CN114627684B - Flight departure time slot allocation calculation method under influence of multiple flow management strategies - Google Patents
Flight departure time slot allocation calculation method under influence of multiple flow management strategies Download PDFInfo
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- CN114627684B CN114627684B CN202210082655.2A CN202210082655A CN114627684B CN 114627684 B CN114627684 B CN 114627684B CN 202210082655 A CN202210082655 A CN 202210082655A CN 114627684 B CN114627684 B CN 114627684B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/003—Flight plan management
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- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0043—Traffic management of multiple aircrafts from the ground
Abstract
The invention discloses a flight departure time slot allocation calculation method under the influence of multiple flow management strategies, which comprises the following steps: step one: carrying out two-dimensional priority division on all flow management strategies to form a flow management strategy priority division form of Y-X, wherein Y is a primary gear and X is a secondary gear; step two: placing flow management strategies possibly received in the whole flight process of each flight in a flow management strategy grade ring, and determining the sequencing priority of each flight; step three: determining the sorting priority of each flight according to the second step, and arranging all flights into a queue from high to low according to the priority; and step four, calculating take-off time slots for each flight one by one according to the flight queue sequence in the step three. The invention not only effectively solves the difficulty of the trouble of civil aviation operation caused by multiple flow management strategies, but also has simple operation and high efficiency, and the best take-off time slot searched is usually the optimal solution.
Description
Technical Field
The invention belongs to the technical field of aviation traffic control, and particularly relates to a flight departure time slot allocation calculation method under the influence of multiple flow management strategies.
Background
The cross-border co-release (CMCP) strategy is a ground waiting strategy for an empty pipe unit issuing the cross-border strategy to allocate a CTOT for a restricted flight at an airport on flight according to the restrictions imposed by downstream units such as GDP/AFP/MIT/MDI/CTO.
The implementation of the cross-border CMCP policy is a process of cooperation between an air manager and an airline company, and the efficiency of the cooperation process is greatly improved by sharing common scenario data among all the participants by using the flight plan dynamic information from the cross-border traffic management system. The CDM-based cross-border CMCP policy may motivate airlines to update the status of flights, enabling information sharing and collaborative decisions between the air traffic control party and the airlines.
The difficulty of cross-border collaborative release (CMCP) core algorithms is in the handling of multiple restrictions. The flow management policy algorithm of European EUROCONTROL and American FAA is developed based on a single flow management policy, and cannot be used for simultaneously processing the situation that one flight is influenced by a plurality of flow management policies at the same time. When the Europe and the United states face complex conditions, the traffic management strategies with smaller influence are ignored by a mode of an operation mechanism, a traffic management strategy with the largest influence is determined for each flight, and the calculation of the take-off time slot CTOT is only based on the traffic management strategy with the largest influence. Although the European and American method solves the problem through an operation mechanism to a certain extent, the problem that one flight receives the influence of a plurality of flow management strategies cannot be fundamentally solved because a plurality of countries do not have a central flow management unit for determining which flow management strategy is the main strategy in the face of cross-country flow management, and the situation that one flight is influenced by a plurality of flow management strategies is very common in view of the development practice of civil aviation in China, so that the problem of how to allocate take-off time slots due to the influence of a plurality of flow management strategies on one flight needs to be solved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a flight departure time slot allocation calculation method under the influence of multiple flow management strategies.
The invention is realized by the following technical scheme:
a method for calculating the allocation of take-off time slots of flights under the influence of multiple traffic management strategies comprises the following steps:
step one: carrying out two-dimensional priority division on all flow management strategies to form a flow management strategy priority division form of Y-X, wherein Y is a primary gear and X is a secondary gear;
step two: constructing a flow management policy ring according to the two-dimensional priority division data of the flow management policies in the first step, placing the flow management policies possibly received in the whole flight process of each flight in the flow management policy ring, and determining the sequencing priority of each flight;
step three: determining the sorting priority of each flight according to the second step, and arranging all flights into a queue from high to low according to the priority;
and step four, calculating take-off time slots for each flight one by one according to the flight queue sequence in the step three.
In the above technical solution, in step one, all traffic management policies are divided into a plurality of operation levels according to importance levels, and a plurality of traffic management policies included in each operation level are further divided into a plurality of priority levels to form a traffic management policy priority division packet of Y-X.
