CN111664847B

CN111664847B - Dividing method of three-region airspace FRA

Info

Publication number: CN111664847B
Application number: CN202010386238.8A
Authority: CN
Inventors: 隋东; 徐伟平; 涂诗晨; 王世锦
Original assignee: Nanjing University of Aeronautics and Astronautics
Current assignee: Nanjing University of Aeronautics and Astronautics
Priority date: 2020-05-09
Filing date: 2020-05-09
Publication date: 2022-04-01
Anticipated expiration: 2040-05-09
Also published as: CN111664847A

Abstract

The invention discloses a dividing method of an 'three-region' airspace FRA, which divides and sets a basic operation range of the FRA according to the shape, the size and the position distribution of 'three regions' passing through on an airspace in China, accurately determines an FRA flight boundary, an FRA entrance point and an FRA middle airway point by utilizing the existing airway points and self-defined longitude and latitude points, and finally plans and avoids the FRA flight route of the 'three-region' airspace according to the actual condition of airway flight and the activity state of the 'three-region' airspace. According to the method, through research on the planning method of the FRA in the three-area airspace, the airspace utilization rate can be improved, the flexibility of the airspace utilization is increased, and a more flexible scheme is provided for the three-area airspace around flight.

Description

Dividing method of three-region airspace FRA

Technical Field

The invention relates to a method for dividing and setting a three-region Airspace FRA (Free Route Airspace), belonging to the technical field of aerospace.

Background

The "three zones" are the general names of the air exclusion zone, the danger zone and the restriction zone. The forbidden zone is a space which is designed above the national important political, economic and military targets and is not specially approved according to the relevant national rules, and any aircraft cannot fly into the forbidden zone; the dangerous area refers to a space which is arranged near an airport, an air route and a flight line and used for shooting or launching the air; the restricted area refers to a space divided above a military essential area and a weapon test field near an airway and a flight line and an airport flight airspace of aviation units such as an aviation soldier army, a flight institution and the like.

The airspace in China currently has a plurality of 'three zones', and the existence of the zones enables the airway operating environment to be in a 'fragmentized' state. Querying the national aviation information compilation (NAIP) of China civil aviation can find that the 'three zones' usually have height and time limits, and the aircraft is prohibited from flying into the air within the limited time of the zones. For the sake of safety, the routes planned in China are mostly designed to avoid three-region airspace, and a small part of routes pass through the three-region airspace, and the routes can only be in an inactive state in the three-region airspace and are not used in the time and height limit of the three-region airspace. If special conditions such as potential conflict, bird strike and the like are met in flight, the original flight state of the aircraft needs to be changed, measures such as acceleration, climbing, yawing and the like are taken according to the empty pipe operation rule, and the selection range of the aircraft is limited due to the existence of three zones in the condition, so that the overall airspace utilization rate is low.

The current three-area flying-around mode is adopted for flying, and the layout of the air route is restricted by restrictive conditions such as the number, the shape, the layout and the like of the three areas, so that the integral airspace utilization rate is lower, the flexibility of the flying mode is lower, the flying distance is increased, and the air transportation efficiency is reduced.

Disclosure of Invention

The technical problem to be solved by the invention is as follows: the method is characterized in that an FRA flight boundary and an FRA access point are arranged outside the three-region range, an available FRA middle waypoint in the boundary is defined, and an airline company can automatically plan a flight path between the defined FRA access point by using the FRA middle waypoint.

The invention adopts the following technical scheme for solving the technical problems:

a dividing method of three-region airspace FRA comprises the following steps:

step 1, selecting an airspace range in which three-area airspace FRA flight needs to be designed and all air paths passing through the airspace range; the three zones comprise a forbidden zone, a limited zone and a dangerous zone;

step 2, inquiring the domestic aviation data compilation of the Chinese civil aviation, marking all three zones in the airspace range selected in the step 1, and marking the air routes influenced by the three zones;

step 3, setting a limit distance, acquiring all three zones passing through each route marked in the step 2, and combining the three zones A and B into a new three zone if the minimum distance between the three zones A and B is smaller than the limit distance; if there is also a "three zones" C with a minimum distance from at least one of the "three zones" A or B that is less than the restriction distance, then the "three zones" A, B and C are merged into a new "three zone"; if there are also "three zones" D having a minimum distance from at least one of the "three zones" A, B or C that is less than the restriction distance, then the "three zones" A, B, C and D are merged into a new "three zone"; and so on until there is no combinable 'three zones' on the route;

and 4, carrying out external expansion on the new three regions combined on each airway and the three regions not participating in the combination, wherein the boundary after the external expansion is the preliminarily drawn FRA flight boundary, and the boundary after the external expansion meets the following conditions: the minimum distance between the boundary after the external expansion and other boundaries or three areas after the external expansion on the route is not less than 10km, and the minimum distance between the boundary after the external expansion and other three areas outside the route is not less than 10 km;

step 5, inquiring the national aviation data compilation of China civil aviation according to the preliminarily drawn-up FRA flight boundary and determining the FRA flight boundary and an FRA inlet and outlet point by combining the actual requirement;

step 6, inquiring Chinese civil aviation domestic aviation data compilation according to the FRA flight boundary and determining an intermediate waypoint of the FRA flight boundary by combining actual requirements;

and 7, on the basis of the step 5 and the step 6, making a proper flight route according to different limiting conditions of three zones.

