Vertical take-off and landing airport entering and leaving planning method, system and equipment and storage medium

Abstract

The invention relates to the technical field of aerospace, in particular to a vertical take-off and landing airport entry and departure planning method, system and device and a storage medium, and the method comprises the steps: determining operation rules of different entry and departure route structures of a vertical take-off and landing airport, and simulating the operation rule of each entry and departure route structure; simulation data corresponding to each route structure is obtained; determining the route structure corresponding to the optimal simulation data as a target route structure; wherein the target air route structure is used for representing an entering and leaving plan of the vertical take-off and landing airport. According to the method, the problem that the UAM system lacks scientific approach and departure planning is solved, the maximization of the operation efficiency of the vertical take-off and landing airport is realized, the airport throughput is improved, and the flight delay cost is reduced.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a method, system, device and storage medium for planning the arrival and departure of a vertical take-off and landing airport. Background Art

[0002] When discussing urban air mobility (UAM), a high-density, high-traffic urban scenario, the impact of the entry and departure rules of vertical take-off and landing airports on their capacity and operating efficiency is particularly important. Given the unique vertical take-off and landing capabilities and the flexibility of rapid response scheduling of electric vertical take-off and landing (eVTOL) aircraft, their operating methods are more varied than traditional civil aircraft. However, the diverse models and significant differences in aerodynamic layout of eVTOL aircraft, coupled with the high-traffic and high-density characteristics of the UAM system itself, have led to a shortage of management policies and technical means to meet the needs of multiple users. At the same time, since UAM has not yet achieved commercial operation, the entry and departure rules of vertical take-off and landing airports have not yet been clarified.

[0003] Therefore, how to design these rules scientifically and reasonably, and which entry and departure structure can bring greater capacity and throughput, have become key issues that urgently need to be evaluated and studied. Summary of the invention

[0004] In order to solve the above technical problems, the present invention provides a method, system, device and storage medium for vertical take-off and landing airport arrival and departure planning.

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

[0006] Determine the operation rules of different arrival and departure route structures of the vertical take-off and landing airport, and simulate the operation rules of each arrival and departure route structure respectively to obtain simulation data corresponding to each route structure;

[0007] The route structure corresponding to the optimal simulation data is determined as the target route structure; wherein the target route structure is used to characterize the approach and departure planning of the vertical take-off and landing airport.

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

[0009] The method of the present invention solves the problem of lack of scientific approach and departure planning in the UAM system, realizes the maximization of the operating efficiency of the vertical take-off and landing airport, improves the airport throughput, and reduces the flight delay cost.

[0010] In a second aspect, the present invention provides a vertical take-off and landing airport approach and departure planning system, the technical solution of which is as follows:

[0011] The vertical take-off and landing airport arrival and departure planning system comprises: a simulation module and an analysis module;

[0012] The simulation module is used to: determine the operation rules of different arrival and departure route structures of the vertical take-off and landing airport, and simulate the operation rules of each arrival and departure route structure to obtain simulation data corresponding to each route structure;

[0013] The analysis module is used to: determine the route structure corresponding to the optimal simulation data as the target route structure; wherein the target route structure is used to characterize the approach and departure planning of the vertical take-off and landing airport.

[0014] The beneficial effects of the vertical take-off and landing airport arrival and departure planning system of the present invention are as follows:

[0015] The system of the present invention solves the problem of lack of scientific approach and departure planning in the UAM system, maximizes the operating efficiency of the vertical take-off and landing airport, improves the airport throughput, and reduces the cost of flight delays.

[0016] In a third aspect, a technical solution of an electronic device of the present invention is as follows:

[0017] 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 arrival and departure planning method of the present invention are implemented.

[0018] In a fourth aspect, the present invention provides a computer-readable storage medium having the following technical solution:

[0019] 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 arrival and departure planning method of the present invention.

[0020] 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

[0021] 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:

[0022] Figure 1A schematic flow chart of an embodiment of a method for planning a vertical take-off and landing airport approach and departure according to the present invention;

[0023] Figure 2 This is a schematic diagram of the vertical take-off and landing airport structure;

[0024] Figure 3 This is a schematic diagram of the genetic algorithm solution idea;

[0025] Figure 4 Schematic diagram of genetic algorithm solving RMHO scheduling strategy;

[0026] Figure 5 Schematic diagram of the genetic algorithm solving the FCFS scheduling strategy;

[0027] Figure 6 This is a schematic diagram of the operation rules for the terminal area of ​​centrally controlled arrival and departure routes;

[0028] Figure 7 This is a schematic diagram of the operating rules for entering and leaving the terminal area at the layered entry point;

[0029] Figure 8 This is one of the schematic diagrams comparing the total flight time cost;

[0030] Fig. 9 This is one of the maximum flight time cost comparison diagrams;

[0031] Fig.10 This is a schematic diagram of the operation rules for the double-layer positioning point entry and departure route terminal area;

[0032] Fig.11 This is the second diagram comparing the total flight time cost;

[0033] Fig.12 This is the second diagram comparing the maximum flight time cost;

[0034] Fig.13 This is one of the cruising time diagrams;

[0035] Fig.14 This is the second diagram of cruising time;

[0036] Fig.15 This is the third diagram of cruising time;

[0037] Fig.16 This is one of the flight time diagrams;

[0038] Fig.17 This is the second schematic diagram of flight time;

[0039] Fig.18 This is the third schematic diagram of flight time;

[0040] Fig.19It is a structural schematic diagram of an embodiment of a vertical take-off and landing airport arrival and departure planning system of the present invention;

[0041] Fig. 20 The figure is a schematic structural diagram of an embodiment of an electronic device of the present invention. DETAILED DESCRIPTION

[0042] 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.