In the above technical solution, the second step specifically includes the following steps:
step 2.1: the flow management strategy ring is divided into a large ring and a small ring, wherein the large ring corresponds to the operation grade Y in the first step, each operation grade Y forms a large ring, and the flow management strategy in the same operation grade is put into the same Y ring; the small rings correspond to different priority level files X in the same operation level large ring; the clockwise direction of the flow management strategy ring is a time axis, the length of the flow management strategy in the strategy ring corresponds to the time from the beginning to the end of the flow management strategy, each strategy forms a solid ring section according to the time length, and the time range covered by the solid ring section indicates that the flow management strategy is implemented in the time section;
step 2.2: taking the 12 o' clock direction of the flow management policy ring as the time when the flight target passes the limited point, which is also the starting point of the policy pointer in the flow management policy ring, and rotating the policy pointer clockwise from the starting point, wherein the rotating process can continue to rotate through the solid ring segment, and the rotating process is finished when no solid exists; the strategy pointer can only rotate in the current large ring or the outer large ring in the rotating process, and jumps to the outer large ring to rotate when encountering the outer large ring and having a solid part in the rotating process of the current large ring, and does not jump back to the inner large ring after jumping to the outer large ring, and the strategy pointer always rotates clockwise along the outermost large ring; the strategy pointers pass through simultaneously when solid ring sections of different small rings in each large ring are overlapped, but once the strategy pointers find out the part overlapped with the solid large ring in the current large ring on the outer large ring, the strategy pointers jump to the outer large ring to continuously rotate along the solid line, and the outer large ring is continuously searched;
step 2.3: when the policy pointer cannot find the solid path in the current or outer large ring to continue rotating, the policy pointer stops rotating, all the solid paths of the policy pointer approach are limited traffic management policies of the flight, and the maximum value in the class division Y-X of the limited traffic management policies is used as the sorting priority of the flight.
In the above technical solution, in the third step, when the priorities of the flights are the same, the flights with the previous scheduled time are prioritized.
In the above technical solution, the fourth step specifically includes the following steps:
step 4.1: all restricted traffic management policies for each flight are initialized in the slot allocation ring to three parts: an unrestricted interval, a restricted usable interval, and a restricted unusable interval;
step 4.2: placing all the limited traffic management policies into a slot allocation ring, each policy being a ring comprising three states: the non-limited interval is hollow, the limited available interval is solid, and the limited non-available interval is a virtual heart; the strategies form a plurality of time slot distribution rings with the same circle center;
step 4.3: the 12 o' clock direction of the time slot distribution ring is used as the flight target over-limit point time (TTO), which is also the starting point of the time slot distribution pointer in the time slot distribution ring, the time slot distribution pointer rotates clockwise from the starting point to find the earliest time point which can penetrate all the time slot distribution rings at the same time, and is used as the calculated over-limit point time (CTO) of the flight, and then the time slot (CTOT) is rewound according to the flight time, wherein the time slot distribution pointer can penetrate the hollow unrestricted interval and the solid restricted available interval;
step 4.4: after the time slot allocation pointer penetrates through all time slot allocation rings to find available calculated limited point time (CTO), the occupied limited available interval range is regulated according to the flow management policy requirement corresponding to each time slot allocation ring; the limited usable interval which is occupied by the method can be adjusted to be a limited unavailable interval or reserved to be a limited usable interval according to the limiting requirement.
The method comprises the steps of realizing the steps by a computer system, wherein the computer system is provided with a flow management strategy two-dimensional priority dividing module, a flow management strategy ring generating module, a strategy pointer module, a flight priority queue ordering module and a flight take-off time slot calculating module.
Completing the first step by a flow management strategy two-dimensional priority dividing module;
executing step 2.1 in step two by a flow management policy ring generating module;
executing the steps 2.2-2.4 in the step two by a strategy pointer module;
completing the third step by a flight priority queue sequencing module;
and step four, completing the step four by a flight take-off time slot calculation module.
The invention has the advantages and beneficial effects that: the invention realizes that the optimal take-off time slot (CTOT) is found under the limitation of the multi-dimensional and multi-strategy flow management strategy of the flight through the two types of the flow management strategy rings and the time slot distribution rings, simultaneously, the multi-flow management strategy which looks complex is simplified through the strategy distribution pointer and the time slot distribution pointer, and the best available limited point time (CTO) is found conveniently in a pointer rotation mode. The invention not only effectively solves the difficulty of the trouble of civil aviation operation caused by multiple flow management strategies, but also has simple operation and high efficiency, and the best take-off time slot (CTOT) is usually the best solution.
Drawings
FIG. 1 is a schematic diagram of step 2.1 in the present invention.
