Aircraft take-off and landing conflict processing method, device, equipment, medium and program product

Abstract

The application relates to an aircraft take-off and landing conflict processing method, device, equipment, medium and program product. The method comprises the following steps: receiving airspace restriction rules of a target aircraft, available take-off and landing platform information and real-time trajectories of other aircrafts; determining a target take-off and landing point based on the airspace restriction rules of the target aircraft, the available take-off and landing platform information and the real-time trajectories of the other aircrafts, and generating a first take-off and landing trajectory of the target aircraft; generating second take-off and landing trajectories of the other aircrafts based on the real-time trajectories of the other aircrafts; performing conflict prediction based on the first take-off and landing trajectory and the second take-off and landing trajectories to obtain a conflict area; and displaying the conflict area and the first take-off and landing trajectory. The method can effectively reduce the collision risk.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to a method, apparatus, equipment, medium, and program product for handling aircraft take-off and landing conflicts. Background Technology

[0002] Urban air mobility (UAM), as a new mode of transportation to alleviate ground traffic congestion and improve commuting efficiency, is gradually moving from concept to reality. Electric vertical takeoff and landing (eVTOL) aircraft, with their advantages of zero emissions, low noise, and vertical takeoff and landing, have become the core carrier of UAM. As the ground hub for eVTOL, the vertical takeoff and landing field (Vertiport) undertakes the functions of takeoff, landing, parking, charging, and scheduling of multiple aircraft. Its operational efficiency and safety directly determine the possibility of large-scale deployment of UAM.

[0003] However, the airspace environment of a vertical takeoff and landing (eVTOL) field differs fundamentally from that of a traditional airport: the airspace typically covers only an area with a radius of several hundred meters and a height of several hundred meters, with a denser division of altitude layers; eVTOLs need to frequently switch between multiple flight modes during takeoff and landing (such as switching from multi-rotor hovering to fixed-wing forward flight), exhibiting a complex trajectory characterized by "vertical takeoff and landing + horizontal transition"; simultaneously, manned eVTOLs have extremely high safety requirements, needing to avoid collision risks with other aircraft and ground obstacles. These characteristics render traditional airspace management and conflict avoidance schemes suitable for fixed-wing aircraft completely inapplicable, resulting in a high collision risk. Summary of the Invention

[0004] Therefore, it is necessary to provide a method, apparatus, equipment, medium, and procedure for handling aircraft take-off and landing conflicts that can reduce the risk of collisions, addressing the aforementioned technical problems.

[0005] In a first aspect, this application provides a method for handling aircraft takeoff and landing conflicts, the method comprising: Receive airspace restriction rules for the target aircraft, information on available takeoff and landing platforms, and real-time trajectories of other aircraft; Based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft, the target take-off and landing points are determined, and the first take-off and landing trajectory of the target aircraft is generated. Generate a second takeoff and landing trajectory for the other aircraft based on their real-time trajectories; Conflict prediction is performed based on the first and second takeoff and landing trajectories to obtain the conflict area; The conflict area and the first takeoff and landing trajectory are displayed.

[0006] In one embodiment, determining the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft includes: Based on the airspace restriction rules of the target aircraft and the available take-off and landing platform information, each available take-off and landing point is determined; For each available takeoff and landing point, the probability of a conflict and the takeoff and landing distance of an aircraft using the available takeoff and landing point are determined based on the real-time trajectories of the other aircraft. The target take-off and landing point is determined based on the conflict probability and take-off and landing distance of each available take-off and landing point.

[0007] In one embodiment, determining the conflict probability of an aircraft using an available takeoff and landing point based on the real-time trajectories of the other aircraft for each available takeoff and landing point includes: For each available takeoff and landing point, based on the real-time trajectories of the other aircraft, determine the parameters that need to be randomized and the probability distribution of the parameters; Based on the parameters and their probability distribution, a first number of simulated trajectories for the other aircraft are generated; A second number of simulated trajectories that conflict with the trajectory of the target aircraft to the available take-off and landing point; The ratio of the second quantity to the first quantity is used as the conflict probability of the available take-off and landing points.

[0008] In one embodiment, the feature is that displaying the conflict area and the first takeoff and landing trajectory includes: When the first take-off and landing trajectory indicates that the target aircraft is heading toward the conflict area, the first take-off and landing trajectory is overlapped with the conflict area, and the first take-off and landing trajectory is displayed in a way that indicates that the target aircraft is heading toward the conflict area, and the conflict area is displayed in a way that indicates that the target aircraft is heading toward the conflict area; If the first take-off and landing trajectory indicates that the target aircraft is not heading toward the conflict area, the first take-off and landing trajectory is separated from the conflict area, and the first take-off and landing trajectory is displayed in a way that indicates that the target aircraft is not heading toward the conflict area, and the conflict area is also displayed in a way that indicates that the target aircraft is not heading toward the conflict area.

[0009] In one embodiment, after displaying the conflict area and the first takeoff and landing trajectory, the process includes: Receive flight operation instructions; The first takeoff and landing trajectory is adjusted based on the flight operation command, and the steps of conflict prediction based on the first takeoff and landing trajectory and the second takeoff and landing trajectory are continued to be executed to obtain the conflict area. If the conflict zone does not exist, take-off and landing operations shall be performed.

[0010] In one embodiment, after performing conflict prediction based on the first takeoff and landing trajectory and the second takeoff and landing trajectory to obtain the conflict area, the method further includes: Determine the volume of each conflict zone; The priority of the conflict region is determined based on its volume. The display method of the conflict areas is determined based on the priority of each conflict area, and each conflict area is displayed based on the display method, with different display methods for conflict areas of different priorities.