[0043] Figure 1 FIG. 1 is a flow chart showing an embodiment of a method for planning a vertical take-off and landing airport approach and departure provided by the present invention, and the method is executed by a controller. Figure 1 As shown, the following steps are included:

[0044] S1. Determine the operation rules of different arrival and departure route structures of the vertical take-off and landing airport, and simulate the operation rules of each arrival and departure route structure respectively to obtain simulation data corresponding to each route structure. In S1:

[0045] 1) Operational rules refer to the operating guidelines and procedures followed by different arrival and departure route structures in a vertical take-off and landing airport. The above rules include regulations on aircraft take-off, landing, route selection, altitude control, speed limit, etc. The operating rules ensure the safe and efficient operation of aircraft in the vertical take-off and landing airport. By formulating clear rules, conflicts between aircraft can be avoided, flight efficiency can be optimized, and the normal operation of the airport can be guaranteed.

[0046] 2) Simulation data is obtained by simulating the operating rules of different approach and departure route structures of vertical take-off and landing airports. Simulation data includes key performance indicators such as total flight time and maximum flight time. Simulation data is used to evaluate the operating efficiency and effect of different route structures. By comparing the simulation data of different route structures, the optimal route structure can be found, providing a scientific basis for the approach and departure planning of vertical take-off and landing airports.

[0047] Specifically, the controller determines the operation rules of different arrival and departure route structures of the vertical take-off and landing airport, and simulates the operation rules of each arrival and departure route structure respectively to obtain simulation data corresponding to each route structure.

[0048] S2. Determine the route structure corresponding to the optimal simulation data as the target route structure; wherein the target route structure is used to characterize the approach and departure planning of the vertical take-off and landing airport. In S2:

[0049] 1) The target route structure refers to the route structure that performs best in all simulation data. The above optimality is usually evaluated based on key performance indicators such as total flight time and maximum flight time. The target route structure is the core of the vertical take-off and landing airport approach and departure planning. By determining the target route structure, the optimal take-off and landing path can be provided for the airport's aircraft, thereby improving the airport's operating efficiency and safety.

[0050] 2) Approach and departure planning refers to the process of overall planning and arrangement of the takeoff and landing of aircraft in a vertical take-off and landing airport. The above process includes determining the take-off and landing sequence of aircraft, selecting the route structure, formulating operating rules, etc. Approach and departure planning is the key to ensuring the efficient and safe operation of vertical take-off and landing airports. Through reasonable approach and departure planning, the take-off and landing process of aircraft can be optimized, conflicts and delays can be reduced, and the throughput and operating efficiency of the airport can be improved. At the same time, approach and departure planning can also provide strong guarantees for the safe operation of aircraft.

[0051] Specifically, the controller further determines the route structure corresponding to the optimal simulation data as the target route structure.

[0052] The technical solution of this embodiment solves the problem of the UAM system's lack of scientific approach and departure planning, maximizes the operating efficiency of vertical take-off and landing airports, increases airport throughput, and reduces flight delay costs.

[0053] In an optional manner, different arrival and departure route structures include: a centrally controlled arrival and departure route structure, a hierarchical controlled arrival and departure route structure, and a hierarchical positioning point arrival and departure route structure.

[0054] It should be noted that the centrally controlled approach and departure route structure is an efficient and centralized air traffic management method, which is particularly suitable for the operation of eVTOL aircraft in the terminal area. In the centrally controlled approach and departure route structure, all approach routes, departure routes, and emergency routes are under unified command and dispatch. The advantages of the centrally controlled approach and departure route structure are simplicity and directness. When the eVTOL aircraft flies on the route, there is no need to perform complex route switching or level conversion, but directly flies obliquely from the route to the positioning point, and then descends vertically to the landing point to complete the approach process. The above design reduces the uncertainty during the flight process and improves flight efficiency. In addition, the centrally controlled approach and departure route structure also has emergency response capabilities. In an emergency, the eVTOL aircraft can quickly fly according to the preset emergency route to ensure the safety of passengers and crew members. However, since all routes of the centrally controlled approach and departure route structure are under unified command and dispatch, it needs to have a high degree of reliability and stability to cope with various complex situations that may arise. At the same time, in order to ensure flight safety, the flight trajectory of the eVTOL aircraft needs to be monitored and accurately calculated in real time.

