An airport runway traffic conflict resolution method under an intelligent networking environment

Abstract

The application discloses an airport runway traffic conflict resolution method in an intelligent network environment, and comprises the following steps: step 1, collecting the related information of an airplane in a preset range in real time, judging a conflict area and a conflict type according to the movement direction of the airplane, and establishing a conflict set; step 2, performing priority quantity level 1 calculation on the airplanes in the conflict set, and judging whether the conflict set is greater than 1, if yes, entering step 3; step 3, judging whether the affiliated conflict is a crossing conflict or a head-on conflict, if yes, adjusting the path, speed and acceleration of the affiliated airplane according to the priority quantity size; and step 4, checking whether the airplanes in the current conflict set are cleared, if not, returning to step 1. The conflict resolution method provided by the application utilizes the information interaction between airplanes, improves the communication stability, reduces the dependence on the instructions of controllers, and improves the efficiency of the decision algorithm.

Description

Technical Field

[0001] The present invention relates to the field of airport conflict resolution algorithms, and in particular to a method for resolving airport runway traffic conflicts in an intelligent network environment. Background Art

[0002] In recent years, with the rapid development of the civil aviation industry and the continuous improvement of people's living standards, more and more passengers are choosing to travel by air. According to the Civil Aviation Administration of China's Development Statistics Bulletin, the number of take-offs and landings at civil aviation transport airports in my country has increased annually in recent years. This increased airport traffic can lead to congestion, flight delays, and the risk of collisions, where the distance between operating aircraft falls short of the safe separation. If collisions are not detected and resolved promptly and effectively, collisions between aircraft are possible, resulting in casualties and property damage. Although aircraft collisions are rare, they can significantly impact airport operational efficiency and should be avoided as much as possible.

[0003] There is currently a wealth of research on airport surface conflicts, such as multi-agent-based methods for taxiing conflict avoidance, the A-SMGCS system, and ADS-B technology. However, the current conflict resolution method used by most airports primarily relies on monitoring aircraft movements via surveillance radar and resolving surface conflicts through the observation and experience of air traffic controllers. Mandatory reporting points are set up at conflict hotspots. Upon reaching a conflict hotspot, crews must report to the air traffic controller, and only after the air traffic controller issues instructions can they proceed to the next section. This not only increases the workload and intensity of air traffic controllers, but also requires the coordination and cooperation of multiple personnel, reducing airport operational efficiency. Summary of the Invention

[0004] Purpose of the invention: In response to the above problems, the purpose of the present invention is to provide a method for resolving airport runway traffic conflicts in an intelligent connected environment.

[0005] Technical solution: The present invention provides a method for resolving airport road traffic conflicts in an intelligent network environment, comprising the following steps:

[0006] Step 1: Using onboard monitoring and identification equipment, relevant information about aircraft within a preset range is collected in real time. Before a collision occurs between aircraft without external intervention, a set of feasible aircraft paths is established. The collision area and type are determined based on the aircraft's movement direction, and a collision set is established.

[0007] Step 2: Calculate the priority level 1 of the aircraft in the conflict set and determine whether the conflict set is greater than 1. If it is greater than 1, classify the conflict into a primary conflict and a secondary conflict, and proceed to step 3.

[0008] Step 3: Determine whether the auxiliary conflict is a cross conflict or a head-on conflict. If so, adjust the path, speed, and acceleration of the auxiliary aircraft in sequence according to the priority value, and then adjust the path, speed, and acceleration of the main aircraft in sequence according to the priority value;

[0009] Step 4: Check whether the aircraft in the current conflict set are cleared. If not, return to step 1 and update the feasible path set until the aircraft in the final conflict set are cleared.

[0010] Furthermore, in step 2, if the conflict set is less than 1, the conflicting aircraft path, speed, and acceleration are adjusted according to the priority value.

[0011] Furthermore, conflict types include rear-end conflict, head-on conflict, and intersection conflict.

[0012] Furthermore, in step 3, if the subsidiary conflict is a rear-end collision, a new indicator is introduced to perform a level 2 priority calculation, and the path, speed, and acceleration of the rear-end collision aircraft are adjusted according to the priority.

[0013] Furthermore, in step 2, a priority level 1 calculation is performed on the aircraft in the conflict set, specifically including:

[0014] Calculate the flight delay time D separately e Parameters, aircraft passenger capacity Load, aircraft deceleration index, aircraft time consumption index and aircraft turning speed index, standardize the calculation result data, and compare the standardized results with other factors ASC i Perform weighted linear summation to obtain the priority Pro1 of each aircraft, and sort them according to the priority size.