[0011] In one embodiment, determining the volume of each conflict region includes: The first and second takeoff and landing trajectories are modeled as ellipsoids with errors; The intersection volume of the ellipsoids is calculated as the volume of the conflict region.

[0012] In one embodiment, calculating the intersection volume of the ellipsoids as the volume of the conflict region includes: The intersection volume of the ellipsoid is determined by the following formula: ; in, The radius of the ellipsoid along the x-axis represents the sum of the trajectory errors of the target aircraft and other aircraft in the x-direction. and These are the trajectory errors of the target aircraft and other aircraft in the x-direction, respectively. , where represents the y-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the y-direction. and These are the trajectory errors of the target aircraft and other aircraft in the y-direction, respectively. in, , where represents the z-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the z-direction. and These are the trajectory errors of the target aircraft and other aircraft in the z-direction, respectively, where N represents N times the standard deviation.

[0013] In one embodiment, determining the priority of the conflict region based on its volume includes: Obtain the conflict probability and conflict time of the target take-off and landing points; The priority of the conflict zone is determined based on the volume of the conflict zone, the conflict probability of the target take-off and landing point, and the conflict time of the target take-off and landing point.

[0014] In one embodiment, determining the priority of the conflict region based on the volume of the conflict region, the conflict probability of the target take-off and landing point, and the conflict time of the target take-off and landing point includes: The priority of the conflict zones is determined using the following formula: ; in, This represents the volume of the conflict region. This represents the collision probability of the target take-off and landing points. This indicates the urgency of the conflict at the target take-off and landing points. The conflict time is the time between the target take-off and landing points.

[0015] In one embodiment, the method further includes: Receive flight status information and environmental information; If the flight status information and environmental information change, the step of determining the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft is re-executed.

[0016] In one embodiment, the method further includes: Based on the conflict area, an avoidance trajectory is generated, and the avoidance effect of each avoidance trajectory is determined; The avoidance trajectory and the avoidance effect are displayed.

[0017] In one embodiment, the method further includes: Based on the generated conflict area, the airspace restriction rules of the target aircraft, the available take-off and landing platform information, the real-time trajectories of other aircraft, the first take-off and landing trajectory, and the flight operation commands, a model is trained to obtain a conflict prediction model and a conflict avoidance model; the conflict prediction model is used to predict conflicts, and the conflict avoidance model is used to generate flight operation commands.

[0018] Secondly, this application also provides an aircraft takeoff and landing conflict handling device, the device comprising: The receiving module is used to receive airspace restriction rules, available take-off and landing platform information, and the real-time trajectory of other aircraft from the target aircraft. The target take-off and landing point determination module is used to determine the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectory of other aircraft, and to generate the first take-off and landing trajectory of the target aircraft. The second takeoff and landing trajectory determination module is used to generate the second takeoff and landing trajectory of the other aircraft based on the real-time trajectory of the other aircraft. The conflict zone determination module is used to predict the conflict zone based on the first takeoff and landing trajectory and the second takeoff and landing trajectory. The display module is used to display the conflict area and the first take-off and landing trajectory.

[0019] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method in any of the above embodiments.

[0020] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the methods in any of the above embodiments.

[0021] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method in any of the above embodiments.

[0022] The aforementioned aircraft takeoff and landing conflict handling method, apparatus, equipment, medium, and program products receive airspace restriction rules, available takeoff and landing platform information, and real-time trajectories of other aircraft from the target aircraft; based on the airspace restriction rules, available takeoff and landing platform information, and real-time trajectories of other aircraft, determine the target takeoff and landing point and generate a first takeoff and landing trajectory for the target aircraft; generate a second takeoff and landing trajectory for the other aircraft based on their real-time trajectories; perform conflict prediction based on the first and second takeoff and landing trajectories to obtain a conflict area; and display the conflict area and the first takeoff and landing trajectory. This method fully considers the real-time trajectories of other aircraft, as well as the airspace restriction rules and available takeoff and landing platform information of the target aircraft, thereby making the conflict area more accurate, helping pilots quickly identify high-risk sources and adjust their trajectories, and effectively reducing the risk of collision. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a diagram illustrating the application environment of an aircraft takeoff and landing conflict handling method in one embodiment. Figure 2 This is a flowchart illustrating a method for handling aircraft takeoff and landing conflicts in one embodiment. Figure 3 This is a flowchart of the target take-off and landing point determination steps in one embodiment; Figure 4 This is a flowchart illustrating the aircraft takeoff and landing conflict handling method in another embodiment; Figure 5 A flowchart of the conflict area display steps in one embodiment; Figure 6 This is a structural block diagram of an aircraft takeoff and landing conflict handling device in one embodiment; Figure 7 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0026] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0027] The aircraft takeoff and landing conflict handling method provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, the aircraft controller 102 communicates with the ground dispatch system 104 via a network.

[0028] The controller 102 of the aircraft receives airspace restriction rules, available take-off and landing platform information, and real-time trajectories of other aircraft from the ground dispatch system 104; based on the airspace restriction rules, available take-off and landing platform information, and real-time trajectories of other aircraft, it determines the target take-off and landing point and generates the first take-off and landing trajectory of the target aircraft; based on the real-time trajectories of other aircraft, it generates the second take-off and landing trajectory of other aircraft; based on the first and second take-off and landing trajectories, it performs conflict prediction to obtain the conflict area; and displays the conflict area and the first take-off and landing trajectory.

[0029] In terms of communication, to ensure the stability and real-time performance of data transmission between aircraft and between aircraft and the ground control system, high-speed, reliable wireless communication technologies, such as 5G, can be employed. 5G communication technology features high speed, low latency, and large capacity, meeting the stringent data transmission requirements of coordinated takeoff and landing conflict avoidance methods. Through the 5G communication network, aircraft can upload their status information, flight trajectory information, and conflict warning information to the ground control system in real time. Simultaneously, they can promptly receive dispatch instructions and avoidance suggestions from the ground control system, achieving seamless communication and collaborative work between the aircraft and the ground.

[0030] In one exemplary embodiment, such as Figure 2 As shown, a method for handling aircraft takeoff and landing conflicts is provided, which can be applied to... Figure 1 Taking the controller 102 of the aircraft as an example, the explanation includes the following steps S202 to S210. Wherein: S202: Receive airspace restriction rules for the target aircraft, information on available take-off and landing platforms, and real-time trajectories of other aircraft.

[0031] Among them, airspace restriction rules refer to no-fly zones, such as the polygon coordinates of no-fly zones; available take-off and landing platform information includes platform ID, position coordinates, and occupancy status, with each platform representing a take-off and landing point; the real-time trajectories of other aircraft include position, speed, acceleration, etc., which are not specifically restricted here.

[0032] S204: Based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft, determine the target take-off and landing points and generate the first take-off and landing trajectory of the target aircraft.

[0033] In this application, the target aircraft selects the target take-off and landing point based on the airspace restriction rules (such as the polygon coordinates of the no-fly zone), the status of available take-off and landing platforms (such as platform ID, position coordinates, and occupancy status) and other eVTOL real-time trajectories (such as position, velocity, and acceleration) received by itself from the vertiport.

[0034] Optionally, the target aircraft's communication module receives a list of available takeoff and landing points (available takeoff and landing platform information) sent by the ground dispatch system. Based on the target aircraft's current position, flight mode, and other real-time trajectories of eVTOLs, it selects the optimal takeoff and landing point from the list of available takeoff and landing points as the target takeoff and landing point. Optionally, the target aircraft selects the target takeoff and landing point through a multi-objective optimization algorithm, that is, by using a weighted linear combination to transform the two objectives of "conflict probability" and "takeoff and landing distance" into a single-objective optimization problem, and finds the optimal solution (minimizing the objective function value) under the constraints.

[0035] After determining the target take-off and landing point, the first take-off and landing trajectory of the target aircraft from its current position to the target take-off and landing point can be determined based on the target aircraft's current position and flight mode. Specifically, the target aircraft determines its own first take-off and landing trajectory according to the selected target take-off and landing point and its multi-mode flight capabilities (multi-rotor / transitional / fixed-wing).

[0036] S206: Generate a second takeoff and landing trajectory for other aircraft based on the real-time trajectory of other aircraft.

[0037] In this application, the second take-off and landing trajectory is determined based on the real-time status (position, speed, flight mode) of other eVTOLs.

[0038] S208: Conflict prediction is performed based on the first and second takeoff and landing trajectories to obtain the conflict area.

[0039] In this application, the target aircraft is able to predict whether a future conflict with other aircraft is possible, such as a separation failure caused by flight adjustments of the target aircraft and / or other aircraft, and determine whether a current conflict with other aircraft has occurred. Specifically, the target aircraft determines one or more conflict zones in the airspace based on its own predicted / planned flight trajectory (first take-off and landing trajectory) and the predicted trajectories of one or more other aircraft (second take-off and landing trajectories). The conflict zone may refer to the portion of airspace where a current or future conflict between the aircraft and other aircraft is possible.

[0040] In some optional embodiments, the target aircraft dynamically calculates the real-time intersection of the first predicted take-off and landing trajectory and the second predicted trajectory to obtain the conflict area volume (representing the predicted airspace volume in which the target aircraft and other aircraft eVTOLs fail to separate in the vertiport airspace).

[0041] S210: Displays the conflict zone and the first takeoff and landing trajectory.

[0042] This application allows the display of the conflict area and the first takeoff and landing trajectory on the cockpit display, which may include: submitting a rendered conflict area (a two-dimensional representation of the conflict area volume from the pilot's perspective); and rendering GUI elements indicating the aircraft's velocity vector based on the first takeoff and landing trajectory. Pilots can use these elements to avoid and resolve conflicts with other aircraft.

[0043] The aforementioned method for handling aircraft takeoff and landing conflicts involves receiving the target aircraft's airspace restriction rules, available takeoff and landing platform information, and the real-time trajectories of other aircraft; determining the target takeoff and landing point based on the target aircraft's airspace restriction rules, available takeoff and landing platform information, and the real-time trajectories of other aircraft, and generating the target aircraft's first takeoff and landing trajectory; generating the other aircraft's second takeoff and landing trajectory based on the other aircraft's real-time trajectories; performing conflict prediction based on the first and second takeoff and landing trajectories to obtain the conflict area; and displaying the conflict area and the first takeoff and landing trajectory. This method fully considers the real-time trajectories of other aircraft, as well as the target aircraft's airspace restriction rules and available takeoff and landing platform information, thereby making the conflict area more accurate, helping pilots quickly identify high-risk sources and adjust their trajectories, and effectively reducing the risk of collision.

[0044] In some alternative embodiments, combined with Figure 3 As shown, Figure 3 This is a flowchart of a target take-off and landing point determination step in one embodiment. This step, which determines the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft, includes: S302: Based on the airspace restriction rules of the target aircraft and the information on available take-off and landing platforms, determine each available take-off and landing point.

[0045] Based on available take-off and landing platform information, take-off and landing points that are not occupied can be identified. Then, based on the airspace restriction rules of the target aircraft, take-off and landing points that are not occupied and located outside the no-fly zone of the target aircraft are identified as available take-off and landing points.

[0046] S304: For each available takeoff and landing point, determine the probability of a conflict between the aircraft and the takeoff and landing distance based on the real-time trajectories of other aircraft.

[0047] The conflict probability of available take-off and landing points describes the probability that a conflict exists at that take-off and landing point, and the take-off and landing distance is the straight-line distance from the current position to an available take-off and landing point.