In a preferred embodiment of the present invention, the limiting distance in step 3 is 15 km.

As a preferred embodiment of the present invention, the principle of the outward expansion in step 4 is as follows: and for the new three regions after combination or the three regions not participating in combination, the standard of 5km external expansion is adopted, and on the basis, the adjustment margin of (-4km, +20km) is possessed.

As a preferred embodiment of the present invention, the specific process of step 5 is as follows:

step 5-1, inquiring Chinese civil aviation domestic aviation data compilation, recording names, longitudes and latitudes of waypoints in a range of 10km outside and inside a preliminarily drawn-up FRA flight boundary, taking the waypoints as FRA access points, and sequentially selecting waypoints guided by a VOR _ DME navigation table, an NDB navigation table and an MB beacon table according to priorities by the waypoints;

step 5-2, sequentially connecting the waypoints obtained in the step 5-1 in a clockwise or anticlockwise direction to obtain a polygon, namely an FRA flight boundary;

step 5-3, acquiring an intersection point of the FRA flight boundary and an airway passing through the FRA flight boundary, and taking the intersection point as a self-defined FRA entrance and exit point;

and 5-4, automatically adding FRA inlet and outlet points according to actual needs on the basis of the steps, wherein the FRA inlet and outlet points are positioned on an FRA flight boundary.

As a preferred embodiment of the present invention, the specific process of step 6 is as follows:

step 6-1, recording waypoints in the range of the FRA flight boundary determined in the step 5, taking the waypoints as middle waypoints of the FRA flight boundary, and sequentially selecting the waypoints guided by a VOR _ DME navigation platform, an NDB navigation platform and an MB beacon platform according to the priority of the middle waypoints;

and 6-2, if the middle waypoints obtained in the step 6-1 cannot meet the requirement of avoiding flight in the three regions, automatically adding the middle waypoints, wherein the middle waypoints are positioned in the range of the FRA flight boundary determined in the step 5.

As a preferred embodiment of the present invention, the specific process of step 7 is as follows:

(1) when all three areas in the range of the FRA flight boundary are not limited, two intersection points of the airway and the FRA flight boundary are respectively used as an FRA entrance point and an FRA exit point, and the straight line flight is carried out between the FRA entrance point and the FRA exit point;

(2) when all three areas in the range of the FRA flight boundary are limited, two intersection points of the airway and the FRA flight boundary are respectively used as an entrance point and an exit point of the FRA, a middle airway point is selected to make a flight route, and the made flight route avoids all three areas in the range of the FRA flight boundary;

(3) when the 'three zones' in the range of the FRA flight boundary are limited, two intersection points of the airway and the FRA flight boundary are respectively used as an inlet point and an outlet point of the FRA, a flight route is made by using the non-limited 'three zones', the flight path is shortened, and the limited 'three zones' are avoided.

Compared with the prior art, the invention adopting the technical scheme has the following technical effects:

1. china's civil aviation flies according to the well-planned fixed route, and the overall flexibility is low. Therefore, through negotiation with military aviation, the invention utilizes the 'three-region' airspace in the inactive state to carry out civil aviation flight, can improve the utilization rate and the use flexibility of the airspace, and properly improves the civil aviation flight efficiency.

2. The method for dividing and setting the FRA in the three-area airspace can directly provide guidance and reference for the operation of the FRA in other ranges of the Chinese airspace, and provides partial theoretical basis and technical support for improving the flight efficiency of the aircraft in the airspace.

Drawings

FIG. 1 is a flow chart of the method of demarcating "three-region" spatial domain FRA's of the present invention.

FIG. 2 is a schematic diagram of minimum distances between polygons, where (a) is edge-to-edge, (b) is point-to-point, and (c) is point-to-edge.

FIG. 3 is a schematic view of a merged "three zones".

Fig. 4 is a schematic diagram of a preliminary FRA range.

Fig. 5 is a schematic diagram of determining FRA boundaries and access points.

Fig. 6 is a schematic diagram of determining FRA intermediate waypoints.