[0015] Furthermore, in step 2, conflicts are classified into primary conflicts and secondary conflicts, specifically including:

[0016] According to the principle of head-on conflict, cross conflict and tail-end conflict, select the conflict to be resolved first and mark it as the main conflict. The rest of the conflicts in the conflict set are subsidiary conflicts.

[0017] If multiple conflicts of the same type appear simultaneously in the conflict set, the aircraft are sorted using the priority level 1 calculation results to determine the primary conflict and the secondary conflict.

[0018] Furthermore, in step 3, if the subsidiary conflict is a rear-end collision, a new indicator is introduced to perform a level 2 priority calculation, specifically including:

[0019] Introducing the auxiliary aircraft deceleration index b follow and TTC index, combined with the attached aircraft deceleration index b based on priority level 1 followThe priority level 2 is calculated together with the TTC indicator, and the expression is:

[0020] Pro2=Pro1+β1*b follow +β2*TTC

[0021] Where β1 and β2 are weights.

[0022] Furthermore, the relevant information in step 1 includes data of all affected aircraft on the airport surface: pilot information, number of passengers, maximum acceleration and deceleration of the aircraft, and delay time; periodically transmitted data: current speed, position, and acceleration; and runway and taxiway information: road width, turning radius, turning angle, and minimum speed for aircraft turning.

[0023] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages:

[0024] (1) The conflict resolution method proposed in this invention utilizes information exchange between aircraft to improve communication stability, reduce dependence on controller instructions, and improve the efficiency of the decision-making algorithm;

[0025] (2) The present invention takes into account multiple factors that may affect the aircraft's performance at the airport, such as aircraft delay time, aircraft passenger capacity, and aircraft turning acceleration. This comprehensive consideration makes it a more comprehensive, safer, and more effective decision-making algorithm.

[0026] (3) The present invention covers the entire process of airport scene conflict, including aircraft perception, conflict identification, and conflict resolution. It also takes into account various possibilities of conflict occurrence and proposes a comprehensive conflict priority judgment method, thus forming a complete conflict resolution system.

[0027] (4) In the conflict identification and resolution stage, the present invention classifies head-to-head conflicts into a type of cross-conflict, which reduces the algorithm size and improves computational efficiency.

[0028] (5) The present invention can achieve small-scale conflict resolution to cope with the situation where airport runways will be even busier in the future. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 The present invention realizes the flow chart of airport scene conflict resolution;

[0030] Figure 2 A flowchart for implementing level 1 division of airport control priority for an embodiment;

[0031] Figure 3 A flowchart for implementing a two-level division of airport control priority levels in an embodiment;

[0032] Figure 4 This is an example of a conflict scenario at an airport;

[0033] Figure 5 A schematic diagram of a rear-end collision in an embodiment;

[0034] Figure 6 A schematic diagram of a head-on conflict in an embodiment;

[0035] Figure 7 A schematic diagram of a cross conflict in an embodiment;

[0036] Figure 8 A schematic diagram of a head-on conflict scenario and a waiting area in an embodiment;

[0037] Figure 9 A schematic diagram of two aircraft turning in the same direction when they collide in the same direction according to an embodiment;

[0038] Figure 10 A schematic diagram of an embodiment of two aircraft turning in opposite directions when they collide in the same direction;

[0039] Figure 11 Schematic diagram of an embodiment in which two aircraft collide in the same direction with each other in F1 turning and F2 going straight;

[0040] Figure 12 This is a schematic diagram of an embodiment of two aircraft traveling straight when they collide in the same direction;

[0041] Figure 13 A schematic diagram of two aircraft turning in the same direction when they are in a lateral intersection conflict according to an embodiment;

[0042] Figure 14 A schematic diagram of two aircraft turning in opposite directions when they collide laterally in an embodiment;

[0043] Figure 15 This is a schematic diagram of an embodiment in which two aircraft are in a lateral intersection conflict, with F1 turning to the same direction as F2 and F2 going straight;

[0044] Figure 16 This is a schematic diagram of an embodiment in which two aircraft are in a lateral intersection conflict, with F1 turning to the opposite direction of F2 and F2 going straight;

[0045] Figure 17 Schematic diagram of an embodiment in which two aircraft F1 and F2 are both traveling straight when there is a sideways collision between the two aircraft. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solutions and advantages of this application more clear, this application is further described in detail below with reference to the accompanying drawings and embodiments.