[0048] Take-off and landing distance This represents the straight-line distance from the current location to the available takeoff and landing point Pi, used to measure the length of the takeoff and landing path, and is calculated using the three-dimensional Euclidean distance formula: .

[0049] In some optional embodiments, for each available take-off and landing point, the probability of a conflict between an aircraft and the available take-off and landing point is determined based on the real-time trajectories of other aircraft. This includes: for each available take-off and landing point, determining the parameters to be randomized and their probability distributions based on the real-time trajectories of other aircraft; generating a first number of simulated trajectories for other aircraft based on the parameters and their probability distributions; counting a second number of simulated trajectories that conflict with the trajectory of the target aircraft to the available take-off and landing point; and using the ratio of the second number to the first number as the probability of a conflict between the available take-off and landing point and the target aircraft.

[0050] This represents the collision probability when the aircraft uses platform Pi, used to quantify the likelihood of intersection with other eVTOL trajectories; a Monte Carlo simulation is employed (1000 random trajectory generation iterations, with the probability representing the percentage of collisions). Random trajectory generation: Based on the real-time trajectories and states of other eVTOLs, a first number of simulated trajectories from other eVTOLs are generated according to a certain probability distribution (e.g., random distribution of parameters such as position, velocity, and heading). It is then determined whether each random trajectory intersects with the trajectory of the target aircraft (using available takeoff and landing points Pi), and the number of collisions is counted. Specifically, this includes: extracting parameter distributions: based on real-time trajectories and states, determining the parameters to be randomized (such as speed fluctuations, heading deviations, position errors, etc.) and their probability distributions (such as normal distributions, with standard deviation representing the error range); generating random trajectories: for other aircraft, generating their trajectories for a future period of time (covering the entire takeoff and landing process) based on the above distributions in each simulation, repeating 1000 times to obtain 1000 simulated trajectories; conflict judgment: comparing each random trajectory with the target aircraft (using the planned trajectory of a certain takeoff and landing platform Pi) to determine whether there is an intersection (conflict) in space and time; calculating the conflict probability: statistically analyzing the number of conflicts in 1000 simulations as a second quantity, the proportion of conflict counts is the conflict probability of the available takeoff and landing point Pi, used to quantify the possibility of trajectory intersection.

[0051] S306: Determine the target take-off and landing point based on the conflict probability and take-off and landing distance of each available take-off and landing point.

[0052] The single-objective optimization is determined based on the conflict probability and takeoff / landing distance of each available takeoff and landing point, and the calculation formula is as follows:

[0053] Weighting coefficients representing the probability of conflict. The weighting coefficient represents the takeoff and landing distance.

[0054] In the above embodiments, eVTOL automatically selects the optimal take-off and landing point in the vertical take-off and landing field, which is suitable for scenarios where multiple platforms and multiple aircraft operate simultaneously.

[0055] In some optional embodiments, displaying the conflict area and the first take-off and landing trajectory includes: if the first take-off and landing trajectory indicates that the target aircraft is heading toward the conflict area, overlapping the first take-off and landing trajectory with the conflict area, and displaying the first take-off and landing trajectory in a manner indicating that the target aircraft is heading toward the conflict area, and displaying the conflict area in a manner indicating that the target aircraft is heading toward the conflict area; if the first take-off and landing trajectory indicates that the target aircraft is not heading toward the conflict area, separating the first take-off and landing trajectory from the conflict area, and displaying the first take-off and landing trajectory in a manner indicating that the target aircraft is not heading toward the conflict area, and displaying the conflict area in a manner indicating that the target aircraft is not heading toward the conflict area.

[0056] The display methods for the target aircraft's orientation toward the conflict area in the first take-off and landing trajectory, the target aircraft's orientation toward the conflict area in the conflict area, the target aircraft's orientation away from the conflict area in the first take-off and landing trajectory, and the target aircraft's orientation away from the conflict area in the conflict area are all different. In this embodiment, color and transparency are used to illustrate this. In other embodiments, other methods can be used for display. No specific restrictions are imposed here. This is only to provide a prompt to the pilot.

[0057] Specifically, when the target aircraft is flying toward the conflict area, the first take-off and landing trajectory, i.e., the flight path GUI element, is rendered to overlap with the rendered conflict area; the first take-off and landing trajectory, i.e., the flight path GUI element, is presented as a first graphic representation (such as flashing red) to indicate that the target aircraft is flying toward the conflict area.

[0058] When the target aircraft is not flying toward the conflict area, the first take-off and landing trajectory, i.e., the flight path GUI element, is rendered separately from the rendered conflict area and presented as a second graphical representation (such as green), indicating that the target aircraft is not flying toward the conflict area.

[0059] When the first takeoff and landing trajectory, i.e. the flight path GUI element, overlaps with the rendered conflict area, the rendered conflict area is presented as a first graphical representation (such as a red semi-transparent fill) to indicate that the target aircraft is flying toward the conflict area volume; when the first takeoff and landing trajectory, i.e. the flight path GUI element, does not overlap with the rendered conflict area, the rendered conflict area is presented as a second graphical representation (such as a yellow outline) to indicate that the target aircraft is not flying toward the conflict area volume.

[0060] In some alternative embodiments, combined with Figure 4 As shown, Figure 4The flowchart of an aircraft takeoff and landing conflict handling method in another embodiment shows the conflict area and the first takeoff and landing trajectory, and includes: receiving flight operation instructions; adjusting the first takeoff and landing trajectory based on the flight operation instructions, and continuing to perform the step of conflict prediction based on the first takeoff and landing trajectory and the second takeoff and landing trajectory to obtain the conflict area; and performing takeoff and landing operations if there is no conflict area.