Fig. 7 is a schematic view of a "three zone" fully restricted determination FRA flight path.

Fig. 8 is a "three-zone" partially restricted determination FRA flight path schematic.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

The invention provides a planning method for three-region airspace FRA flight by using the concept of European FRA flight. The FRA concept, proposed by EUROCONTROL in 2004, refers to a designated airspace in which users can freely plan a route, but the access points of the route are designated in advance. When the aircraft cannot fly straight between the entrance and exit points, the flight route can be planned through the designated intermediate waypoints without reference to the ATS (air traffic service) route network, but the aircraft is still subject to the ATC (air traffic control) constraint. According to the shape, size and position distribution of three zones in the airspace in China, before flight or in the flight phase of an airway, if the three zones passing through the airway are in an inactive state and the flight safety is not influenced, the aircraft can directly pass through the zones; if the three areas passing through the airway are in an active state, an FRA boundary and an FRA access point are arranged outside the range of the three areas according to the method designed by the invention, meanwhile, available FRA middle airway points in the range are defined, the airline company can automatically plan the flight airway between the defined FRA access points by utilizing the FRA middle airway points, the optimal route is a direct connection line between the access points, and if special conditions exist, the defined FRA middle airway points can be selected for turning flight.

As shown in fig. 1, a flow chart of a partition method of a "three-region" spatial domain FRA includes the following steps:

step A: selecting the airspace range in which the three-area airspace FRA flying needs to be designed and all the air paths passing through the three-area airspace.

The three areas are divided into a forbidden area, a restricted area and a dangerous area, the forbidden area is not specially approved according to the relevant national rules, and any aircraft cannot fly into the restricted area; the aircraft which is not permitted by the flight control department cannot fly into the restricted area within the specified time limit; and the dangerous area prohibits irrelevant aircrafts from flying in within a specified time limit. A plurality of three areas are distributed in the airspace in China, one or more three-area airspace ranges can be selected, and the airway passing through the selected three-area airspace is recorded.

And B: and (4) inquiring the NAIP in China, and utilizing MATLAB software to represent the 'three-area' airspace in the selected planning range in the step A and the route distribution influenced by the airspace.

The method comprises the steps of utilizing a Chinese NAIP manual to count the route distribution information and the three-area airspace range in a selected planning range, arranging the information into a processable file format, and utilizing MATLAB software to construct a visual two-dimensional view which comprises information such as a route name, route point longitude and latitude, a route point name, a three-area type and a three-area name.

And C: and processing three-region spatial domain. If the distances between two or more adjacent "three zones" are closer, then the adjacent "three zones" are considered to merge into one "three zone".

The three regions often show the phenomenon of fragmentation, meanwhile, the sizes of the regions are not uniform, for the three regions which are relatively close to each other, the combination of the surrounding regions into a whole region can be reasonably considered, the combined region is a polygon, and the combination can be carried out when the minimum distance between the limiting regions is less than 15 km. The minimum distance between two irregular polygons is shown in fig. 2 (a), (b), and (c), i.e. three cases of edge-to-edge, point-to-point, and point-to-edge, and will not be described herein again because the vertex coordinate data of the "three-region" boundary is already recorded and the mathematical calculation based on the calculation of the minimum distance is performed. As shown in fig. 3, since the high altitude air route crosses "three zones" 2, 4 and 8, where the distance between the

zones

2 and 4 is relatively short, the minimum distance between the two is calculated to be 11.2510km, which is less than the limit distance of 15km, so that the

zones

2 and 4 are merged, and the merged range is the range of the dashed box.

Step D: and preliminarily drawing up the FRA flight range. The individual "three zones" or the combined "three zones" are flared a certain distance, while taking care that the flaring does not overlap with the other "three zones" and has a certain safety margin.

According to the result of the combination in step C, the combined area is suitably extended by a certain distance to give the aircraft a certain space around the flight, and attention is paid to the part of the extended range which does not overlap with other 'three zones'; the range of the individual limiting zones for defining the FRA flight range is also extended. It is proposed to choose a 5km standard for the "three zones" of the design, and on this basis, have a (-4km, +20km) margin for adjustment, which is a standard to ensure that the minimum distance between the boundary of the extended range and the other "three zones" of airspace is not less than 10km, and at the same time, the maximum 25km can be extended to give the aircraft a larger operating space if the airspace conditions allow. As shown in fig. 4, the region merged in step C is expanded to the solid box range.

Step E: the chinese NAIP is queried in conjunction with the actual need to determine the FRA boundaries and access points.

Step E-1: inquiring NAIP in China, recording the information of the names, the longitudes, the latitudes and the like of the waypoints within the range of 10km inside and outside the formulated range in the step D, taking the information as the access points of the FRA, and selecting the waypoints guided by a VOR _ DME (very high frequency omnidirectional beacon _ range finder) navigation table, an NDB (non-directional beacon) navigation table, an MB (pointing beacon) table and the like according to the priority of the waypoints.