[0047] like Figure 1The flowchart of the method for resolving airport runway traffic conflicts in an intelligent connected environment according to this embodiment is shown. In the holographic airport environment created by intelligent connected technology, communication between aircraft and between aircraft and routes is achieved, and information can be exchanged between multiple aircraft. Steps 1 to 4 below are performed to resolve airport conflicts, achieving small-scale conflict resolution. The method for resolving airport runway traffic conflicts includes the following steps:

[0048] Step 1: Based on the onboard monitoring and identification equipment, relevant information of aircraft within a preset range is collected in real time. Before a conflict occurs between aircraft without external intervention, a set of feasible aircraft paths is established. The conflict area and conflict type are determined based on the direction of aircraft movement, and a conflict set is established.

[0049] Specifically, the above-mentioned airborne monitoring equipment can perceive the airport environment by trying to install cameras, millimeter-wave radars, lidars, ultrasonic sensors and other sensors at the airport and on aircraft, detect and collect information on the current operation status of each aircraft at the airport, and use high-precision maps and positioning technology to obtain environmental information, conduct real-time monitoring, and use communication technology to realize the mutual transmission and sharing of information between aircraft.

[0050] Specifically, the relevant information in step 1 above includes data of all affected aircraft on the airport: pilot information, number of passengers, maximum acceleration and deceleration of the aircraft, and delay time; periodically transmitted data: current speed, position, and acceleration; and runway and taxiway information: road width, turning radius, turning angle, and minimum speed for the aircraft to pass through the corner.

[0051] In one example, in terms of selecting the best path, the default aircraft route is selected according to the following principles:

[0052] (1) The aircraft will not change its planned direction of movement (e.g. Figure 4 An example of an airport scene conflict scenario is shown, where aircraft F4 is moving from left to right and needs to make two obtuse turns instead of one obtuse and one acute turn);

[0053] (2) The aircraft will not choose a route with a large turning angle (acute angles are preferred, followed by right angles, and finally obtuse angles);

[0054] (3) Aircraft on the runway will prefer to use an oblique route (with an acute angle to the opposite direction of movement) to quickly leave the runway due to their high speed;

[0055] (4) The aircraft will choose the shortest route (the shorter the route, the better, while ensuring the comfort of the passengers and the moderate wear and tear of the aircraft);

[0056] (5) The aircraft speed is set at a threshold value based on factors such as weather, aircraft type, and maximum acceleration and deceleration. If the acceleration and speed indicators required for the aircraft to change its trajectory do not meet the threshold limit, the aircraft will be judged as unable to change;

[0057] (6) Assuming that there is only the target aircraft on the scene, there must be a path on the scene that can ensure passenger comfort, minimize aircraft loss, and take the shortest time, which is defined as the optimal path. At the same time, there must also be multiple paths that can meet the requirements of indicators such as passenger comfort, which are defined as feasible paths.

[0058] Specifically, the above-mentioned conflict types include rear-end collision, head-on collision and crossing collision. Rear-end collision mainly refers to the collision caused by two aircraft running on the same taxiway or runway, because the speed of the leading aircraft is lower than that of the trailing aircraft, etc., which leads to the collision before the two aircraft leave the following mode. Figure 5 The scenario shown is described in detail below.

[0059] Assume that two aircraft are on the same runway or taxiway. The aircraft that is ahead in the direction of travel is called the leading aircraft. lead The aircraft behind in the forward direction is called the following aircraft f follow The corresponding velocities are v lead and v follow , when v lead <v follow When the two are at the same time, a rear-end collision may occur. The TTC indicator, which determines the risk of rear-end collision, is used to determine whether a rear-end collision will occur. The definition of the TTC indicator is as follows:

[0060]

[0061] Where k is a certain instant, x follow represents the position of the rear aircraft at instant k, x lead represents the position of the leading aircraft at instant k, L represents the average length of the two aircraft, and v lead represents the instantaneous velocity of the leading aircraft at k, v follow Indicates the instantaneous speed of the rear aircraft at k. The TTC threshold is set to TTC based on multiple factors such as the airport climate environment on that day. * If the aircraft TTC index is greater than the threshold TTC * It is considered safe, less than the threshold TTC * It is believed that a rear-end collision will occur and needs to be resolved.

[0062] A head-on collision mainly refers to two aircraft on different taxiways that may land on the same runway one after another. If the aircraft that lands on the runway first does not leave the runway before the other aircraft lands on the runway, a head-on collision will occur between the aircraft, such as Figure 7 The scenario shown is described in detail below.

[0063] Assume that the shared taxiway of the two aircraft is X, and define the taxiway connected to the taxiway as the waiting area. Figure 8 shown.