[0061] In this application, the target aircraft receives operation commands input by the pilot via the flight joystick; in response to the operation commands, the target aircraft adjusts the position of the GUI elements of the flight path in real time in the GUI, that is, adjusts the first take-off and landing trajectory, and then continues to execute the above-mentioned steps of determining the conflict area until there is no conflict area, then performs take-off and landing operations to ensure the safety of take-off and landing.

[0062] In some of these alternative embodiments, combined with Figure 5 As shown, Figure 5 The flowchart below shows a conflict area display step in one embodiment. In this embodiment, the conflict area display is based on the volume of the conflict area. Therefore, after conflict prediction is performed based on the first and second takeoff and landing trajectories to obtain the conflict area, the process further includes: S502: Determine the volume of each conflict zone.

[0063] When there are two or more other aircraft eVTOLs, the volume of the conflict area between the target aircraft eVTOL and each other aircraft eVTOL is calculated separately, and the conflict area with the largest volume is rendered first on the top layer of the avoidance GUI to highlight the most urgent conflict risk.

[0064] In some alternative embodiments, determining the volume of each conflict region includes: modeling the first and second takeoff and landing trajectories as ellipsoids with errors; and calculating the intersection volume of the ellipsoids as the volume of the conflict region.

[0065] In some optional embodiments, calculating the intersection volume of the ellipsoids as the volume of the conflict region includes determining the intersection volume of the ellipsoids using the following formula:

[0066] in, The radius of the ellipsoid along the x-axis represents the sum of the trajectory errors of the target aircraft and other aircraft in the x-direction. and These are the trajectory errors of the target aircraft and other aircraft in the x-direction, respectively. , where represents the y-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the y-direction. and These are the trajectory errors of the target aircraft and other aircraft in the y-direction, respectively. in, , where represents the z-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the z-direction. and These are the trajectory errors of the target aircraft and other aircraft in the z-direction, respectively, where N represents N times the standard deviation.

[0067] In this application, the trajectories of the target aircraft and other aircraft via eVTOL are modeled as ellipsoids with errors, and the collision risk is quantified by calculating the intersection volume of the two ellipsoids; for example: Abstracting the eVTOL trajectories of the target aircraft and other aircraft as "ellipsoids with errors" means considering the deviation between the actual flight trajectory and the ideal trajectory. The shape and size of the ellipsoid are determined by the trajectory error. The larger the intersection volume, the higher the probability of overlap between the two aircraft trajectories and the greater the risk of conflict. Here, a, b, and c represent the radii of the ellipsoid along the x, y, and z coordinate axes, respectively. This represents the size of the space where the two eVTOL trajectories overlap (the volume of the conflict region).

[0068] In this application, N=3, that is The radius of the ellipsoid along the x-axis represents the sum of the trajectory errors of the target aircraft and other aircraft in the x-direction. and These are the trajectory errors of the target aircraft and other aircraft in the x-direction.

[0069] in and These are the trajectory errors of the two aircraft in the x-direction (expressed as standard deviation). The value of "3 times the standard deviation" is chosen to cover the most probable error range. The x-direction errors of the two aircraft are superimposed and used as the x-axis radius of the conflict ellipsoid.

[0070] in, , where represents the y-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the y-direction. and These are the trajectory errors of the target aircraft and other aircraft in the y-direction.

[0071] in, , where represents the z-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the z-direction. and These are the trajectory errors of the target aircraft and other aircraft in the z-direction.

[0072] S504: Determine the priority of conflict regions based on their volume.

[0073] In some optional embodiments, determining the priority of a conflict region based on its volume includes: obtaining the conflict probability and conflict time of the target take-off and landing point; and determining the priority of the conflict region based on the volume of the conflict region, the conflict probability of the target take-off and landing point, and the conflict time of the target take-off and landing point.

[0074] In some optional embodiments, the priority of a conflict zone is determined based on the volume of the conflict zone, the probability of conflict at the target take-off and landing point, and the time of conflict at the target take-off and landing point, including determining the priority of the conflict zone using the following formula:

[0075] in, Indicates the volume of the conflict zone. This represents the probability of a collision at the target's take-off and landing points. This indicates the urgency of the conflict at the target take-off and landing points. The time of conflict between the target take-off and landing points.

[0076] When multiple conflict zones exist, the severity of the conflict is quantified based on "conflict zone volume," "conflict probability," and "time urgency," and then prioritized accordingly.

[0077] Indicates the volume of the conflict zone. This represents the probability of conflict (obtained using Monte Carlo simulation). This indicates a sense of urgency; the closer the conflict is to its occurrence, the higher the urgency. (To predict conflict timing). All conflict sources are sorted by priority from high to low and displayed on the avionics system display screen, with priority adjustments made to the trajectory to avoid the highest priority conflict.

[0078] S506: Determine the display method of conflict areas based on the priority of each conflict area, and display each conflict area based on the display method of the conflict area, with different display methods for conflict areas of different priorities.

[0079] When rendering multiple conflict zones, different colors are assigned to conflict zones of different priorities (e.g., red indicates high risk, yellow indicates medium risk), and other corresponding eVTOL identification codes (e.g., "EVTOL-001") are marked next to the conflict zones to help pilots distinguish different conflict sources.

[0080] The above embodiments are applicable to obstacle avoidance decisions when multiple conflict sources exist simultaneously, and are suitable for conflict management during busy periods at vertical take-off and landing fields.

[0081] In some optional embodiments, the method further includes: receiving flight status information and environmental information; and, in the event of changes in the flight status information and environmental information, re-executing the steps of determining the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft.

