CN-122022411-A - Urban air traffic vertical take-off and landing airport site selection method

CN122022411ACN 122022411 ACN122022411 ACN 122022411ACN-122022411-A

Abstract

The invention discloses an urban air traffic vertical take-off and landing airport site selection method, which relates to the technical field of urban low-altitude traffic facility site selection planning, and comprises the steps of mapping ground traffic travel history data into a plurality of discretized units of a target urban space after meshing to obtain a demand point set, carrying out cluster analysis on the demand point set based on a clustering algorithm to generate a candidate take-off and landing airport point set, defining a basic data set required by a vertical take-off and landing airport site selection optimization model and model constraint conditions comprising level dependency constraints among different types of the candidate take-off and landing airport points based on the candidate take-off and landing airport points and the type, and adopting a multi-target evolutionary algorithm to solve the vertical take-off and landing airport site selection optimization model to output an optimal layout scheme. By introducing facility function heterogeneity modeling and hierarchical dependency constraint into the multi-target site selection model, the site selection scheme is more in line with the actual operation design.

Inventors

WANG DAJIANG
YANG ZIJIAN
Mou Huaqiao
YANG HONGTAI
ZHANG HONG
ZHANG YIFENG
DENG YUJIE

Assignees

四川国蓝中天环境科技集团有限公司

Dates

Publication Date: 20260512
Application Date: 20260414

Claims (10)

