Aircraft landing scheduling method suitable for low-altitude economy

Abstract

The invention discloses an aircraft landing scheduling method suitable for low-altitude economy, and relates to the technical field of aircraft scheduling, and the method comprises the steps: enabling aircrafts to enter a landing scene, and enabling all aircrafts to receive and exchange data information with one another; when one aircraft meets the scheduling decision condition, a landing scheduling decision is made; all the aircrafts receive and confirm the scheduling decision result, and enter a landing program starting point; receiving new aircraft information by the aircraft which has completed the scheduling decision, and performing a new landing scheduling decision; the aircrafts completing the scheduling decision enter the range of executing the landing program and continue to execute the original scheduling result; and all the aircrafts enter a landing program after receiving the new scheduling result. According to the method, the landing sequence, time and path arrangement of the aircraft in the low-altitude airspace can be effectively optimized through an accurate scheduling decision and real-time dynamic adjustment, the landing efficiency of the aircraft is improved, and the safety and the utilization rate of the airspace are ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft scheduling, and in particular to an aircraft landing scheduling method suitable for low-altitude economy. Background Art

[0002] As the low-altitude economy continues to develop, the number of aircraft in the low-altitude economy will gradually increase, and the landing pressure on airports will gradually increase. A large number of aircraft will land at airports, far exceeding the landing frequency of current civil aviation airports. This will pose a huge challenge to the aviation safety of airports. In addition, traditional landing procedures require air traffic control to sort and control the landing of aircraft, and the landing efficiency is very low. If the number of aircraft is large, the waiting time for landing will be too long, which the aircraft cannot bear. However, if the efficiency of airport landing is not increased, the development of the size of aircraft in the low-altitude economy will be restricted. The present invention is a way to solve the efficiency of aircraft landing scheduling, which can improve the efficiency and safety of multiple aircraft landing at the same airport.

[0003] At present, the landing procedure of the airport is basically carried out on a first-come, first-landed basis. Aircraft request to enter the airport in the order of approach procedures. The airport air traffic control arranges the aircraft to enter the approach procedure one by one, and then completes the landing. Other aircraft wait for the landing aircraft to complete the landing before landing. This poses a challenge to the aircraft's endurance. However, the endurance of low-altitude aircraft is not as good as that of civil airliners, which restricts the number of aircraft and affects the development of the low-altitude economy. Summary of the invention

[0004] In order to solve the above technical problems, a method for aircraft landing scheduling suitable for low-altitude economy is provided. This technical solution solves the above problems.

[0005] In order to achieve the above purpose, the technical solution adopted by the present invention is:

[0006] An aircraft landing scheduling method applicable to low-altitude economy, comprising:

[0007] The aircraft enters the landing scene, and all aircraft receive and exchange data information with each other;

[0008] The scheduling decision of the aircraft is judged based on the scheduling algorithm. When one of the aircraft meets the scheduling decision conditions, a landing scheduling decision is made, and other aircraft are locked and wait for the scheduling decision result;

[0009] All aircraft receive and confirm the dispatch decision results and enter the starting point of the landing procedure;

[0010] When a newly added aircraft enters the landing scene, the aircraft that has completed the scheduling decision receives the new aircraft information and makes a new landing scheduling decision;

[0011] Aircraft that have completed the scheduling decision enter the scope of executing the landing procedure and continue to execute the original scheduling results. Aircraft that have not entered the execution scope will re-participate in the landing scheduling decision;

[0012] After all aircraft receive the new dispatch results, they confirm the execution of the new landing sequence and enter the landing procedure.

[0013] Preferably, the scheduling decision of the aircraft based on the scheduling algorithm is judged, and when one of the aircraft meets the scheduling decision conditions, a landing scheduling decision is made, and other aircraft are locked in a state, waiting for the scheduling decision result specifically includes:

[0014] Receive status information. All aircraft continuously receive each other's status information, including position, speed, heading and expected landing time;

[0015] Each aircraft uses a preset scheduling algorithm to evaluate its current status based on its own and other aircraft's information to determine whether it meets the scheduling decision conditions. The scheduling decision conditions include the distance to the landing field, flight altitude, current aircraft priority, and preset landing intervals and safety standards.

[0016] When an aircraft meets the scheduling decision conditions, the aircraft is identified as a candidate for landing and a scheduling decision request is broadcast. The aircraft that meets the scheduling decision conditions broadcasts its landing scheduling request to all other aircraft, and the request information includes the aircraft's own identification information;

[0017] Locking state signal: all other aircraft receiving information will automatically enter the "locking state" after listening to the landing dispatch request of the aircraft that meets the dispatch decision conditions. In this state, other aircraft will not immediately adjust their heading and descent altitude, but wait for the confirmation result to be processed and maintain a safe distance;

[0018] The dispatch system generates dispatch decision results based on current weather conditions, airport operation requirements and aircraft conditions, including confirming the landing order of aircraft that meet the dispatch decision conditions, the new landing order for other aircraft and broadcasting the dispatch results.

[0019] Preferably, the scheduling algorithm specifically includes:

[0020] Verify whether the aircraft's four-dimensional trajectory data is missing. Each aircraft has an optimal arrival time, including the earliest arrival time and the latest arrival time. Missing aircraft data will not be included in the calculation of the aircraft landing scheduling method.

[0021] Verify the correctness of the aircraft's four-dimensional trajectory data to ensure that the best arrival time is greater than or equal to the earliest arrival time, and the most suitable arrival time is less than or equal to the latest arrival time. Incorrect aircraft data will not be included in the calculation of the aircraft landing scheduling method.

[0022] Establish a solution formula according to the algorithm requirements, and add up the optimal arrival times of all aircraft to get the optimal solution;

[0023] The calculation formula for the optimal arrival time of an aircraft is: ,

[0024] In the formula, For the The optimal arrival time of an aircraft, is the sum of the optimal arrival times of all aircraft, is the total number of aircraft;

[0025] Establish constraints. The constraints include that the calculated optimal arrival time must be greater than or equal to the earliest arrival time and less than or equal to the latest arrival time. The calculated optimal arrival time is sorted from small to large. After sorting, the adjacent optimal arrival time, the time after minus the time before must be greater than the set time length.

[0026] According to the above solution formula and constraints, the data matrix is ​​input into the scheduling planning algorithm for solution, and the optimal landing time and landing scheduling sequence are calculated. That is, the calculation is completed and the scheduling results are sent to all aircraft participating in the scheduling and airport air traffic control for confirmation;

[0027] All aircraft involved in the dispatch and the airport air traffic control confirm that all aircraft involved in the dispatch execute the dispatch results and land.

[0028] Preferably, the scheduling planning algorithm specifically includes:

[0029] Pre-sort the nodes according to the most suitable arrival time value of each node, and sort the sorted nodes according to the most suitable arrival time value from small to large to form a bidirectional linked list, with the head of the chain pointing to the node with the smallest most suitable arrival time value;

[0030] The following operations are performed in a loop until it is determined that further sorting is impossible, sorting is successful, or timeout occurs. The operation steps are:

[0031] S1: Search for a local area with interval conflict in the sorted linked list. If no interval conflict area is found, move the entire arrangement order to find the optimal solution for the sort order, then exit the loop and the function returns.

[0032] S2: If the first region with interval conflict is found in S1, use the head and tail pointers to point to the chain head and chain tail of this conflict domain respectively;

[0033] S3: Prioritize trying to expand the distance from the end of the chain of the conflict domain outward to make the local conflict domain become a non-conflict domain;

[0034] S4: If S2 fails, start looking for a node that can be shifted to the end of the local conflict domain chain from the second to last node of the local conflict domain. If such a node is found, move its position in the linked list to the end of the current local conflict domain chain and expand the spacing outwards.

[0035] S5: If S3 fails, switch to expanding the distance outward from the chain head of the conflict domain to make the local conflict domain become a non-conflict domain;

[0036] S6: If S4 fails, try to find a node that can be shifted to the head of the local conflict domain chain starting from the second node of the local conflict domain. If such a node is found, move its position in the linked list to the head of the current local conflict domain chain and expand the distance outward;

[0037] S7: In the loop, record the number of loops. If the number of loops exceeds the maximum allowed number, exit the loop and consider the sorting to have failed. You can also record the system time before entering the loop and read the system time in the loop to determine whether it has timed out to determine whether the sorting has failed.

[0038] In the above cycle, at most one move will be performed each time, and the optimal arrival time value of the moved aircraft will be modified accordingly. After the local interval conflict area is expanded, when a new interval conflict area is formed, the interval expansion is performed again for the chain head and chain tail of the conflict area.

