CN112396871B - Approach delay allocation and absorption method based on track prediction - Google Patents
Approach delay allocation and absorption method based on track prediction Download PDFInfo
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Abstract
The invention discloses an entrance delay allocation absorbing method based on track prediction, which comprises the following steps: 1) after the approach management system of the upstream control unit finishes the correlation between the flight plan and the radar monitoring target, predicting the 4D track of the flight, and calculating to obtain the predicted time of the flight passing through the transit point or the predicted time of the flight passing through the measuring point; 2) sequencing the incoming flights by an incoming management system of a downstream control unit, and calculating flight delay according to the difference between the landing time and the predicted landing time; 3) and the upstream control unit evaluates the downstream control unit and the self-absorption capacity according to the matching condition of the capacity and the flow in each direction of the airspace unit. The invention establishes the data communication and delay admission cooperative rule between the entrance management systems of the upstream and downstream control units, reasonably distributes flight delay between the upstream and downstream control units under the condition of considering factors such as metering error, control pressure and the like, relieves the traffic jam condition of the terminal area and improves the overall operation efficiency.
Description
Technical Field
The invention belongs to the technical field of entrance management, and particularly relates to an entrance delay allocation absorbing method based on track prediction.
Background
The flight approach ordering strategy is an important component of air traffic management, an approach management system (AMAN) is used for managing inbound flights, and an optimal inbound flight ordering queue is provided for a controller, so that the aims of reducing busy area management, terminal/approach and tower control burden, improving safety and reducing fuel consumption of an aircraft are fulfilled. The system provides control strategies for the affected flights, such as suggestions of acceleration, deceleration, maneuver, waiting and the like, while giving the entrance sequence, so that the inbound flights conform to the result of optimized queuing. However, in a busy control area, due to the traffic capacity reduction caused by various uncertain factors such as weather, relatively tense runway and airspace resources become more scarce, and the control load increases suddenly, and at this time, it is necessary to better regulate the approach traffic flow through coordination and coordination among a plurality of control units so as to reduce the negative influence of the sudden increase of the control load on a single control unit. B1-15 module of International Civil Aviation Organization (ICAO) Aeronautical System Block Upgrade (ASBU): the method for expanding the approach metering range is provided in the operation of an improved airport through departure, scene and approach management, the time-based approach metering range is expanded to be used for metering an adjacent airway airspace, so that adjacent ATC authorities develop mutual cooperation and manage and coordinate traffic flow more efficiently. From experimental experience in europe, the cooperative interconnection among multiple control units needs to solve three main problems of information consistency, control authority and 4D prediction accuracy, so that the operation rule and the implementation effect have strong relevance to the system construction condition, the airspace resource condition and the like.
In europe, the use and scheduling of airspace resources are relatively flexible, and in contrast, the current situation of complex airspace in our country brings difficulty to the implementation of regulation and deployment. The typical narrow south-north airspace in the zhhai terminal area and the narrow east-west airspace carry flight traffic of two airports, namely zhhai and shenzhen, and are adjacent to the hong kong and Guangzhou terminal areas, so that the flight traffic is large and the control and allocation means are limited. The east China has the characteristics of multiple airport groups, and the airport group terminal areas are coupled and associated with each other in time-space resources, so that the demand on the collaborative optimization scheduling of flights among multiple control units is strong. When designing a delay admission strategy of an approach management system, the control authority and the handover rule of each control unit need to be fully considered. Meanwhile, in order to achieve smooth coordination among control units, it is necessary to establish common situational awareness among ATC authorities, exchange trajectory, weather and monitoring information consistently among systems of each unit, and ensure that the interpretation of information such as controlled approach time, location and convective weather is consistent.