1. A method for selecting addresses of urban air traffic vertical take-off and landing airports is characterized by comprising the following steps: S1, acquiring ground traffic travel history data and urban geographic information data of a target city, meshing the space of the target city into a plurality of discretization units according to the urban geographic information data, and mapping the ground traffic travel history data into the corresponding discretization units to obtain a demand point set; S2, carrying out cluster analysis on the demand point set based on a cluster algorithm, screening out a plurality of candidate take-off and landing airport points, and generating a candidate take-off and landing airport point set; s3, constructing a vertical take-off and landing airport site selection optimization model, determining the types of the candidate take-off and landing airport points according to the technical service capability of the candidate take-off and landing airport points, and defining a basic data set required by the vertical take-off and landing airport site selection optimization model and model constraint conditions including level dependency constraints among different types of the candidate take-off and landing airport points based on a candidate take-off and landing airport point set, the types of the candidate take-off and landing airport points, a demand point set and ground traffic travel history data; and S4, solving the vertical take-off and landing airport site selection optimization model by adopting a multi-objective evolutionary algorithm, and outputting an optimal layout scheme.
2. The method for selecting the site for the vertical take-off and landing of the urban air traffic according to claim 1, wherein the specific process for obtaining the demand point set is as follows: s11, carrying out data cleaning on ground traffic travel history data, and removing data with abnormal travel and track to obtain an effective travel set; s12, meshing the space of the target city according to the city geographic information data, and dividing the space into a plurality of discretization units; And S13, mapping travel starting point and end point coordinates in the effective travel set into corresponding discretization units, performing spatial aggregation on travel data in each discretization unit to obtain the weight of each discretization unit, taking each discretization unit as a demand point, and finally forming a demand point set with the weight.
3. The method for selecting the site of the vertical take-off and landing airport for urban air traffic according to claim 1, wherein the specific process for obtaining the candidate set of the take-off and landing airport points is as follows: S21, carrying out cluster analysis on the demand point set by adopting a cluster algorithm, and iteratively calculating cluster evaluation indexes under different cluster center numbers within a preset range; S22, identifying mutation points of the curve by drawing a curve of the change of the cluster evaluation index, and determining the number of cluster centers corresponding to the mutation points as the number of best candidate facilities; s23, screening out the required high-density points from the required point set to serve as candidate take-off and landing airport points, selecting the required points with the optimal number of candidate facilities from the required high-density points, and storing the required points into the candidate take-off and landing airport point set.
4. The method for locating a vertical take-off and landing airport for urban air traffic according to claim 1, wherein the base data set comprises a set of candidate take-off and landing airport points Travel set Set of candidate take-off and landing airport point types The administrative division set Z, the construction of the vertical take-off and landing airport site selection optimization model further comprises: An objective function for constructing a vertical take-off and landing airport site optimization model, the objective function comprising a first objective function for maximizing the number of air flights served and a second objective function for minimizing the facility construction costs of the system operator, wherein the first objective function Z 1 is: Wherein, the Representing travel Whether to select to take off and land from the candidate airport point To a candidate take-off and landing airport point Is a flight segment of the air; the second objective function Z 2 is: Wherein, the The representation type is Is the construction cost of the candidate take-off and landing airport points, Indicating whether or not to take off and land a candidate airport point The type of construction of (1) is 。
5. The method for locating an urban air traffic vertical take-off and landing airport according to claim 4, wherein the model constraints comprise: A uniqueness constraint of ensuring that each candidate airport take-off and landing point can be spatially assigned to only one type; Administrative division constraint, namely limiting the types of construction in each administrative division of a target city to the number of high-level node candidate take-off and landing airport points: Wherein, the Representing a set of candidate take-off and landing airport points within administrative district z, Represent the first Whether each candidate take-off and landing airport point is constructed as a high-level node hub; the hierarchy constraint is that hierarchy dependency relations exist among different types of candidate landing airport points; The consistency and symmetry constraint of the route are that the route between the candidate take-off and landing airport points meets the two-way passing requirement; simulating the whole process of real urban air traffic service, ensuring that the distribution of travel demands of the system accords with intermodal logic and does not exceed the carrying capacity of an urban air traffic network; each candidate take-off and landing airport point single day maximum processing capacity constraint: Wherein, the Representing the travel of the flight section y of the air To take off and land from candidate airport points Arrival at a candidate take-off and landing airport point ; Representing the travel of the flight section y of the air To take off and land from candidate airport points Arrival at a candidate take-off and landing airport point ; Represent the first Of the type of Is a candidate take-off and landing airport point of (c), Representation type Is the maximum processing capacity of a single day at a candidate take-off and landing airport point.
6. The method for locating an urban air traffic vertical take-off and landing airport according to claim 5, wherein the types of the candidate take-off and landing airport points at least comprise high-level nodes with highest-level technical service capability, medium-level nodes with medium-level technical service capability and low-level nodes with basic-level technical service capability, and the hierarchical dependency relationship is as follows: each selected medium-level node needs to have a direct connection route with at least one selected high-level node, and is defined as: Wherein, the Represent the first Candidate take-off and landing airport points and the first Whether or not a route is opened between the candidate take-off and landing airport points, Represent the first Whether the type of each candidate take-off and landing airport point is built as a high-level node hub, Represent the first Whether each candidate take-off and landing airport point is built as a medium-level node base; Each low-level node is used as an end access facility, and a direct connection route exists between the low-level node and at least one high-level node or medium-level node, which is defined as: Wherein, the Represent the first Whether or not each candidate take-off and landing airport point is built as a low-level node 。
7. The method for locating an urban air traffic vertical take-off and landing airport according to claim 5, wherein the basic data set comprises a ground traffic mode set The whole process of simulating real urban air service comprises the steps of ground connection of departure, air flight and ground connection of destination, wherein a travel mode comprises pure ground traffic and ground-air-ground intermodal, and a travel selection constraint comprises the following steps: 1) Each traveler can only select one of pure ground traffic and ground-air-ground intermodal: Wherein, the Representing travel Whether to travel in a pure ground traffic mode or not; 2) Aerial flight section Mid-candidate take-off and landing airport point And Route between Is open: 3) When the ground-air-ground intermodal mode is selected, departure airport points and arrival airport points are all required to be built: Wherein, the And Representing candidate take-off and landing airport points, respectively And Whether or not to be built into the type Is a landing airport of (1), and candidate landing airport point And Respectively serving as a departure airport point and an arrival airport point in ground-air-ground intermodal transportation; 4) The ground connection mode is consistent with the air flight mode selection: 5) Each traveler can only select one combination of entering and exiting the candidate take-off and landing airport points at most: Wherein, the Representing travel Whether or not to use ground traffic mode Entering candidate landing airport points from departure location , Representing travel Whether or not to use ground traffic mode Airport point from candidate take-off and landing Away to the destination.
8. The method for selecting the address of the vertical take-off and landing airport for urban air traffic according to claim 7, wherein the specific process of outputting the optimal layout scheme in the step S4 is as follows: s41, generating an initial population by utilizing a multi-system integer code according to the number of candidate landing airport points; S42, detecting whether the initial population meets model constraint conditions, carrying out constraint feasibility restoration on the initial population, and executing restoration operators to forcibly meet the model constraint conditions after each generation of new individuals, wherein the restoration operators comprise hinge quantity restoration and hierarchy constraint restoration, so as to obtain a feasible population; S43, decoding the feasible population by adopting a greedy heuristic strategy, simulating an actual operation process, and calculating the fitness of each individual in the feasible population according to the objective function value; S44, executing an evolution cycle based on the fitness of each individual, and gradually and iteratively solving the optimal address scheme; s45, determining a candidate scheme from the pareto optimal solution set according to preset preference parameters, and outputting the candidate scheme as an optimal layout scheme.
9. The method for selecting an airport for urban air traffic vertical take-off and landing of claim 8, wherein the specific process of step S43 is as follows: Taking each addressing scheme as an individual in a feasible population, and generating a travel set of all feasible routes according to the maximum physical travel limit of the electric vertical take-off and landing aircraft based on the layout of candidate take-off and landing airport points in the individual; For each journey in the journey set, respectively calculating generalized cost of each journey under different travel modes, wherein the travel modes comprise pure ground traffic and air intermodal transportation; Comparing the generalized cost of each journey in the pure ground transportation and air intermodal mode, if the generalized cost of the air intermodal is lower, and a feasible air flight leg exists and the residual physical capacity of the candidate take-off and landing airport point meets the requirement, distributing the journey into the air intermodal, and deducting the daily processing capacity of the candidate take-off and landing airport point corresponding to the starting point and the finishing point; and accumulating the number of strokes corresponding to the served air flight section and the cost for constructing each candidate take-off and landing airport point according to the objective function to obtain an objective function value, and calculating the individual fitness according to the objective function value.
10. The method for locating an urban air traffic vertical take-off and landing airport according to claim 9, wherein the generalized cost of intermodal transportation includes the cost of time spent Cost of money : Wherein, the time cost of ground connection is reduced And monetary cost Depending on the ground traffic connection mode selected from the departure place to the departure point and the candidate departure airport point where the departure point is located; time cost of flight in air Based on the route distance between candidate take-off and landing airport points, transfer time consumption, take-off and landing physical action time, and the monetary cost of flying in air Depending on the course distance and unit flight operation cost parameters; time cost of terminal ground connection And monetary cost Depending on the vertical take-off and landing airport point at which the departure is located and the ground traffic docking mode selected at the departure of the candidate take-off and landing airport point.