[0039] Preferably, if a set of sorting sequences that meet the interval requirements is found through the above sorting, the position of the sequence is adjusted to minimize the sum of the absolute values ​​of the differences between the optimal arrival time of each aircraft in the sequence after scheduling and its original optimal arrival time, and the final optimal arrival time is obtained.

[0040] Preferably, the position adjustment method specifically includes: subtracting the original optimal arrival time from the current optimal arrival time of each aircraft, summing up the absolute values ​​of the values ​​greater than or equal to zero and storing them in the variable posDeltaSum, and summing up the absolute values ​​of the values ​​less than zero and storing them in the variable negDeltaSum, and performing a loop operation until the difference between posDeltaSum and negDeltaSum is less than a set value.

[0041] Preferably, the cyclic operation process specifically includes:

[0042] B1: Calculate the leftward movement range maxLeftOffset and rightward movement range maxRightOffset allowed for the optimal arrival time of each aircraft based on the current optimal arrival time, earliest arrival time and latest arrival time of each aircraft;

[0043] B2: Calculate the current optimal arrival time of each aircraft minus its original optimal arrival time scheduling value;

[0044] B3: Add the absolute values ​​of values ​​less than zero in B2 to negDeltaSum, and add the absolute values ​​greater than or equal to zero in B2 to posDeltaSum;

[0045] B4: Multiply negDeltaSum and posDeltaSum by the penalty factor respectively. The penalty factors for greater than and less than can be set.

[0046] B5: If negDeltaSum is greater than posDeltaSum, the difference between negDeltaSum and posDeltaSum is calculated, and the overall right shift value is calculated based on the difference and the limit of maxRightOffset, and the current optimal arrival time of each aircraft is shifted right;

[0047] B6: If negDeltaSum is less than or equal to posDeltaSum, the difference between negDeltaSum and posDeltaSum is calculated, and the overall left shift value is calculated based on the difference and the limit of maxRightOffset, and the current optimal arrival time of each aircraft is shifted left.

[0048] Preferably, when the newly added aircraft enters the landing scene, the aircraft that has completed the scheduling decision receives the new aircraft information, and makes a new landing scheduling decision specifically including:

[0049] New aircraft information access, broadcasting its own position information, speed, heading, altitude and estimated arrival time status information to the dispatch system and sharing it with other aircraft;

[0050] The aircraft that has completed the dispatch decision receives the information of the new aircraft, and the aircraft that has completed the dispatch decision or the dispatch system verifies the validity and priority of the new aircraft;

[0051] Re-evaluate landing conditions including landing sequence, safety spacing, routing, slots and availability, and conflict detection and resolution;

[0052] The dispatch system automatically checks whether there is a potential flight conflict between new aircraft and existing aircraft. If there is a conflict, the system automatically adjusts it.

[0053] After completing the new scheduling decision, the scheduling system broadcasts the new result to all aircraft, including newly added aircraft and aircraft that have completed scheduling;

[0054] The new dispatch results include updated landing order, estimated landing time, and route change information;

[0055] All aircraft, including newly added aircraft and aircraft that have completed scheduling, respond according to the new scheduling decision. The aircraft adjust their flight altitude, speed, and heading and enter a new landing procedure.

[0056] Preferably, the landing sequence and scheduling decision specifically include:

[0057] The system regenerates the landing order of the entire flight based on the current airspace and ground resources. Aircraft that have completed the scheduling decision will receive a new scheduling decision, including the new landing time and landing order, and the aircraft's route adjustment;

[0058] If the newly added aircraft has a higher priority, the system provides the aircraft with a faster landing opportunity, delaying and changing the scheduling plans of other aircraft.

[0059] Preferably, during the execution of a new dispatch decision, the system monitors the status of all aircraft and evaluates potential conflicts in real time;

[0060] If new aircraft and other external factors occur, the system will dynamically reschedule and adjust the landing order and flight plan of the flights again. Once all aircraft have completed the adjustment according to the new scheduling order and decisions, they will land smoothly according to the specified time and path. The aircraft that have completed landing will continue to execute the departure procedure to free up airspace and resources for other flights.