[0055] The hierarchical control of the approach and departure route structure is a more flexible and complex way of air traffic management. In the hierarchical control of the approach and departure route structure, the approach and departure routes and emergency routes are divided into different levels, and each level has specific functions and roles. Among them, the upper approach and departure routes and emergency routes are mainly used for long-distance flights or high-altitude flights, while the lower approach and departure routes and emergency routes are more focused on short-distance flights or low-altitude flights. The above hierarchical design enables eVTOL aircraft to flexibly select and switch routes according to actual conditions during flight. The advantages of the hierarchical control of the approach and departure route structure lie in its flexibility and adaptability. By dividing into different levels, it can better meet the needs of eVTOL aircraft in different flight phases and improve flight efficiency and safety. At the same time, the hierarchical control of the approach and departure route structure also has excellent fault tolerance. Even if there is a problem with a route at a certain level, it will not have much impact on the entire system. However, the hierarchical design of the hierarchical control of the approach and departure route structure increases the complexity of the system and requires more advanced control and algorithms to support it. Secondly, in order to ensure the coordination and cooperation between different levels, a lot of testing and verification work is still needed.

[0056] The hierarchical positioning point approach and departure route structure further introduces the concept of positioning points on the basis of hierarchical control. Multiple positioning points serve as reference points for aircraft at specific altitudes and positions, helping aircraft to perform takeoffs, landings and route changes more accurately. By setting clear positioning points, aircraft can control the flight trajectory more accurately and reduce the possibility of deviation from the route. At the same time, during the route conversion process, the aircraft can rely on the positioning points to quickly adjust the flight status and improve the conversion efficiency. The hierarchical positioning point approach and departure route structure can flexibly adapt to changes in different weather conditions, aircraft types and flight needs, ensuring efficient operation in most cases. Therefore, in actual applications, it is necessary to conduct a comprehensive evaluation and select different approach and departure route structures based on factors such as the specific conditions of the terminal area, the performance characteristics of the eVTOL aircraft, and flight needs.

[0057] In an optional manner, the simulation data includes: total flight time and maximum flight time.

[0058] It should be noted that the total flight time data reflects the total cumulative time required for all vertical take-off and landing aircraft (such as drones, vertical take-off and landing aircraft, etc.) to perform take-off and landing missions from the take-off point to the landing point (or vice versa). The total flight time is directly related to the operational efficiency of the airport. A shorter total flight time means a higher throughput, which can handle more take-off and landing requests and reduce the waiting time for passengers or cargo, thereby improving the overall service quality and customer satisfaction. The maximum flight time refers to the longest flight time required for a single aircraft in all take-off and landing missions. The maximum flight time is critical to ensuring flight safety, because longer flight times increase the possibility of risks such as mechanical failure and battery exhaustion of the aircraft, especially in complex weather conditions or when the aircraft's performance is limited. Through simulation analysis of the maximum flight time, potential bottlenecks or high-risk routes can be identified, so as to better select a better route structure.

[0059] During the simulation process, multiple factors need to be considered when calculating the total flight time and the maximum flight time, including but not limited to: ① Route length: the length of the aircraft's flight time. ② Flight speed: the average flight speed and maximum flight speed of the aircraft under different conditions. ③ Take-off and landing interval: the time interval between two consecutive take-off and landing operations, which needs to ensure a safe distance to avoid air traffic conflicts. ④ Waiting time: due to factors such as air traffic control, weather reasons or equipment maintenance, the aircraft may need to wait in the air or on the ground, and this part of time should also be included in the total flight time. ⑤ Flight altitude and route planning: The flight efficiency and safety of different altitude layers are different, and the optimal route needs to be selected after comprehensive evaluation. In addition, the simulation data can also include the mean cruising time. The mean cruising time refers to the average time of all aircraft in the cruising stage in the route structure. The cruising time is the period of time when the aircraft flies at a relatively stable altitude and speed. The mean cruising time can help evaluate the stability and economy of the route structure, which is of great significance for optimizing the route structure and improving flight efficiency. Therefore, when evaluating the simulation data of different approach and departure route structures, comprehensive consideration of the total flight time, maximum flight time and average cruising time will not only help improve the operational efficiency of the airport, but also ensure the safety of flight activities and provide a basis for the selection of the approach and departure route structure of the vertical take-off and landing airport.

[0060] In an optional manner, the step of simulating the operation rules of each arrival and departure route structure respectively to obtain simulation data corresponding to each route structure includes:

[0061] Using a multi-objective genetic algorithm, the operating rules of each arrival and departure route structure are simulated separately to obtain the simulation data corresponding to each route structure.

