EVTOL vertical take-off and landing field aircraft landing scheduling method

Abstract

The invention discloses an eVTOL vertical takeoff and landing field aircraft landing scheduling method, and relates to the technical field of aviation scheduling, and the method comprises the following steps: constructing a three-dimensional aerodynamic interference prediction mechanism fusing aircraft rotor wing downwash airflow and urban building reflection airflow, generating a local aerodynamic coupling strength distribution diagram based on real-time meteorological parameters and takeoff and landing sortie arrangement, and carrying out the three-dimensional aerodynamic interference prediction mechanism; the method is used for identifying high-interference areas. According to the invention, by constructing a three-dimensional aerodynamic interference prediction mechanism and evaluating the path sensitivity, advanced identification and risk path marking of a high-interference area are realized; landing time sequence disturbance and flight buffer control are combined, and the multi-machine rotor airflow overlapping probability is reduced. And adaptive flight control and rhythm regulation and control are carried out based on the disturbance level index, so that the flight safety, scheduling collaboration and airspace utilization efficiency of the eVTOL in the complex urban airspace are effectively improved, and multi-aircraft high-density safe collaborative landing is realized.

Description

Technical Field

[0001] This invention relates to the field of aviation scheduling technology, specifically to a landing scheduling method for aircraft at an eVTOL vertical takeoff and landing field. Background Art

[0002] eVTOL vertical takeoff and landing (eVTOL) aircraft landing scheduling refers to the entire process of orderly management and dynamic control of the landing sequence, time window, landing point, and flight path guidance of electric vertical takeoff and landing (eVTOL) aircraft as they approach the landing phase after completing their flight mission. This scheduling process requires not only real-time monitoring of the flight status of multiple eVTOL aircraft and the capacity of the takeoff and landing sites, but also coordination of flight path conflicts, response to sudden weather or equipment malfunctions, and dynamic allocation of landing priorities based on aircraft mission type (e.g., passenger, emergency, cargo). This ensures that multiple eVTOL aircraft can safely, efficiently, and orderly complete their landing missions in complex urban airspace, and is a crucial component of the core operating mechanism of future urban air mobility (UAM) systems.

[0003] Existing technologies have the following shortcomings: In the confined space of an eVTOL vertical takeoff and landing field, when multiple aircraft perform takeoff or landing operations within a short period, the downwash airflow generated by their respective rotors may undergo complex superposition and interference in the vertical space, forming a highly spatially coupled aerodynamic region. Especially under typical complex meteorological conditions in cities or in environments with high-density buildings, external atmospheric disturbances (such as abnormal airflows formed by reflection, refraction, or deflection from tall buildings) may interact with the rotor downwash airflow, forming a nonlinear superposition effect in a local low-altitude region, constructing an "airflow trap" with strong vortex, turbulence, or low-pressure disturbance characteristics. Once this airflow trap forms, it will seriously interfere with the attitude stability and flight trajectory control of eVTOL aircraft located below or approaching the landing area, causing uncontrollable states such as sudden stall, roll, and attitude changes during landing, which may lead to secondary collision risks between multiple aircraft or continuous in-flight loss of control accidents, seriously threatening the lives of passengers, the stability of aircraft systems, and the safe operation of ground facilities.

[0004] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a landing scheduling method for aircraft in eVTOL vertical takeoff and landing fields. By constructing a three-dimensional aerodynamic interference prediction mechanism and path sensitivity assessment, it can achieve early identification of high interference areas and risk path marking; by combining landing timing disturbance and flight buffer control, it can reduce the probability of airflow overlap between multiple aircraft rotors; and by performing adaptive flight control and rhythm regulation based on the disturbance level index, it can effectively improve the flight safety, scheduling coordination and airspace utilization efficiency of eVTOL in complex urban airspace, and achieve high-density safe and coordinated landing of multiple aircraft, thereby solving the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a landing scheduling method for aircraft at an eVTOL vertical takeoff and landing field, comprising the following steps:

[0007] A three-dimensional aerodynamic interference prediction mechanism is constructed that integrates the downwash airflow from aircraft rotors and the reflected airflow from urban buildings. Based on real-time meteorological parameters and takeoff and landing schedules, a local aerodynamic coupling intensity distribution map is generated to identify high interference areas.

[0008] Based on the coupling strength distribution map, aerodynamic interference scores are performed on the paths of all aircraft to be landed, a take-off and landing path sensitivity assessment process is established, and high-risk path groups are extracted and marked.

[0009] Based on path marking and coupling score, a landing timing disturbance strategy is implemented to dynamically adjust the time window and flight altitude of the corresponding aircraft and reduce the probability of vertical superposition of rotor airflow.

[0010] Implement a rotor airflow buffering and regulation mechanism in high interference areas to limit approach speed, thrust change slope and angle of attack change rate, thereby improving attitude stability and anti-interference capability.

[0011] Local wind speed and pressure parameters are collected and combined with a disturbance identification model to generate a disturbance level index, which serves as a control signal for adaptive adjustment of flight status.

[0012] Based on the disturbance level index and track superposition density, landing rhythm is controlled, and the approach sequence and landing interval are adjusted in combination with attitude stability and risk level to achieve coordinated and safe landing of multiple aircraft in complex aerodynamic environments.

[0013] Preferably, constructing a three-dimensional aerodynamic disturbance prediction mechanism includes the following steps:

[0014] A downwash airflow model for aircraft rotors was established, and the downwash airflow distribution under different time and space conditions was calculated based on the number, size, speed, tilt angle and flight state parameters of the rotors.

[0015] Establish an urban building airflow reflection model to simulate the bypassing, reflection, and interference behavior of external airflow based on building height, shape, orientation, and spacing;

[0016] By integrating rotor airflow and reflected airflow models, disturbance superposition simulation is performed in a unified three-dimensional space to generate an aerodynamic coupling intensity distribution map.

[0017] Based on eddy density and pressure fluctuation indices, high-interference regions are identified for subsequent path analysis and scheduling control.