[0082] The target aircraft also possesses adaptive adjustment capabilities when executing coordinated takeoff and landing conflict avoidance methods. When environmental conditions change, such as sudden strong winds or airflow disturbances, the target aircraft can sense these changes in real time and reassess its current flight trajectory and conflict risk. Specifically, the target aircraft monitors its flight status and environmental parameters in real time through built-in sensors, and immediately initiates a process to replan its trajectory once an anomaly is detected.

[0083] During the trajectory replanning process, the target aircraft comprehensively considers its current position, speed, flight mode, and other real-time status and trajectory information from eVTOL. Simultaneously, incorporating new environmental parameters, a multi-objective optimization algorithm is applied again to reselect the target takeoff and landing points, generating new first and second takeoff and landing trajectories. By dynamically calculating the new conflict zone volume, the conflict zone display information on the cockpit monitor is updated, providing pilots with the latest conflict warnings and avoidance guidance.

[0084] This adaptive adjustment capability enables aircraft to maintain efficient coordinated takeoff and landing in complex and ever-changing environments, effectively reducing the probability of conflicts and improving the safety and operational efficiency of vertical takeoff and landing (VTOL) fields. Furthermore, the technical methods employed in this application possess strong versatility and scalability. They can be applied not only to multi-mode electric manned eVTOL aircraft within VTOL fields but also, with appropriate modifications, to other similar flight scenarios and aircraft types, providing an effective solution for coordinated flight and conflict avoidance in the aviation field.

[0085] In practical applications, this collaborative takeoff and landing conflict avoidance method can also be deeply integrated with the ground control system of the vertical takeoff and landing field. The ground control system can monitor the status, mission requirements, and airspace usage of all aircraft in the field in real time. By interacting with the collaborative takeoff and landing conflict avoidance system on the aircraft, more efficient and accurate scheduling and management can be achieved.

[0086] For example, when the ground dispatch system detects that a take-off and landing platform is about to become available, and multiple aircraft have take-off and landing needs, the dispatch system can allocate the optimal take-off and landing platform and take-off and landing time to the aircraft based on the current position, flight status and mission priority of each aircraft, combined with the conflict prediction information provided by the coordinated take-off and landing conflict avoidance method, so as to avoid multiple aircraft competing for the same take-off and landing platform at the same time and causing conflicts.

[0087] Meanwhile, the ground control system can also perform macro-level planning and guidance of aircraft flight paths based on the overall traffic flow within the airfield. When it detects potential traffic congestion or a high risk of conflict in certain areas, the control system can send adjustment instructions to the relevant aircraft in advance, guiding them to change their flight paths or adjust their flight speeds, thereby dispersing traffic flow and reducing the likelihood of conflicts.

[0088] In some optional embodiments, the method further includes: generating avoidance trajectories based on the conflict area and determining the avoidance effect of each avoidance trajectory; displaying the avoidance trajectory and the avoidance effect.

[0089] To further improve the reliability and safety of coordinated takeoff and landing (CTPL) conflict avoidance methods, artificial intelligence (AI) and machine learning technologies can be introduced. By learning from and analyzing large amounts of flight data and conflict cases, machine learning models can continuously optimize conflict prediction algorithms and avoidance strategies, improving their adaptability to complex scenarios and decision-making accuracy. For example, machine learning models can automatically adjust the conflict prediction threshold and avoidance strategy parameters based on the performance characteristics, flight habits, and environmental factors of different aircraft, making CTPL conflict avoidance methods more intelligent and personalized.

[0090] In some optional embodiments, the method further includes: training a model based on the generated conflict area, the airspace restriction rules of the target aircraft, available take-off and landing platform information, the real-time trajectories of other aircraft, the first take-off and landing trajectory, and flight operation commands to obtain a conflict prediction model and a conflict avoidance model; the conflict prediction model is used to predict conflicts, and the conflict avoidance model is used to generate flight operation commands.

[0091] To enhance the pilot's operational experience and decision-making capabilities, the cockpit displays can be further optimized. In addition to displaying basic information such as the conflict zone and flight path GUI elements, additional decision-making support functions can be added, such as providing simulations of various avoidance strategies, displaying the expected effects and risk assessments of different avoidance strategies, etc. This allows pilots to more comprehensively and accurately assess the current conflict situation based on the rich information provided on the displays, and select the most suitable avoidance strategy, thereby improving flight safety and efficiency.

[0092] It should be understood that although the steps in the flowcharts of the above embodiments are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the above embodiments may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0093] Based on the same inventive concept, this application also provides an aircraft take-off and landing conflict handling device for implementing the above-described aircraft take-off and landing conflict handling method. The solution provided by this device is similar to the solution described in the above-described method. Therefore, the specific limitations of one or more embodiments of the aircraft take-off and landing conflict handling device provided below can be found in the limitations of the aircraft take-off and landing conflict handling method described above, and will not be repeated here.

[0094] In one exemplary embodiment, such as Figure 6 As shown, an aircraft takeoff and landing conflict handling device is provided, including: a receiving module 601, a target takeoff and landing point determination module 602, a second takeoff and landing trajectory determination module 603, a conflict area determination module 604, and a display module 605, wherein: The receiving module 601 is used to receive the airspace restriction rules of the target aircraft, the available take-off and landing platform information, and the real-time trajectory of other aircraft. The target take-off and landing point determination module 602 is used to determine the target take-off and landing point based on the airspace restriction rules of the target aircraft, the information of available take-off and landing platforms, and the real-time trajectories of other aircraft, and to generate the first take-off and landing trajectory of the target aircraft. The second takeoff and landing trajectory determination module 603 is used to generate a second takeoff and landing trajectory for other aircraft based on the real-time trajectory of other aircraft. The conflict zone determination module 604 is used to predict the conflict zone based on the first take-off and landing trajectory and the second take-off and landing trajectory. Display module 605 is used to display the conflict area and the first take-off and landing trajectory.