Fig. 2 is a schematic representation of steps 2.2 and 2.3 of the present invention.
Fig. 3 is a schematic diagram of step 4.2 in the present invention.
Fig. 4 is a schematic diagram of step 4.3 in the present invention.
Fig. 5 and 6 are schematic diagrams of step 4.4 in the present invention.
Other relevant drawings may be made by those of ordinary skill in the art from the above figures without undue burden.
Detailed Description
In order to make the person skilled in the art better understand the solution of the present invention, the following describes the solution of the present invention with reference to specific embodiments.
A method for calculating the allocation of take-off time slots of flights under the influence of multiple traffic management strategies comprises the following steps:
step one: two-dimensional prioritization of all traffic management policies:
dividing all flow management strategies into a plurality of operation levels according to importance degrees, further dividing the plurality of flow management strategies contained in each operation level into a plurality of priority levels, and forming a flow management strategy priority division group of Y-X, wherein Y is a first-level and X is a second-level, for example, the meaning of 2-3 is that the flight operation level is 2, the priority level under the 2-level operation level is 3, and the like.
Step two: constructing a flow management policy ring according to the two-dimensional priority division data of the flow management policy in the first step, placing the flow management policy possibly received in the whole flight process of each flight in the flow management policy ring, and determining the sequencing priority of each flight, wherein the method specifically comprises the following steps:
step 2.1: putting related flow management strategies of all waypoints and sectors of each flight along the way into a flow management strategy ring, wherein the flow management strategy ring is divided into a large ring and a small ring, the large ring corresponds to an operation grade Y in the first step, each operation grade Y forms a large ring, and the flow management strategies in the same operation grade are put into the same Y ring; the small rings correspond to different priority level files X in the same operation level large ring; the clockwise direction of the flow management strategy ring is a time axis, the length of the flow management strategy in the strategy ring corresponds to the time from the beginning to the end of the flow management strategy, each strategy forms a solid ring section according to the time length, and the time range covered by the solid ring section indicates that the flow management strategy is implemented in the time section.
In this embodiment, as shown in FIG. 1, a total of three macrocycles are included, namely run level 1-X, run level 2-X, and run level 3-X. The three types of traffic management strategies of operation levels 1, 2 and 3 possibly exist at the waypoints or the sectors of the flight, and the three types of traffic management strategies have influence on the flight, wherein a large ring of operation level 1-X comprises two small rings of 1-1 and 1-3, namely two traffic management strategies of 1 grade and 3 grade in operation level 1; the large ring of the operation level 2-X comprises three small rings of 2-1, 2-2 and 2-3, namely three flow management strategies of 1 st, 2 nd and 3 rd in the operation level 2; the large ring of operation level 3-X contains two small rings of 3-1 and 3-3, i.e., two traffic management policies of 1 st and 3 rd in operation level 3. The more outward the macro ring is, the higher the importance degree of the corresponding flow management strategy is, namely, the importance degree of 3-X is more than 1-X; similarly, in the case of a small ring in the 2-X large ring, the importance of 2-3 is greater than 2-2, and the importance of 2-2 is greater than 2-1.
Step 2.2: taking the 12 o' clock direction of the flow management policy ring as the time to flight target (TTO) which is also the starting point of a policy pointer in the flow management policy ring, rotating clockwise from the starting point by using the policy pointer, enabling the rotating process to continue rotating through a ring segment with a solid, and ending the rotating when no solid exists; the strategy pointer can only rotate in the current large ring or the outer large ring in the rotating process, namely, when the strategy pointer encounters the outer large ring and has a solid part in the rotating process of the current large ring, the strategy pointer jumps to the outer large ring to rotate, and after jumping to the outer large ring, the strategy pointer can not jump back to the inner large ring, and the strategy pointer always rotates clockwise in the outermost large ring. The strategy pointers pass through simultaneously when the solid ring segments of different small rings in each large ring are overlapped, but once the strategy pointers find the overlapping part with the solid large ring in the current large ring on the outer large ring, the strategy pointers jump to the large ring on the outer side to continuously rotate along the solid line, and the strategy pointers continuously search for the large ring on the outer side.
