Flight fly-around path planning and evaluation method under severe weather condition

Abstract

The invention discloses a flight fly-around path planning and evaluation method under a severe weather condition, and the method comprises the steps: obtaining a meteorological distribution diagram and all planned flight paths, judging whether each planned flight path is affected by weather according to the meteorological distribution diagram, dividing the planned flight paths affected by weather as abnormal flight paths, and carrying out the calculation of the abnormal flight paths. Dividing the planned track which is not influenced by weather as a normal track; for each abnormal track, planning a plurality of pre-selected tracks by avoiding weather influence according to an A * algorithm in combination with the meteorological distribution map, calculating a comprehensive score of each pre-selected track according to the meteorological distribution map, selecting the pre-selected track with the highest score to replace the abnormal track, and classifying the replaced abnormal track as a normal track; and S3, repeating the step S2 until each planned track is not influenced by weather, and completing the path planning. According to the method, the plurality of fly-around paths are solved through the A * algorithm, and the plurality of fly-around paths are comprehensively evaluated, so that the path planning is preferentially carried out, and the problems of single concentration point and low planning efficiency of the path planning method in the prior art are solved.

Description

Technical Field

[0001] The present invention relates to the technical field of flight route management, and in particular to a method for planning and evaluating flight detour paths under severe weather conditions. Background Art

[0002] Bad weather is an important reason that threatens aviation transportation safety and causes flight delays. When some airspace or routes cannot be used normally due to bad weather, the implementation of detour flights can effectively solve this problem, that is, arranging flights to temporarily choose an unaffected route to bypass the dangerous weather area. Flight detour path planning is a key issue in the diversion strategy. Foreign scholars began to study flight detour path planning as early as the 1990s, and proposed several representative algorithms: grid-based route search, free flight-based route search algorithm, polygon-based route search algorithm, etc. Chinese scholars began to study the problem of flight diversion path planning in 2001. However, in existing research, free flight-based diversion path planning is not currently applicable in my country; route search algorithms based on existing waypoints often make the diversion path longer, increasing the economic burden; the ellipse-based dangerous area demarcation only exists in ideal conditions and lacks persuasiveness; the initial diversion path generated by the geometric algorithm often crosses the dangerous area, and needs to be constantly corrected to generate the final diversion path that meets the conditions, which increases the amount of calculation.

[0003] In addition, existing research focuses on path planning with the goal of avoiding dangerous areas and taking the shortest path, which often deviates far from the original planned trajectory. In addition, other evaluation indicators such as conflict, efficiency, and regularity also need to be considered during actual operation. Existing research rarely involves comprehensive evaluation of path planning results.

[0004] Therefore, there is a need for a path planning method that can take into account both avoiding danger zones and comprehensive evaluation. Summary of the invention

[0005] To solve the above problems, the present invention provides a method for flight detour path planning and evaluation under severe weather conditions. Multiple detour paths are solved by the A* algorithm, and the multiple detour paths are comprehensively evaluated, so as to select the best path for path planning, which solves the problem that the path planning method in the prior art has a single focus and low planning efficiency.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A method for planning and evaluating flight detour paths under severe weather conditions comprises the following steps:

[0008] S1. Obtain a weather distribution map and all planned flight paths, determine whether each planned flight path is affected by weather according to the weather distribution map, classify the planned flight paths affected by weather as abnormal flight paths, and classify the planned flight paths not affected by weather as normal flight paths;

[0009] S2. For each abnormal track, according to the A* algorithm combined with the meteorological distribution map, several pre-selected tracks are planned to avoid weather influence, and the comprehensive score of each pre-selected track is calculated according to the meteorological distribution map, and the pre-selected track with the highest score is selected to replace the abnormal track, and the replaced abnormal track is classified as a normal track;

[0010] S3. Repeat step S2 until each planned flight path is not affected by weather conditions and the path planning is completed.

[0011] Furthermore, the color value of each pixel in the meteorological distribution map represents the meteorological conditions at that location, and the meteorological distribution map is divided into a number of grids of the same size. When the color value of any pixel in the grid exceeds a preset threshold, the position corresponding to the pixel is dangerous weather, and the grid is designated as an impassable grid. All impassable grids are combined into an impassable area.