[0018] Preferably, the process for establishing a takeoff and landing path sensitivity assessment includes the following steps:

[0019] Collect flight path data of all aircraft to be landed, divide the path trajectory according to spatial discrete points and match it with the aerodynamic coupling intensity distribution map to generate a path disturbance data sequence;

[0020] The path disturbance overlap score is calculated based on the path disturbance data sequence, and the average intensity, maximum intensity and high disturbance segment length are combined for weighted integration, and a time window correction factor is introduced.

[0021] Flight paths with scores exceeding a preset threshold are classified into a high-risk path group, and the path number, risk level, coordinates of high-interference sections, and time window information are extracted.

[0022] High-risk paths are marked with risk indicators and output to the landing scheduling control system for subsequent path adjustments and flight sequence optimization.

[0023] Preferably, implementing the landing timing disturbance strategy includes the following steps:

[0024] Based on the aerodynamic interference score and risk level of the flight path, the corresponding disturbance strategy template is invoked to determine the adjustable time window range and altitude trajectory range;

[0025] Adjust the landing time window of aircraft to be moved forward or delayed, coordinate the time conflicts of multiple aircraft according to mission priority, and ensure that overlapping areas are dynamically dispersed.

[0026] Based on the altitude distribution of the high interference area, select the flight altitude trajectory with the least interference, and replan the thrust curve and descent rate curve.

[0027] The adjusted path is input into the simulation engine for airspace reconstruction and interference index verification. Flight control synchronization is then performed after ensuring that the airflow coupling strength is below the safety threshold.

[0028] Preferably, implementing a rotor airflow buffering and regulation mechanism in a high-interference region includes the following steps:

[0029] High-interference areas are identified based on the aerodynamic coupling intensity distribution map, a three-dimensional spatial boundary model is established and synchronized to the navigation system;

[0030] Before the aircraft enters the high-interference area, the buffer strategy template is invoked according to the interference intensity level, and the thresholds for approach speed, thrust change slope and angle of attack change rate are set.

[0031] After the aircraft enters the area, the rate of change of speed, thrust and angle of attack is limited, and flight parameters are collected in real time for closed-loop regulation;

[0032] After the aircraft leaves the area, the buffer parameters are released through an interpolation function, and the aircraft returns to the normal flight control state.

[0033] Preferably, generating the disturbance level index includes the following steps:

[0034] Deploy array-type wind speed sensors and pressure sensors to collect real-time aerodynamic disturbance data around the aircraft;

[0035] The collected data is denoised and features are extracted to calculate wind speed change rate, pressure gradient, vortex scale and disturbance periodicity index.

[0036] The extracted features are input into the aerodynamic disturbance identification model, and a disturbance level index is generated by fusion rule matching and machine learning algorithms.

[0037] The disturbance level index is used as an adaptive adjustment trigger signal for the flight control system to adjust flight attitude control parameters and flight path control strategies.

[0038] Preferably, based on the disturbance level index and track overlap density, the landing rhythm is controlled, and the approach sequence and landing interval are adjusted in combination with attitude stability and risk level to achieve coordinated and safe landing of multiple aircraft in complex aerodynamic environments. The specific steps are as follows:

[0039] Based on three dimensions—current environmental disturbance intensity, aircraft attitude stability, and mission risk level—a comprehensive priority index is calculated for each aircraft. This index serves as the basis for subsequent ranking and scheduling. The formula for calculating the comprehensive priority index is as follows:

[0040]

[0041] In the formula, P i D is the overall priority index of the i-th aircraft. i It is the disturbance level index, S i It is the attitude stability coefficient, S max R is the maximum attitude stability coefficient. i This refers to the mission risk level, specifically the safety / timeliness / life risk level of the mission performed by the i-th aircraft, R. max α is the maximum mission risk level, β is the weighting coefficient of the disturbance level factor, γ is the weighting coefficient of the attitude stability factor, and γ is the weighting coefficient of the mission risk level.

[0042] After prioritization, to avoid concentrated landings of aircraft in high-interference areas or overlapping paths, a comprehensive priority index P is used. i By combining the track overlay density, the dynamic landing time interval for each aircraft is calculated. The formula for calculating the time interval is as follows:

[0043]

[0044] In the formula, ΔT i T is the landing time interval that the i-th aircraft should maintain between it and the aircraft preceding it. base It is the set base landing time interval, δ is the density expansion weighting coefficient, and ρ i ρ is the track superposition density of the i-th aircraft. max It has the highest track stacking density among all aircraft, θ is the priority compression weighting coefficient, and P max It is the highest priority index among all aircraft.

[0045] The technical effects and advantages provided by the present invention in the above technical solution are as follows:

[0046] This invention achieves early identification of local airflow coupling zones through a three-dimensional aerodynamic disturbance prediction mechanism, and incorporates disturbance impacts into the scheduling decision-making process through path sensitivity scoring and high-risk path marking. By employing landing timing disturbance strategies and flight parameter buffer control, it dynamically disperses rotor airflow overlap among multiple aircraft in the same vertical air domain, effectively reducing the risk of attitude instability. Simultaneously, through disturbance level index-driven adaptive flight control and approach rhythm regulation, it achieves high-response scheduling and airspace decoupling under complex nonlinear disturbance environments, significantly improving the flight safety, scheduling coordination, and airspace utilization efficiency of eVTOL aircraft in complex urban environments, and ensuring reliable, safe, and efficient landing under high-density multi-aircraft operation conditions. Attached Figure Description

[0047] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0048] Figure 1 This is a flowchart of a landing scheduling method for an eVTOL vertical takeoff and landing field aircraft according to the present invention. Detailed Implementation

[0049] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that the description of this disclosure will be more complete and fully convey the concept of the exemplary embodiments to those skilled in the art.

[0050] This invention provides, for example Figure 1 The method for scheduling aircraft landing at an eVTOL vertical takeoff and landing field, as shown, includes the following steps:

[0051] A three-dimensional aerodynamic interference prediction mechanism is constructed that integrates the aircraft rotor downwash airflow model and the urban building reflected airflow model. Based on real-time meteorological parameters and aircraft takeoff and landing schedules, an aerodynamic coupling intensity distribution map is generated in a local space to identify high interference areas with vortex aggregation tendencies.

