A vertical take-off and landing airport scheduling method, system, electronic device and storage medium

Abstract

The present invention relates to the field of aerospace technology, and in particular to a method, system, electronic device and storage medium for scheduling a vertical take-off and landing airport, comprising: obtaining status information of each aircraft associated with the vertical take-off and landing airport within a preset time period; determining at least one scheduling strategy of the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, and scheduling according to the optimal scheduling strategy. The present invention can more comprehensively optimize the scheduling process, effectively alleviate urban air traffic congestion, reduce flight delay costs, and improve the overall operational efficiency of the vertical take-off and landing airport.

Description

Background Art

[0002] Determining the takeoff and landing order of electric Vertical Take-Off and Landing (eVTOL) aircraft in the terminal area is an important issue in the control of Urban Air Mobility (UAM), especially in high-density and high-traffic urban scenarios, which greatly affects the capacity and operating efficiency of vertical take-off and landing airports. Since UAM has not yet been put into operation, there is no clear method for the scheduling strategy of vertical take-off and landing airports. At present, the scheduling of the terminal area of ​​civil aviation transport airports (Air Traffic Control, ATC) generally uses the first come, first served (FCFS) scheduling strategy. However, eVTOL aircraft are different from civil aircraft. They have vertical take-off and landing capabilities, can respond quickly to scheduling instructions, and are more flexible in operation. At the same time, there is a big gap between the models and aerodynamic layouts of eVTOL aircraft. UAM has the characteristics of high-traffic and high-density traffic. There is a lack of management policies and technical means that can meet the needs of multiple users at the same time. The existing UTM control system is difficult to adapt to the growth rate of drones and meet the control needs of UAM. Designing the terminal area operating environment according to the performance characteristics of eVTOL and arranging a reasonable scheduling sequence will help maximize terminal area transportation efficiency, increase airport throughput, and reduce flight delay costs.

[0003] Therefore, it is urgent to provide a technical solution to solve the above problems. Summary of the invention

[0004] In order to solve the above technical problems, the present invention provides a vertical take-off and landing airport scheduling method, system, electronic equipment and storage medium.

[0005] In a first aspect, the present invention provides a vertical take-off and landing airport scheduling method, the technical solution of the method is as follows:

[0006] Obtain status information of each aircraft associated with a vertical take-off and landing airport within a preset time period;

[0007] Based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, at least one scheduling strategy of the vertical take-off and landing airport is determined, and scheduling is performed according to the optimal scheduling strategy.

[0008] The beneficial effects of a vertical take-off and landing airport scheduling method of the present invention are as follows:

[0009] The method of the present invention can optimize the scheduling process more comprehensively, effectively alleviate urban air traffic congestion, reduce flight delay costs, and improve the overall operational efficiency of vertical take-off and landing airports.

[0010] Based on the above scheme, the vertical take-off and landing airport scheduling method of the present invention can also be improved as follows.

[0011] In an optional manner, the status information includes: aircraft type, current power level of the aircraft, route type, and mission priority.

[0012] In the above optional methods, by including detailed status information, the dispatch system can more accurately understand the actual situation and needs of each aircraft, so as to formulate a dispatch strategy that is more in line with the actual situation. This helps to improve the accuracy and efficiency of dispatch and ensure the rational allocation and utilization of airport resources.

[0013] In an optional manner, the step of determining at least one scheduling strategy of the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft includes:

[0014] At least one scheduling strategy of the vertical take-off and landing airport is determined by using a multi-objective genetic algorithm and based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft.

[0015] In the above optional methods, the use of a multi-objective genetic algorithm can comprehensively consider multiple optimization objectives, thereby generating multiple feasible scheduling strategies. The above method can more comprehensively explore possible scheduling solutions, improve the diversity and optimization of scheduling strategies, and help find a better scheduling solution.

[0016] In an optional manner, the vertical take-off and landing airport scheduling method further includes:

[0017] Simulate each scheduling strategy separately to obtain the simulation result of each scheduling strategy;

[0018] The scheduling strategy whose simulation results meet preset conditions is determined as the optimal scheduling strategy; wherein the preset conditions are minimizing the total flight time and minimizing the maximum flight time.

[0019] In the above optional methods, by simulating each scheduling strategy, various situations in the actual scheduling process can be simulated, so as to evaluate the actual effect of each strategy. The scheduling strategy whose simulation results meet the preset conditions is determined as the optimal strategy, which can ensure that the selected strategy can achieve the expected optimization effect in actual application. The above method helps to improve the accuracy and reliability of scheduling decisions and reduce scheduling risks.

[0020] In a second aspect, the present invention provides a vertical take-off and landing airport dispatching system, the technical solution of which is as follows:

[0021] The vertical take-off and landing airport dispatching system includes: an acquisition module and a dispatching module;

[0022] The acquisition module is used to: acquire the status information of each aircraft associated with the vertical take-off and landing airport within a preset time period;

[0023] The scheduling module is used to determine at least one scheduling strategy of the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, and perform scheduling according to the optimal scheduling strategy.

[0024] The beneficial effects of a vertical take-off and landing airport dispatching system of the present invention are as follows:

[0025] The system of the present invention can optimize the scheduling process more comprehensively, effectively alleviate urban air traffic congestion, reduce flight delay costs, and improve the overall operational efficiency of vertical take-off and landing airports.

[0026] Based on the above solution, the vertical take-off and landing airport dispatching system of the present invention can also be improved as follows.

[0027] In an optional manner, the status information includes: aircraft type, current power level of the aircraft, route type, and mission priority.

[0028] In the above optional methods, by including detailed status information, the dispatch system can more accurately understand the actual situation and needs of each aircraft, so as to formulate a dispatch strategy that is more in line with the actual situation. This helps to improve the accuracy and efficiency of dispatch and ensure the rational allocation and utilization of airport resources.