[0064] Assume that the time it takes for the aircraft to arrive at the waiting area from its current location is t part The total time from the aircraft's current position to leaving the common runway is t all The time it takes for the aircraft to arrive at the waiting area from its current location is t part The calculation expression is:

[0065]

[0066] The time it takes for the aircraft to turn is t 转 , the expression is:

[0067]

[0068] The time t for an aircraft to pass through the common runway from its current position all for:

[0069]

[0070] When two aircraft on different taxiways are about to land on the same runway, taking aircraft F2 as an example, the conditions for a head-on collision to occur are:

[0071]

[0072] in, Indicates aircraft F j Arrival time at the waiting area, Indicates the total time taken by aircraft F2 to pass through the common taxiway.

[0073] Crossing conflict means that two aircraft on different taxiways may enter the same intersection one after another. If the aircraft that enters the intersection first does not leave the intersection before the other aircraft enters the intersection, a crossing conflict will occur between the aircraft, such as Figure 6 In the scenario shown, the similar rectangle formed by the cross center of this intersection is defined as the conflict area. The intersection conflict is explained in detail below.

[0074] Assume that the time it takes for the aircraft to arrive at the waiting area from its current location is t part The total time from the aircraft's current position to leaving the conflict area is t all , the time t for the machine to pass through the common intersection from its current location all for:

[0075]

[0076] The time t for the aircraft to arrive at the holding area from its current location park for:

[0077]

[0078] The time t from the aircraft entering the intersection and starting to turn until the tail of the aircraft leaves the intersection 转 for:

[0079]

[0080] For example, if aircraft F2 enters the intersection first, the conditions for the intersection conflict to occur are:

[0081]

[0082] in Indicates aircraft F j Arrival time at the waiting area, Indicates the total time taken by aircraft F2 to pass through the common taxiway.

[0083] like Figure 4 As shown in the example of an airport scene conflict, the conflict area and possible conflict types are marked according to the above method, and a conflict set is established, which is recorded as {head-on conflict (f2, f4), cross conflict (f1, f2), rear-end conflict (f2, f3)}

[0084] Step 2: Calculate the priority level 1 of the aircraft in the conflict set and determine whether the conflict set is greater than 1. If it is greater than 1, classify the conflict into a primary conflict and a secondary conflict, and proceed to step 3.

[0085] In step 2 above, the priority level 1 calculation is performed on the aircraft in the conflict set, such as Figure 2 As shown, specifically including:

[0086] Calculate the flight delay time D separately e Parameters, aircraft passenger capacity Load, aircraft deceleration index, aircraft time consumption index and aircraft turning speed index, standardize the calculation result data, and compare the standardized results with other factors ASC i Perform weighted linear summation to obtain the priority Pro1 of each aircraft, and sort them according to the priority size.

[0087] Specifically, calculate the flight delay time D eParameters that define the aircraft delay index, taking into account both the current aircraft delay and the overall airport delay situation. The overall airport delay level can be divided into five levels (Level I, Level II, Level III, Level IV, Level V). Let D be the overall airport delay rate, N1 be the number of flights delayed for more than 1 hour, and N2 be the number of flights delayed for more than 4 hours. Then the overall airport delay level can classify the delay level according to the following four rules:

[0088] Rule 1: D < 40% is Level I, 40% ≤ D < 60% is Level II, 60% ≤ D < 80% is Level III, 80% ≤ D < 100% is Level IV, and D = 100% is Level V.

[0089] Rule 2: D < 20% is Level I, 20% ≤ D < 40% is Level II, 40% ≤ D < 60% is Level III, 60% ≤ D < 80% is Level IV, and 80% ≤ D < 100% is Level V.

[0090] Rule 3: 20% < N1 ≤ 30% is Level I, 30% < N1 ≤ 50% is Level II, 50% < N1 ≤ 90% is Level III, and N1 > 90 is Level IV.

[0091] Rule 4: 15% < N1 ≤ 20% or 20% < N2 ≤ 30% is Level I, 20% < N1 ≤ 30% or 30% < N2 ≤ 50% is Level II, 30% < N1 ≤ 50% or 50% < N2 ≤ 90% is Level III, and N1 > 50% or N2 > 90% is Level IV.