[0052] To achieve safe and efficient landing of eVTOL vertical takeoff and landing (eVTOL) aircraft in complex urban environments, a three-dimensional aerodynamic disturbance prediction mechanism needs to be constructed, integrating the aircraft rotor downwash airflow model and the urban building reflected airflow model. This paper proposes an aerodynamic field prediction method with real-time performance, adaptability, and high spatial resolution to identify potential aerodynamic disturbance zones or vortex accumulation areas in advance. The method includes the following steps:

[0053] First, a parametric modeling system for the downwash airflow of aircraft rotors is established. For different types of eVTOL aircraft, physical attributes such as rotor number, diameter, rotational speed, tilt angle, and lift parameters are collected. These attributes are then combined with the operating states of each rotor during takeoff or landing (e.g., power changes, torque output, angle of attack adjustments) to construct a distribution model of the rotor downwash airflow. This model employs unsteady flow field simulation and integrates a multi-rotor interference calculation module to predict the superposition effect of downwash airflow generated by different aircraft at multiple time points and spatial locations. Furthermore, the model embeds an airflow diffusion range calculation function, which can dynamically adjust the conical distribution range of the airflow based on approach velocity and thrust changes, thereby more accurately characterizing the disturbance characteristics of the airflow on the surrounding space during aircraft descent.

[0054] Secondly, a modeling module for urban building-reflected airflow is constructed. By digitally modeling the 3D building structures within the area surrounding the vertical takeoff and landing field, key spatial shape characteristics of the buildings are extracted, including height, volume, surface roughness, wall orientation, and opening structures. A simulation model of the interaction between buildings and the natural wind field is established based on computational fluid dynamics (CFD) methods, simulating local disturbance characteristics such as vortices, shear flows, or low-pressure areas formed by airflow around, collisions, refraction, and reflection. Based on this, building airflow disturbance response parameters and turbulence enhancement factors are introduced to automatically adjust the regional wind field interference intensity according to different building group arrangements and their spacing. This module supports linkage with actual urban micro-meteorological data, making the aerodynamic disturbance simulation closer to real operating conditions.

[0055] Third, a joint aerodynamic disturbance prediction mechanism is established by spatially fusing aircraft rotor downwash airflow models with urban building reflected airflow models. Under a unified three-dimensional coordinate system, the downwash airflow generated by multiple aircraft at different time points and flight paths is spatially superimposed with the reflected airflow from buildings for simulation, and a time dimension is introduced to form a four-dimensional aerodynamic disturbance prediction system. Through high-resolution mesh generation, the target airspace is divided into multiple aerodynamic cells, and parameters such as airflow velocity vector, pressure gradient, and vorticity change are calculated for each cell to generate a local aerodynamic field disturbance intensity index. During the calculation process, turbulence models such as k-ε or LES models are used to improve disturbance prediction accuracy, and a parallel simulation computing architecture is introduced to achieve rapid disturbance field updates across multiple paths and time periods.

[0056] Finally, based on the joint aerodynamic disturbance simulation results, an aerodynamic coupling intensity distribution map is output within the local space. This distribution map is expressed in the form of a heat map or isosurface map, which can intuitively reflect the intensity level and spatial distribution trend of aerodynamic disturbances in different areas of the airspace. Multiple parameters, such as vorticity density, disturbance frequency, and pressure fluctuation amplitude, are weighted and fused to generate a comprehensive coupling intensity index, and disturbance areas with a high tendency for vortex aggregation are delineated using isolines. These areas will be marked as high-risk areas for subsequent path sensitivity analysis, aircraft landing sequence adjustment, and flight attitude stability control modules. To ensure image representation and system linkage capabilities, this distribution map supports digital output to the flight control system and scheduling management platform, enabling dynamic support for eVTOL flight decisions and real-time risk warnings.

[0057] In summary, this implementation method, by constructing a multi-source 3D modeling mechanism that integrates rotor airflow and urban building disturbance effects, and combining it with real-time meteorological data and takeoff and landing information, can generate a highly accurate and adaptable aerodynamic coupling intensity distribution map. This provides a scientific basis for identifying potential vortex accumulation areas and predictive support for subsequent landing scheduling strategies. This method enhances the aerodynamic safety assurance capabilities of multi-eVTOL aircraft cooperative landing processes in urban air traffic environments, demonstrating significant practical value and innovation.

[0058] Based on the aerodynamic coupling intensity distribution map, aerodynamic interference overlap score is performed on the flight paths of all aircraft to be landed, a take-off and landing path sensitivity assessment process is established, and path groups with scores exceeding the set threshold are extracted and risk markers are added.

[0059] To enable aircraft in eVTOL vertical takeoff and landing fields to safely and efficiently complete landing scheduling in complex environments with multiple intersecting paths and aerodynamic disturbances, a path sensitivity assessment mechanism based on aerodynamic coupling intensity distribution maps is needed. This paper proposes an assessment method combining aerodynamic overlap scoring and risk path identification to identify flight paths with high levels of aerodynamic interference and to provide input for subsequent scheduling interventions through a marking mechanism. The implementation includes the following four steps:

[0060] First, flight path data for all aircraft awaiting landing is acquired. For each eVTOL aircraft, its predicted flight path trajectory within a certain time window is determined based on its mission type, flight phase, remaining range, target landing point, and current 3D coordinates. The path trajectory is discretized as a 3D spatial curve, dividing it into several spatial unit points. Then, each path unit point is spatially matched with the aerodynamic coupling intensity distribution map to extract the corresponding aerodynamic disturbance intensity value, establishing a mapping relationship between path points and aerodynamic disturbances. By utilizing the continuity of path points and the spatial trajectory shape, a complete disturbance data sequence for each flight path is constructed, preparing for subsequent calculations.