[0095] In some optional embodiments, the target take-off and landing point determination module 602 is specifically used to determine each available take-off and landing point based on the airspace restriction rules of the target aircraft and the available take-off and landing platform information; for each available take-off and landing point, determine the conflict probability and take-off and landing distance of the aircraft using the available take-off and landing point based on the real-time trajectory of other aircraft; and determine the target take-off and landing point based on the conflict probability and take-off and landing distance of each available take-off and landing point.

[0096] In some optional embodiments, the target take-off and landing point determination module 602 is specifically used to determine, for each available take-off and landing point, parameters to be randomized and their probability distribution based on the real-time trajectories of other aircraft; generate a first number of simulated trajectories of other aircraft based on the parameters and their probability distribution; count a second number of simulated trajectories that conflict with the trajectory of the target aircraft to the available take-off and landing point; and use the ratio of the second number to the first number as the conflict probability of the available take-off and landing point.

[0097] In some optional embodiments, the display module 605 is specifically used to, when the first take-off and landing trajectory indicates that the target aircraft is heading toward the conflict area, overlap the first take-off and landing trajectory with the conflict area, and display the first take-off and landing trajectory in a way that indicates that the target aircraft is heading toward the conflict area, and display the conflict area in a way that indicates that the target aircraft is heading toward the conflict area; when the first take-off and landing trajectory indicates that the target aircraft is not heading toward the conflict area, separate the first take-off and landing trajectory from the conflict area, and display the first take-off and landing trajectory in a way that indicates that the target aircraft is not heading toward the conflict area, and display the conflict area in a way that indicates that the target aircraft is not heading toward the conflict area.

[0098] In some optional embodiments, the above-mentioned apparatus further includes: an adjustment module for receiving flight operation commands; adjusting the first take-off and landing trajectory based on the flight operation commands, and continuing to perform the step of conflict prediction based on the first take-off and landing trajectory and the second take-off and landing trajectory to obtain a conflict area; and performing take-off and landing operations when there is no conflict area.

[0099] In some optional embodiments, the above apparatus further includes: a display mode determination module, used to determine the volume of each conflict region; determine the priority of the conflict region based on the volume of the conflict region; determine the display mode of the conflict region based on the priority of each conflict region; display each conflict region based on the display mode of the conflict region, and display different conflict regions with different priorities.

[0100] In some optional embodiments, the display mode determination module is specifically used to model the first take-off and landing trajectory and the second take-off and landing trajectory as ellipsoids with errors; and to calculate the intersection volume of the ellipsoids as the volume of the conflict region.

[0101] In some optional embodiments, the display mode determination module is specifically used to determine the intersection volume of the ellipsoids using the following formula:

[0102] in, The radius of the ellipsoid along the x-axis represents the sum of the trajectory errors of the target aircraft and other aircraft in the x-direction. and These are the trajectory errors of the target aircraft and other aircraft in the x-direction, respectively. , where represents the y-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the y-direction. and These are the trajectory errors of the target aircraft and other aircraft in the y-direction, respectively. in, , where represents the z-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the z-direction. and These are the trajectory errors of the target aircraft and other aircraft in the z-direction, respectively, where N represents N times the standard deviation.

[0103] In some optional embodiments, the display mode determination module is specifically used to obtain the collision probability and collision time of the target take-off and landing point; and to determine the priority of the collision area based on the volume of the collision area, the collision probability of the target take-off and landing point, and the collision time of the target take-off and landing point.

[0104] In some optional embodiments, the display mode determination module is specifically used to determine the priority of conflicting regions using the following formula:

[0105] in, Indicates the volume of the conflict zone. This represents the probability of a collision at the target's take-off and landing points. This indicates the urgency of the conflict at the target take-off and landing points. The time of conflict between the target take-off and landing points.

[0106] In some optional embodiments, the above-mentioned apparatus further includes: an adaptive module for receiving flight status information and environmental information; and, in the event of changes in flight status information and environmental information, re-executing the step of determining the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft.

[0107] In some optional embodiments, the display module 605 is further configured to generate avoidance trajectories based on the conflict area, determine the avoidance effect of each avoidance trajectory, and display the avoidance trajectory and the avoidance effect.

[0108] In some optional embodiments, the above apparatus further includes: a model training module, used to train a model based on the generated conflict area, the airspace restriction rules of the target aircraft, available take-off and landing platform information, the real-time trajectory of other aircraft, the first take-off and landing trajectory, and flight operation commands, to obtain a conflict prediction model and a conflict avoidance model; the conflict prediction model is used to predict conflicts, and the conflict avoidance model is used to generate flight operation commands.

[0109] Each module in the aforementioned aircraft takeoff and landing conflict handling device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0110] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 7 As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When executed by the processor, the computer program implements a method for handling aircraft takeoff and landing conflicts. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0111] Those skilled in the art will understand that Figure 7The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0112] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0113] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.

[0114] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0115] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.

[0116] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0117] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0118] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for handling aircraft takeoff and landing conflicts, characterized in that, The method includes: Receive airspace restriction rules for the target aircraft, information on available takeoff and landing platforms, and real-time trajectories of other aircraft; Based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft, the target take-off and landing points are determined, and the first take-off and landing trajectory of the target aircraft is generated. Generate a second takeoff and landing trajectory for the other aircraft based on their real-time trajectories; Conflict prediction is performed based on the first and second takeoff and landing trajectories to obtain the conflict area; The conflict area and the first takeoff and landing trajectory are displayed.

2. The method according to claim 1, characterized in that, The determination of the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft includes: Based on the airspace restriction rules of the target aircraft and the available take-off and landing platform information, each available take-off and landing point is determined; For each available takeoff and landing point, the probability of a conflict and the takeoff and landing distance of an aircraft using the available takeoff and landing point are determined based on the real-time trajectories of the other aircraft. The target take-off and landing point is determined based on the conflict probability and take-off and landing distance of each available take-off and landing point.