[0092] According to the different delay levels of different airports, let D b be equal to 1, 3, 5, 7, 9 respectively. Finally, the aircraft delay index D e expression is:

[0093]

[0094] In the formula, D e is composed of the delay time D b of the aircraft itself and the overall delay impact parameter D a of the airport surface. Among them, γ1 is a correction parameter, representing the airport's attitude towards eliminating the overall delay. According to the general operation rules of the airport, a threshold is preset. It is considered that when the delay time is lower than the threshold , the longer the delay time, the higher the priority. When the delay time is higher than the threshold , the longer the delay time, the lower the priority.

[0095] Specifically, calculate the aircraft passenger capacity Load, which can be used to represent the size of the aircraft while representing the current number of passengers on the aircraft. Generally, the more passengers, the higher the priority.

[0096] Specifically, by calculating the required deceleration b of the aircraft and the threshold b * The difference Δb is used to characterize the aircraft deceleration index, where the threshold b * It represents the maximum deceleration of the aircraft that makes passengers feel comfortable and does not cause too much damage to the aircraft. Δb represents the feasibility of decelerating the aircraft if it is decided to make the current aircraft avoid the maneuver.

[0097] Specifically, calculate the time t it takes for an aircraft to pass through the conflict area. PR It is generally believed that the fastest way to pass through the conflict area is t PR The smaller the value, the higher the priority. When the speeds of two aircraft are the same, it can be considered that the FCFS (first come, first served) principle is followed.

[0098] Specifically, calculate the aircraft turning speed V turn The indicator is expressed as:

[0099]

[0100] In the above formula, v turn α represents the maximum turning speed that the aircraft can meet when passing a curve with an angle of α with the forward direction, v represents the current speed of the aircraft, |vv turn α | Represents the difference between the aircraft's current speed and the optimal turning speed. Generally, the default value is v≥v turn α , γ2 is the correction parameter.

[0101] Generally, airports have access taxiways between the main taxiway and the runway for aircraft to quickly exit the runway. These taxiways have three angles with the runway: acute (30°), right (90°), and obtuse (150°) (based on the aircraft's direction of travel on the runway). Let α be the angle between the access taxiway and the aircraft's direction of travel, and make the following assumptions: When α is less than 90°:

[0102] Assumption 1: The closer the current speed is to the maximum turning speed threshold, the more suitable it is to use the taxiway (index V turn As the current speed v and the threshold speed v turn α decreases with the increase of the difference);

[0103] Assumption 2: The larger the angle α, the greater the turn α The smaller the turning speed, the more obvious the turning speed requirement. turn The bigger;

[0104] Assumption 3: As α increases, the current speed v and the threshold speed v turn α Difference Vturn The smaller the impact;

[0105] Hypothesis 4: The greater the aircraft's speed, the more significant the impact of the turning speed index on the priority, and the larger its value.

[0106] In an example, the data of the above indicators are standardized, and the standardization function is assumed to be:

[0107]

[0108] In the formula, x represents a certain index value of a certain aircraft waiting to take off at a certain time. represents the average value of the indicator for all aircraft waiting to take off at the airport, and s{x} represents the variance of the indicator for all aircraft waiting to take off at the airport;

[0109] The weights of each indicator parameter are obtained according to the above-mentioned annotation function, and the results are shown in Table 1.

[0110] Table 1 Weight calculation results

[0111]

[0112] Solve the linear combination of the above indicators and obtain the priority level 1:

[0113]

[0114] In the above formula, ASC i This represents other factors and can be assigned values ​​based on the aircraft's missions. Examples include disaster relief, rescue, military operations, transporting special personnel, and carrying patients or important items. Its value is typically 0 or a larger number. Pro1 is calculated for each aircraft, and the aircraft's priority is determined based on Pro1. Lower-priority aircraft modify their paths based on the previously established set of feasible paths to see if the conflict can be resolved. If this is not possible, modifying higher-priority aircraft will see if the conflict can be resolved. If this is not possible, an error is reported.

[0115] In step 2, conflicts are categorized into primary and secondary conflicts, including:

[0116] According to the principle of head-on conflicts, crossing conflicts and rear-end conflicts from front to back, the conflict to be resolved first is selected and marked as the main conflict. The aircraft causing the conflict is called the main aircraft. The remaining conflicts in the conflict set are subsidiary conflicts, and the aircraft causing the subsidiary conflicts are called subsidiary aircraft. If multiple conflicts of the same type appear in the conflict set at the same time, the aircraft are sorted using the result of the priority level 1 calculation to determine the main conflict and subsidiary conflicts.

[0117] Furthermore, in step 2, if the conflict set is less than 1, the conflicting aircraft path, speed, and acceleration are adjusted according to the priority value.