[0061] Compared with the prior art, the present invention has the following beneficial effects:

[0062] This patent uses an airborne algorithm to enable low-altitude aircraft to land at airports with high density and high frequency, thereby improving the airport's operational efficiency and the safety of its landings. Since centralized airport air traffic control performs landing scheduling, not only is efficiency restricted, but centralized single-point calculations also have reliability issues. The airborne calculations of this patent can remedy this problem. All aircraft equipped with this device landing at the airport can calculate the landing scheduling sequence for the entire scenario. Even if there is a problem with one airborne device, other airborne devices can also perform calculations and scheduling, effectively increasing the reliability of airport air traffic control scheduling. Low-altitude aircraft are huge in size and will land at high density and high frequency, which far exceeds the landing density and frequency of ordinary civil airliners today. Since airport air traffic control dispatches on a first-come, first-served basis, without considering the performance and endurance of various aircraft themselves, it is impossible to make the optimal landing dispatching and sorting plan, which greatly affects the landing efficiency and cannot meet the needs of high-density and high-frequency landings, restricting the development of the low-altitude economic scale. The landing dispatching algorithm of this patent can calculate the optimal landing dispatching plan results under the constraints of flight safety, thereby improving the airport operating efficiency, enabling high-density and high-frequency landings, and ensuring aviation safety during the landing process. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 It is a step flow framework diagram of the present invention;

[0064] Figure 2 This is a schematic diagram of the backward expansion of the conflict domain interval. DETAILED DESCRIPTION

[0065] The following description is used to disclose the present invention so that those skilled in the art can implement the present invention. The preferred embodiments described below are only examples, and those skilled in the art may think of other obvious variations.

[0066] Reference Figure 1 As shown, an aircraft landing scheduling method applicable to low-altitude economy includes:

[0067] Step 1: The aircraft enters the landing scene, and all aircraft receive and exchange data information with each other;

[0068] Step 2: Receive status information. All aircraft continuously receive each other's status information, including position, speed, heading and expected landing time.

[0069] Each aircraft uses a preset scheduling algorithm to evaluate its current status based on its own and other aircraft's information to determine whether it meets the scheduling decision conditions. The scheduling decision conditions include the distance to the landing field, flight altitude, current aircraft priority, and preset landing intervals and safety standards.

[0070] When an aircraft meets the scheduling decision conditions, the aircraft is identified as a candidate for landing and a scheduling decision request is broadcast. The aircraft that meets the scheduling decision conditions broadcasts its landing scheduling request to all other aircraft, and the request information includes the aircraft's own identification information;

[0071] Locking state signal: all other aircraft receiving information will automatically enter the "locking state" after listening to the landing dispatch request of the aircraft that meets the dispatch decision conditions. In this state, other aircraft will not immediately adjust their heading and descent altitude, but wait for the confirmation result to be processed and maintain a safe distance;

[0072] The dispatch system generates dispatch decision results based on current weather conditions, airport operation requirements and aircraft conditions, including confirming the landing order of aircraft that meet the dispatch decision conditions, the new landing order for other aircraft and broadcasting the dispatch results.

[0073] Step 3: All aircraft receive and confirm the dispatch decision results and enter the landing procedure starting point;

[0074] Step 4: The new aircraft accesses information and broadcasts its own position information, speed, heading, altitude and estimated arrival time status information to the dispatch system and shares it with other aircraft;

[0075] The aircraft that has completed the dispatch decision receives the information of the new aircraft, and the aircraft that has completed the dispatch decision or the dispatch system verifies the validity and priority of the new aircraft;

[0076] Re-evaluate landing conditions including landing sequence, safety spacing, routing, slots and availability, and conflict detection and resolution;

[0077] The dispatch system automatically checks whether there is a potential flight conflict between new aircraft and existing aircraft. If there is a conflict, the system automatically adjusts it.

[0078] The system regenerates the landing order of the entire flight based on the current airspace and ground resources. Aircraft that have completed the scheduling decision will receive a new scheduling decision, including the new landing time and landing order, and the aircraft's route adjustment;

[0079] If the newly added aircraft has a higher priority, the system provides it with a faster landing opportunity, delaying and changing the scheduling plans of other aircraft;

[0080] After completing the new scheduling decision, the scheduling system broadcasts the new result to all aircraft, including newly added aircraft and aircraft that have completed scheduling;

[0081] The new dispatch results include updated landing order, estimated landing time, and route change information;

[0082] All aircraft, including newly added aircraft and aircraft that have completed scheduling, respond according to the new scheduling decision, adjust the flight altitude, speed, heading, and enter the new landing procedure;

[0083] During the execution of new dispatch decisions, the system monitors the status of all aircraft and assesses potential conflicts in real time;

[0084] If new aircraft and other external factors occur, the system will dynamically reschedule and adjust the landing order and flight plan of the flights again. Once all aircraft have completed the adjustment according to the new scheduling order and decisions, they will land smoothly according to the specified time and path. The aircraft that have completed landing will continue to execute the departure procedure to free up airspace and resources for other flights.