3. The method according to claim 2, characterized in that, The step of determining the conflict probability of an aircraft using a given available take-off and landing point based on the real-time trajectories of other aircraft for each available take-off and landing point includes: For each available takeoff and landing point, based on the real-time trajectories of the other aircraft, determine the parameters that need to be randomized and the probability distribution of the parameters; Based on the parameters and their probability distribution, a first number of simulated trajectories for the other aircraft are generated; A second number of simulated trajectories that conflict with the trajectory of the target aircraft to the available take-off and landing point; The ratio of the second quantity to the first quantity is used as the conflict probability of the available take-off and landing points.

4. The method according to any one of claims 1 to 3, characterized in that, The display of the conflict area and the first takeoff and landing trajectory includes: When the first take-off and landing trajectory indicates that the target aircraft is heading toward the conflict area, the first take-off and landing trajectory is overlapped with the conflict area, and the first take-off and landing trajectory is displayed in a way that indicates that the target aircraft is heading toward the conflict area, and the conflict area is displayed in a way that indicates that the target aircraft is heading toward the conflict area; If the first take-off and landing trajectory indicates that the target aircraft is not heading toward the conflict area, the first take-off and landing trajectory is separated from the conflict area, and the first take-off and landing trajectory is displayed in a way that indicates that the target aircraft is not heading toward the conflict area, and the conflict area is also displayed in a way that indicates that the target aircraft is not heading toward the conflict area.

5. The method according to any one of claims 1 to 3, characterized in that, After displaying the conflict area and the first takeoff and landing trajectory, the following is included: Receive flight operation instructions; The first takeoff and landing trajectory is adjusted based on the flight operation command, and the steps of conflict prediction based on the first takeoff and landing trajectory and the second takeoff and landing trajectory are continued to be executed to obtain the conflict area. If the conflict zone does not exist, take-off and landing operations shall be performed.

6. The method according to any one of claims 1 to 3, characterized in that, After obtaining the conflict area through conflict prediction based on the first and second takeoff and landing trajectories, the process further includes: Determine the volume of each conflict zone; The priority of the conflict region is determined based on its volume. The display method of the conflict areas is determined based on the priority of each conflict area, and each conflict area is displayed based on the display method, with different display methods for conflict areas of different priorities.

7. The method according to claim 6, characterized in that, Determining the volume of each conflict region includes: The first and second takeoff and landing trajectories are modeled as ellipsoids with errors; The intersection volume of the ellipsoids is calculated as the volume of the conflict region.

8. The method according to claim 7, characterized in that, The calculation of the intersection volume of the ellipsoids as the volume of the conflict region includes: The intersection volume of the ellipsoid is determined by the following formula: ; in, The radius of the ellipsoid along the x-axis represents the sum of the trajectory errors of the target aircraft and other aircraft in the x-direction. and These are the trajectory errors of the target aircraft and other aircraft in the x-direction, respectively. , where represents the y-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the y-direction. and These are the trajectory errors of the target aircraft and other aircraft in the y-direction, respectively. in, , where represents the z-axis radius of the ellipsoid, and represents the superposition of trajectory errors between the target aircraft and other aircraft in the z-direction. and These are the trajectory errors of the target aircraft and other aircraft in the z-direction, respectively, where N represents N times the standard deviation.

9. The method according to claim 6, characterized in that, Determining the priority of the conflict region based on its volume includes: Obtain the conflict probability and conflict time of the target take-off and landing points; The priority of the conflict zone is determined based on the volume of the conflict zone, the conflict probability of the target take-off and landing point, and the conflict time of the target take-off and landing point.

10. The method according to claim 9, characterized in that, The process of determining the priority of the conflict zone based on the volume of the conflict zone, the conflict probability of the target take-off and landing point, and the conflict time of the target take-off and landing point includes: The priority of the conflict zones is determined using the following formula: ; in, This represents the volume of the conflict region. This represents the collision probability of the target take-off and landing points. This indicates the urgency of the conflict at the target take-off and landing points. The conflict time is the time between the target take-off and landing points.

11. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Receive flight status information and environmental information; If the flight status information and environmental information change, the step of determining the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectories of other aircraft is re-executed.

12. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Based on the conflict area, an avoidance trajectory is generated, and the avoidance effect of each avoidance trajectory is determined; The avoidance trajectory and the avoidance effect are displayed.

13. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Based on the generated conflict area, the airspace restriction rules of the target aircraft, the available take-off and landing platform information, the real-time trajectories of other aircraft, the first take-off and landing trajectory, and the flight operation commands, a model is trained to obtain a conflict prediction model and a conflict avoidance model; the conflict prediction model is used to predict conflicts, and the conflict avoidance model is used to generate flight operation commands.

14. An aircraft takeoff and landing conflict handling device, characterized in that, The device includes: The receiving module is used to receive airspace restriction rules, available take-off and landing platform information, and the real-time trajectory of other aircraft from the target aircraft. The target take-off and landing point determination module is used to determine the target take-off and landing point based on the airspace restriction rules of the target aircraft, available take-off and landing platform information, and the real-time trajectory of other aircraft, and to generate the first take-off and landing trajectory of the target aircraft. The second takeoff and landing trajectory determination module is used to generate the second takeoff and landing trajectory of the other aircraft based on the real-time trajectory of the other aircraft. The conflict zone determination module is used to predict the conflict zone based on the first takeoff and landing trajectory and the second takeoff and landing trajectory. The display module is used to display the conflict area and the first take-off and landing trajectory.

15. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 13.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 13.

17. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 13.

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