[0061] Secondly, for each landing flight path, an aerodynamic interference overlap scoring algorithm is executed. This algorithm, based on the aforementioned path-coupling strength mapping relationship, weights and integrates the interference strength values ​​at each path point according to path length, and considers the continuous span and proportion of the path passing through high-interference areas. For example, the scoring function in the path scoring model includes three parameters: average coupling strength value, maximum disturbance point strength, and length of continuous high-interference segments. These three parameters are then integrated using weighting factors to form the path interference score. Simultaneously, a time window adjustment mechanism is introduced, using the time deviation of different aircraft entering the same space area as a scoring correction term, reflecting the probability of the path intersecting with other paths in space and time, thus improving the dynamic accuracy of the scoring. Finally, a standardized aerodynamic interference overlap score is generated for each path to quantify the flight aerodynamic environment risk level it faces.

[0062] Third, the system extracts high-risk path groups based on path aerodynamic disturbance scores and preset thresholds. The system sets adjustable risk score threshold parameters, representing the upper limit of acceptable aerodynamic risk for flight paths under current airspace, weather conditions, and aircraft density. All paths with scores exceeding the threshold are automatically classified into high-risk path groups. Simultaneously, additional analysis is performed on flight paths belonging to this group and their corresponding aircraft, including the path's dwell time in high-disturbance areas and the number of potential spatial intersections with other paths. This identifies the specific risk sources and affected areas for each high-risk path, establishing a causal chain for subsequent intervention operations at the scheduling level.

[0063] Finally, risk markers are added to all identified high-risk paths and output to the landing scheduling control module. The risk markers include the path number, risk level, origin and end coordinates of the main high-interference sections, the time window of the high-coupling point, and a list of other aircraft numbers affecting the path. These markers are packaged as structured data and sent to the landing scheduling management system for subsequent priority adjustments, landing rhythm fine-tuning, and path reconstruction algorithm calls. The system can set scheduling strategies corresponding to different risk levels, such as: implementing time window delays and path relocations for "extremely high-risk" paths, adjusting flight altitudes for "medium-risk" paths, and pre-setting dynamic obstacle avoidance instructions for "boundary-risk" paths. This risk path marking mechanism ensures that each eVTOL aircraft completes its path aerodynamic safety assessment before entering the target airspace and provides targeted processing references for the scheduling management system, ultimately achieving intelligent landing path risk identification and collaborative control based on real aerodynamic coupling characteristics.

[0064] In summary, this specific implementation method provides important support for the safe landing of multiple eVTOL aircraft in complex urban airspace by establishing a complete correlation calculation model between the path and the aerodynamic interference field, introducing a path interference scoring method that integrates multiple factors, setting an adjustable risk assessment mechanism, and realizing the system management and invocation of risk paths through structured marking. It has significant engineering practicality and technological innovation.

[0065] Based on the path risk marker and aerodynamic coupling strength score, a landing timing disturbance strategy is implemented to dynamically adjust the landing time window and flight altitude trajectory of the aircraft corresponding to the risk path, thereby reducing the probability of rotor airflow superposition of multiple aircraft in the same vertical area.

[0066] To avoid the superposition of rotor airflow among multiple aircraft in the same vertical airspace in an eVTOL (eVTOL) vertical takeoff and landing field, which can lead to severe aerodynamic interference and flight attitude instability, a landing timing disturbance strategy based on path risk labeling and aerodynamic coupling strength scoring is proposed. This strategy, by fine-tuning the aircraft's landing time window and flight altitude trajectory, disperses the temporal-spatial overlap of highly coupled areas while ensuring overall scheduling efficiency and aircraft flight performance constraints, thereby improving the safety of multi-aircraft coordinated landing. Specifically, it includes the following four steps:

[0067] First, a response mapping model is established between the path interference level and the landing timing disturbance amplitude. Based on the flight path aerodynamic interference score and risk level label generated during preprocessing, the risky path is divided into different level intervals, each corresponding to a preset disturbance strategy template. The template defines parameters such as the maximum allowable offset value of the landing time window, the adjustable gradient range of the flight altitude trajectory, and the upper limit of the acceptable pitch angle change for the aircraft attitude controller. Through this response mapping model, the most suitable disturbance strategy template can be automatically selected based on the specific aerodynamic risk level faced by the aircraft, serving as the benchmark rule for subsequent adjustments.

[0068] Secondly, for each aircraft performing a landing mission, a corresponding landing time window adjustment mechanism is activated based on the risk level corresponding to its current path. This mechanism shifts the overall landing time window forward or backward based on the time period during which the aircraft enters a high-interference area within the predicted path, with the adjustment magnitude automatically calculated within the time range allowed by the disturbance strategy template. The system prioritizes making the smallest adjustment without affecting mission completion efficiency. If multiple aircraft have overlapping risks, the landing time window is dynamically allocated based on priority strategies (such as mission urgency, remaining energy, and crew status) to maximize the dynamic dispersion of the overall airspace. After the time window adjustment is completed, the new timing is synchronized to the path management module and flight control system.

[0069] Third, perform flight altitude trajectory disturbance adjustment operations. Based on the longitudinal altitude segment of the aircraft in the predicted path and the corresponding aerodynamic coupling intensity density map, analyze the changing trend of the interference risk faced at a specific altitude. The system performs rapid simulation comparison between the original altitude trajectory and multiple candidate altitude trajectories within the adjustable range, evaluates the comprehensive interference index under different trajectories, and selects the one with the least interference as the replacement trajectory. Before executing the replacement trajectory, the aircraft's thrust curve and descent rate curve are replanned to ensure that the aircraft maintains a stable flight attitude during the transition process, and that all adjustments meet the dynamic response capability of the flight controller.

[0070] Finally, for all aircraft that have completed time window adjustments and flight altitude trajectory disturbances, airspace reconstruction simulation and disturbance dissipation verification are performed. After completing all path disturbance operations, the system re-inputs the flight data of all aircraft into the aerodynamic coupling simulation engine, generates an updated spatial coupling intensity distribution map, and scans and analyzes key airspace locations using an overlap index detection algorithm. If a strong rotor airflow coupling region still exists at any altitude, the system will activate a secondary micro-disturbance mechanism to automatically perform minor adjustments and optimizations until all path disturbance indices drop below the safe threshold. Simultaneously, all adjustment results will be synchronously output to the scheduling system, path planning module, and flight control interface in the form of standardized parameter packages to ensure that the aircraft execute flight missions according to the updated parameters.