[0085] Step 5: Aircraft that have completed the scheduling decision enter the scope of executing the landing procedure and continue to execute the original scheduling result. Aircraft that have not entered the execution scope re-participate in the landing scheduling decision;

[0086] Step 6: After all aircraft receive the new dispatch results, they confirm the execution of the new landing sequence and enter the landing procedure;

[0087] Reference Figure 2 As shown in the figure, the five circles in each row represent the intervals between the optimal arrival time values ​​of the five aircraft, the black filled circles are the conflict domains where interval conflicts exist, and from top to bottom is the evolution process of the intervals between the optimal arrival time values ​​of the five aircraft. This figure does not involve the situation where an aircraft needs to try to exchange because its latest arrival time value does not meet the conditions.

[0088] In summary, the advantages of the present invention are:

[0089] This method can arrange the best landing order for aircraft by using automatic scheduling decisions based on algorithms, ensuring that each aircraft lands at a reasonable interval and the most appropriate time. Especially in a low-altitude economic environment, when the number of aircraft increases and airspace resources are tight, this method can maximize the utilization efficiency of airspace resources and reduce unnecessary waiting time and landing conflicts.

[0090] The system continuously receives and exchanges real-time status information of aircraft, and uses preset safety standards and landing intervals to ensure that each aircraft maintains a safe distance during landing. This scheduling method effectively prevents the risk of collision between aircraft and ensures flight safety.

[0091] When a new aircraft enters the landing scene, the system can receive the flight information of the new flight in time and re-evaluate the landing order of all aircraft. If there is a conflict, the dispatch system can automatically adjust the existing landing plan to ensure that the new flight can enter smoothly and there is no conflict with existing flights. This dynamic adjustment capability enables the system to adapt to the ever-changing flight environment and aircraft conditions;

[0092] This method optimizes the landing time of aircraft through complex scheduling algorithms and dynamically adjusts the landing order of aircraft based on four-dimensional trajectory data. In this way, the scheduling process is highly automated, reducing manual intervention and improving the speed and accuracy of scheduling decisions.

[0093] The system continuously monitors the status of all aircraft and evaluates potential flight conflicts in real time. If a conflict is detected, the system automatically adjusts to ensure that all aircraft land smoothly in the new landing order. This function effectively reduces delays and safety risks caused by flight conflicts.

[0094] Through real-time information exchange and collaborative operations between aircraft, all aircraft participate in landing scheduling in the same scenario, avoiding the situation where the adjustment of a single aircraft may affect other aircraft. Each aircraft executes landing according to the results of the new scheduling, which can maximize landing efficiency while ensuring safety.

[0095] This method can effectively connect with the airport air traffic control system and ground resources to ensure the optimal coordination of landing sequence and ground resources, reduce ground waiting caused by improper air dispatch, and further improve the airport's operational efficiency;

[0096] The system can flexibly adjust the landing order according to the priority of the aircraft. High-priority aircraft can get landing opportunities in a shorter time, while low-priority aircraft will postpone or adjust their landing plans based on the overall scheduling situation. This priority scheduling mechanism ensures the rational allocation of resources and rapid response in emergency situations.

[0097] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The above embodiments and descriptions only describe the principles of the present invention. The present invention may be subject to various changes and improvements without departing from the spirit and scope of the present invention. These changes and improvements fall within the scope of the present invention. The scope of protection claimed by the present invention is defined by the attached claims and their equivalents.

Claims

1. A method for aircraft landing scheduling suitable for low-altitude economy, characterized in that: include: The aircraft enters the landing scene, and all aircraft receive and exchange data information with each other; The scheduling decision of the aircraft is judged based on the scheduling algorithm. When one of the aircraft meets the scheduling decision conditions, a landing scheduling decision is made, and other aircraft are locked and wait for the scheduling decision result; All aircraft receive and confirm the dispatch decision results and enter the starting point of the landing procedure; When a newly added aircraft enters the landing scene, the aircraft that has completed the scheduling decision receives the new aircraft information and makes a new landing scheduling decision; Aircraft that have completed the scheduling decision enter the scope of executing the landing procedure and continue to execute the original scheduling results. Aircraft that have not entered the execution scope will re-participate in the landing scheduling decision; After all aircraft receive the new dispatch results, they confirm the execution of the new landing sequence and enter the landing procedure.