[0118] Step 3: Determine whether the auxiliary conflict is a cross conflict or a head-on conflict. If it is a cross conflict or a head-on conflict, adjust the path, speed, and acceleration of the auxiliary aircraft in sequence according to the priority value, and then adjust the path, speed, and acceleration of the main aircraft in sequence according to the priority value until the conflict is resolved.

[0119] In one example, the data related to two aircraft F1 and F2 are obtained, including: the models of the two aircraft, the speed of the leading aircraft F1, acceleration Position information p1, speed of the trailing aircraft F2 acceleration Position information p2, as well as information such as whether it is empty, delay level, arrival or departure, etc.

[0120] The situations that may be encountered in cross conflicts are divided into opposite cross conflicts and lateral cross conflicts, and each major category is subdivided and introduced in detail below.

[0121] For the same-direction intersection conflict: When both F1 and F2 turn, it can be divided into: two aircraft turning in the same direction such as Figure 9 In the scenario shown, two aircraft turn in opposite directions. Figure 10 The scene shown; when F1 turns and F2 goes straight Figure 11 In the scenario shown, when F1 and F2 are both going straight, Figure 12 The scene shown.

[0122] For lateral intersection conflicts: When F1 and F2 both turn, they can be divided into: turning in the same direction (both turning to the left or both turning to the right). Figure 13 In the scenario shown, the reverse turn (only considering the case where the two aircraft respectively turn left on the left and turn right on the right) is as follows Figure 14 As shown in the scene; when F1 turns and F2 goes straight, it can be divided into F1 turning to the same direction as F2 Figure 15 In the scenario shown, there are two situations: F1 turns to F2 and F2 turns to F1. Figure 16 The scene shown; when F1 and F2 are both going straight Figure 17 The scene shown.

[0123] First, we need to determine which type of aircraft they are based on their position information. In most of the above situations, the resolution schemes are fixed, so we can quickly generate resolution schemes for these situations, as follows:

[0124] In the case of same-direction intersection conflicts (F1 turning and F2 straight-ahead), the straight-ahead aircraft must give way to the turning aircraft.

[0125] For the case where both F1 and F2 are going straight in the same direction, similar head-on conflicts are not considered here.

[0126] For lateral intersection conflicts, when F1 and F2 are turning in the same direction (both turning to the left or both turning to the right), the aircraft turning left on the left must go first and the aircraft turning right on the right must go first.

[0127] In the case of lateral intersection conflict when F1 turns and F2 goes straight, the turning aircraft is required to avoid the straight aircraft.

[0128] The problems that need to be solved are: two situations of opposite intersection conflict when F1 and F2 are both turning, side intersection conflict when F1 and F2 are both turning in opposite directions, and side intersection conflict when F1 and F2 are both going straight.

[0129] The specific method for resolving the above-mentioned cross-conflict is the same as that for head-on conflict. The aircraft priority is determined by calculating Pro1. By adjusting the aircraft speed and changing the aircraft path, the aircraft with higher priority is allowed to pass first, and the aircraft with lower priority passes later, thus completing the conflict resolution.

[0130] The specific digestion method is as follows:

[0131] In one example, suppose aircraft F1 enters ramp 2 to access the runway, and aircraft F2 is traveling normally on the runway. For aircraft F1, which is at risk of crossing with F2, a crossing conflict model is established to analyze the aircraft that may have a crossing conflict in the scene. Assuming that the priority judgment result is that F2 has a higher priority than F1, the waiting area for aircraft F1 is the intersection of ramp 2 and the runway. Calculate the maximum speed v that aircraft F1 can maintain when the crossing conflict is resolved. remain :

[0132] First, calculate the time t1 for decelerating from the current speed to the expected reserve speed at the maximum acceleration and the time t2 for gliding to the waiting area at the expected reserve speed. The expressions are:

[0133]

[0134]

[0135] Where, v now Indicates the current speed of the aircraft; a max Indicates the maximum acceleration that the aircraft can achieve;

[0136] The goal of conflict resolution is to

[0137]

[0138] Where, t minIt represents the time required for f2 to pass the holding area, that is, the intersection of ramp 2 and the runway;

[0139] The above formula can be used to calculate v remain The maximum value of (when the equal sign is taken):

[0140]

[0141] By calculating the above two-variable linear equation, we can get v remain Maximum value.

[0142] Then calculate the minimum acceleration that the aircraft can choose under the condition of conflict resolution:

[0143]

[0144] Since decelerating at maximum deceleration causes significant wear on the aircraft's brake pads and components, maximum acceleration is generally not used. However, maintaining a higher speed during cornering saves time and can alleviate airport congestion, so a comprehensive consideration of these factors ultimately determines the aircraft's preferred approach to cornering. The aircraft's computing system, through interaction with information provided by the ground, issues real-time operational instructions (acceleration and deceleration instructions or recommended speeds), which the pilot executes and provides real-time feedback on the ground conditions. When aircraft F2 exits the intersection, the conflict is resolved.

[0145] Furthermore, in step 3 above, if the subsidiary conflicts include rear-end collisions, a new indicator is introduced to calculate the priority level 2, and the path, speed, and acceleration of the rear-end collision aircraft are adjusted according to the priority level, such as Figure 3 Flowchart shown.

[0146] Specifically, in step 3, if the subsidiary conflict is a rear-end collision, a new indicator is introduced to perform a level 2 priority calculation, including:

[0147] Introducing the auxiliary aircraft deceleration index b follow and TTC index, combined with the attached aircraft deceleration index b based on priority level 1 follow The priority level 2 is calculated together with the TTC indicator, and the expression is:

[0148] Pro2=Pro1+β1*b follow +β2*TTC

[0149] Where β1 and β2 are weights.

[0150] In one example, a rear-end collision model is established for aircraft F2, which is followed by another aircraft in a car-following situation. The aircraft in the scenario are analyzed for potential rear-end collisions. This example uses the IDM as the rear-end collision model. The IDM is a nonlinear car-following model in which the acceleration a is calculated using the speed difference and the dynamic expected gap distance. The following assumptions are made in this model:

[0151] (1) The acceleration of the ego vehicle is a strictly decreasing function of the ego vehicle’s velocity;

[0152] (2) The acceleration of the ego vehicle is a strictly increasing function of the distance between it and the preceding vehicle;

[0153] (3) The acceleration of the ego vehicle is a strictly increasing function of the velocity of the preceding vehicle;

[0154] (4) There is a minimum distance s0 that must be maintained even when the vehicle is stationary;

[0155] (5) When driving, vehicles need to maintain a safe distance s0+vT between each other, where T is the safe headway;

[0156] (6) This model is introduced into the following model between aircraft in airport traffic. The determined value of acceleration a is:

[0157]

[0158]

[0159] Where, t a represents the driver's perception reaction time, a max represents the maximum acceleration the aircraft can achieve, v represents the speed of the following aircraft f3, v0 represents the desired speed the aircraft needs to achieve, s represents the separation between the two aircraft, s0 represents the minimum separation between the two aircraft at rest, T represents the safe headway, Δv represents the speed difference between the two aircraft, and b represents the required deceleration (the maximum comfortable deceleration). δ is the acceleration exponent, which describes how acceleration decreases. A larger δ indicates more aggressive acceleration and deceleration.

[0160] In order to assess the risk of rear-end collision, many indicators have been proposed in previous studies, and the selected TTC indicator is one of them. This indicator can be used to estimate the safety between two aircraft within one second or even sub-second.

[0161] The specific operation process of the above IDM model is as follows: at a certain moment, the leading aircraft f2 and the following aircraft f3 detect that their speeds are the same. At this time, TTC is +∞, and there is no risk of rear-end collision. At the next moment, the leading aircraft is detected to have a speed drop. At the perception reaction time t aAfter that, the following aircraft uses the above formula to calculate the result a(t+t a ) decelerates, and after time t2, the following aircraft decelerates to the same speed as the leading aircraft. At this time, if the distance between the aircraft is not lower than the minimum distance between aircraft in a stationary state, the rear-end collision is considered to be resolved.

[0162] It should be noted that not all deceleration rates are applicable. Excessive deceleration of the aircraft may cause discomfort to passengers and increase aircraft wear and tear.

[0163] In the TTC definition It is used to measure the difference between the current aircraft speed and the expected speed, and to promote the acceleration of the aircraft. It is used to measure the difference between the current headway and the desired headway to facilitate aircraft braking. The following describes the process of an aircraft during emergency braking: Observing the definition of acceleration a in the car-following model, it is found that it consists of two parts, namely the balance term s0+vT and the power term The former does not change at any time. It represents the ideal motion state. The driver needs to react to brake, so it is set to zero. At the same time, because it is in an emergency braking state, the TTC definition is set to is also equal to zero, we can get: To simplify the model, consider the aircraft in front as a stationary obstacle, and Δv = v. Then we can get:

[0164]

[0165] According to Newton's second law, the acceleration required to decelerate to zero on a road section of length s is:

[0166]

[0167] In summary, When b1>b, the aircraft cannot brake at the maximum comfortable deceleration b to match the speed of the leading aircraft without colliding with the aircraft ahead. Therefore, the aircraft's deceleration must exceed the maximum comfortable deceleration b. This will undoubtedly cause discomfort to passengers and place a heavy burden on the aircraft, so this situation should be avoided as much as possible. When this situation occurs, the conflict can be resolved by having the leading aircraft accelerate appropriately while ensuring safety, or by leaving the current taxiway.

[0168] Step 4: Check whether the aircraft in the current conflict set are cleared. If not, return to step 1 and update the feasible path set until the aircraft in the final conflict set are cleared.

[0169] After the main conflict is resolved, one or two aircraft will exit the conflict area. However, since the conflict involves many aircraft, there may still be other aircraft that collide. Therefore, it is necessary to check whether the conflict set is cleared. If it is cleared, the process ends. If not, the process returns to the beginning, updates the feasible path set, selects the best path, determines the conflict type, updates the conflict set, and resolves the conflict by calculating the priority until the conflict set is cleared.

Claims

1. A method for resolving airport traffic conflicts in an intelligent network environment, characterized by: The following steps are involved: Step 1: Using onboard monitoring and identification equipment, relevant information about aircraft within a preset range is collected in real time. Before a collision occurs between aircraft without external intervention, a set of feasible aircraft paths is established. The collision area and type are determined based on the aircraft's movement direction, and a collision set is established. Step 2: Calculate the priority level 1 of the aircraft in the conflict set and determine whether the conflict set is greater than 1. If it is greater than 1, classify the conflict into a primary conflict and a secondary conflict, and proceed to step 3. Step 3: Determine whether the auxiliary conflict is a cross conflict or a head-on conflict. If so, adjust the path, speed, and acceleration of the auxiliary aircraft in sequence according to the priority value, and then adjust the path, speed, and acceleration of the main aircraft in sequence according to the priority value; Step 4: Check whether the aircraft in the current conflict set are cleared. If not, return to step 1 and update the feasible path set until the aircraft in the final conflict set are cleared. Step 2: Calculate the priority level 1 for the aircraft in the conflict set, specifically including: Calculate the flight delay time D separately e Parameters, aircraft passenger capacity Load, aircraft deceleration index, aircraft time consumption index and aircraft turning speed index, standardize the calculation result data, and compare the standardized results with other factors ASC i Perform weighted linear summation to obtain the priority level 1 Pro1 of each aircraft, and sort them according to the priority level.

2. The method for resolving airport traffic conflicts in an intelligent connected environment according to claim 1 is characterized in that: In step 2, if the conflict set is less than 1, the conflicting aircraft path, speed, and acceleration are adjusted according to the priority value.

3. The method for resolving airport traffic conflicts in an intelligent connected environment according to claim 1, characterized in that: Conflict types include rear-end collisions, head-on collisions, and intersection collisions.

4. The method for resolving airport traffic conflicts in an intelligent connected environment according to claim 3 is characterized in that: In step 3, if the subsidiary conflict is a rear-end collision, a new indicator is introduced to calculate the priority level 2, and the path, speed, and acceleration of the rear-end collision aircraft are adjusted according to the priority level. In step 3, if the subsidiary conflict is a rear-end collision, a new indicator is introduced to calculate the priority level 2, including: Introducing the auxiliary aircraft deceleration index b follow and TTC index, combined with the attached aircraft deceleration index b based on priority level 1 follow The priority level 2 Pro2 is calculated together with the TTC indicator, and the expression is: Pro2=Pro1+β1*b follow +β2*TTC Where β1 and β2 are weights.

5. The method for resolving airport traffic conflicts in an intelligent connected environment according to claim 1, characterized in that: In step 2, conflicts are categorized into primary and secondary conflicts, including: According to the principle of head-on conflict, cross conflict and tail-end conflict, select the conflict to be resolved first and mark it as the main conflict. The rest of the conflicts in the conflict set are subsidiary conflicts. If multiple conflicts of the same type appear simultaneously in the conflict set, the aircraft are sorted using the priority level 1 calculation results to determine the primary conflict and the secondary conflict.

6. The method for resolving airport traffic conflicts in an intelligent connected environment according to claim 1, characterized in that: The relevant information in step 1 includes data of all affected aircraft on the airport surface: pilot information, number of passengers, maximum acceleration and deceleration of the aircraft, and delay time; periodically transmitted data: current speed, position, and acceleration; and runway and taxiway information: road width, turning radius, turning angle, and minimum speed for aircraft turning.

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