[0012] Furthermore, in step S1, the determination of whether each planned track is affected by weather is made based on the meteorological distribution map, and the specific implementation method is as follows: for each planned track, when any part of the planned track does not pass through an inaccessible area, the planned track is a normal track; when any part of the planned track passes through an inaccessible area, the planned track is an abnormal track.

[0013] Further, in step S2, the A* algorithm is combined with the meteorological distribution map to avoid the influence of weather and plan several pre-selected tracks, which are specifically implemented as follows: the abnormal track includes N track points, and the track points divide the abnormal track into N-1 segments, and all the segments in the abnormal track that pass through the impassable area are marked as dangerous segments, and the dangerous segments that continuously pass through the impassable area are merged into the same dangerous segment. For each dangerous segment k, path planning is performed, and the path planning includes:

[0014] Select the k-1th track point as the planning starting point A, and the k+1th track point as the planning end point S, and plan the path from the planning starting point A to the planning end point S according to the A* algorithm.

[0015] Furthermore, the path planning from the planning starting point A to the planning end point S is performed according to the A* algorithm, and its specific implementation method is: the objective function of the A* algorithm is:

[0016] And meet

[0017] Among them, l(p i ,p i+1 ) represents point p i 、p i+1 The distance between them, m represents the number of track points, L represents the track, and A1 represents the impassable area;

[0018] The optimization cost function of the A* algorithm is:

[0019] f(n)=g(n)+h(n)

[0020] Where f(n) represents the estimated cost function from the planned starting point A to the current node n, and then from the current node n to the planned end point S, g(n) is the actual cost function from the flight starting point A to the current node n, and h(n) is the heuristic function, which is the estimated cost function from the current node n to the planned end point S;

[0021] The actual cost function g(n) is:

[0022]

[0023] Among them, p i represents the coordinates of the i-th point between the starting point A and the current point n. When i=0, p i is the planning starting point A, l(p i ,p i+1 ) represents point p i 、p i+1 The distance between.

[0024] Furthermore, it also includes: for each dangerous section of each abnormal track, setting a different planning starting point and / or planning end point, using the A* algorithm to perform path planning, and obtaining a plurality of different pre-selected tracks.

[0025] Furthermore, the method further includes performing a smoothing process on the preselected track, wherein the smoothing process specifically includes:

[0026] For each segment of the preselected track, if the segment will not pass through the impassable area after straightening, the segment is straightened.

[0027] Furthermore, in step S2, the comprehensive score of each pre-selected track is calculated according to the meteorological distribution map, and its specific implementation method includes: the comprehensive score includes a safety index, an efficiency index, a regularity index and a conflict index.

[0028] Furthermore, each pixel of the meteorological distribution map is divided into safe meteorology and risky meteorology according to the color value. When there is risky meteorology but no dangerous meteorology in the grid, the grid is classified as a risk grid. The calculation formula of the safety index s is:

[0029]

[0030] Among them, L is the set of grids that the track passes through, A1 is the set of all grids in the impassable area, and A2 is the set of all risk grids;

[0031] The calculation formula of the efficiency index d is:

[0032]

[0033] Wherein, d2 represents the route length of the pre-selected track, and d1 represents the route length of the original planned track corresponding to the pre-selected track;

[0034] For each point on the preselected track, when point p on the preselected track i 、Click p i+1 When the distance to the original planned track is less than the preset parameter ε, the recorded point p i 、Click p i+1 The distance between i , the calculation formula of the regularity index r is:

[0035] r=(L1+L2+...+L i +...+L γ ) / L AB

[0036] Among them, L AB Indicates the length of the original planned track corresponding to the pre-selected track;

[0037] The calculation formula of the conflict index c is:

[0038]

[0039] Among them, l new Indicates the pre-selected track, l j represents the jth planned route among all planned routes, c(l j ,l new ) indicates l j ,l new The number of intersections between .