2. The method for aircraft landing scheduling suitable for low-altitude economy according to claim 1, characterized in that: The scheduling decision of the aircraft based on the scheduling algorithm is judged, and when one of the aircraft meets the scheduling decision conditions, a landing scheduling decision is made, and other aircraft are locked and wait for the scheduling decision result, specifically including: Receive status information. All aircraft continuously receive each other's status information, including position, speed, heading and expected landing time; Each aircraft uses a preset scheduling algorithm to evaluate its current status based on its own and other aircraft's information to determine whether it meets the scheduling decision conditions. The scheduling decision conditions include the distance to the landing field, flight altitude, current aircraft priority, and preset landing intervals and safety standards. When an aircraft meets the scheduling decision conditions, the aircraft is identified as a candidate for landing and a scheduling decision request is broadcast. The aircraft that meets the scheduling decision conditions broadcasts its landing scheduling request to all other aircraft, and the request information includes the aircraft's own identification information; Locking state signal: all other aircraft receiving information will automatically enter the "locking state" after listening to the landing dispatch request of the aircraft that meets the dispatch decision conditions. In this state, other aircraft will not immediately adjust their heading and descent altitude, but wait for the confirmation result to be processed and maintain a safe distance; The dispatch system generates dispatch decision results based on current weather conditions, airport operation requirements and aircraft conditions, including confirming the landing order of aircraft that meet the dispatch decision conditions, the new landing order for other aircraft and broadcasting the dispatch results.

3. The aircraft landing scheduling method applicable to low-altitude economy according to claim 2, characterized in that: The scheduling algorithm specifically includes: Establish a solution formula according to the algorithm requirements, and add up the optimal arrival times of all aircraft to get the optimal solution; The calculation formula for the optimal arrival time of an aircraft is: ， In the formula, For the The optimal arrival time of an aircraft, is the sum of the optimal arrival times of all aircraft, is the total number of aircraft; According to the above solution formula and constraints, the data matrix is ​​input into the scheduling planning algorithm for solution, and the optimal landing time and landing scheduling sequence are calculated. That is, the calculation is completed and the scheduling results are sent to all aircraft participating in the scheduling and airport air traffic control for confirmation; All aircraft involved in the dispatch and the airport air traffic control confirm that all aircraft involved in the dispatch execute the dispatch results and land.

4. The method for aircraft landing scheduling applicable to low-altitude economy according to claim 3, characterized in that: The scheduling planning algorithm specifically includes: Pre-sort the nodes according to the most suitable arrival time value of each node, and sort the sorted nodes according to the most suitable arrival time value from small to large to form a bidirectional linked list, with the head of the chain pointing to the node with the smallest most suitable arrival time value; The following operations are performed in a loop until it is determined that further sorting is impossible, sorting is successful, or timeout occurs. The operation steps are: S1: Search for a local area with interval conflict in the sorted linked list. If no interval conflict area is found, move the entire arrangement order to find the optimal solution for the sort order, then exit the loop and the function returns. S2: If the first region with interval conflict is found in S1, use the head and tail pointers to point to the chain head and chain tail of this conflict domain respectively; S3: Prioritize trying to expand the distance from the end of the chain of the conflict domain outward to make the local conflict domain become a non-conflict domain; S4: If S2 fails, start looking for a node that can be shifted to the end of the local conflict domain chain from the second to last node of the local conflict domain. If such a node is found, move its position in the linked list to the end of the current local conflict domain chain and expand the spacing outwards. S5: If S3 fails, switch to expanding the distance outward from the chain head of the conflict domain to make the local conflict domain become a non-conflict domain; S6: If S4 fails, try to find a node that can be shifted to the head of the local conflict domain chain starting from the second node of the local conflict domain. If such a node is found, move its position in the linked list to the head of the current local conflict domain chain and expand the distance outward; S7: In the loop, record the number of loops. If the number of loops exceeds the maximum allowed number, exit the loop and consider the sorting to have failed. You can also record the system time before entering the loop and read the system time in the loop to determine whether it has timed out to determine whether the sorting has failed.