In this embodiment, as shown in FIG. 2, the traffic management policy pointer rotates clockwise from the 12 o' clock position, starting at run level 2-X, i.e., 2-2, and as it rotates in the current or more outer macrocycle, all policy pointers will not have initially passed any policy ring segments in run level 1-X. The policy pointer starts to rotate clockwise from "position 1" along 2-2; continuing to rotate along 2-3 and 2-2 when rotating to the 'position 2'; when the policy pointer rotates to the 'position 3', the policy pointer jumps from the operation level 2-X to the operation level 3-X, namely, the flow management policy in the large ring of the operation level 2-X is not considered any more from the 'position 3', and the policy pointer continues to rotate along the large ring of the operation level 3-X; when the flow control device rotates to the position 4, no other flow control strategies can continue to rotate on the front large ring and the outer large ring, and the flow control strategy pointer stops rotating.
Step 2.3: when the policy pointer cannot find the solid path in the current or outer large ring to continue rotating, the policy pointer stops rotating, all the solid paths of the policy pointer approach are limited traffic management policies of the flight, and the maximum value in the class division Y-X of the limited traffic management policies is used as the sorting priority of the flight. For example, in FIG. 2, the traffic management policies for the flight path include 2-2, 2-3, and 3-3, i.e., the associated traffic management policies for the flight are three of 2-2, 2-3, and 3-3, the flight is limited by the three traffic management policies, and at the same time, of the three traffic management policies, 3-3 is the largest, the ordering priority of the flight is 3-3.
Step 2.4: the length of time that the policy pointer is rotated one turn is an adjustable parameter, i.e. the traffic management policy during the period of time that this parameter is set is related to the flight. The traffic management policy behind the target time to limit (TTO) of the flight may be related to, mainly consider that the traffic management policy behind the target time to limit (TTO) of the flight causes the traffic management policy behind the flight to be related to, but the time length cannot be related to the traffic management policy behind the long time without limitation, so that the time scale of one week of the traffic management policy is the traffic management policy which can be related to the traffic management policy within the longest time range, and the time scale of one week of the traffic management policy can be generally referred to by parameters such as average delay of historical limited flights, maximum delay of historical limited flights, and estimated average delay and the like as a policy pointer.
Step three: determining the sorting priority of each flight according to the second step, and sorting all flights into a queue according to the priority from high to low:
that is, all flights are arranged in a high-to-low queue according to the sorting priority of each flight determined in step 2.3, and when the sorting priorities of the flights are the same, the flights with the previous schedule time are preferentially arranged.
Step four, calculating take-off time slots CTOT for each flight one by one according to the sequence of the flight queues in the step three, and specifically comprising the following steps:
step 4.1: all restricted traffic management policies for each flight are initialized in the slot allocation ring to three parts: an unrestricted interval, a restricted usable interval, and a restricted unusable interval.
Taking an example of a flight receiving TMI-1, TMI-2 and TMI-3 simultaneously (the traffic management policy generally includes a constraint time, a passing waypoint and a trailing interval, for example, the traffic management policy is "9:00-12:00, a passing waypoint P,10 minutes and one frame"), calculating calculated limited point time (CTO) of the flight, and calculating a departure time slot (CTOT) in a reverse manner. But these 3 traffic management policies may be for different waypoints, requiring that the points in time at which all traffic management policies for that flight are applied be unified to a unified benchmark. For example, the first limited traffic management policy TMI-1 for a flight is directed to waypoint 1, and the second limited traffic management policy TMI-2 is directed to waypoint 2, so since there is a flight time between waypoint 1 and waypoint 2, the time of flight is not on the same reference, and thus, the time points where the subsequent traffic management policies such as TMI-2 act need to be unified to a unified reference, and the unified manner is: the time of flight between the waypoint 1 and the waypoint 2 is subtracted from the action time range of the TMI-2, namely the action time after the TMI-2 is unified with the time reference is provided for a period of time, and the period of time is the time of flight from the limited point of the TMI-2 to the limited point of the TMI-1.
Step 4.2: putting all restricted flow management strategies of flights into a time slot distribution ring, wherein each strategy is a ring, and the ring has three states, namely, an unrestricted interval is hollow, a restricted usable interval is solid, and the restricted unusable interval is a virtual center; the plurality of strategies form a plurality of slot allocation rings with the same circle center.
For example, in FIG. 3, a flight has three slot allocation rings corresponding to three traffic management policies TMI-1, TMI-2 and TMI-3, respectively, i.e., the flight is simultaneously constrained by the three traffic management policies TMI-1, TMI-2 and TMI-3. In the slot allocation ring, the unrestricted interval is hollow, the restricted usable interval is solid, and the restricted unusable interval is represented by a virtual center.