[0040] Furthermore, the calculation formula of the comprehensive score is:

[0041] e=s ★ (D ★ ad+R ★ ar+C ★ cr)

[0042] Where:

[0043]

[0044] C = 100 - c * 2

[0045] Among them, s represents the safety index, d represents the efficiency index, r represents the weight value of the regularity index, c represents the conflict index, ad represents the weight value of the efficiency index, ar represents the weight value of the regularity index, and cr represents the weight value of the conflict index.

[0046] Through the above technical solution, the present invention has the following beneficial effects:

[0047] By using the A* algorithm to set different planned starting and ending points for path planning, and referring to multiple indicators to evaluate different paths, we can make full use of the unaffected planned flight segments, and propose a comprehensive evaluation index system for detour paths, so as to obtain the optimal path from multiple detour paths. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 The present invention is a schematic diagram of the overall process of a flight detour route planning and evaluation method under severe weather conditions. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0051] Example 1

[0052] See also Figure 1 , a flight detour path planning and evaluation method under severe weather conditions, comprising the following steps:

[0053] S1. Obtain a weather distribution map and all planned flight paths, determine whether each planned flight path is affected by weather according to the weather distribution map, classify the planned flight paths affected by weather as abnormal flight paths, and classify the planned flight paths not affected by weather as normal flight paths;

[0054] S2. For each abnormal track, according to the A* algorithm combined with the meteorological distribution map, several pre-selected tracks are planned to avoid weather influence, and the comprehensive score of each pre-selected track is calculated according to the meteorological distribution map, and the pre-selected track with the highest score is selected to replace the abnormal track, and the replaced abnormal track is classified as a normal track;

[0055] S3. Repeat step S2 until each planned flight path is not affected by weather conditions and the path planning is completed.

[0056] In an optional embodiment, the color value of each pixel in the meteorological distribution map represents the meteorological conditions at that location, and the meteorological distribution map is divided into a number of grids of the same size. When the color value of any pixel in the grid exceeds a preset threshold, the position corresponding to the pixel is dangerous weather, and the grid is designated as an impassable grid. All impassable grids are combined into an impassable area.

[0057] According to the pixel color value in the image, each pixel is divided into red, yellow and blue pixels. Red and yellow pixels indicate that the weather at that location is dangerous, and blue pixels indicate that there is a risk in the weather at that location. There is a certain risk when the aircraft passes through this location.

[0058] In addition, the weather distribution map also includes artificially set prohibited passage areas, and the inaccessible area also includes the prohibited passage areas.

[0059] In an optional embodiment, in step S1, the determination of whether each planned track is affected by weather is made based on the meteorological distribution map, and the specific implementation method is as follows: for each planned track, when any part of the planned track does not pass through an inaccessible area, the planned track is a normal track; when any part of the planned track passes through an inaccessible area, the planned track is an abnormal track.

[0060] Based on the planned track coordinates, determine whether it is occupied by weather, and thus identify the planned track affected by the weather as the object of detour path planning. The unaffected planned track will not be subject to detour path planning. According to the flight plan, the flights that will take off and land using these affected planned tracks during the forecast period are the affected flights, that is, the flights that cannot take off and land according to the original planned track.

[0061] Specifically, for each planned trajectory, according to the flight plan, determine which flights are going to take off or land using the planned trajectory within the time interval of half an hour before and after the predicted time, and these flights are considered to be affected flights.

[0062] In a specific embodiment, a predicted weather radar map with longitude and latitude coordinates is obtained from the aviation meteorological department, and the grid is divided into a size of 2km*2km. The pixel color value is read, and the impassable area is divided according to the pixel color value. The planned track is divided into several segments according to the planned track points, and each segment is judged in turn whether it crosses the red and yellow weather grids. If all the segments do not cross, then the track does not need to be routed. Otherwise, detour route planning is required, and the affected planned tracks are sorted according to the number of affected flights.

[0063] In an optional embodiment, in step S2, the A* algorithm is combined with the meteorological distribution map to avoid the influence of weather and plan several pre-selected tracks, which are specifically implemented as follows: the abnormal track includes N track points, and the track points divide the abnormal track into N-1 segments, and all the segments in the abnormal track that pass through the impassable area are marked as dangerous segments, and the dangerous segments that continuously pass through the impassable area are merged into the same dangerous segment. For each dangerous segment k, path planning is performed, and the path planning includes:

[0064] Select the k-1th track point as the planning starting point A, and the k+1th track point as the planning end point S, and plan the path from the planning starting point A to the planning end point S according to the A* algorithm.