[0071] In summary, this implementation method achieves coordinated fine-tuning control of landing time window and flight altitude trajectory by constructing a response mechanism between path risk level and disturbance strategy. This effectively reduces the probability of airflow overlap and coupling among multiple aircraft in the same vertical airspace. Thus, without affecting flight mission completion efficiency and safety redundancy, it significantly enhances the cooperative landing capability of eVTOL aircraft in complex urban aerodynamic environments, demonstrating high engineering application value and innovative technological advantages.

[0072] Implement rotor airflow buffering and regulation mechanisms in high interference areas to limit the approach speed, thrust change slope and angle of attack change rate of aircraft entering the area, thereby improving flight attitude stability and anti-interference capability.

[0073] To address the issue of eVTOL aircraft being susceptible to rotor downwash interference and attitude control instability when entering areas with high aerodynamic coupling in complex urban airspace, a rotor airflow buffering and regulation mechanism is proposed. This mechanism actively weakens the dynamic excitation effects of flight by limiting the aircraft's approach velocity, thrust change slope, and angle of attack change rate, thereby improving the aircraft's attitude maintenance capability and anti-interference stability in highly disturbed environments. This implementation includes the following four steps:

[0074] First, the spatial extent and boundary conditions of high-interference areas are identified and defined. Based on the aerodynamic coupling intensity distribution map generated in the previous steps, the system extracts all spatial regions where the vorticity density exceeds a set safety threshold. Combining factors such as building distribution, wind direction, and flight path intersection density, a three-dimensional boundary model of the high-interference area is constructed. The boundary of each region includes the horizontal plane coordinate range, the vertical height range, and the entrance azimuth angle. The system marks these regions as "airflow buffer control zones" and synchronizes their spatial data to the aircraft navigation module, enabling the flight control system to identify whether the aircraft is about to enter this region.

[0075] Secondly, the buffer control parameter initialization process is activated in advance before the aircraft's flight path enters the high-interference area. The system first reads the aircraft's current flight status parameters, including speed, thrust output, and attitude angle change rate, and selects the corresponding buffer adjustment strategy template based on the intensity level of the high-interference area. Each strategy template sets a set of buffer threshold parameters, including the maximum permissible approach speed, thrust change rate limit, angle of attack change rate limit, pitch angle and sideslip angle correction range, etc. The template is personalized according to the aircraft model, load status, and dynamic response characteristics to ensure that parameter adjustments do not affect flight safety or exceed the response range of the flight control system.

[0076] Third, the system executes buffer adjustment control commands and monitors flight dynamics in real time. Once the aircraft enters the control boundary of the high-interference zone, the system immediately issues adjustment control commands to the flight control system based on the buffer strategy template. During the approach, the system limits the aircraft's horizontal and vertical speeds to the set approach speed limits to prevent excessive speed from triggering rotor-induced interference propagation effects; it also simultaneously limits the rate of change of engine thrust output to control instantaneous attitude disturbances caused by rapid thrust changes; furthermore, it smooths the rate of change of angle-of-attack commands in flight control to avoid secondary instability caused by large-angle attitude adjustments. During control, the system collects flight response parameters in real time and performs closed-loop feedback correction to ensure a smooth and effective adjustment process.

[0077] Finally, after the aircraft completes its passage through the high-interference zone, it automatically resumes normal flight control. Once the system detects that the aircraft has completely left the high-interference zone boundary, it releases the buffer control state and gradually releases speed and attitude control limits. To avoid instability caused by sudden rebounds or system state transitions, the system uses an interpolation function to design a buffer release process, gradually restoring to normal parameter configuration. The recovery process is linked to the flight status assessment module to ensure that the aircraft's current power redundancy, wind field conditions, and mission urgency allow the system to exit the buffer control mode. Ultimately, the flight controller returns to normal operating mode and continues to complete the remaining flight mission along the original flight path.

[0078] In summary, this implementation method, by pre-setting a buffer strategy template and combining real-time aerodynamic interference intensity with aircraft status, actively constrains and limits key dynamic parameters of flight. When an eVTOL aircraft traverses a complex aerodynamic environment, it can significantly improve the controllability and stability of its flight attitude, avoiding safety incidents such as attitude instability, stall, and roll caused by violent responses. This rotor airflow buffering and adjustment mechanism has broad adaptability and high engineering practicality in urban air traffic scenarios, and is an important technology for improving the reliability of eVTOL flight in complex low-altitude aerodynamic environments.

[0079] An array of wind speed and pressure sensors is set up to collect local aerodynamic disturbance characteristics in real time. The disturbance level index is generated by combining the aerodynamic disturbance identification model and used as a trigger control signal for adaptive adjustment of the aircraft's flight status.

[0080] To enhance the aerodynamic disturbance resistance of eVTOL aircraft in complex urban airspace and improve attitude stability and risk response during flight, a local disturbance perception and disturbance level index generation mechanism based on a sensor array is proposed. This mechanism identifies unstable structures in the local aerodynamic field by real-time acquisition of wind speed and pressure data, thereby generating a quantifiable disturbance level index, which is then used as a trigger control signal for adaptive flight state adjustment. The implementation includes the following four steps:

[0081] First, array-type wind speed and pressure sensors are deployed to detect aerodynamic disturbances ahead of the flight path in real time at high frequency. The wind speed sensors are miniature multi-channel ultrasonic anemometers with high temporal resolution and multi-directional measurement capabilities, positioned around the aircraft's nose, wing edges, and leading edge of the fuselage to ensure the capture of wind speed changes from multiple directions. The pressure sensors employ micro-differential pressure measurement elements, installed under the rotor, at the tail root, and on the side panels to detect minute pressure fluctuations and flow instabilities caused by eddies. The sensor array is arranged in a three-dimensional symmetrical structure, forming a disturbance sensing network with balanced spatial coverage and high response sensitivity. The sensors are connected to the aircraft's embedded data acquisition system via a high-speed data bus, enabling high-frequency, low-latency data transmission.