Disclosure of Invention
In view of the above-mentioned shortcomings in the prior art, an object of the present invention is to provide an admission method for entrance delay allocation based on flight path prediction, so as to solve the problem of delay allocation in the handover process of multi-control unit entrance control in the prior art. According to the method, based on track prediction and consistency of basic data, a data communication and delay absorption cooperative rule between the entrance management systems of upstream and downstream management units is established, and under the condition that factors such as metering errors and control pressure are considered, flight delay is reasonably distributed between the upstream and downstream management units, so that the traffic jam condition of a terminal area is relieved, and the overall operation efficiency is improved.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
the invention discloses an approach delay allocation absorbing method based on track prediction, which comprises the following steps:
1) after the approach management system of the upstream control unit finishes the correlation between the flight plan and the radar monitoring target, predicting the 4D track of the flight, and calculating to obtain the predicted Time Over transit point Time (Estimated Time Over _ Feeder Fix, ETO _ FF) of the flight or the predicted Time Over measuring Fix (ETO _ MF); the approach management system of the downstream control unit calculates the Estimated Landing Time (ELDT) from each flight to the Landing of the runway head according to the Estimated passing Time given by the approach management system of the upstream control unit;
2) the approach management system of the downstream control unit takes the sequence of the predicted Landing Time of the flights as a reference, sorts the approach flights and obtains the Calculated Landing Time (CLDT) of each approach flight; calculating flight delay according to the difference between the obtained landing time and the predicted landing time;
3) the upstream control unit evaluates the downstream control unit and the self absorption capacity according to the matching condition of the capacity and the flow in each direction of the airspace unit (airport and sector), and when the flow of the airspace unit exceeds 120 percent of the capacity value, the approach problem is delivered to the air traffic flow management for processing, and the flight entry amount of the airspace unit is controlled; when the flow of the airspace unit is lower than 120% of the capacity value, according to a handover time deviation tolerance threshold value and a maximum admissible delay value submitted by a downstream control unit, the flight delay obtained by calculation in the step 2) is distributed among the upstream and downstream multilevel approach management systems.
Further, the step 1) specifically includes: after a flight plan is related to a comprehensive radar track, an approach management system of an upstream control unit predicts a 4D flight track of a flight based on flight performance parameters (BADA data), airline points, a take-off/landing airport elevation, a request height, a cruising speed, a control instruction height, high altitude wind and real-time monitoring data correction information, and predicts the geographical position, the passing point speed, the passing point height, the passing point time, the belonging control area and the belonging airway of the flight through each calculation point (a transfer point, a convergent point and the like); after obtaining the prediction of the flight 4D flight path, the upstream control unit shares the transit point information of the transit point and the measurement location point (MF, which is generally a point for controlling the flight to transit the waypoint interval) to the approach management system of the downstream control unit.
And filtering the flight plan data falling in the region under jurisdiction by the approach management system of the downstream control unit, and for the plan of falling in the jurisdiction, after receiving the predicted Time Over-travel Fix (ETO _ FF) or the predicted Time Over-measurement Fix (ETO _ MF) calculated by the approach management system of the upstream control unit, further resolving the 4D flight trajectory after the flight passes Over-travel Fix by combining the airspace structure of the jurisdiction to finally obtain the predicted falling Time from the flight to the runway landing.
Further, the step 2) specifically includes: the approach management system of the downstream control unit takes the operation constraint conditions, the flight priority and the flight mode into consideration for carrying out sequencing calculation, wherein the considered operation constraint conditions comprise:
21) runway interval: the interval requirement of two continuous landing flights for landing on the runway; for the condition of related operation of multiple runways, configuring a related interval for every two related runways, and keeping the related interval between flights falling on the two related runways and the flights on the related runways besides keeping the runway interval between the flights on the runway; setting an independent runway interval for the condition of independent operation of multiple runways, and controlling a runway arrival interval and a radar wake interval kept by front and rear flights on the same runway;
22) wake interval minimum criterion: implementing wake interval between the front and the back flights, and configuring a wake classification (WTC) level and a corresponding interval table;
23) measurement point interval: two consecutive flights pass through the interval between certain measurement points; for a specific interval, setting a front-back redundant flexibly configurable interval parameter to prevent potential conflict from increasing control workload due to the fact that strict intervals are not met and flight sequence adjustment is carried out;
24) closing the runway: setting a runway closing state and a closed time period;
25) interval in case of runway direction change: the interval implemented between the last flight in a certain direction and the first flight in the opposite direction;
26) interval of special flight: obey the special flight interval regulations.
Determining the priority according to flight attributes, and dividing the priority into two types: high priority, normal priority; wherein, the high priority comprises special passenger, emergency (the A mode code of the secondary flight path or the primary and secondary flight paths is 7500, 7600 or 7700), and the like, when the flights are sequenced, the order and time without delay or the minimum delay are established; ordinary priority flights other than those described above are processed on a first come first serve basis to calculate queue order and landing time.