[0062] It should be noted that the simulation process includes: ① Initialization parameter configuration: Before the simulation starts, the initial parameters of the multi-objective genetic algorithm are set according to the characteristics of the approach and departure route structure, including but not limited to population size, genetic generation, crossover probability, mutation probability, etc. At the same time, specific operating rule parameters are defined for each route structure, such as the height, shape, number of positioning points and their coordinates, landing point coordinates, etc. of the route, and the above parameters will be used as the genetic encoding of the individual in the genetic algorithm. ② Population initialization: According to the preset parameter range, an initial population containing multiple candidate route structures (i.e., individuals) is randomly generated. Each individual represents a possible approach and departure route structure operation rule. ③ Fitness evaluation: The performance of each individual is evaluated using the fitness function in the multi-objective genetic algorithm. In this embodiment, the fitness function mainly considers multiple objectives of total flight time, maximum flight time and cruising time, and the above objectives jointly reflect the efficiency and safety of the route structure. Through simulation, the total flight time, maximum flight time and cruising time of each individual under a given number of eVTOLs are calculated, and the above results are used as fitness values. ④ Selection operation: According to the fitness value, the non-dominated sorting (Pareto Front) and other strategies are adopted to select individuals with excellent performance from the population as parents for subsequent crossover and mutation operations. ⑤ Crossover and mutation: Perform crossover operation on the selected parent individuals to generate new offspring individuals by exchanging some genes (i.e. route structure parameters). Perform mutation operation on the offspring individuals to randomly change some of their gene values ​​to increase the diversity of the population. ⑥ Iteration and evolution: Repeat the above selection, crossover and mutation operations to form an iterative evolution process. As the number of iterations increases, the population gradually approaches the optimal solution set. ⑦ Result extraction and analysis: When the algorithm reaches the preset termination condition (such as the upper limit of genetic algebra, fitness value convergence, etc.), the iteration is stopped. The Pareto optimal solution set is extracted from the final population. The above solution set represents the operation rules of the approach and departure route structure that achieves the best balance between different objectives. Detailed simulation data analysis is performed on each optimal solution, including key indicators such as total flight time, maximum flight time, and cruising time, to evaluate its performance in practical applications.

[0063] Through the above simulation process, not only can we obtain the simulation data of each approach and departure route structure under given conditions, but also conduct in-depth analysis to reveal the performance differences and reasons between different route structures. The above simulation data provides a basis for the approach and departure planning of vertical take-off and landing airports, and helps to select the approach and departure route structure operation rules that best suit the current airport conditions and needs.

[0064] Specifically, the controller further utilizes a multi-objective genetic algorithm to simulate the operation rules of each arrival and departure route structure respectively, and obtains simulation data corresponding to each route structure.

[0065] It should be noted that at least one of the simulated annealing algorithm, particle swarm algorithm, ant colony algorithm, artificial immune algorithm and firefly algorithm can be used to simulate the operation rules of each arrival and departure route structure.

[0066] In an optional manner, the vertical take-off and landing airport arrival and departure planning method further includes:

[0067] With the goal of minimizing the total flight time and minimizing the maximum flight time, the optimal simulation data is determined from all the simulation data.

[0068] It should be noted that the total flight time and the maximum flight time in each simulation data are obtained respectively, and the simulation data with the smallest total flight time and the smallest maximum flight time is determined as the optimal simulation data.

[0069] Specifically, the controller further determines optimal simulation data from all simulation data with the goal of minimizing the total flight time and minimizing the maximum flight time.

[0070] 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.

[0071] In terms of the overall structure of the vertical take-off and landing airport, the 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 the vertical take-off and landing airport are summarized as follows:

[0072] 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.

[0073] 2) The radial structure can improve the capacity, operation efficiency and utilization of airspace resources in the terminal area. The "frustum of a cone" shape is more suitable for eVTOL operations.

[0074] 3) Due to the competition for time and space resources (such as public routes and intersections, etc.), there is competition among vertical take-off and landing aircraft for the same landing and take-off point.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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. 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, and then flies into the approach and departure positioning point to land. After the passengers get off the plane, the eVTOL aircraft flies into the approach and departure positioning point, and 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. 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.

[0079] In the establishment of the scheduling model: during the approach to the terminal area, the maximum flight time (min(maxF i )) indicates that the maximum total flight time of incoming eVTOL aircraft in the terminal area of ​​the vertical take-off and landing airport is minimized to achieve fair scheduling of aircraft of each eVTOL carrier operator; the minimum delay time (minD i ) 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 (minF i) 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 and minimize the maximum flight time ).

[0080] The relevant parameter expressions for the flight time of each eVTOL aircraft are:

[0081]

[0082] in, is the time when the i-th eVTOL aircraft enters the arrival and departure fix m from the arrival and departure common route r, is the time when the i-th eVTOL aircraft enters the terminal area, is the time taken by the i-th eVTOL aircraft to descend obliquely from the public route of arrival and departure to the merging point, is the optimized landing time of the i-th eVTOL aircraft. 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.

[0083]

[0084] is the take-off or landing time of the scheduled flight sequence, S i,j is the minimum time interval between the ith flight and the jth flight, P l is the limit range of the order transformation. The constraints in the scheduling process are as follows:

[0085] (1) Flight time constraints

[0086] Flight time constraints for aircraft on public routes of arrival and departure:

[0087]

[0088] Landing time constraints:

[0089]

[0090] Arrival aircraft delay time:

[0091]

[0092] Arriving aircraft delay constraints:

[0093]

[0094] in, is the earliest landing time of the i-th eVTOL aircraft, is the latest landing time of the i-th eVTOL aircraft, is the estimated landing time of the i-th eVTOL aircraft, is the optimized landing time of the i-th eVTOL aircraft, is the delay time of the i-th eVTOL aircraft

[0095] (2) Safety interval constraints

[0096] The horizontal separation constraint of the i-th eVTOL aircraft is:

[0097]

[0098] The vertical separation constraint of the i-th eVTOL aircraft is:

[0099]

[0100] 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.