[0082] Secondly, the raw wind speed and pressure data collected by the sensors undergo preprocessing and feature extraction. First, signal denoising is performed using a sliding window averaging algorithm and a median filter to remove measurement errors and environmental interference. Then, feature calculations are performed on the data from each sensor channel, including indicators such as wind speed change rate, wind direction fluctuation frequency, pressure gradient change, peak occurrence frequency, and low-pressure duration. By fusing data from multiple sensor nodes in the time and spatial domains, advanced feature parameters such as local disturbance energy density, vortex scale estimation, and unsteady disturbance trends are extracted. To avoid processing delays, this step embeds an edge computing module, enabling real-time data processing within the local flight control system and ensuring that results are fed back to the control system in real time.

[0083] Third, based on the extracted multidimensional disturbance features, an aerodynamic disturbance identification model is invoked to calculate the disturbance level index. This model employs a structure based on a fusion of rule matching and machine learning. Input features include wind speed vector gradient, pressure fluctuation spectrum, flow field disturbance periodicity, and turbulence coherence. The output disturbance level index is divided into five levels, from 1 to 5, corresponding to extremely low, low, medium, high, and extremely high disturbance levels, respectively. During model training, a large amount of simulation data and measured flight data are referenced, and the classification accuracy is optimized using support vector machines and random forest algorithms. The disturbance level index output by the model not only reflects the current disturbance intensity of the local aerodynamic field but can also predict the disturbance trend within the next few seconds, exhibiting feedforward characteristics and improving the responsiveness and foresight of the flight status adjustment system.

[0084] Finally, the disturbance level index is used as the adaptive adjustment trigger signal for the flight control system, dynamically adjusting multiple flight parameters. When the disturbance level index exceeds the set response threshold, the system automatically enters the disturbance response mode, activating the flight control law adjustment mechanism, including increasing attitude control gain, adjusting damping compensation parameters, limiting rapid attitude change commands, and increasing thrust vector control frequency. For aircraft in the high disturbance level region, speed lower limit, heading fine-tuning, and altitude buffering strategies are implemented simultaneously to prevent dynamic instability caused by large control inputs. After the disturbance level index continuously decreases and stabilizes in the low disturbance range, the system automatically deactivates the response mode and gradually returns to the normal flight control state to ensure a smooth and natural transition in the control process.

[0085] In summary, this implementation method achieves high responsiveness and dynamic control of eVTOL aircraft against sudden disturbances in complex urban aerodynamic environments by constructing a high-density array sensor network, extracting aerodynamic disturbance features in real time, generating a disturbance level index using a disturbance identification model driven by multi-source data, and using this index as the core control trigger for flight adaptive adjustment. This effectively improves flight safety and system stability, demonstrating outstanding technological innovation and engineering practicality.

[0086] Based on the disturbance level index and the aircraft track superposition density, a dynamic landing rhythm control strategy is implemented. Combining flight attitude stability and risk level indicators, the aircraft approach sequence and landing time interval are adjusted in real time to achieve safe and coordinated multi-aircraft landing in complex aerodynamic coupling environments.

[0087] The purpose of this step is to dynamically adjust the approach sequence and landing time interval of eVTOL aircraft in complex aerodynamic coupling environments by comprehensively analyzing the aircraft disturbance level index and track overlap density, thereby achieving coordinated and safe landing scheduling for multiple aircraft. Because frequent entry and exit of multiple aircraft within a short period of time in the limited space of a vertical takeoff and landing field can cause high overlap of rotor airflow, coupled with the uncertainty of local disturbance airflow, it can easily lead to flight attitude instability, landing path interference, and even secondary collision risks. This step analyzes the disturbance level index to determine the current airspace disturbance intensity and combines it with track overlap density to identify which aircraft have a potential temporal and spatial overlap trend in the same airspace, thus achieving refined control of the overall airspace load. Based on this, and considering the aircraft's own attitude stability and mission risk level (e.g., passenger, emergency, cargo), the approach sequence is dynamically optimized, appropriately delaying the entry of aircraft with high stability or low priority, and prioritizing the landing of aircraft with weaker attitude stability or higher mission importance. Simultaneously, the time interval between aircraft is adjusted to prevent multiple aircraft from simultaneously approaching the same high-disturbance airspace and reduce rotor airflow coupling intensity. This dynamic rhythm control strategy can effectively distribute air traffic load, create a more reasonable landing rhythm, and achieve optimal utilization of airspace resources and high-safety collaborative operation of multiple aircraft.

[0088] Based on the disturbance level index and track overlap density, the landing rhythm is controlled, and the approach sequence and landing interval are adjusted in combination with attitude stability and risk level. The specific steps to achieve coordinated and safe landing of multiple aircraft in complex aerodynamic environments are as follows:

[0089] Based on three dimensions—current environmental disturbance intensity, aircraft attitude stability, and mission risk level—a comprehensive priority index is calculated for each aircraft. This index serves as the basis for subsequent ranking and scheduling. The formula for calculating the comprehensive priority index is as follows:

[0090]