Considering the sequencing stability of the system, classifying flight states according to the spatial position and the time range of the flight, such as unstable, stable, hyperstable, frozen and other different flight states according to a certain time range before/after the flight is predicted to pass the port entry point and before the proposed landing time; the frozen flight movement cannot be caused by the change of the runway interval and the closing of the runway; the change of runway interval and the closing of the runway can change the order queue of the hyperstable flight, but the relative position in the ordering can not be changed; an unordered flight or an updated ELDT flight can be inserted between two stable flights, and if the interval does not meet the requirement, the stable flights can move backwards to cause delay; the order, time slots, and regulatory recommendations between unstable flights may be updated with the latest results of the current 4D calculations.
The sequence calculation replans the landing time of the landing flight in the jurisdiction of the downstream control unit, the calculated time is called the calculated landing time, and the difference between the calculated landing time of the flight and the predicted landing time is the delay P of the flightTotal；
PTotal＝CLDT-ELDT。
Further, the step 3) specifically further includes: selecting a priority mode of delayed distribution through parameter setting, selecting upstream priority admission or downstream priority admission, and adopting a downstream priority admission mode by default; namely, the allocation delay in the approach management system of the downstream control unit is considered preferentially, and when the delay overflows, the delay is transmitted to the upstream control unit to help the absorption;
31) in the approach management system of the downstream control unit, a tolerance threshold delta of the transfer time at the transfer point is set, when the delta value is small, the control load of the upstream control unit is increased, and the downstream control unit (such as a terminal/approach) obtains a stable sequence and predicted landing time; when the delta value is set to be large, the intervention times of an upstream control unit are reduced, and the approach handover sequence received by a downstream control unit generates oscillation; the delta value is the result of negotiation performed by upstream and downstream control units and is determined according to actual operation experience;
32) in addition to the tolerance threshold Δ, a lower regulatory unit sets an upper tolerable delay threshold limit PMaxWhen P isTotal＜PMaxWhen the delay is delayed, the delay is processed and absorbed in the jurisdiction of a downstream control unit; when P is presentTotal＞PMaxWhen P is equal to PTotal-PMaxPlus or minus delta is a delay value which needs to help the downstream control unit to process by the upstream control unit; the minimum measurement unit of the approach management system of the downstream control unit is a sector, so PMaxThe total absorbing capacity of each sector governed by the downstream regulation unit is shown, and meanwhile, the total absorbing capacity is transferred to each sector governed by the upstream and downstream regulation unitsDirections, all are provided with different PMax；
33) After receiving a delay absorbing request of a downstream control unit, an upstream control unit evaluates the downstream control unit and self absorbing capacity according to the matching condition of capacity and flow in each direction of an airspace unit (airport and sector), when the flow of the airspace unit exceeds 120% of the capacity value, the approach problem needs to be handed to air traffic flow management for processing, and the entering amount of the airspace flight unit is controlled by issuing flow control strategies such as total amount interval limitation, ground delay programs and the like;
when the flow of the airspace unit is lower than 120% of the capacity value, the upstream control unit carries out the percentage q of the flow exceeding the capacity in each direction according to the sequence from high to lowi＝fi/ciI is (1,2, …, k), i denotes each downstream spatial bin, ciRepresents the capacity of the space domain unit, fiRepresenting the flow of the airspace unit; when a plurality of downstream control units simultaneously make delay absorbing requests to upstream control units, the entrance management system of the upstream control unit makes the request according to qiThe admission requests are processed in order of high to low priority.
The invention has the beneficial effects that:
1. the approach management system of the upstream control unit starts to predict the 4D track of the flight after the aviation radar is related, and the predicted transition point time ETO _ FF or the predicted measurement point time ETO _ MF of the flight is shared with the approach management system of the downstream control unit, so that the approach measurement range is expanded, and the upstream and downstream control units establish consistent knowledge of flight planning and flight passing point transfer information.
2. The downstream control unit feeds back the handover time deviation tolerance threshold value and the maximum admissible delay value upstream, establishes a coordinated delay admission rule of the upstream control unit and the downstream control unit, and realizes the distribution of the total delay between the upstream control unit and the downstream control unit.
3. And evaluating and auditing the absorption capacity of a downstream control unit through the delay absorption capacity evaluation index, and establishing a convergence point approach flight delay distribution strategy and a sequencing conflict resolution strategy.
4. By evaluating the delay absorption upper limit of an upstream control unit, a working section of flow management and entrance management is established, and close cooperation between tactical planning and control command implementation is realized.
Drawings
FIG. 1 is a schematic diagram of the method of the present invention.
Detailed Description
In order to facilitate understanding of those skilled in the art, the present invention will be further described with reference to the following examples and drawings, which are not intended to limit the present invention.