[0101]

[0102] 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% and performing emergency and special missions (business jets) automatically enter the emergency public routes. Emergency public routes have scheduling priority over ordinary public routes.

[0103]

[0104] During the terminal area scheduling process, landing has a higher priority than departure in the operation mode.

[0105]

[0106] The eVTOL aircraft dispatch priority is calculated as follows:

[0107] prif i =prior(R i ,E i (t),O i )

[0108] =(prior i -1)(prior i -2)(prior i -3) / 6+(2prior i -E i (t)-2)(E i (t)

[0109] -1) / 2+R i

[0110] prior i =E i (t)+R i +Oi

[0111] Table 1 (eVTOL aircraft scheduling priority table):

[0112]

[0113] prif i is the priority of the ith flight, and M is the maximum value in the priority table. Due to the different importance of flights at the same time, the flight delay cost μ i Different from this, the study introduces delay cost into the scheduling strategy, and the objective function is updated as follows:

[0114] μ i =[prif i / M]

[0115]

[0116] 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:

[0117] 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 5The 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.

[0118] 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 is 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:

[0119]

[0120] The penalty function generally follows the following formula during the iteration process:

[0121]

[0122] The expression of the objective function is as follows:

[0123]

[0124] The expression of the limiting property of the penalty term is as follows:

[0125]

[0126] Among them, r i k is the penalty parameter, G i is the constraint target, k is the number of iterations, and F(X) is the objective function. As the number of iterations increases, The difference between F(X) and F(X) 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.

[0127] 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.

[0128] In the scheduling strategy simulation:

[0129] 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 is set to be 10, 15, 20, 25, and 30 respectively. The following details are added during the simulation process: 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, and there is no need to consider the problem of taxiing to the parking lot after landing to queue up and choose a parking space. ② The eVTOL aircraft is not charged and 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 taxis directly to the parking lot. ③ Assuming that the flight conditions are ideal, the impact of wind speed and bad weather conditions is not considered. 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. ⑤ Communication time delay is not considered, including the eVTOL aircraft receiving intersection signals and communicating with the UAM control system.

[0130] 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.

[0131] Table 2:

[0132]

[0133] When calculating the parameters related to the eVTOL aircraft safety cabin:

[0134] 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.

[0135] Table 3:

[0136]

[0137]

[0138] 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 in 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 be able to fly for 30 minutes, γ = 0.98, E c =0.000556, when the power level is lower than 0, the power off alarm is triggered.

[0139] Table 4:

[0140]

[0141] In this embodiment, based on the RMHO scheduling strategy, the operation rules of different arrival and departure route structures in the terminal area and the operation rules of different numbers of positioning points of the arrival and departure routes corresponding to the same landing point are simulated to evaluate the advantages and disadvantages of different operation rules.

[0142] Impact of different arrival and departure route structures on terminal area operations:

[0143] This embodiment proposes two terminal area operation rules with different arrival and departure route structures for analyzing and evaluating the arrival and departure route structure that is most suitable for the terminal area. Figure 6 As shown, Figure 6 A centrally controlled approach and departure route structure (centrally controlled approach and departure route terminal area) is shown. All eVTOL aircraft on approach and departure routes and emergency routes fly directly obliquely from the route to the positioning point, and then descend vertically to the landing point to complete the approach process. The second route structure is as follows Figure 7 As shown, Figure 7 The figure shows a hierarchical control approach and departure route structure (hierarchical entry positioning point approach and departure route terminal area). The eVTOL aircraft in the upper approach and departure route and emergency route need to fly to the lower approach and departure route and emergency route first, and then fly directly obliquely from the route to the positioning point, and descend vertically to the landing point to complete the approach process. The eVTOL aircraft entering from the lower approach and departure route and emergency route can fly directly obliquely from the route to the positioning point, and descend vertically to the landing point to complete the approach process.

[0144] This embodiment evaluates the above two types of approach and departure route structures, and sets five sets of simulation data, with the number of eVTOL aircraft being 10, 15, 20, 25, and 30 respectively. Each set of simulation data is run 10 times, and the result with the best operation effect is taken. In the simulation results, Table 5 shows the cost of the operation rules of the terminal area of ​​the centrally controlled approach and departure route, and Table 6 shows the cost of the operation rules of the terminal area of ​​the hierarchical entry positioning point approach and departure route.