[0091] In the formula, P i is the comprehensive priority index of the i-th aircraft, used to measure the landing priority of the i-th aircraft in the current scheduling window. Its value ranges from 0.1 to 0.2; a higher value indicates that it should land with higher priority. i It is a disturbance level index, which refers to the aerodynamic disturbance level of the space cell where the i-th aircraft is located at its current flight position, and its value ranges from [0,5]. iThe attitude stability coefficient refers to the quantitative index of the attitude stability capability exhibited by the i-th aircraft in the preceding flight mission. It is standardized to [0,1]. The smaller the value, the more stable the flight. It is obtained by statistically analyzing the standard deviation of its attitude errors (such as pitch angle, roll angle, and yaw angle), attitude recovery time, and disturbance response suppression capability. max It is the maximum attitude stability coefficient, the attitude stability coefficient S among all aircraft currently participating in the scheduling. i The maximum value of S is used to... i Normalized to the range [0,1] to ensure comparability between different models, R i This refers to the mission risk level, which indicates the safety / timeliness / life risk level of the mission performed by the i-th aircraft. It is usually a non-negative integer, such as: 0 (test flight), 1 (routine cargo), 2 (urban express), 3 (manned commercial), 4 (manned medical emergency). The more important the mission (i.e., the larger Ri_iRi is), the larger this item will be, thus increasing the priority. R max This is the highest mission risk level, currently R among all aircraft. i The maximum value of R is used to... i Normalization is used to avoid weight bias due to different task types. α is the weight coefficient of the disturbance level factor, which controls the influence of the intensity of local aerodynamic disturbances on the priority. When α is large, the system pays more attention to avoiding priority landing of aircraft in high-disturbance airspace. β is the weight coefficient of the attitude stability factor, which controls the influence of the aircraft's own flight attitude stability on the priority. When β is large, the system tends to prioritize the landing of aircraft with better stability, which is applicable to urban core areas with complex airspace structures and the need for precise landing. γ is the weight coefficient of the task risk level, which controls the intensity of the importance of the task performed by the aircraft in the priority. When γ is large, the system scheduling will be more task-oriented, such as high-priority task scenarios such as medical emergency, passenger commuting, and emergency material transportation, satisfying α+β+γ=1, which is used to flexibly adjust the influence ratio of each factor on the priority in the calculation.

[0092] The purpose of this step is to integrate environmental disturbance risks, the aircraft's own stability capabilities, and mission urgency to form a comprehensive, quantifiable, and rankable indicator, providing a basis for decision-making in subsequent airspace control and scheduling.

[0093] After prioritization, to avoid concentrated landings of aircraft in high-interference areas or overlapping paths, a comprehensive priority index P is used. i By combining the track overlay density, the dynamic landing time interval for each aircraft is calculated. The formula for calculating the time interval is as follows:

[0094]

[0095] In the formula, ΔT i It represents the landing time interval that the i-th aircraft should maintain with respect to the aircraft preceding it, indicating the minimum safe separation in the time dimension that two aircraft landing consecutively should maintain. This is achieved by adjusting ΔT. i Controlling aircraft entry intervals to avoid path conflicts and aerodynamic coupling, T base This is the set base landing interval, usually preset based on platform capacity and airspace clearance. δ is the density expansion weighting coefficient, which controls the intensity of interval extension caused by high track overlap density. Its value ranges from 0.1 to 0.5; a larger value indicates that the system is more sensitive to track density conflicts and tends to increase the interval to prevent congestion. ρ i ρ is the track overlap density of the i-th aircraft, reflecting the degree to which the predicted track of the current aircraft will spatially overlap with the tracks of other aircraft within a certain time window in the future. It is used to measure airspace congestion and is the main factor in time interval weighted spread. Its value characteristics are: ρ i A value greater than 0 indicates a higher potential airspace conflict. max It is the highest track overlap density among all aircraft, and it is the ρ of all aircraft in the current scheduling cycle. i The maximum value in the values ​​is θ, which is the priority compression weighting coefficient. It controls the compression intensity of the time interval for aircraft with higher overall priority. The value ranges from 0.1 to 0.6. The larger the value, the more willing the system is to schedule high-priority aircraft to arrive in advance, thereby improving the efficiency of high-value missions. max It is the highest priority index among all aircraft, used to prioritize P. i Normalization ensures fair and standardized comparisons between aircraft on different missions.

[0096] The purpose of this step is to dynamically increase or decrease the time interval between each aircraft and other aircraft based on the degree of overlap of their paths in the airspace and their landing priority, so as to form a landing rhythm that is "orderly in density and coordinated in strength and weakness", avoid airflow accumulation and path conflict, and achieve the optimal allocation of airspace resources and the goal of safe and coordinated landing of multiple aircraft.

[0097] The aforementioned eVTOL vertical takeoff and landing (VTOL) aircraft landing scheduling method effectively constructs an intelligent collaborative scheduling system integrating aerodynamic perception, risk prediction, path control, and adaptive flight control feedback. In the altitude-restricted urban vertical airspace, this method uses a three-dimensional aerodynamic disturbance prediction mechanism to identify local airflow coupling zones in advance, and incorporates disturbance impacts into the scheduling decision-making process through path sensitivity scoring and high-risk path marking. By employing landing timing disturbance strategies and flight parameter buffer control, it dynamically disperses rotor airflow overlap among multiple aircraft in the same vertical airspace, effectively reducing the risk of attitude instability. Simultaneously, through disturbance level index-driven adaptive flight control and approach rhythm regulation, it achieves high-response scheduling and airspace decoupling under complex nonlinear disturbance environments, significantly improving the flight safety, scheduling coordination, and airspace utilization efficiency of eVTOL aircraft in complex urban environments, ensuring reliable, safe, and efficient landings under high-density multi-aircraft operation conditions.

[0098] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0099] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

[0100] It should be noted that, in this document, the use of relational terms such as "first" and "second" is merely for distinguishing one entity or operation from another, and does not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0101] It should be understood that in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0102] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0103] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0104] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0105] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0106] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0107] The foregoing has only described certain exemplary embodiments of the present invention by way of illustration. Undoubtedly, those skilled in the art can modify the described embodiments in various ways without departing from the spirit and scope of the present invention. Therefore, the foregoing drawings and descriptions are illustrative in nature and should not be construed as limiting the scope of protection of the claims of the present invention.

Claims

1. A landing scheduling method for aircraft at an eVTOL vertical takeoff and landing field, characterized in that, The following steps are involved: A three-dimensional aerodynamic interference prediction mechanism is constructed that integrates the downwash airflow from aircraft rotors and the reflected airflow from urban buildings. Based on real-time meteorological parameters and takeoff and landing schedules, a local aerodynamic coupling intensity distribution map is generated to identify high interference areas. Based on the coupling strength distribution map, aerodynamic interference scores are performed on the paths of all aircraft to be landed, a take-off and landing path sensitivity assessment process is established, and high-risk path groups are extracted and marked. Based on path marking and coupling score, a landing timing disturbance strategy is implemented to dynamically adjust the time window and flight altitude of the corresponding aircraft. Implement rotor airflow buffering and regulation mechanisms in high interference areas to limit approach speed, thrust change slope and angle of attack change rate; Local wind speed and pressure parameters are collected and combined with a disturbance identification model to generate a disturbance level index, which serves as a control signal for adaptive adjustment of flight status. Based on the disturbance level index and track superposition density, landing rhythm is controlled, and the approach sequence and landing interval are adjusted in combination with attitude stability and risk level to achieve coordinated and safe landing of multiple aircraft in complex aerodynamic environments.