[0065] In addition, when the kth track point is the starting point of the planned track, the starting point of the planned track is directly used as the planned starting point A. If the planned starting point A is occupied by the weather, an unoccupied point is found near point A as a new starting point.

[0066] If the kth track point is the end point of the planned track, the end point of the planned track is directly used as the planned end point S. Similarly, if the planned end point S is occupied by weather, an unoccupied point is found near point S as the new end point.

[0067] In an optional embodiment, the path planning from the planning starting point A to the planning end point S is performed according to the A* algorithm, and the specific implementation method is: the objective function of the A* algorithm is:

[0068] And meet

[0069] Among them, l(p i ,p i+1 ) represents point p i 、p i+1 The distance between them, m represents the number of track points, L represents the track, and A1 represents the impassable area;

[0070] The optimization cost function of the A* algorithm is:

[0071] f(n)=g(n)+h(n)

[0072] Where f(n) represents the estimated cost function from the planned starting point A to the current node n, and then from the current node n to the planned end point S, g(n) is the actual cost function from the flight starting point A to the current node n, and h(n) is the heuristic function, which is the estimated cost function from the current node n to the planned end point S;

[0073] The actual cost function g(n) is:

[0074]

[0075] Among them, p i represents the coordinates of the i-th point between the starting point A and the current point n. When i=0, p i is the planning starting point A, l(p i ,p i+1 ) represents point p i 、p i+1 The distance between.

[0076] The principle of the A* algorithm is to plan a detour route with the shortest path as the goal and avoiding the weather grid as the constraint. The A* algorithm can effectively reduce the number of nodes that need to be searched by combining heuristic search and cost function, so as to quickly find the optimal path, which is very important for route planning because it is usually necessary to find the route with the lowest fuel consumption, shortest flight time or lowest risk. In addition, the A* algorithm is suitable for dynamic environments. By updating the cost and heuristic value of the node in real time, the A* algorithm can re-plan the path during the navigation process to adapt to weather changes, airspace restrictions or emergencies.

[0077] In an optional embodiment, the method further includes: for each dangerous segment of each abnormal track, setting a different planning starting point and / or planning end point, using the A* algorithm to perform path planning, and obtaining a plurality of different pre-selected tracks.

[0078] Due to the characteristics of the A* algorithm and grid division, each update step is along the grid boundary. At this time, the path is more jagged and not smooth. Therefore, the planned path needs to be smoothed.

[0079] In an optional embodiment, the method further includes performing smoothing processing on the preselected track, wherein the smoothing processing specifically includes:

[0080] For each segment of the preselected track, if the segment will not pass through the impassable area after straightening, the segment is straightened.

[0081] The principle of the above smoothing process is the principle of cutting off bends and taking straight lines to ensure that the flight path is as smooth as possible, so as to save the distance during the flight of the aircraft and avoid waste of navigation resources.

[0082] In an optional embodiment, in step S2, the specific implementation manner of calculating the comprehensive score of each preselected flight path according to the meteorological distribution map includes: the comprehensive score includes a safety index, an efficiency index, a regularity index, and a conflict index.

[0083] In an optional embodiment, each pixel point of the meteorological distribution map is also divided into safe weather and risky weather according to the color value. When there is risky weather but no dangerous weather in the grid, the grid is classified as a risky grid. The calculation formula of the safety index s is

[0084]

[0085] where L is the set of grids passed by the flight path, A1 is the set of all grids in the non-navigable area, and A2 is the set of all risky grids;

[0086] Specifically, red and yellow weather are dangerous weather, blue weather is risky weather, and the rest of the weather is safe weather. If it means that the preselected flight path does not pass through any weather. At this time, s = 1. If and L∩A1, it means that the preselected flight path passes through risky weather. Therefore, the safety index of this flight path will be reduced and there is a certain risk. If it means that the preselected flight path passes through dangerous weather, violating the principle of not allowing passing through dangerous weather. At this time, s = 0.