[0145] Table 5:

[0146] Objective Function 10 15 20 25 30 F1 326.58 757.81 868.19 1303.89 2033.33 F2 58.26 110.45 179.61 146.58 201.81

[0147] Table 6:

[0148] Objective Function 10 15 20 25 30 F1 358.52 813.16 910.52 1376.97 1609.61 F2 66 110.97 179.61 165.16 165.16

[0149] Furthermore, this embodiment plots the experimental results into a line graph, such as Figure 8 and Fig. 9 As shown, Figure 8 This is a schematic diagram comparing the total flight time cost of layered entry into the positioning point and central control. Fig. 9The following is a schematic diagram comparing the maximum flight time costs of layered entry points and central control. It can be seen that the difference in the total system costs of the two approach and departure route structures is not large when the number of eVTOL aircraft in the terminal area is less than 25, and the total system cost of the centrally controlled route structure is slightly less than the total system cost of the layered entry point. However, when the number of eVTOL aircraft is 30, the total system cost of the route structure that directly enters the positioning point is much greater than the total system cost of the layered entry point. This reflects that when the number of eVTOL aircraft is small, the route structure that directly enters the positioning point is more suitable for the rule design of the terminal area. The reason is that the UAM control system can better control the route structure that directly enters the positioning point when the number of eVTOL aircraft is large. When the number of eVTOL aircraft is large, the system cannot bear the huge amount of calculation. When the number of eVTOL aircraft is large, the route structure that enters the positioning point in layers can reduce the pressure on the central system. It only needs to calculate the lower-level approach and departure route structure, which can effectively improve the control capability of the terminal area and improve operational efficiency. Fig. 9 It can be seen that the maximum flight time cost and the total system flight time cost have similar characteristics, that is, the number of eVTOL aircraft between 25 and 30 is the dividing line between the two route structure costs. When the number of eVTOL aircraft is less than 25, the difference is not large, but when the number of eVTOL aircraft is 30, the total system cost of the central control route structure is much greater than the total system cost of the layered entry positioning point.

[0150] Regarding the impact of different numbers of anchor points on terminal area operations: Further, this embodiment analyzes and evaluates the terminal area operation rules for two arrival and departure route structures with different numbers of anchor points to determine the most suitable operation rule structure for the terminal area. Figure 6 As shown in the figure, it is a centrally controlled approach and departure route structure (centrally controlled approach and departure route terminal area). Each landing point in the vertical take-off and landing airport corresponds to only one positioning point, which is used for the flight mode conversion of the eVTOL aircraft. All eVTOL aircraft on the approach and departure routes and emergency routes fly directly obliquely from the route to the positioning point, and then descend vertically to the landing point to complete the approach process. The second route structure is as follows Fig.10As shown, it is a hierarchical positioning point approach and departure route structure (an approach and departure route structure with hierarchical control of positioning points). Two layers of approach and departure routes with different heights and radii are set in the terminal area. Each layer of approach and departure routes corresponds to a layer of positioning points, that is, each landing point of the vertical take-off and landing airport corresponds to two positioning points of different heights used for eVTOL aircraft flight mode conversion. The eVTOL aircraft in the upper approach and departure routes and the emergency routes need to first fly obliquely from the route to the upper positioning point, and then descend vertically to the landing point after arriving to complete the approach process. The eVTOL aircraft entering the lower approach and departure routes and the emergency routes fly obliquely from the route to the lower positioning point, and descend vertically to the landing point to complete the approach process. In addition, the eVTOL aircraft in the upper approach and departure routes and the emergency routes will pass through the lower positioning points during the vertical landing process. This approach and departure route structure also needs to consider the occupancy of the lower positioning points and landing points. This embodiment evaluates the above two approach and departure route structures, and sets five sets of simulation data, with the number of eVTOL aircraft being 10, 15, 20, 25, and 30 respectively. In this embodiment, each set of simulation data is run 10 times, and the result with the best running effect is taken. The simulation results are shown in Tables 5 and 7, wherein Table 7 shows the cost of the double-layer positioning point entry and departure route terminal area operation rules.

[0151] Table 7

[0152]

[0153] Furthermore, this embodiment plots the experimental results into a line graph, such as Fig.11 and Fig.12 shown. Fig.11 This is a schematic diagram comparing the total flight time cost of single-layer and double-layer positioning point arrival and departure route structures. Fig.12 The following is a schematic diagram comparing the maximum flight time costs of the single-layer positioning point and double-layer positioning point approach and departure route structures. It can be seen that the total system cost of the terminal area structure of the double-layer positioning point mode is not much different when the number of eVTOL aircraft in the terminal area is less than 25, and the total system cost of the route structure that directly enters the double-layer positioning point is slightly lower than the total system cost of the single-layer positioning point. However, when the number of eVTOL aircraft is 30, the total system cost of the route structure of the single-layer positioning point is much greater than the total system cost of the double-layer positioning point route structure. This reflects that the route structure of a single-layer positioning point is more suitable for the route structure of a double-layer positioning point, because the oblique flight distance of the route structure of a single-layer positioning point is much greater than that of the double-layer positioning point route structure. At the same time, when the number of eVTOL aircraft is large, the route structure of the double-layer positioning point reduces the system load capacity of the single-layer positioning point route structure through positioning point diversion. From Fig.12It can be seen that the maximum flight time cost and the total system flight time cost have similar characteristics in several sets of simulation experiments, that is, the objective functions F1 and F2 are not much different when the number of eVTOL aircraft is less than 25. However, when the number of eVTOL aircraft is 30, the total system cost of the dual-positioning point route structure is much greater than the total system cost and maximum flight time cost of the single-layer positioning point.