2. The eVTOL vertical takeoff and landing field aircraft landing scheduling method according to claim 1, characterized in that, The steps involved in constructing a three-dimensional aerodynamic disturbance prediction mechanism are as follows: A downwash airflow model for aircraft rotors was established, and the downwash airflow distribution under different time and space conditions was calculated based on the number, size, speed, tilt angle and flight state parameters of the rotors. Establish an urban building airflow reflection model to simulate the bypassing, reflection, and interference behavior of external airflow based on building height, shape, orientation, and spacing; By integrating rotor airflow and reflected airflow models, disturbance superposition simulation is performed in a unified three-dimensional space to generate an aerodynamic coupling intensity distribution map. Based on eddy density and pressure fluctuation indices, high-interference regions are identified for subsequent path analysis and scheduling control.

3. The eVTOL vertical takeoff and landing field aircraft landing scheduling method according to claim 1, characterized in that, Establishing a sensitivity assessment process for takeoff and landing paths includes the following steps: Collect flight path data of all aircraft to be landed, divide the path trajectory according to spatial discrete points and match it with the aerodynamic coupling intensity distribution map to generate a path disturbance data sequence; The path disturbance overlap score is calculated based on the path disturbance data sequence, and the average intensity, maximum intensity and high disturbance segment length are combined for weighted integration, and a time window correction factor is introduced. Flight paths with scores exceeding a preset threshold are classified into a high-risk path group, and the path number, risk level, coordinates of high-interference sections, and time window information are extracted. High-risk paths are marked with risk indicators and output to the landing scheduling control system for subsequent path adjustments and flight sequence optimization.

4. The eVTOL vertical takeoff and landing field aircraft landing scheduling method according to claim 1, characterized in that, Implementing a landing timing disturbance strategy includes the following steps: Based on the aerodynamic interference score and risk level of the flight path, the corresponding disturbance strategy template is invoked to determine the adjustable time window range and altitude trajectory range; Adjust the landing time window of aircraft to be moved forward or delayed, coordinate the time conflicts of multiple aircraft according to mission priority, and ensure that overlapping areas are dynamically dispersed. Based on the altitude distribution of the high interference area, select the flight altitude trajectory with the least interference, and replan the thrust curve and descent rate curve. The adjusted path is input into the simulation engine for airspace reconstruction and interference index verification. Flight control synchronization is then performed after ensuring that the airflow coupling strength is below the safety threshold.

5. The eVTOL vertical takeoff and landing field aircraft landing scheduling method according to claim 1, characterized in that, Implementing a rotor airflow buffering and regulation mechanism in high-interference areas includes the following steps: High-interference areas are identified based on the aerodynamic coupling intensity distribution map, a three-dimensional spatial boundary model is established and synchronized to the navigation system; Before the aircraft enters the high-interference area, the buffer strategy template is invoked according to the interference intensity level, and the thresholds for approach speed, thrust change slope and angle of attack change rate are set. After the aircraft enters the area, the rate of change of speed, thrust and angle of attack is limited, and flight parameters are collected in real time for closed-loop regulation; After the aircraft leaves the area, the buffer parameters are released through an interpolation function, and the aircraft returns to the normal flight control state.

6. The eVTOL vertical takeoff and landing field aircraft landing scheduling method according to claim 1, characterized in that, Generating a disturbance level index involves the following steps: Deploy array-type wind speed sensors and pressure sensors to collect real-time aerodynamic disturbance data around the aircraft; The collected data is denoised and features are extracted to calculate wind speed change rate, pressure gradient, vortex scale and disturbance periodicity index. The extracted features are input into the aerodynamic disturbance identification model, and a disturbance level index is generated by fusion rule matching and machine learning algorithms. The disturbance level index is used as an adaptive adjustment trigger signal for the flight control system to adjust flight attitude control parameters and flight path control strategies.

7. The eVTOL vertical takeoff and landing field aircraft landing scheduling method according to claim 1, characterized in that, Based on the disturbance level index and track overlap density, the landing rhythm is controlled, and the approach sequence and landing interval are adjusted in combination with attitude stability and risk level. The specific steps to achieve coordinated and safe landing of multiple aircraft in complex aerodynamic environments are as follows: Based on three dimensions—current environmental disturbance intensity, aircraft attitude stability, and mission risk level—a comprehensive priority index is calculated for each aircraft. This index serves as the basis for subsequent ranking and scheduling. The formula for calculating the comprehensive priority index is as follows: In the formula, P i D is the overall priority index of the i-th aircraft. i It is the disturbance level index, S i It is the attitude stability coefficient, S max R is the maximum attitude stability coefficient. i This refers to the mission risk level, specifically the safety / timeliness / life risk level of the mission performed by the i-th aircraft, R. max α is the maximum mission risk level, β is the weighting coefficient of the disturbance level factor, γ is the weighting coefficient of the attitude stability factor, and γ is the weighting coefficient of the mission risk level. After prioritization, to avoid concentrated landings of aircraft in high-interference areas or overlapping paths, a comprehensive priority index P is used. i By combining the track overlay density, the dynamic landing time interval for each aircraft is calculated. The formula for calculating the time interval is as follows: In the formula, ΔT i T is the landing time interval that the i-th aircraft should maintain between it and the aircraft preceding it. base It is the set base landing time interval, δ is the density expansion weighting coefficient, and ρ i ρ is the track superposition density of the i-th aircraft. max It has the highest track stacking density among all aircraft, θ is the priority compression weighting coefficient, and P max It is the highest priority index among all aircraft.

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