Description

Urban air traffic vertical take-off and landing airport site selection method Technical Field The invention relates to the technical field of urban low-altitude traffic facility site selection planning, in particular to an urban air traffic vertical take-off and landing airport site selection method. Background With the acceleration of the urban process and the aggravation of ground traffic jam, the urban air traffic for carrying people and goods by utilizing the electric vertical take-off and landing aircrafts becomes an emerging trip mode. The vertical taking off and landing airport is used as the physical node for taking off and landing the urban air traffic network, and the site selection planning and the network layout are directly related to the operation efficiency and the feasibility of the whole system. Research finds that the prior vertical take-off and landing airport site selection and planning technology mainly has the following technical bottlenecks and defects: First, prior art solutions typically treat vertical take-off and landing airports at different locations as homogenous facilities, ignoring the heterogeneity of facility functions. In an actual operation scene, vertical take-off and landing airports with different scales and positions have significant differences in energy supply (such as charging/electricity changing), maintenance guarantee, daily turnover capacity and the like. The prior art model often assumes that all nodes have the same service capability, resulting in a planned facility layout that does not match actual operational requirements. For example, if a high-intensity operation and maintenance task is planned at a small site without maintenance capability, it will result in physical failure. Second, the prior art lacks collaborative design for vertical take-off and landing airport level network connectivity. Existing research has focused on single site selection issues (i.e., locating) and ignores route connectivity issues between facilities (i.e., network design). Because objective hierarchical dependency relationship exists between vertical take-off and landing airports with different functional grades (i.e. low-grade facilities often depend on the support of high-grade facilities in operation, maintenance, scheduling and the like), if the site selection model ignores the hierarchical constraint, the planned network can be caused to appear as an 'island facility' or an 'broken-end route'. For example, an end station may not be able to ensure continued operation of the aircraft without establishing a connection with a high level node with support capability. In summary, since the prior art solution has a gap from the actual physical operation constraint, if the facility type difference and the hierarchical dependency relationship are ignored in the site planning and the network layout design process of the vertical take-off and landing airport, the final layout solution cannot be physically connected or cannot be maintained in operation. Therefore, there is a need for an optimization method for urban air traffic vertical take-off and landing airport site selection to generate a scientific planning scheme meeting actual operation conditions. Disclosure of Invention The invention aims to provide a method for selecting addresses of urban air traffic vertical take-off and landing airports, which combines the types of the vertical take-off and landing airports and the level dependence constraints among different types of candidate take-off and landing airport points, and introduces facility function heterogeneity modeling and level dependence constraints into a multi-target address selecting model, so that the obtained address selecting scheme is more in line with actual operation requirements. In order to achieve the above object, the present application proposes the following solutions: in one aspect, the invention provides a method for selecting addresses of urban air traffic vertical take-off and landing airports, which specifically comprises the following steps: S1, acquiring ground traffic travel history data and urban geographic information data of a target city, meshing the space of the target city into a plurality of discretization units according to the urban geographic information data, and mapping the ground traffic travel history data into the corresponding discretization units to obtain a demand point set; S2, carrying out cluster analysis on the demand point set based on a cluster algorithm, screening out a plurality of candidate take-off and landing airport points, and generating a candidate take-off and landing airport point set; s3, constructing a vertical take-off and landing airport site selection optimization model, determining the types of the candidate take-off and landing airport points according to the technical service capability of the candidate take-off and landing airport points, and defining a basic data set required by the vertical take-off an