[0154] Analysis of cruising time for different numbers of positioning points and route structures: In this embodiment, the cruising time in the terminal area with different numbers of positioning points and route structures under simulation experiments of different numbers of eVTOL aircraft is compared to better evaluate the operating rules that are more advantageous when the number of eVTOL aircraft is large. Since the applicability of traffic rules under high traffic density can be better analyzed 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, and conducts comparative simulation experiments on the cruising time in the terminal area with different numbers of positioning points and route structures. This embodiment runs each group of simulation data 10 times and takes the result with the best running effect. The simulation results of the average cruising time of different numbers of eVOL aircraft in the terminal area with different numbers of positioning points and route structures are shown in Table 8.

[0155] Table 8:

[0156]

[0157] Table 8 shows the mean cruising time of different numbers of eVOL aircraft in the terminal area with different numbers of positioning points and route structures. It can be seen that the mean difference in cruising time between the two operating rules of the double positioning point structure and the double approach and departure route structure is not large, and the mean cruising time of the double approach and departure route structure operating rule is slightly smaller than that of the double positioning point structure operating rule. The mean cruising time of the control group is smaller when the number of eVTOL aircraft is small, but as the number of eVTOL aircraft increases, the mean cruising time of the control group gradually widens with the mean cruising time of the other two control groups.

[0158] Furthermore, this embodiment plots the experimental results into a bar graph, showing the cruising time of each eVOL aircraft in the terminal area with different numbers of positioning points and approach and departure route structures, as well as the average cruising time of different numbers of eVTOL aircraft, such as Fig.13 , Fig.14 , Fig.15 shown. Fig.13 Schematic diagram of the cruising time of 20 eVTOL aircraft under three sets of operating rules; Fig.14 Schematic diagram of the cruising time of 25 eVTOL aircraft under three sets of operating rules; Fig.15This is a schematic diagram of the cruising time of 30 eVTOL aircraft in three sets of operating rules. From the above three pictures, it can be seen that in the scheduling of a single eVTOL aircraft, the two operating rules have a high similarity in the scheduling of the same eVTOL aircraft, and the cruising time generated by the scheduling of a single eVTOL aircraft in the two operating rules is very close, which shows that both operating rules can achieve a relatively good scheduling effect. When the number of eVTOL aircraft is large, the control group shows the instability of the scheduling system, especially when the number of eVTOL aircraft is 30, the cruising time of the 13th, 15th, 26th and 29th eVTOL aircraft is large. Therefore, when the number of eVTOL aircraft is large, it is not recommended to choose the operating rules used in the control group.

[0159] Analysis of total flight time for different number of positioning points and route structures:

[0160] This embodiment compares the flight time in the terminal area with different numbers of positioning points and route structures under simulation experiments of different numbers of eVTOL aircraft, so as to better evaluate the operating rules that are more advantageous when the number of eVTOL aircraft is large. Since the applicability of traffic rules under high traffic density can be better analyzed when the number of eVTOL aircraft exceeds 20, this embodiment sets three groups of simulation data with 20, 25, and 30 eVTOL aircraft respectively, and conducts comparative simulation experiments on the flight time in the terminal area with different numbers of positioning points and approach and departure route structures. This embodiment runs each group of simulation data 10 times and takes the result with the best operation effect. The simulation results are shown in Table 9.

[0161] Table 9 shows the mean flight time of different numbers of eVTOL aircraft in the terminal area with different numbers of positioning points and route structures. It can be seen that there is a certain gap in the mean flight time between the two operating rules of the dual positioning point structure and the dual approach and departure route structure. The mean flight time of the dual approach and departure route structure operating rule is slightly greater than that of the dual positioning point structure operating rule. This is because some eVTOL aircraft in the dual approach and departure route structure operating rule need to pass through two layers of approach and departure routes, which increases the oblique flight time in the middle. Therefore, although the mean cruising time of the dual approach and departure route structure operating rule is slightly greater than that of the dual positioning point structure operating rule, the mean flight time of the dual approach and departure route structure operating rule is slightly greater than that of the dual positioning point structure operating rule. The control group had a smaller mean flight time when the number of eVTOL aircraft was small, but as the number of eVTOL aircraft increased, the mean flight time of the control group gradually widened from the mean flight time of the other two control groups.

[0162] Table 9:

[0163]

[0164] Furthermore, this embodiment plots the experimental results into a bar graph, showing the flight time of each eVOL aircraft in the terminal area with different numbers of positioning points and approach and departure route structures, as well as the average flight time of different numbers of eVTOL aircraft, such as Fig.16 , Fig.17 , Fig.18 shown. Fig.16 Schematic diagram of the flight time of 20 eVTOL aircraft under three sets of operating rules; Fig.17 Schematic diagram of the flight time of 25 eVTOL aircraft under three sets of operating rules; Fig.18 This is a schematic diagram of the flight time of 30 eVTOL aircraft under three sets of operating rules. From the above three pictures, it can be seen that in the scheduling of a single eVTOL aircraft, the three operating rules have a high similarity in the scheduling of the same eVTOL aircraft, and the flight times generated by the scheduling of a single eVTOL aircraft are very close, which shows that the three operating rules can achieve relatively good scheduling effects. Overall, among the three operating rules, the dual-positioning point structure operating rule has the lowest mean flight time, followed by the dual approach and departure route operating rule, and the control group has the largest mean flight time. Therefore, through the above comparison, it can be found that the dual-positioning point operating rule is more suitable for terminal area operations with high traffic density.