5. The method for aircraft landing scheduling suitable for low-altitude economy according to claim 4, characterized in that: If a set of sorting sequences that meets the interval requirements is found through the above sorting, the position of the sequence is adjusted so that the sum of the absolute values ​​of the differences between the optimal arrival time of each aircraft in the sequence after scheduling and its original optimal arrival time is minimized, and the final optimal arrival time is obtained.

6. The method for aircraft landing scheduling applicable to low-altitude economy according to claim 5, characterized in that: The position adjustment method specifically includes: subtracting the original optimal arrival time from the current optimal arrival time of each aircraft, summing up the absolute values ​​of the obtained values ​​greater than or equal to zero and storing them in the variable posDeltaSum, and summing up the absolute values ​​of the obtained values ​​less than zero and storing them in the variable negDeltaSum, and performing a loop operation until the difference between posDeltaSum and negDeltaSum is less than a set value.

7. The method for aircraft landing scheduling applicable to low-altitude economy according to claim 6, characterized in that: The cyclic operation process specifically includes: B1: Calculate the leftward movement range maxLeftOffset and rightward movement range maxRightOffset allowed for the optimal arrival time of each aircraft based on the current optimal arrival time, earliest arrival time and latest arrival time of each aircraft; B2: Calculate the current optimal arrival time of each aircraft minus its original optimal arrival time scheduling value; B3: Add the absolute values ​​of values ​​less than zero in B2 to negDeltaSum, and add the absolute values ​​greater than or equal to zero in B2 to posDeltaSum; B4: Multiply negDeltaSum and posDeltaSum by the penalty factor respectively. The penalty factors for greater than and less than can be set. B5: If negDeltaSum is greater than posDeltaSum, the difference between negDeltaSum and posDeltaSum is calculated, and the overall right shift value is calculated based on the difference and the limit of maxRightOffset, and the current optimal arrival time of each aircraft is shifted right; B6: If negDeltaSum is less than or equal to posDeltaSum, the difference between negDeltaSum and posDeltaSum is calculated, and the overall left shift value is calculated based on the difference and the limit of maxRightOffset, and the current optimal arrival time of each aircraft is shifted left.

8. The aircraft landing scheduling method applicable to low-altitude economy according to claim 7, characterized in that: When the newly added aircraft enters the landing scene, the aircraft that has completed the scheduling decision receives the new aircraft information and makes a new landing scheduling decision, which specifically includes: New aircraft information access, broadcasting its own position information, speed, heading, altitude and estimated arrival time status information to the dispatch system and sharing it with other aircraft; The aircraft that has completed the dispatch decision receives the information of the new aircraft, and the aircraft that has completed the dispatch decision or the dispatch system verifies the validity and priority of the new aircraft; Re-evaluate landing conditions including landing sequence, safety spacing, routing, slots and availability, and conflict detection and resolution; The dispatch system automatically checks whether there is a potential flight conflict between new aircraft and existing aircraft. If there is a conflict, the system automatically adjusts it. After completing the new scheduling decision, the scheduling system broadcasts the new result to all aircraft, including newly added aircraft and aircraft that have completed scheduling; The new dispatch results include updated landing order, estimated landing time, and route change information; All aircraft, including newly added aircraft and aircraft that have completed scheduling, respond according to the new scheduling decision. The aircraft adjust their flight altitude, speed, and heading and enter a new landing procedure.

9. The method for aircraft landing scheduling applicable to low-altitude economy according to claim 8, characterized in that: The landing sequence and scheduling decisions specifically include: The system regenerates the landing order of the entire flight based on the current airspace and ground resources. Aircraft that have completed the scheduling decision will receive a new scheduling decision, including the new landing time and landing order, and the aircraft's route adjustment; If the newly added aircraft has a higher priority, the system provides the aircraft with a faster landing opportunity, delaying and changing the scheduling plans of other aircraft.

10. The method for aircraft landing scheduling applicable to low-altitude economy according to claim 9, characterized in that: During the execution of new dispatch decisions, the system monitors the status of all aircraft and assesses potential conflicts in real time; If new aircraft and other external factors occur, the system will dynamically reschedule and adjust the landing order and flight plan of the flights again. Once all aircraft have completed the adjustment according to the new scheduling order and decisions, they will land smoothly according to the specified time and path. The aircraft that have completed landing will continue to execute the departure procedure to free up airspace and resources for other flights.

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