Step 4.3: the 12 o' clock direction of the time slot allocation ring is used as the flight target over-limit point time (TTO), which is also the starting point of the time slot allocation pointer in the time slot allocation ring, the time slot allocation pointer rotates clockwise from the starting point to find the earliest time point which can penetrate all the time slot allocation rings simultaneously, and is used as the calculated over-limit point time (CTO) of the flight, and then the time slot (CTOT) is rewound according to the flight time, wherein the time slot allocation pointer can penetrate through the hollow (non-limited interval) and the solid (limited available interval).
In fig. 4, the time slot allocation pointer starts from "position 1", i.e. the time when the flight target passes the limited point (TTO), and searches clockwise for the time when all the time slot allocation rings can be penetrated at the earliest, and as the time slot allocation pointer cannot penetrate the "virtual center" part, when it rotates all the way to "position 2", all the three time slot allocation rings are "solid", i.e. can be penetrated. Thus, the time corresponding to "location 2" is the earliest and most optimal available calculated point-of-restriction time (CTO) for the flight. With CTO, the time of flight from take-off to the limited point can be subtracted from the CTO time to calculate the take-off time slot (CTOT).
Step 4.4: after the time slot allocation pointer penetrates through all the time slot allocation rings to find available calculated limited point time (CTO), the occupied limited available interval range of the time slot allocation pointer needs to be regulated according to the flow management policy requirement corresponding to each time slot allocation ring. The limited usable interval which is occupied by the method can be adjusted to be a limited unavailable interval or reserved to be a limited usable interval according to the limiting requirement.
In FIG. 5, TMI-1 restriction requires a flight of 10 minutes for MIT (trailing Interval), so that 10 minutes before and after the calculation of the time of restriction point (CT 0) are used by the flight, and the range of 10 minutes before and after is converted into a "restricted unavailable interval"; the limitation of TMI-2 requires a flight for 20 minutes at MIT, so that 20 minutes before and after the calculation of the time-to-limit (CTO) are used by the flight, especially the first 20 minutes are already "limited non-usable intervals", and therefore only the following 20 minutes need be adjusted to the "limited non-usable interval"; the restriction requirement of TMI-3 is a MIT 15 minute one flight, which ranges 15 minutes back and forth to a "restricted unavailable interval".
According to the "limited usable interval" range occupied by the flight in FIG. 5, after the "limited unusable interval" interval is adjusted, the new "limited unusable intervals" of TMI-1, TMI-2 and TMI-3 are shown in FIG. 6.
Step 4.5: the length of the time slot allocation ring for one week is an adjustable parameter, for example, the time of one week is 12 hours, that is, the time of indicating that the flight is about to find the available over-limit time within the range of 12 hours, if the time of delay of the flight is more than 12 hours, and the traffic management policy exemption is carried out on the flight with the parameter which is delayed for a long time, so that the parameter can be skipped to find the available over-limit time within a larger delay time range.
Furthermore, the method steps are realized by a computer system, and the computer system is provided with a flow management strategy two-dimensional priority dividing module, a flow management strategy ring generating module, a strategy pointer module, a flight priority queue ordering module and a flight take-off time slot calculating module.
Completing the first step by a flow management strategy two-dimensional priority dividing module;
executing step 2.1 in step two by a flow management policy ring generating module;
executing the steps 2.2-2.4 in the step two by a strategy pointer module;
completing the third step by a flight priority queue sequencing module;
and step four, completing the step four by a flight take-off time slot calculation module.
The foregoing has described exemplary embodiments of the invention, it being understood that any simple variations, modifications, or other equivalent arrangements which would not unduly obscure the invention may be made by those skilled in the art without departing from the spirit of the invention.