[0165] Therefore, according to all the evaluation contents, UAM vertical take-off and landing airports and their terminal airspaces are the connecting hubs between urban air transportation and ground transportation, with large flight traffic and high airspace complexity, which is one of the issues that must be considered when exploring future UAM operations. As a key node in the public airway network, the reasonable design of the ground layout and terminal area operation rules of the UAM vertical take-off and landing airport is conducive to improving the operating efficiency and safety of the public airway network.

[0166] The operation rules of the UAM terminal area have an important impact on the system cost of the terminal area. This chapter proposes three types of UAM terminal area operation rules, namely, central control operation rules, dual-fix point structure operation rules, and double-layer approach and departure route operation rules.

[0167] This embodiment combines the RMHO scheduling strategy and simulates the proposed operation rules with three common standard aircraft models on the market. The results show that among the three operation rules, when the number of eVTOL aircraft is small, the total cost difference of the UAM terminal area system is not large. When the number of eVTOL aircraft is greater than 25, the dual-positioning point structure operation rule is more suitable for the operation of high-density and high-traffic terminal areas.

[0168] Fig.19 FIG. 2 is a schematic diagram showing a structure of an embodiment of a vertical take-off and landing airport arrival and departure planning system 200 provided by the present invention. Fig.19As shown, the system 200 includes: a simulation module 210 and an analysis module 220 .

[0169] The simulation module is used to: determine the operation rules of different arrival and departure route structures of the vertical take-off and landing airport, and simulate the operation rules of each arrival and departure route structure to obtain simulation data corresponding to each route structure;

[0170] The analysis module is used to: determine the route structure corresponding to the optimal simulation data as the target route structure; wherein the target route structure is used to characterize the approach and departure planning of the vertical take-off and landing airport.

[0171] The above-mentioned parameters and steps for each module to implement corresponding functions in the vertical take-off and landing airport arrival and departure planning system 200 of this embodiment can refer to the parameters and steps in the embodiment of the vertical take-off and landing airport arrival and departure planning method above, and will not be repeated here.

[0172] like Fig. 20 As shown, an electronic device 300 of 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 arrival and departure planning methods, specifically:

[0173] 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 approach and departure planning 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 described in detail here.

[0174] 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 arrival and departure planning methods.

[0175] 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 method for planning the arrival and departure of a vertical take-off and landing airport, characterized in that: include: Determine the operation rules of different arrival and departure route structures of the vertical take-off and landing airport, and simulate the operation rules of each arrival and departure route structure respectively to obtain simulation data corresponding to each route structure; The route structure corresponding to the optimal simulation data is determined as the target route structure; wherein the target route structure is used to characterize the approach and departure planning of the vertical take-off and landing airport.

2. The vertical take-off and landing airport arrival and departure planning method according to claim 1, characterized in that: The different approach and departure route structures include: a centrally controlled approach and departure route structure, a hierarchical controlled approach and departure route structure, and a hierarchical positioning point approach and departure route structure.

3. The vertical take-off and landing airport arrival and departure planning method according to claim 1, characterized in that: The simulation data includes: total flight time and maximum flight time.

4. The vertical take-off and landing airport arrival and departure planning method according to any one of claims 1 to 3, characterized in that: The steps of simulating the operation rules of each arrival and departure route structure respectively to obtain simulation data corresponding to each route structure include: Using a multi-objective genetic algorithm, the operating rules of each arrival and departure route structure are simulated separately to obtain the simulation data corresponding to each route structure.

5. The vertical take-off and landing airport arrival and departure planning method according to claim 3, characterized in that: Also includes: With the goal of minimizing the total flight time and minimizing the maximum flight time, the optimal simulation data is determined from all the simulation data.

6. A vertical take-off and landing airport arrival and departure planning system, characterized in that: include: Simulation module and analysis module; The simulation module is used to: determine the operation rules of different arrival and departure route structures of the vertical take-off and landing airport, and simulate the operation rules of each arrival and departure route structure to obtain simulation data corresponding to each route structure; The analysis module is used to: determine the route structure corresponding to the optimal simulation data as the target route structure; wherein the target route structure is used to characterize the approach and departure planning of the vertical take-off and landing airport.

7. The vertical take-off and landing airport arrival and departure planning system according to claim 6, characterized in that: The different approach and departure route structures include: a centrally controlled approach and departure route structure, a hierarchically controlled approach and departure route structure, and a hierarchically positioned approach and departure route structure.

8. The vertical take-off and landing airport arrival and departure planning system according to claim 6, characterized in that: The simulation data includes: total flight time, maximum flight time and mean cruising time.

9. An electronic device, characterized in that: The electronic device includes a processor, the processor is coupled to a memory, at least one computer program is stored in the memory, 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 arrival and departure planning method as described in any one of claims 1 to 5.

10. 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 arrival and departure planning method as described in any one of claims 1 to 5.

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