[0029] In an optional manner, the scheduling module is specifically used to:

[0030] At least one scheduling strategy of the vertical take-off and landing airport is determined by using a multi-objective genetic algorithm and based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft.

[0031] In the above optional methods, the use of a multi-objective genetic algorithm can comprehensively consider multiple optimization objectives, thereby generating multiple feasible scheduling strategies. The above method can more comprehensively explore possible scheduling solutions, improve the diversity and optimization of scheduling strategies, and help find a better scheduling solution.

[0032] In an optional manner, the vertical take-off and landing airport scheduling system further includes: a simulation module; the simulation module is used to:

[0033] Simulate each scheduling strategy separately to obtain the simulation result of each scheduling strategy;

[0034] The scheduling strategy whose simulation results meet preset conditions is determined as the optimal scheduling strategy; wherein the preset conditions are minimizing the total flight time and minimizing the maximum flight time.

[0035] In the above optional methods, by simulating each scheduling strategy, various situations in the actual scheduling process can be simulated, so as to evaluate the actual effect of each strategy. The scheduling strategy whose simulation results meet the preset conditions is determined as the optimal strategy, which can ensure that the selected strategy can achieve the expected optimization effect in actual application. The above method helps to improve the accuracy and reliability of scheduling decisions and reduce scheduling risks.

[0036] In a third aspect, a technical solution of an electronic device of the present invention is as follows:

[0037] The invention comprises a memory, a processor and a program stored in the memory and running on the processor. When the processor executes the program, the steps of the vertical take-off and landing airport scheduling method of the present invention are implemented.

[0038] In a fourth aspect, the present invention provides a computer-readable storage medium having the following technical solution:

[0039] Instructions are stored in the computer-readable storage medium. When the computer-readable storage medium reads the instructions, the computer-readable storage medium executes the steps of the vertical take-off and landing airport scheduling method of the present invention.

[0040] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings are only used to illustrate the embodiments and are not to be considered as limiting the present invention. In addition, the same reference symbols are used to represent the same components throughout the accompanying drawings. In the accompanying drawings:

[0042] Figure 1 A schematic flow chart of an embodiment of a vertical take-off and landing airport scheduling method of the present invention;

[0043] Figure 2 This is a schematic diagram of the vertical take-off and landing airport structure;

[0044] Figure 3 This is a schematic diagram of the genetic algorithm solution idea;

[0045] Figure 4 Schematic diagram of genetic algorithm solving RMHO scheduling strategy;

[0046] Figure 5 Schematic diagram of the genetic algorithm solving the FCFS scheduling strategy;

[0047] Figure 6This is a schematic diagram of the cost comparison of total flight time;

[0048] Figure 7 This is a schematic diagram of the maximum flight time cost comparison;

[0049] Figure 8 This is one of the cruising time diagrams;

[0050] Fig. 9 This is the second diagram of cruising time;

[0051] Fig.10 This is the third diagram of cruising time;

[0052] Fig.11 This is one of the flight time diagrams;

[0053] Fig.12 This is the second schematic diagram of flight time;

[0054] Fig.13 This is the third schematic diagram of flight time;

[0055] Fig.14 It is a structural schematic diagram of an embodiment of a vertical take-off and landing airport dispatching system of the present invention;

[0056] Fig.15 The figure is a schematic structural diagram of an embodiment of an electronic device of the present invention. DETAILED DESCRIPTION

[0057] Exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments set forth herein.

[0058] Figure 1 FIG. 1 is a flow chart showing an embodiment of a method for scheduling a vertical take-off and landing airport provided by the present invention, and the method is executed by a controller. Figure 1 As shown, the following steps are included:

[0059] S1. Obtaining status information of each aircraft associated with a vertical take-off and landing airport within a preset time period. In S1:

[0060] 1) The preset time period refers to the time range considered when scheduling a vertical take-off and landing airport, which is used to collect and analyze aircraft status information, and to formulate and evaluate scheduling strategies. The length of the preset time period can be selected according to actual conditions and is not limited here.

[0061] 2) Status information refers to the current status data of each aircraft associated with the vertical take-off and landing airport, including but not limited to aircraft type, current power, route type, and mission priority. Status information is the basis for formulating scheduling strategies and directly affects the rationality and effectiveness of strategies. By analyzing status information, airport resources, such as parking spaces and charging facilities, can be reasonably allocated to improve resource utilization. At the same time, by monitoring changes in status information, potential flight risks can be predicted and timely measures can be taken to avoid accidents.

[0062] Specifically, the controller obtains status information of each aircraft associated with the vertical take-off and landing airport within a preset time period.

[0063] S2. Based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, determine at least one scheduling strategy for the vertical take-off and landing airport, and perform scheduling according to the optimal scheduling strategy. In S2:

[0064] 1) The overall structure refers to the layout of the vertical take-off and landing airport, the configuration of facilities, and the spatial and temporal arrangements for aircraft take-off, landing, and parking. The scheduling strategy needs to adapt to the overall structure of the vertical take-off and landing airport to ensure that aircraft can take off, land, and park safely and efficiently. At the same time, according to the overall structure of the airport, resources such as parking spaces, runways, and charging facilities can be reasonably planned to improve the operating efficiency of the airport.

[0065] 2) Scheduling strategy refers to the plans and programs formulated to guide aircraft take-off, landing, parking and other activities based on the overall structure of the vertical take-off and landing airport, the status information of the associated aircraft and other relevant factors. Through a reasonable scheduling strategy, airport resources can be maximized and operational efficiency can be improved.

[0066] Specifically, the controller further determines at least one scheduling strategy for the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, and performs scheduling according to the optimal scheduling strategy.