Referring to fig. 1, the approach delay allocation absorbing method based on track prediction according to the present invention includes the following steps:
1) after the approach management system of the upstream control unit finishes the correlation between the flight plan and the radar monitoring target, predicting the 4D track of the flight, and calculating to obtain the predicted Time Over transit point Time (Estimated Time Over _ Feeder Fix, ETO _ FF) of the flight or the predicted Time Over measuring Fix (ETO _ MF); the approach management system of the downstream control unit calculates the Estimated Landing Time (ELDT) from each flight to the Landing of the runway head according to the Estimated passing Time given by the approach management system of the upstream control unit;
the step 1) specifically comprises the following steps: after a flight plan is related to a comprehensive radar track, an approach management system of an upstream control unit predicts a 4D flight track of a flight based on flight performance parameters (BADA data), waypoints, a take-off/landing airport elevation, a request altitude, a cruising speed, a control instruction altitude, high altitude wind and real-time monitoring data correction information, and predicts the geographical position, the passing point speed, the passing point altitude, the passing point time, the belonging control area and the belonging route of the flight through each calculation point (a transition point, a convergent point and the like); after obtaining the prediction of the flight 4D flight path, the upstream control unit shares the transit point information of the transit point and the measurement location point (MF, which is generally a point for controlling the flight to transit the waypoint interval) to the approach management system of the downstream control unit.
And filtering the flight plan data falling in the region under jurisdiction by the approach management system of the downstream control unit, and for the plan of falling in the jurisdiction, after receiving the predicted Time Over-travel Fix (ETO _ FF) or the predicted Time Over-measurement Fix (ETO _ MF) calculated by the approach management system of the upstream control unit, further resolving the 4D flight trajectory after the flight passes Over-travel Fix by combining the airspace structure of the jurisdiction to finally obtain the predicted falling Time from the flight to the runway landing.
2) The approach management system of the downstream control unit takes the sequence of predicted flight Landing Time as a reference, considers airspace structural complexity factors, control intervals, priority limit and flight position constraint, sequences approach flights and obtains the Calculated Landing Time (CLDT) of each approach flight; calculating to obtain flight delay according to the difference between the obtained landing time and the predicted landing time;
the step 2) specifically comprises the following steps: the approach management system of the downstream control unit takes the operation constraint conditions, the flight priority and the flight mode into consideration for carrying out sequencing calculation, wherein the considered operation constraint conditions comprise:
21) runway interval: the interval requirement of two continuous landing flights for landing on the runway; for the condition of related operation of multiple runways, configuring a related interval for every two related runways, and keeping the related interval between flights falling on the two related runways and the flights on the related runways besides keeping the runway interval between the flights on the runway; for the condition of independent operation of multiple runways, setting independent runway intervals, and controlling runway arrival intervals and radar wake intervals kept by front and back flights on the same runway;
22) wake interval minimum criterion: implementing a wake interval between front and back flights, and configuring a wake classification (WTC) level and a corresponding interval table;
23) measurement point interval: two consecutive flights pass through the interval between certain measurement points; for a specific interval, setting a front-back redundant flexibly configurable interval parameter to prevent potential conflict from increasing control workload due to the fact that strict intervals are not met and flight sequence adjustment is carried out;
24) closing the runway: setting a runway closing state and a closed time period, such as runway inspection or snow removal;
25) interval in case of runway direction change: the interval implemented between the last flight in a certain direction and the first flight in the opposite direction;
26) interval of special flight: obey the special flight interval regulations.
Determining the priority according to flight attributes, and dividing the priority into two types: high priority, normal priority; wherein, the high priority comprises special passenger, emergency (the A mode code of the secondary flight path or the primary and secondary flight paths is 7500, 7600 or 7700), and the like, when the flights are sequenced, the order and time without delay or the minimum delay are established; ordinary priority flights other than those described above are processed on a first come first serve basis to calculate queue order and landing time.
Considering the sequencing stability of the system, classifying flight states according to the spatial position and the time range of the flight, for example, classifying the flight states into different flight states such as unstable, stable, super-stable, frozen and the like according to a certain time range before/after the flight is predicted to pass the arrival point and before the proposed landing time; the frozen flight movement cannot be caused by the change of the runway interval and the closing of the runway; the change of runway interval and the closing of the runway can change the order queue of the hyperstable flight, but the relative position in the ordering can not be changed; an unordered flight or an updated ELDT flight can be inserted between two stable flights, and if the interval does not meet the requirement, the stable flights can move backwards to generate delay; the order, time slots, and regulatory recommendations between unstable flights may be updated with the latest results of the current 4D calculations.