[0087] The calculation formula of the efficiency index d is:

[0088]

[0089] where d2 represents the route length of the preselected flight path, d1 represents the route length of the original planned flight path corresponding to this preselected flight path, and d actually represents the diversion distance. When d2 < d1, the diversion distance is taken as 0, otherwise it is calculated according to the actual diversion distance.

[0090] For each point on the preselected flight path, when the distances from the point p i and the point p i+1 on the preselected flight path to the original planned flight path are both less than the preset parameter ε, record the distance L i between the point p i+1 and the point p i . The calculation formula of the regularity index r is:

[0091] r=(L1 + L2+...+L i+...+L γ ) / L AB

[0092] Among them, L AB It indicates the length of the original planned track corresponding to the pre-selected track, and r indicates the degree of conformity between the pre-selected track and the planned track. Considering that the actual flight distance may be greater than the flight distance of the original planned track, the value of r may be greater than 1, indicating that the regularity of the pre-selected track is very good;

[0093] The calculation formula of the conflict index c is:

[0094]

[0095] Among them, l new Indicates the pre-selected track, l j represents the jth planned route among all planned routes, c(l j ,l new ) indicates l j ,l new The number of intersections between new The sum of the number of intersections with all existing planned trajectories is used to judge the conflict between the pre-selected trajectory and the existing trajectories.

[0096] In an optional embodiment, the calculation formula of the comprehensive score is:

[0097] e=s ★ (D ★ ad+R ★ ar+C ★ cr)

[0098] Where:

[0099]

[0100] C = 100 - c * 2

[0101] Among them, s represents the safety index, d represents the efficiency index, r represents the weight value of the regularity index, c represents the conflict index, ad represents the weight value of the efficiency index, ar represents the weight value of the regularity index, cr represents the weight value of the conflict index, D is the converted value of the efficiency index, R is the converted value of the regularity index, and C is the converted value of the conflict index.

[0102] In a specific embodiment, the weight value ad of the efficiency index is 0.4, the weight value ar of the regularity index is 0.3, and the weight value cr of the conflict index is 0.3.

[0103] For the safety index s, it is a veto. If the planned path passes through the red and yellow areas, s=0, and the comprehensive evaluation value e=0; if it passes through the blue weather, s=0.95; for the efficiency index, if the detour distance is less than or equal to 0, the index score D is a full score of 100 points. In other cases, the score is reduced by 1 for every additional km of detour; for the regularity index, the index score R is a full score of 100 points. When r>=1, R=100 points, otherwise R=r*100 points; for the conflict index, 2 points are deducted for each intersection.

[0104] The embodiment disclosed in this specification is only an example of a unilateral feature of the present invention, and the protection scope of the present invention is not limited to this embodiment, and any other functionally equivalent embodiments fall within the protection scope of the present invention. For those skilled in the art, various other corresponding changes and deformations can be made according to the technical solutions and concepts described above, and all of these changes and deformations should fall within the protection scope of the claims of the present invention.

Claims

1. A method for planning and evaluating flight detour paths under severe weather conditions, characterized in that: The following steps are involved: S1. Obtain a weather distribution map and all planned flight paths, determine whether each planned flight path is affected by weather according to the weather distribution map, classify the planned flight paths affected by weather as abnormal flight paths, and classify the planned flight paths not affected by weather as normal flight paths; S2. For each abnormal track, according to the A* algorithm combined with the meteorological distribution map, several pre-selected tracks are planned to avoid weather influence, and the comprehensive score of each pre-selected track is calculated according to the meteorological distribution map, and the pre-selected track with the highest score is selected to replace the abnormal track, and the replaced abnormal track is classified as a normal track; S3. Repeat step S2 until each planned flight path is not affected by weather conditions and the path planning is completed.

2. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 1, characterized in that: The color value of each pixel in the meteorological distribution map represents the meteorological conditions at that location. The meteorological distribution map is divided into a number of grids of the same size. When the color value of any pixel in a grid exceeds a preset threshold, the location corresponding to the pixel is dangerous weather, and the grid is designated as an impassable grid. All impassable grids are combined into an impassable area.

3. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 2, characterized in that: In step S1, the determination of whether each planned track is affected by weather is made based on the meteorological distribution map. The specific implementation method is as follows: for each planned track, when any part of the planned track does not pass through an impassable area, the planned track is a normal track; when any part of the planned track passes through an impassable area, the planned track is an abnormal track.

4. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 3, characterized in that: In step S2, the A* algorithm is combined with the meteorological distribution map to avoid the influence of weather and plan several pre-selected tracks. The specific implementation method is as follows: the abnormal track includes N track points, and the track points divide the abnormal track into N-1 segments. All segments in the abnormal track that pass through the impassable area are marked as dangerous segments, and the dangerous segments that continuously pass through the impassable area are merged into the same dangerous segment. For each dangerous segment k, path planning is performed, and the path planning includes: Select the k-1th track point as the planning starting point A, and the k+1th track point as the planning end point S, and plan the path from the planning starting point A to the planning end point S according to the A* algorithm.

5. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 4, characterized in that: The path planning from the planning starting point A to the planning end point S is performed according to the A* algorithm, and its specific implementation method is: the objective function of the A* algorithm is: And satisfy L∩A1=φ, Among them, l(p i ,p i+1 ) represents point p i 、p i+1 The distance between them, m represents the number of track points, L represents the track, and A1 represents the impassable area; The optimization cost function of the A* algorithm is: f(n)=g(n)+h(n) Where f(n) represents the estimated cost function from the planned starting point A to the current node n, and then from the current node n to the planned end point S, g(n) is the actual cost function from the flight starting point A to the current node n, and h(n) is the heuristic function, which is the estimated cost function from the current node n to the planned end point S; The actual cost function g(n) is: Among them, p i represents the coordinates of the i-th point between the starting point A and the current point n. When i=0, p i is the planning starting point A, l(p i ,p i+1 ) represents point p i 、p i+1 The distance between.

6. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 5, characterized in that: Also includes: For each dangerous section of each abnormal track, different planning starting points and / or planning end points are set, and the A* algorithm is used for path planning to obtain several different pre-selected tracks.

7. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 5, characterized in that: The method further includes performing a smoothing process on the preselected track, wherein the smoothing process specifically includes: For each segment of the preselected track, if the segment will not pass through the impassable area after straightening, the segment is straightened.

8. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 6, characterized in that: In step S2, the comprehensive score of each pre-selected track is calculated according to the meteorological distribution map, and its specific implementation method includes: the comprehensive score includes a safety index, an efficiency index, a regularity index and a conflict index.

9. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 8, characterized in that: Each pixel point of the meteorological distribution map is further divided into safe meteorology and risky meteorology according to the color value. When there is risky meteorology but no dangerous meteorology in the grid, the grid is classified as a risk grid. The calculation formula of the safety index s is: Among them, L is the set of grids that the track passes through, A1 is the set of all grids in the impassable area, and A2 is the set of all risk grids; The calculation formula of the efficiency index d is: Wherein, d2 represents the route length of the pre-selected track, and d1 represents the route length of the original planned track corresponding to the pre-selected track; For each point on the preselected track, when point p on the preselected track i 、Click p i+1 When the distance to the original planned track is less than the preset parameter ε, the recorded point p i 、Click p i+1 The distance between i , the calculation formula of the regularity index r is: r=(L1+L2+...+L i +...+L γ ) / AB Among them, L AB Indicates the length of the original planned track corresponding to the pre-selected track; The calculation formula of the conflict index c is: Among them, l new Indicates the pre-selected track, l j represents the jth planned route among all planned routes, c(l j ,l new ) indicates l j ,l new The number of intersections between .

10. The method for planning and evaluating flight detour routes under severe weather conditions according to claim 9, characterized in that: The calculation formula of the comprehensive score is: e=s ★ ( ★ ad+R ★ ar+C ★ cr) Where: C = 100 - c * 2 Among them, s represents the safety index, d represents the efficiency index, r represents the weight value of the regularity index, c represents the conflict index, ad represents the weight value of the efficiency index, ar represents the weight value of the regularity index, and cr represents the weight value of the conflict index.

Images