[0067] The technical solution of this embodiment can optimize the scheduling process more comprehensively, effectively alleviate urban air traffic congestion, reduce flight delay costs, and improve the overall operational efficiency of vertical take-off and landing airports.

[0068] In an optional manner, the status information includes: aircraft type, current power level of the aircraft, route type, and mission priority.

[0069] It should be noted that aircraft type refers to the model or category of the aircraft performing the mission. Different types of aircraft have different performance parameters, such as cruising speed, oblique flight ascent speed or oblique flight descent speed, vertical descent speed, cruise braking acceleration, and vertical climb acceleration or vertical descent acceleration. The above performance parameters will directly affect the performance and efficiency of the aircraft when performing scheduling tasks.

[0070] The current power of the aircraft reflects the remaining energy reserve of the aircraft before executing the mission. For electric vertical take-off and landing aircraft, power is an important indicator to measure the endurance of the aircraft. The controller needs to monitor and consider the power status of the aircraft in real time to ensure the rationality and safety of task allocation. For example, for aircraft with low power, the scheduling system will give priority to tasks with shorter distances and lower energy consumption to avoid safety issues such as mission failure or aircraft crash due to power exhaustion.

[0071] Route type refers to the flight route or path that an aircraft needs to follow when performing a mission. It includes but is not limited to public routes and emergency routes. Each route type has specific parameters such as route altitude, route center coordinates, positioning point coordinates, and landing point coordinates. The dispatch system needs to select the best route type for the aircraft based on factors such as the urgency of the mission, the performance parameters of the aircraft, and the congestion of the route to ensure efficient execution of the mission.

[0072] Task priority reflects the differences in urgency and importance between different tasks. In the controller, task priority is set based on factors such as task urgency, task type, and task source. For tasks with higher priority, the scheduling system needs to prioritize resources and ensure smooth execution of the tasks; for tasks with lower priority, it can be flexibly adjusted or postponed if resources allow.

[0073] In an optional manner, the step of determining at least one scheduling strategy for the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft includes:

[0074] At least one scheduling strategy of the vertical take-off and landing airport is determined by using a multi-objective genetic algorithm and based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft.

[0075] It should be noted that in the scheduling process of the vertical take-off and landing airport, a multi-objective genetic algorithm is used to optimize the scheduling strategy. The above method can not only consider the overall structure of the vertical take-off and landing airport, such as the layout and capacity limitations of key facilities such as runways, aprons, and charging stations, but also fully combine the real-time status information of each aircraft, such as type, current power, route type, and mission priority.

[0076] The multi-objective genetic algorithm searches for the optimal solution or approximate optimal solution in the solution space by simulating natural selection and genetic mechanisms. In the formulation of scheduling strategies, the scheduling objectives (such as minimizing total flight time, minimizing maximum flight time, maximizing airport resource utilization, etc.) can be used as the algorithm's fitness function. Then, genetic operations (such as selection, crossover, and mutation) are used to continuously iterate and optimize the individuals in the population (i.e., scheduling strategies).

[0077] Furthermore, each individual represents a possible scheduling strategy, and each individual specifies the specific time and order of takeoff, landing, charging, etc. for each aircraft. During the algorithm iteration process, the fitness function is used to evaluate the pros and cons of each individual, and excellent individuals are selected for genetic operations to generate new individuals. Therefore, after multiple iterations, a set of excellent scheduling strategies can be obtained, which can better balance various scheduling goals and meet the actual needs of vertical take-off and landing airports.

[0078] Specifically, the controller further utilizes a multi-objective genetic algorithm and determines at least one scheduling strategy for the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft.

[0079] It should be noted that the optimization scheduling strategy can also adopt at least one of a simulated annealing algorithm, a particle swarm algorithm, an ant colony algorithm, an artificial immune algorithm and a firefly algorithm.

[0080] In an optional manner, the vertical take-off and landing airport scheduling method further includes:

[0081] Simulate each scheduling strategy separately to obtain the simulation result of each scheduling strategy;

[0082] The scheduling strategy whose simulation results meet the preset conditions is determined as the optimal scheduling strategy; wherein the preset conditions are minimizing the total flight time and minimizing the maximum flight time.

[0083] It should be noted that, first, each scheduling strategy needs to be simulated separately. This allows the effects of different scheduling strategies to be predicted and evaluated by simulation before actual application. Then, the scheduling strategy whose simulation results meet the preset conditions is determined as the optimal scheduling strategy.

[0084] The simulations were conducted for different scheduling strategies for the number of eVTOLs, including the realistic multi-type eVTOL hybrid operation scheduling strategy (RMHO) and the first come first serve (FCFS). The above two strategies can obtain specific flight time data in the simulation. For example, under different numbers of eVTOLs (20, 25, 30), the "realistic multi-type eVTOL hybrid operation scheduling strategy (RMHO)" has significantly improved the total flight time compared with the "first come first serve (FCFS)" strategy (the increase ratios are 4.76%, 15.55%, and 18.19% respectively). At the same time, the preset conditions are to minimize the total flight time and minimize the maximum flight time. That is, from all the simulation results, select the scheduling strategy that can both minimize the total flight time of all eVTOLs and ensure that no single eVTOL has a too long flight time (that is, minimize the maximum flight time to ensure fairness and efficiency).

[0085] Furthermore, different scheduling strategies and corresponding parameters (such as the number of eVTOLs, route altitude, route center coordinates, positioning point coordinates, and landing point coordinates) were input using Matlab, and then the simulation was run to obtain the results.

[0086] Specifically, the controller further determines the scheduling strategy whose simulation results meet preset conditions as the optimal scheduling strategy; wherein the preset conditions are minimizing the total flight time and minimizing the maximum flight time.

[0087] In this embodiment, the first-come-first-served scheduling strategy gives eVTOL landing priority based on the estimated arrival time (ETA) of the eVTOL aircraft. The scheduling strategy based on the mixed operation of multiple types of eVTOLs in reality takes into account the eVTOL priority, eVTOL aircraft model and multiple optimization goals.

[0088] On the overall structure of the vertical take-off and landing airport:

[0089] A vertical take-off and landing airport includes public routes for approach and departure, emergency public routes, vertical take-off and landing points, and parking areas. The characteristics of a vertical take-off and landing airport are summarized as follows:

[0090] 1) The terminal area consists of multiple arrival and departure public route rings and emergency public route rings, which are used for normal operation and emergency situations respectively. Flights in emergency situations can operate on the emergency public route ring to improve the operating efficiency of emergency routes and reduce the impact on other normal flight operations.

[0091] 2) The radial structure can improve the capacity, operation efficiency and utilization of airspace resources in the terminal area. The "cone frustum" shape is more suitable for eVTOL operations.

[0092] 3) Due to the competition for time and space resources (such as public routes and intersections), there is competition among vertical take-off and landing aircraft for the same landing and take-off point.

[0093] 4) There are two main types of vertical take-off and landing airports: ground vertical take-off and landing airports and rooftop vertical take-off and landing airports. The ground layout of vertical take-off and landing airports in different locations is different. The main difference is that the ground vertical take-off and landing airport includes a parking area.

[0094] The terminal area includes approach and departure public routes, waiting public routes, emergency public routes, entry and departure positioning points, and vertical take-off and landing points. Each vertical take-off and landing point corresponds to an entry and departure positioning point, which is used to switch the eVTOL flight mode between the oblique flight climb / descent phase and the vertical take-off and landing phase.

[0095] In this embodiment, the waiting area in the terminal area is combined with the public routes for approach and departure. When the eVTOL aircraft is waiting in the public routes, it is also in the process of approaching, thereby achieving the purpose of improving the efficiency of approach and departure. The waiting and approach and departure public routes and the emergency public routes are multi-ring structures. Different public routes form different ring layers, which are concentric circles with different radii and heights. Figure 2 As shown in the figure, concentric circles are designed as emergency public routes outside the public routes for approach and departure to ensure that the eVTOL aircraft can land safely and first in emergency missions or when a failure occurs. At the same time, the emergency public routes outside the public routes for approach and departure can ensure that the eVTOL aircraft is less disturbed by other eVTOL aircraft on the flight route and complete the approach process as quickly as possible.

[0096] It should be noted that the operation of the terminal area is mainly divided into two situations: 1) the operation process that does not require ground scheduling; 2) the operation process that requires ground scheduling.

[0097] In this embodiment, only the operation process that does not require ground scheduling is considered: the eVTOL aircraft enters the approach public route from the cruising public route, then flies into the approach and departure positioning point to land, and after the passengers get off the plane, the eVTOL aircraft flies into the approach and departure positioning point, then flies into the departure public route and leaves the terminal area. Among them, there is no problem of power for the eVTOL landing in a high-rise building, and the eVTOL that needs to be charged can only land at the ground vertical take-off and landing field and taxi to the parking field. The ground vertical take-off and landing field allows direct take-off after landing, and also allows taxiing to the parking point after landing for charging, maintenance and other services.

[0098] In establishing the scheduling model:

[0099] During terminal approach, minimize the maximum flight time ( ) indicates minimizing the maximum total flight time of incoming eVTOL aircraft in the terminal area of ​​the vertical take-off and landing airport, and realizing fair scheduling of aircraft of various eVTOL carrier operators; minimum delay time ( ) indicates minimizing the overall or average delay of the incoming eVTOL aircraft set, reflecting the operational efficiency of the UAM control system and meeting the public's demand for punctual travel; minimizing flight time ( ) indicates that the total operating time of the incoming eVTOL aircraft in the terminal area is minimized, and minimizing the flight time reflects the overall operating efficiency of the eVTOL aircraft. The flight time of the eVTOL aircraft on the approach and departure routes represents the delay time, and the time from the approach and departure public routes to the approach and departure positioning points is constant. Minimizing the total delay and minimizing the total flight time can be reduced to one goal, that is, the ultimate goal is to minimize the total flight time (Min ) and minimize the maximum flight time (Min( )).

[0100] The relevant parameter expressions for the flight time of each eVTOL aircraft are:

[0101]

[0102] in, It is an eVTOL aircraft From public routes of arrival and departure Enter the entry and exit positioning point time, It is an eVTOL aircraft Enter the terminal area time, It is an eVTOL aircraft The time taken to descend obliquely from the common route of arrival and departure to the merging point, It is an eVTOL aircraft Optimize landing time. It is calculated by taking into account the ETA, which is a function of departure distance and ground speed, and the possible waiting time due to the actual landing sequence. In the scheduling strategy, not only the ETA calculated by the remaining distance to the destination for each aircraft is considered, but also the estimated landing time delayed due to the landing sequence.

[0103] ; It is the take-off or landing time of the scheduled flight sequence. For flights and flights The minimum time interval between is the limit range of the order transformation. The constraints in the scheduling process are as follows:

[0104] (1) Flight time constraints

[0105] Flight time constraints for aircraft on public routes of arrival and departure:

[0106]

[0107] Landing time constraints:

[0108]

[0109] Arrival aircraft delay time:

[0110]

[0111]

[0112] Arriving aircraft delay constraints:

[0113]

[0114] in, It is an eVTOL aircraft Earliest landing time, It is an eVTOL aircraft Latest landing time, It is an eVTOL aircraft Estimated time of landing, It is an eVTOL aircraft Optimize landing time, It is an eVTOL aircraft Delay time

[0115] (2) Safety interval constraints

[0116] eVTOL aircraft The horizontal spacing constraints are:

[0117]

[0118]

[0119] eVTOL aircraft The vertical spacing constraints are:

[0120]

[0121]

[0122] Only wake turbulence separation needs to be considered on public routes for approach and departure, while two factors (wake turbulence separation and vertical separation) need to be considered at approach and departure positioning points. During the descent, only vertical separation needs to be considered.

[0123]

[0124] The public routes in the terminal area mainly include entry and departure public routes and emergency public routes. eVTOLs with battery power less than 10% or performing emergency and special missions (business jets) will automatically enter the emergency public routes. Emergency public routes have scheduling priority over ordinary public routes.

[0125]

[0126] During the terminal area scheduling process, landing has a higher priority than departure in the operation mode.

[0127]

[0128] The eVTOL aircraft dispatch priority is calculated as follows:

[0129]

[0130]

[0131]

[0132] Table 1 (eVTOL aircraft scheduling priority table):

[0133]

[0134] For flights The priority of is the maximum value in the priority table. The same time has different importance of flights, and the flight delay cost is Different from this, the study introduces delay cost into the scheduling strategy, and the objective function is updated as follows:

[0135]

[0136]

[0137] Figure 3 The solution idea of ​​the genetic algorithm is shown. In solving the terminal area scheduling problem using a multi-objective genetic algorithm, this embodiment improves the solution algorithm:

[0138] In the urban scenario, this embodiment assumes that each vertical take-off and landing field has three vertical take-off and landing points, and each vertical take-off and landing point in the vertical take-off and landing field can only take off or land one eVTOL aircraft. The genetic algorithm can solve any terminal area flight data and is used to solve the terminal area scheduling problem to achieve the goal of minimum cost and maximum efficiency. Figure 4 The process framework of the genetic algorithm for solving the RMHO scheduling strategy is shown. The scheduling strategy of this embodiment can comprehensively consider the needs of multiple parties and select the scheduling sequence with the lowest total system cost according to the urgency of the public routes for arrival and departure and the mission type of the eVTOL aircraft, so as to improve the overall efficiency of the terminal area. Figure 5 The process framework of the genetic algorithm to solve the FCFS scheduling strategy is shown. The FCFS scheduling strategy lands in the order of eVTOLs entering the terminal area. However, since the scheduling problem in the terminal area is too complicated and the genetic algorithm solution process takes too long, it is necessary to make improvements on this basis. The difficulties include: ① To calculate the distance between every two eVTOL aircraft in the terminal area during the entire approach process, it is necessary to ensure that the safety cabins of the two eVTOL aircraft will not overlap. The calculation process needs to be continuously looped, which brings a huge amount of calculation. ② There are more than one positioning points in the terminal area. This process not only requires selecting the most suitable idle positioning point, but also requires ensuring that each eVTOL aircraft will not overlap with the safety cabin of other eVTOL aircraft during the process of flying to the approach and departure positioning points. ③ Each type of eVTOL aircraft in the terminal area has a different speed. The dynamic changes in the position of the eVTOL aircraft need to be considered in the process of calculating the safety distance. ④ There are a large number of eVTOL aircraft in the terminal area, but the terminal area routes are relatively limited, which brings a huge workload to the calculation of the waiting time and collision calculation of the eVTOL aircraft. Therefore, improvements have been made in solving the objective function and finding the positioning points.

[0139] In terms of target solution, when faced with complex constrained optimization problems, converting them into unconstrained optimization problems is a solution method. However, the above conversion requires certain prerequisites. While ensuring that the constraints of the constrained optimization problem are not destroyed, it can be converted into the same optimal solution as the constrained optimization problem. The result of solving the converted unconstrained optimization problem is an indirect solution to the constrained optimization problem. The above method is the penalty function method, and the conversion process expression is as follows:

[0140]

[0141] The penalty function generally follows the following formula during the iteration process:

[0142]

[0143] The expression of the objective function is as follows:

[0144]

[0145] The expression of the limiting property of the penalty term is as follows:

[0146] =0

[0147] in, is the penalty parameter, To constrain the target, is the number of iterations, is the objective function. As the number of iterations increases, and The difference between them becomes smaller and smaller until they are equal. At this point, the optimal solution to the unconstrained optimization problem is also the optimal solution to the constrained optimization problem.

[0148] In this embodiment, a greedy algorithm is used to find the local optimal solution of the terminal area entry and departure positioning points to solve the problem of relatively small amount of calculation in the positioning point selection process. At the same time, in order to overcome the limitation that the greedy algorithm may fall into the local optimum, the constraint condition of the balance of positioning point selection is added, and a relatively optimal entry and departure positioning point configuration scheme is solved through an iterative process.

[0149] In the scheduling strategy simulation:

[0150] In order to compare the advantages and disadvantages of scheduling strategies, this embodiment generates a virtual flight data set for the terminal area scheduling problem. The data set is set to half an hour as an experimental group. The terminal area inputs eVTOL aircraft of different numbers, models, and mission types for simulation experiments to compare the advantages and disadvantages of the FCFS strategy and the RMHO strategy. The number of eVTOL aircraft entering the terminal area within half an hour in each group of virtual data settings is 10, 15, 20, 25, and 30 respectively. The following details are added during the simulation process:

[0151] ① The simulation experiment does not consider the scheduling between ground vertical take-off and landing points. The eVTOL aircraft lands directly at the landing point, without considering the problem of taxiing to the parking airport to queue up and choose a parking space after landing.

[0152] ②The eVTOL aircraft is not charged or maintained in the Vertiport, and only passengers are boarded and disembarked. The total time for boarding and disembarking is 3 minutes, that is, the ground time interval is 3 minutes. If the eVTOL needs charging, maintenance and other services, the eVTOL aircraft will taxi directly to the parking area.

[0153] ③ Assuming that the flight conditions are ideal, the impact of wind speed and bad weather conditions is not considered

[0154] ④ Since the vertical climbing and landing speed of the eVTOL aircraft is low and the deceleration time is short, the time delay caused by braking is ignored, and the time required for each stage in the simulation process is calculated according to the set speed.

[0155] ⑤ Communication time delay is not considered, including the eVTOL aircraft receiving intersection traffic lights and communicating with the UAM control system.

[0156] This embodiment selects three different application scenarios and different models of eVTOL aircraft A, B, and C commonly used on the market for simulation experiments. The relevant parameters used for simulation are shown in Table 2.

[0157] Table 2:

[0158]

[0159] When calculating the parameters related to the eVTOL aircraft safety cabin:

[0160] In this embodiment, the width of the vertical buffer zone and protection zone is set to 5m respectively, and the braking reaction time is 0.5s. The width of the horizontal buffer zone and protection zone is 1m, the rotor radius of aircraft B is 25.5cm, and the vertical and horizontal wingspan is 353.4cm. The rotor radius of aircraft A is selected to be 3m according to the width of the fuselage. The safety distances of various types of eVTOL aircraft safety cabins in various directions are shown in Table 3.

[0161] Table 3:

[0162]

[0163] The following aspects are mainly considered in the design of approach and departure routes. ① The low-altitude airspace environment in cities is relatively complex, and negative constraints in cities should be avoided as much as possible. ② The vertical landing height should be moderate. Considering the energy problem, the energy consumption in the vertical climb phase is greater than that in the cruising phase. If the vertical landing height is too high, the energy consumption is large. If the vertical landing height is too low, the available airspace is limited. ③ The radius of the public approach and departure routes should be moderate. Considering the energy and terminal area capacity issues, the radius of the public approach and departure routes is too large, the energy consumption is large, and there are few airspaces suitable for terminal area takeoff and landing in the city; the radius of the public approach and departure routes is too small, and the terminal area capacity is insufficient to support the operation of UAM, which cannot meet the requirements of large-scale operation. ④ Comprehensively consider the characteristics of different types of aircraft. As a fixed-wing eVTOL aircraft, the maximum roll angle of Zongheng CW-15 generally does not exceed 20°, and the pitch angle generally does not exceed 10°. If it exceeds 15°, it will stall. Therefore, the radius of the public route for approach and departure should ensure that the angle α between the public route and the horizontal plane during the oblique flight and landing phase is less than 0.2. The size and position of the approach and departure routes are shown in Table 4. For the power of the eVTOL aircraft, this embodiment is uniformly set to allow flight for 30 minutes, γ=0.98, =0.000556, when the power level is lower than 0, the power off alarm is triggered.

[0164] Table 4:

[0165]

[0166] Comparison of the cost between the RMHO scheduling strategy and the FCFS scheduling strategy:

[0167] This embodiment sets five groups of simulation data for simulation experiments of RMHO scheduling strategy and FCFS scheduling strategy. Each group of simulation data is run 10 times to calculate the cost required for the vertical take-off and landing airport to complete the landing of all eVTOL aircraft. The experiment takes the group with the best results. The simulation results are shown in Tables 5 and 6. Table 5 is the simulation results of the RMHO strategy cost, and Table 6 is the simulation results of the FCFS scheduling strategy cost. Among them, the objective function F1 is the flight time cost of the vertical take-off and landing airport to complete the landing, and the objective function F2 is the maximum flight time for the vertical take-off and landing airport to complete the landing.

[0168] Furthermore, this embodiment plots the experimental results into a line graph, such as Figure 6 and Figure 7As shown. It can be seen that for the two objective functions of minimizing the total cost within the system and minimizing the maximum operating time, the results show a similar trend, which increases with the increase in the number of eVTOL aircraft. However, when there are less than 20 eVTOL aircraft in the terminal area, the two objective functions of minimizing the total cost within the system and minimizing the maximum operating time have similar costs in the RMHO scheduling strategy (also called the optimization strategy) and the FCFS scheduling strategy. Therefore, within 30 minutes, when the number of eVTOL aircraft arriving at the terminal area is small, both strategies can give a scheduling order with better results. This reflects that when the number of eVTOL aircraft is small, it is a better strategy for the aircraft that arrives at the terminal area first to land first. In the above case, the use of the FCFS scheduling strategy can ensure that the eVTOL aircraft will not increase the approach time in the terminal area due to other aircraft, thereby improving the operating efficiency of the terminal area.

[0169] Table 5:

[0170]

[0171] Table 6:

[0172]

[0173] When the number of eVTOL aircraft arriving at the terminal area within 30 minutes exceeds 20, the cost of the two objective functions of minimizing the total cost in the system and minimizing the maximum operating time begins to differ between the optimization scheduling strategy and the first-come-first-served scheduling strategy, and increases with the increase in the number of eVTOL aircraft. Therefore, the multi-type eVTOL mixed operation scheduling strategy based on reality in this embodiment is more advantageous than the first-come-first-served scheduling strategy in the operation scenario with a large number of eVTOL aircraft in the terminal area. The above results are because the scheduling strategy proposed in this embodiment is based on the actual operation scenario. In the actual operation process, the eVTOL aircraft in the terminal area will show different priority levels in the terminal area control system due to different factors such as mission type, aircraft type, and power level. For example, to ensure safety, eVTOL aircraft with lower power can be considered for landing first, and eVTOL aircraft for emergency missions can be considered for take-off first. In summary, in order to adapt to the future large-scale operation scenarios of UAM, the RMHO scheduling strategy has advantages.

[0174] Comparison of cruising time between RMHO scheduling strategy and FCFS scheduling strategy:

[0175] This embodiment compares the cruising time of the RMHO scheduling strategy and the FCFS scheduling strategy under simulation experiments with different numbers of eVTOL aircraft, in order to better evaluate the advantages of the scheduling strategy when the number of eVTOL aircraft is large. Since the scheduling strategy will be more advantageous when the number of eVTOL aircraft exceeds 20, this embodiment sets three groups of simulation data with the number of eVTOL aircraft being 20, 25, and 30, respectively, for simulation experiments on the RMHO scheduling strategy and the FCFS scheduling strategy. This embodiment runs each group of simulation data 10 times, and takes the result with the best running effect. The simulation results of the mean cruising time of the RMHO scheduling strategy and the FCFS scheduling strategy for different numbers of eVOL aircraft are shown in Table 7.

[0176] Table 7:

[0177]

[0178] The first two rows in Table 7 show the average values ​​of all eVTOL aircraft under different strategies with different numbers of eVTOL aircraft, and the third row shows the proportion of the average cruising time reduced by the RMHO scheduling strategy and the FCFS scheduling strategy to the average cruising time of the first-come, first-served basis. It can be seen that in simulation experiments with relatively close total costs for the two scheduling strategies, the cruising times are also relatively close, and in experiments with large differences in total costs, the cruising times are also quite different. Furthermore, this embodiment plots the experimental results in a bar graph and shows the difference between the average cruising times of the two scheduling strategies when the number of eVTOL aircraft is different, as shown in Figure 7. Figure 8 , Fig. 9 , Fig.10 As shown, Figure 8 Schematic diagram of the cruising time of RMHO scheduling strategy and FCFS scheduling strategy for 20 eVTOL aircraft; Fig. 9 Schematic diagram of the cruising time of RMHO scheduling strategy and FCFS scheduling strategy for 25 eVTOL aircraft; Fig.10 The following is a schematic diagram of the cruising time of RMHO and FCFS scheduling strategies for 30 eVTOL aircraft. It can be seen that in the scheduling of a single eVTOL aircraft, the two scheduling strategies have no similarity in scheduling the same eVTOL aircraft, and are holistic scheduling based on the system optimal principle.

[0179] Comparison of flight time between RMHO scheduling strategy and FCFS scheduling strategy:

[0180] This embodiment compares the flight time of the RMHO scheduling strategy and the FCFS scheduling strategy under simulation experiments with different numbers of eVTOL aircraft, in order to better evaluate the advantages of the scheduling strategy when the number of eVTOL aircraft is large. Since the scheduling strategy will be more advantageous when the number of eVTOL aircraft exceeds 20, this embodiment sets three groups of simulation data with the number of eVTOL aircraft being 20, 25, and 30, respectively, for simulation experiments on the RMHO scheduling strategy and the FCFS scheduling strategy. This embodiment runs each group of simulation data 10 times, and takes the result with the best running effect. The simulation results of the mean flight time of the RMHO scheduling strategy and the FCFS scheduling strategy for different numbers of eVOL aircraft are shown in Table 8.

[0181] Table 8:

[0182]

[0183] The first two rows in Table 8 show the mean flight time of all eVTOL aircraft under different strategies with different numbers of eVTOL aircraft, and the third row shows the proportion of the average flight time reduced by the RMHO scheduling strategy and the FCFS scheduling strategy to the first-come, first-served average flight time. It can be seen that the flight time of the two scheduling strategies is relatively close in simulation experiments with similar total costs, and the flight time is also quite different in experiments with large differences in total costs.

[0184] Furthermore, this embodiment plots the experimental results into a bar graph and shows the difference between the mean flight time of the two scheduling strategies when the number of eVTOL aircraft is different, such as Fig.11 , Fig.12 Fig.13 As shown, Fig.11 Schematic diagram of flight time for RMHO scheduling strategy and FCFS scheduling strategy for 20 eVTOL aircraft; Fig.12 Schematic diagram of flight time for RMHO scheduling strategy and FCFS scheduling strategy for 25 eVTOL aircraft; Fig.13 The following is a schematic diagram of the flight time of RMHO and FCFS scheduling strategies for 30 eVTOL aircraft. It can be seen that in the scheduling of a single eVTOL aircraft, the two scheduling strategies have no similarity in scheduling the same eVTOL aircraft, and the time difference is large and irregular. It is an overall scheduling based on the system optimal principle.

[0185] By comparing the differences in the total system cost, mean cruise time, and mean flight time under different numbers, it can be found that the total cost of the terminal area scheduling system shows an upward trend with the increase of eVTOL aircraft. The mean cruise time and mean flight time of each group of experiments also show the same growth trend as the total cost. This finding shows that the total cost of terminal area scheduling increases with the increase of eVTOL aircraft, and the mean cruise time and mean flight time of each group of experiments are also consistent with this trend. This shows that the RMHO scheduling strategy can better complete the scheduling process when facing large-scale and high-traffic UAM operation scenarios compared to the FCFS scheduling strategy, so that eVTOL aircraft can take off / land as soon as possible while ensuring the airport's traffic capacity. In further experiments, when the number of eVTOL aircraft is 30, the FCFS scheduling strategy needs to exceed 3,000 population sizes and iterations to obtain operation results, which takes a lot of time. When the number of eVTOL aircraft exceeds 30, it is difficult to obtain results, so it can be inferred that the capacity boundary of the vertical take-off and landing airport is about 30. Similarly, during the simulation experiment, when the RMHO scheduling strategy is applied to the vertical take-off and landing airport, the capacity boundary is about 40.

[0186] Fig.14 FIG. 2 is a schematic diagram showing a structure of an embodiment of a vertical take-off and landing airport dispatching system 200 provided by the present invention. Fig.14 As shown, the system 200 includes: an acquisition module 210 and a scheduling module 220 .

[0187] The acquisition module 210 is used to: acquire the status information of each aircraft associated with the vertical take-off and landing airport within a preset time period;

[0188] The scheduling module 220 is used to determine at least one scheduling strategy for the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, and perform scheduling according to the optimal scheduling strategy.

[0189] In an optional manner, the status information includes: aircraft type, current power level of the aircraft, route type, and mission priority.

[0190] In an optional manner, the scheduling module is specifically used to:

[0191] At least one scheduling strategy of the vertical take-off and landing airport is determined by using a multi-objective genetic algorithm and based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft.

[0192] In an optional manner, the vertical take-off and landing airport scheduling system further includes: a simulation module; the simulation module is used to:

[0193] Simulate each scheduling strategy separately to obtain the simulation result of each scheduling strategy;

[0194] The scheduling strategy whose simulation results meet the preset conditions is determined as the optimal scheduling strategy; wherein the preset conditions are minimizing the total flight time and minimizing the maximum flight time.

[0195] The technical solution of this embodiment can optimize the scheduling process more comprehensively, effectively alleviate urban air traffic congestion, reduce flight delay costs, and improve the overall operational efficiency of vertical take-off and landing airports.

[0196] The above-mentioned parameters and steps for each module to implement corresponding functions in the vertical take-off and landing airport scheduling system 200 of this embodiment can refer to the parameters and steps in the embodiment of the vertical take-off and landing airport scheduling method above, and will not be repeated here.

[0197] like Fig.15 As shown, an electronic device 300 according to an embodiment of the present invention includes a processor 320, the processor 320 is coupled to a memory 310, and the memory 310 stores at least one computer program 330, and the at least one computer program 330 is loaded and executed by the processor 320, so that the electronic device 300 implements any of the above-mentioned vertical take-off and landing airport scheduling methods, specifically:

[0198] The electronic device 300 may have relatively large differences due to different configurations or performances, and may include one or more processors 320 (Central Processing Units, CPU) and one or more memories 310, wherein the one or more memories 310 store at least one computer program 330, and the at least one computer program 330 is loaded and executed by the one or more processors 320, so that the electronic device 300 implements any of the vertical take-off and landing airport scheduling methods provided in the above embodiments. Of course, the electronic device 300 may also have components such as a wired or wireless network interface, a keyboard, and an input and output interface for input and output, and the electronic device 300 may also include other components for implementing device functions, which will not be repeated here.

[0199] A computer-readable storage medium according to an embodiment of the present invention stores at least one computer program, and the at least one computer program is loaded and executed by a processor so that a computer implements any of the above-mentioned vertical take-off and landing airport scheduling methods.

[0200] Optionally, the computer readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, etc.

[0201] In an exemplary embodiment, a computer program product or a computer program is also provided, the computer program product or the computer program comprising computer instructions, the computer instructions being stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the electronic device executes any of the above-mentioned vertical take-off and landing airport scheduling methods.

[0202] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application are used to distinguish similar objects and represent the definition of a specific order or sequence. The order of use of similar objects can be interchanged where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than the order shown or described.

[0203] Those skilled in the art know that the present invention can be implemented as a system, method or computer program product. Therefore, the present disclosure can be specifically implemented in the following forms, namely: it can be complete hardware, complete software (including firmware, resident software, microcode, etc.), or a combination of hardware and software. This embodiment is generally referred to as a "circuit", "module" or "system". In addition, in some embodiments, the present invention can also be implemented in the form of a computer program product in one or more computer-readable media, and the computer-readable medium contains computer-readable program code.

[0204] Any combination of one or more computer-readable media may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device, or device.

[0205] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A vertical take-off and landing airport scheduling method, characterized in that: include: Obtain status information of each aircraft associated with a vertical take-off and landing airport within a preset time period; Determine at least one scheduling strategy for the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, and perform scheduling according to the optimal scheduling strategy; The status information includes: aircraft type, current aircraft power, route type, and mission priority; The step of determining at least one scheduling strategy of the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft comprises: Determine at least one scheduling strategy for the vertical take-off and landing airport using a multi-objective genetic algorithm and based on the overall structure of the vertical take-off and landing airport and status information of each associated aircraft; Also includes: Simulate each scheduling strategy separately to obtain the simulation result of each scheduling strategy; The scheduling strategy whose simulation results meet preset conditions is determined as the optimal scheduling strategy; wherein the preset conditions are minimizing the total flight time and minimizing the maximum flight time.

2. A vertical take-off and landing airport dispatching system, characterized in that: include: Acquisition module and scheduling module; The acquisition module is used to: acquire the status information of each aircraft associated with the vertical take-off and landing airport within a preset time period; The scheduling module is used to: determine at least one scheduling strategy of the vertical take-off and landing airport based on the overall structure of the vertical take-off and landing airport and the status information of each associated aircraft, and perform scheduling according to the optimal scheduling strategy; The status information includes: aircraft type, current aircraft power, route type, and mission priority; The scheduling module is specifically used for: Determine at least one scheduling strategy for the vertical take-off and landing airport using a multi-objective genetic algorithm and based on the overall structure of the vertical take-off and landing airport and status information of each associated aircraft; Also includes: a simulation module; the simulation module is used to: Simulate each scheduling strategy separately to obtain the simulation results of each scheduling strategy; The scheduling strategy whose simulation results meet preset conditions is determined as the optimal scheduling strategy; wherein the preset conditions are minimizing the total flight time and minimizing the maximum flight time.

3. An electronic device, characterized in that: The electronic device includes a processor, the processor is coupled to a memory, the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor so that the electronic device implements the vertical take-off and landing airport scheduling method as described in claim 1.

4. A computer-readable storage medium, characterized in that: At least one computer program is stored in the computer-readable storage medium, and the at least one computer program is loaded and executed by the processor so that the computer-readable storage medium implements the vertical take-off and landing airport scheduling method as described in claim 1.

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