The sequence calculation replans the landing time of the landing flight in the jurisdiction of the downstream control unit, the calculated time is called the calculated landing time, and the difference between the calculated landing time of the flight and the predicted landing time is the delay P of the flightTotal；
PTotal＝CLDT-ELDT。
3) The upstream control unit evaluates the downstream control unit and the self-absorbing capacity according to the matching condition of the capacity and the flow of each direction of the airspace unit (airport and sector), and when the flow of the airspace unit exceeds 120 percent of the capacity value, the approach problem is processed by the air traffic flow management to control the flight entrance amount of the airspace unit; when the flow of the airspace unit is lower than 120% of the capacity value, according to a handover time deviation tolerance threshold value and a maximum admissible delay value submitted by a downstream control unit, distributing flight delays obtained by calculation in the step 2) among upstream and downstream multi-stage approach management systems;
the step 3) specifically further comprises: selecting a priority mode of delayed distribution through parameter setting, selecting upstream priority admission or downstream priority admission, and adopting a downstream priority admission mode by default; namely, the allocation delay in the approach management system of the downstream control unit is considered preferentially, and when the delay overflows, the delay is transmitted to the upstream control unit to help the absorption;
31) in the approach management system of the downstream control unit, a tolerance threshold delta of the transfer time at the transfer point is set, when the delta value is small, the control load of the upstream control unit is increased, and the downstream control unit (such as a terminal/approach) obtains a stable sequence and predicted landing time; when the delta value is set to be large, the intervention times of an upstream control unit are reduced, and the approach handover sequence received by a downstream control unit generates oscillation; the delta value is the result of negotiation performed by upstream and downstream control units and is determined according to actual operation experience;
32) in addition to the tolerance threshold Δ, a lower regulatory unit sets an upper tolerable delay threshold limit PMaxWhen P isTotal＜PMaxWhen the delay is delayed, the delay is processed and absorbed in the jurisdiction of a downstream control unit; when P is presentTotal＞PMaxWhen P is equal to PTotal-PMaxPlus or minus delta is a delay value which needs to help the downstream control unit to process by the upstream control unit; the minimum measurement unit of the approach management system of the downstream control unit is a sector, so PMaxThe total absorption capacity of each sector governed by the downstream control unit is shown, and different P values are set for each direction of handover of the upstream and downstream control unitsMax；
33) After receiving a delay absorbing request of a downstream control unit, an upstream control unit evaluates the downstream control unit and self absorbing capacity according to the matching condition of capacity and flow in each direction of an airspace unit (airport and sector), when the flow of the airspace unit exceeds 120% of the capacity value, the approach problem needs to be handed to air traffic flow management for processing, and the entering amount of the airspace flight unit is controlled by issuing flow control strategies such as total amount interval limitation, ground delay programs and the like;
when the flow of the airspace unit is lower than 120% of the capacity value, the upstream control unit sequences the flow exceeding the capacity in each direction according to the sequence from high to lowi＝fi/ciI is (1,2, …, k), i denotes each downstream spatial bin, ciRepresents the capacity of the space domain unit, fiRepresenting the flow of the airspace unit; when a plurality of downstream control units simultaneously make a delay absorbing request to an upstream control unit, the entrance management system of the upstream control unit according to qiThe admission requests are processed in order of high to low priority.
While the invention has been described in terms of its preferred embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention.
Claims (2)
1. A method for allocating and absorbing entrance delay based on flight path prediction is characterized by comprising the following steps:
1) after the approach management system of the upstream control unit finishes the correlation between the flight plan and the radar monitoring target, predicting the 4D track of the flight, and calculating to obtain the predicted time of the flight passing through the transit point or the predicted time of the flight passing through the measuring point; the approach management system of the downstream control unit calculates the predicted landing time from each flight to the landing of the runway head according to the predicted passing-point time given by the approach management system of the upstream control unit;
2) the approach management system of the downstream control unit takes the sequence of the predicted landing time of the flights as a reference, sorts the approach flights and obtains the calculated landing time of each approach flight; calculating flight delay according to the difference between the obtained landing time and the predicted landing time;
3) the upstream control unit evaluates the downstream control unit and the self absorption capacity according to the matching condition of the capacity and the flow in each direction of the airspace unit, and when the flow of the airspace unit exceeds 120 percent of the capacity value, the approach problem is handled by air traffic flow management to control the flight entry amount of the airspace unit; when the flow of the airspace unit is lower than 120% of the capacity value, according to a handover time deviation tolerance threshold value and a maximum admissible delay value submitted by a downstream control unit, distributing flight delays obtained by calculation in the step 2) among upstream and downstream multi-stage approach management systems;
the step 2) specifically comprises the following steps: the approach management system of the downstream control unit takes the operation constraint conditions, the flight priority and the flight mode into consideration for carrying out sequencing calculation, wherein the considered operation constraint conditions comprise:
21) runway interval: the interval requirement of two continuous landing flights for landing on the runway; for the condition of related operation of multiple runways, configuring a related interval for every two related runways, and keeping the related interval between flights falling on the two related runways and the flights on the related runways besides keeping the runway interval between the flights on the runway; setting an independent runway interval for the condition of independent operation of multiple runways, and controlling a runway arrival interval and a radar wake interval kept by front and rear flights on the same runway;
22) wake interval minimum criterion: implementing a wake interval between front and back flights, and configuring a wake classification level and a corresponding interval table;
23) measurement point interval: two consecutive flights pass through the interval between certain measurement points;
24) closing the runway: setting a runway closing state and a closed time period;
25) interval in case of runway direction change: the interval implemented between the last flight in a certain direction and the first flight in the opposite direction;
26) interval of special flight: observing special flight interval regulations;
the step 3) specifically further comprises: selecting a priority mode of delayed distribution through parameter setting, selecting upstream priority admission or downstream priority admission, and adopting a downstream priority admission mode by default; namely, the allocation delay in the approach management system of the downstream control unit is considered preferentially, and when the delay overflows, the delay is transmitted to the upstream control unit to help the absorption;
31) in the approach management system of a downstream control unit, setting a tolerance threshold delta of handover time at a handover point, when the delta value is small, the control load of the upstream control unit is increased, and the downstream control unit obtains a stable sequence and predicted landing time; when the delta value is set to be large, the intervention times of an upstream control unit are reduced, and the approach handover sequence received by a downstream control unit generates oscillation; the delta value is the result of negotiation performed by upstream and downstream control units and is determined according to actual operation experience;
32) in addition to the tolerance threshold Δ, a lower regulatory unit sets an upper tolerable delay threshold limit PMaxWhen P isTotal＜PMaxWhen the delay is delayed, the delay is processed and absorbed in the jurisdiction of a downstream control unit; when P isTotal＞PMaxWhen P is equal to PTotal-PMaxPlus or minus delta is a delay value which needs to help the downstream control unit to process by the upstream control unit; the minimum measurement unit of the approach management system of the downstream control unit is a sector, so PMaxThe total absorption capacity of each sector governed by the downstream control unit is shown, and different P values are set for each direction of handover of the upstream and downstream control unitsMax；
33) After receiving a request for delaying absorption by a downstream control unit, an upstream control unit evaluates the downstream control unit and self absorption capacity according to the matching condition of capacity and flow in each direction of the airspace unit, and when the flow of the airspace unit exceeds 120% of a capacity value, an approach problem needs to be dealt with by air traffic flow management to control the flight entry amount of the airspace unit;
when the flow of the airspace unit is lower than 120% of the capacity value, the upstream control unit carries out the percentage q of the flow exceeding the capacity in each direction according to the sequence from high to lowi＝fi/ciI is ordered 1,2, …, k, i denotes each downstream spatial bin,cirepresents the capacity of the space domain unit, fiRepresenting the flow of the spatial domain unit; when a plurality of downstream control units simultaneously make a delay absorbing request to an upstream control unit, the entrance management system of the upstream control unit according to qiThe admission requests are processed in order of high to low priority.
2. The approach delay allocation admittance method based on track prediction according to claim 1, wherein the step 1) specifically comprises: after a flight plan is related to a comprehensive radar track, an approach management system of an upstream control unit predicts a 4D flight track of a flight based on flight performance parameters, airline points, a take-off/landing airport elevation, a request altitude, a cruising speed, a control instruction altitude, high altitude wind and real-time monitoring data correction information, and predicts the geographical position, the passing point speed, the passing point altitude, the passing point time, the belonging control area and the belonging navigation path of the flight through each calculation point; after the prediction of the 4D flight path of the flight is obtained, the transition point and the passing point information of the measurement positioning point are shared to an approach management system of a downstream control unit by an upstream control unit.
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