Claims (5)
1. The method for calculating the take-off time slot allocation of the flights under the influence of the multiple traffic management strategies is characterized by comprising the following steps:
step one: carrying out two-dimensional priority division on all flow management strategies to form a flow management strategy priority division form of Y-X, wherein Y is a primary gear and X is a secondary gear;
step two: constructing a flow management policy ring according to the two-dimensional priority division data of the flow management policies in the first step, placing the flow management policies possibly received in the whole flight process of each flight in the flow management policy ring, and determining the sequencing priority of each flight; the second step specifically comprises the following steps:
step 2.1: the flow management strategy ring is divided into a large ring and a small ring, wherein the large ring corresponds to the operation grade Y in the first step, each operation grade Y forms a large ring, and the flow management strategy in the same operation grade is put into the same Y ring; the small rings correspond to different priority level files X in the same operation level large ring; the clockwise direction of the flow management strategy ring is a time axis, the length of the flow management strategy in the strategy ring corresponds to the time from the beginning to the end of the flow management strategy, each strategy forms a solid ring section according to the time length, and the time range covered by the solid ring section indicates that the flow management strategy is implemented in the time section;
step 2.2: taking the 12 o' clock direction of the flow management policy ring as the time when the flight target passes the limited point, which is also the starting point of the policy pointer in the flow management policy ring, and rotating the policy pointer clockwise from the starting point, wherein the rotating process can continue to rotate through the solid ring segment, and the rotating process is finished when no solid exists; the strategy pointer can only rotate in the current large ring or the outer large ring in the rotating process, and jumps to the outer large ring to rotate when encountering the outer large ring and having a solid part in the rotating process of the current large ring, and does not jump back to the inner large ring after jumping to the outer large ring, and the strategy pointer always rotates clockwise along the outermost large ring; the strategy pointers pass through simultaneously when solid ring sections of different small rings in each large ring are overlapped, but once the strategy pointers find out the part overlapped with the solid large ring in the current large ring on the outer large ring, the strategy pointers jump to the outer large ring to continuously rotate along the solid line, and the outer large ring is continuously searched;
step 2.3: when the policy pointer cannot find out that the solid path continues to rotate in the current or outer large ring, the policy pointer stops rotating, all the solid paths of the policy pointer approach are limited traffic management policies of the flight, and the maximum numerical value in the class division Y-X of the limited traffic management policies is used as the sequencing priority of the flight;
step three: determining the sorting priority of each flight according to the second step, and arranging all flights into a queue from high to low according to the priority;
and step four, calculating take-off time slots for each flight one by one according to the flight queue sequence in the step three.
2. The method for calculating the departure time slot allocation of the flights under the influence of multiple traffic management policies according to claim 1, wherein: in the first step, all the traffic management policies are divided into a plurality of operation levels according to the importance degree, and the traffic management policies contained in each operation level are further divided into a plurality of priority levels to form a traffic management policy priority division group of Y-X.
3. The method for calculating the departure time slot allocation of the flights under the influence of multiple traffic management policies according to claim 1, wherein: and step three, when the flight sequencing priorities are the same, the flights with the previous planning time are preferentially arranged.
4. The method for calculating the departure time slot allocation of the flights under the influence of multiple traffic management policies according to claim 1, wherein: the fourth step comprises the following steps:
step 4.1: all restricted traffic management policies for each flight are initialized in the slot allocation ring to three parts: an unrestricted interval, a restricted usable interval, and a restricted unusable interval;
step 4.2: placing all the limited traffic management policies into a slot allocation ring, each policy being a ring comprising three states: the non-limited interval is hollow, the limited available interval is solid, and the limited non-available interval is a virtual heart; the strategies form a plurality of time slot distribution rings with the same circle center;
step 4.3: the 12 o' clock direction of the time slot distribution ring is used as the flight target over-limit point time (TTO), which is also the starting point of the time slot distribution pointer in the time slot distribution ring, the time slot distribution pointer rotates clockwise from the starting point to find the earliest time point which can penetrate all the time slot distribution rings at the same time, and is used as the calculated over-limit point time (CTO) of the flight, and then the time slot is rewound according to the flight time, wherein the time slot distribution pointer can penetrate the hollow unrestricted interval and the solid restricted available interval;
step 4.4: after the time slot allocation pointer penetrates through all the time slot allocation rings to find available calculated limited point time, the occupied limited available interval range is regulated according to the flow management strategy requirement corresponding to each time slot allocation ring; the limited usable interval which is occupied by the method can be adjusted to be a limited unavailable interval or reserved to be a limited usable interval according to the limiting requirement.
5. The method for calculating the departure time slot allocation of the flights under the influence of multiple traffic management policies according to claim 1, wherein: the method for calculating the allocation of the take-off time slots of the flights under the influence of multiple flow management strategies is realized by a computer system, wherein the computer system is provided with a flow management strategy two-dimensional priority dividing module, a flow management strategy ring generating module, a strategy pointer module, a flight priority queue ordering module and a flight take-off time slot calculating module; completing the first step by a flow management strategy two-dimensional priority dividing module; executing step 2.1 in step two by a flow management policy ring generating module; executing the steps 2.2-2.3 in the step two by a strategy pointer module; completing the third step by a flight priority queue sequencing module; and step four, completing the step four by a flight take-off time slot calculation module.
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