Step E-2: and E-1, sequentially connecting the waypoints in the step E-1 in the clockwise or anticlockwise direction to form a polygon, and combining the polygons into the boundary of the FRA. The area surrounded by the black thick solid line shown in fig. 5 is the FRA boundary.

Step E-3: for the air route passing through the three-area range, in order to facilitate the aircraft to enter and exit the FRA range from the air route, the intersection point of the air route and the FRA boundary is used as a self-defined FRA access point, and the point a and the point B shown in fig. 5 are the intersection point of the air route and the FRA boundary.

Step E-4: on the basis of the steps, the FRA access points defined by longitude and latitude are added according to actual needs, and the actual needs can be traffic flow which is too concentrated in a scattered mode, trunk air paths, lack of access points on FRA boundaries and the like. Defining longitude and latitude points as the access points of the FRA by self as required, wherein a point C shown in figure 5 is the access point of the FRA added as required. The steps E-1, E-3 and the FRA access points defined in this step are all indicated on the FRA boundaries, using filled triangles. As shown in fig. 5, on the basis of step D, the boundary of the FRA is determined, and the access point of the FRA is determined.

Step F: chinese NAIP is queried in conjunction with actual needs to determine the intermediate waypoints for the FRA.

Step F-1: and E, recording the waypoints in the FRA boundary range determined in the step E, taking the waypoints as intermediate waypoints of the FRA, preferably selecting the VOR _ DME navigation station for the waypoints, and then selecting the waypoints guided by the NDB navigation station, the MB station and the like according to the priority.

Step F-2: if the waypoints selected in the step F-1 cannot meet the requirement of avoiding three-area flight, FRA middle waypoints defined by longitude and latitude points can be added automatically, the points can be arranged in the range of three areas, and the FRA middle waypoints are represented by hollow triangles. As shown in fig. 6, based on step E, FRA intermediate waypoints are determined.

Step G: and F, establishing a proper flight route according to different limiting conditions of three zones. The method is generally divided into two conditions that all 'three-area' areas in the FRA are limited and the 'three-area' areas in the FRA are limited, and when no limited area exists in the FRA, the FRA can fly in a straight line between two selected inlets and outlets in the defined FRA area.

(1) All 'three-zone' areas in the FRA are limited, and the 'three zones' need to be avoided by selecting an FRA middle waypoint when a flight route is formulated. As shown by the black dashed arrow in fig. 7, the aircraft may choose to fly from waypoint 1 to the FRA access point into the FRA region, then around the "three-zone" according to the FRA middle waypoint, then exit the FRA region from the other FRA access point, and fly to waypoint 2 into the original waypoint. Route a and route B in fig. 7 are two example flight routes.

(2) The area of the 'three areas' in the FRA is limited, and the non-limited area and the limited area can be avoided when a flight route is established. When the internal sub-area of the FRA is limited, other areas are opened to operate, and the opened three-area airspace can be considered to be utilized to shorten the flight path. As shown in fig. 8, when the area 4 is restricted and the area 2 is open, the aircraft may fly from waypoint 1 to the FRA access point into the FRA area, traverse the area 2 and select the FRA intermediate waypoint to turn and fly, then exit the FRA area from the other FRA access point, fly to waypoint 2 into the original waypoint, and route a and route B are two exemplary flight routes; when area 2 is restricted and area 4 is open, the aircraft may fly from waypoint 1 to the FRA access point into the FRA area, select the FRA intermediate waypoint to fly, then fly straight across area 4 to exit the FRA area from the other FRA access point, fly to waypoint 2 into the original waypoint, and route C is an example flight route.

The above embodiments are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modifications made on the basis of the technical scheme according to the technical idea of the present invention fall within the protection scope of the present invention.

Claims

1. A method for dividing and setting three-region airspace FRA is characterized by comprising the following steps:

2. The method for demarcating "three-region" airspace FRA according to claim 1, wherein the limiting distance of step 3 is 15 km.

3. The method for planning three-region spatial FRA according to claim 1, wherein the principle of step 4 is as follows: and for the new three regions after combination or the three regions not participating in combination, the standard of 5km external expansion is adopted, and on the basis, the adjustment margin of (-4km, +20km) is possessed.

4. The method for planning three-region spatial FRA according to claim 1, wherein the specific process of step 5 is as follows:

5. The method for planning three-region spatial FRA according to claim 1, wherein the specific process of step 6 is as follows:

6. The method for planning a three-region spatial FRA according to claim 1, wherein the specific process of step 7 is as follows: