003142966440000013
m is a capacity scene set of the airspace units at the downstream of the planned route,
Figure FDA0003142966440000014
the starting time of the time slot l of the downstream airspace unit of the planned route under the situation n is that l is more than or equal to 1 and less than or equal to Jn，JnFor the total number of time slots in scenario n,
Figure FDA0003142966440000021
pmthe probability of occurrence of a scene m, epsilon is the delay control coefficient,
Figure FDA0003142966440000022
is a decision variable, expressed as:
Figure FDA0003142966440000023
Figure FDA0003142966440000024
Figure FDA0003142966440000025
Figure FDA0003142966440000026
the establishing of the upper-layer planning constraint condition meeting the collaborative allocation effectiveness of the air route and the airport time slot comprises the following steps:
Figure FDA0003142966440000027
each flight has and only has one planned airway downstream airspace unit time slot and one airway under any scene;
Figure FDA0003142966440000028
the time slot of each planned route downstream airspace unit can be only allocated to one flight at most under any scene;
Figure FDA0003142966440000029
the time when the flight actually reaches the downstream airspace unit of the planned route under any scene cannot be earlier than the predicted arrival time;
Figure FDA00031429664400000210
the time representing that the time when the flight actually arrives at the downstream airspace unit of the planned route when the temporary route k is selected by the flight under any scene cannot be earlier than the sum of the predicted arrival time and the increased flight time of the route, deltakIncreased flight time for selecting temporary flight path k;
Figure FDA00031429664400000211
s is the difference between the time when the flight arrives at the destination airport and the time when the flight arrives at the downstream airspace unit of the planned route and flies to the destination airporti hThe flight time of the flight to the destination airport after the flight arrives at the downstream airspace unit of the planned route;
Figure FDA00031429664400000212
indicating that the planned route flow does not exceed the planned route capacity, Ca, at the confidence level alphasRepresenting the capacity of the planned route;
Figure FDA0003142966440000031
indicates that the temporary airway flow does not exceed the temporary airway capacity, Ca, at the confidence level alphat kIndicating the capacity of the temporary route k;
Figure FDA0003142966440000032
ca, indicating that the sum of the planned route and the flow of each temporary route under the confidence level alpha does not exceed the capacity of the sector where each route is locatedsecIndicating the capacity of the sector where each route is located;
in the step (4), the objective function of the lower layer plan is as follows:
Figure FDA0003142966440000033
wherein the content of the first and second substances,
Figure FDA0003142966440000034
representing the ground delay cost for flight i,
Figure FDA0003142966440000035
indicating the time at which flight i is scheduled to arrive at the destination airport h,
Figure FDA0003142966440000036
for the probability of occurrence of the scene w at the destination airport h,
Figure FDA0003142966440000037
for the start of the time slot v in the scenario w of the destination airport h,
Figure FDA0003142966440000038
Figure FDA0003142966440000039
h is more than or equal to 1 and less than or equal to H, H is the number of the destination airports of the affected flights,
Figure FDA00031429664400000310
What destination airport hAn approach volume scenario set;
Figure FDA00031429664400000311
the starting time of the time slot v in the scenario r of the destination airport h represents the actual approach time of the flight,
Figure FDA00031429664400000312
Figure FDA00031429664400000313
is a decision variable, expressed as:
Figure FDA00031429664400000314
the establishment of the lower-layer planning constraint condition meeting the collaborative allocation effectiveness of the air route and the airport time slot comprises the following steps:
Figure FDA00031429664400000315
each flight has one and only one time slot under any scene of the destination airport h;
Figure FDA00031429664400000316
the method comprises the steps that each time slot can be allocated to only one flight at most under any situation of a destination airport h;
Figure FDA00031429664400000317
the actual arrival time of the flight cannot be earlier than the planned arrival time in any scenario representing the destination airport h.
2. The robust probability capacity-based routing and airport timeslot double-layer planning method of claim 1, wherein in the step (2), the robustness criterion is that the maximum deviation degree of the total flight cost from the total flight cost expectation value under the routing probability capacity scenario, the sector probability capacity scenario, the planned routing downstream airspace unit capacity scenario and the destination airport probability approach capacity scenario of the affected flight is the minimum.
3. The robust probability capacity-based two-layer planning method for the time slot allocation of the air routes and the airports according to claim 1, wherein in the step (5), a probability capacity-based two-layer planning model for the robust allocation of the air routes and the airport time slots is constructed as follows:
Figure FDA0003142966440000051
Figure FDA0003142966440000052
4. the method for double-layer planning based on robust allocation of airway and airport time slots with probability capacity as claimed in claim 3, wherein the step (6) of solving the double-layer planning model for robust allocation of airway and airport time slots specifically comprises:
(61) solving the lower-layer plan by adopting a heuristic algorithm to obtain the time when each flight reaches a destination airport, and forming an airport time slot allocation strategy;
(62) according to the obtained time of each flight arriving at the destination airport, solving the time of each flight estimated to arrive at the downstream airspace unit of the planned route;
(63) setting a confidence level value alpha according to the obtained estimated time of each flight to reach a planned airway downstream airspace unit, solving upper-layer planning by adopting a heuristic algorithm, and allocating an airway and a time slot for each flight to obtain an airway time slot allocation strategy;
(64) and (4) forming an airway and airport timeslot robust allocation strategy according to the airport timeslot allocation strategy obtained in the step (61) and the airway timeslot allocation strategy obtained in the step (63), and determining the allocated airway when each flight passes through the flow-limited airspace, the time of arriving at the airspace unit at the downstream of the planned airway and the time of arriving at the destination airport.
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