International audienceThis paper addresses the classical graph partitioning problem applied to the air network. We consider an air transportation network with aircraft inducing a control workload. This network has to be partitioned into K balanced sectors for which the cutting flow is minimized
In this paper, we show how genetic algorithms can be used to solve en-route aircraft conflict automatically to increase Air Traffic Control capacity in high density areas. The ATC✄ background and the model are presented. The complexity of the problem is then discussed. The author then justifies the choice of GAs. After a brief description of genetic algorithms, the author describes the improvements that were used for solving the conflict resolution problem. Several numerical applications are then given justifying the choices that were made and illustrating the interest of the research. Next steps of this work are discussed in the conclusion. ✑ Conflict free trajectories must respect both aircraft and pilot performances. Considering the evolution of ATC toward automation [8], trajectories must remain simple for controllers to describe as well as for pilots to understand and follow. ✑ Trajectories must take into account uncertainties in aircraft speed✒. ✑ Maneuvers orders must be given with an advance notice to the pilot. When a maneuver has begun, it must ✓ Aircraft ground speeds can not be forecasted precisely because of winds, and radar precision. Moreover, models to forecast aircraft ground speeds are not reliable enough. Consequently, uncertainty on speeds have to be introduced in the model.
Automatic Control has been a subject of studies for the last twenty years. It involves many difficult problems that have to be solved: conflict detection, modelling of uncertainties on trajectories, clustering of 1-to-1 conflict to find unconnected n-aircraft problems, etc.. . Moreover, the n-aircraft conflict resolution problem is highly combinatorial and cannot be optimally solved using classical mathematical optimization techniques. The set of admissible solutions is made of many unconnected subsets enclosing different local optima, but the subset enclosing the optimum cannot be found a priori. In this paper, we present an automatic conflict solver and its implementation in an Air Traffic simulator, with statistical results on real traffic over France. This solver, which takes into account speed uncertainties and allows aircraft to fly on direct routes, solves every conflict on a loaded day, and gives each aircraft its requested flight level and departure time. ¢ Karim Zeghal [Zeg94], with reactive techniques for avoidance, gives a solution to the problem of automation which is robust to disturbance, but completely disregards optimization. Furthermore, the modelling adopted implies a complete automation of both on board and ground systems and requires speed regulation which cannot be handled by human pilots and would probably be very difficult to apply to aircraft engines without damaging them. ¢ ARC-2000 [K £ 89, FMT93] optimizes aircraft trajectories using ¤ dimensional cones and priority rules between aircraft. Optimum is not reached, and the system relies on the availability of FMS-4D for all aircraft, with no uncertainty on speeds¥. ¢ A first approach to conflict resolution by stochastic optimization algorithms (genetic algorithms)¦ was done by Alliot and Gruber [AGS93]; more advanced results were presented in [DASF94b, DAN96]. Another approach, also using genetic algorithms, was tried by Kemenade, Hendriks, Hesseling and Kok [vKHHK95].
International audienceIn this paper, we show how genetic algorithms can be used to compute automatically a balanced sectoring of air-space to increase air traffic control capacity in high density areas
FACES is an autonomous and coordinated embarked conflict solver for Free Flight airspace. It solves conflict by computing simple manoeuvres that guarantees conflict free trajectories for the next 5 minutes (mns). Coordination is ensured by giving sequential manoeuvres to aircraft with a token allocation strategy. FACES can be implemented with the current positioning, broadcasting and flight management technology. Moreover, it is robust to communication or system failure for time up to one or two minutes. FACES was tested with a traffic simulator on busy traffic days over France. Airspace over level 320 was considered as Free Flight. 638 out of 641 conflicts were solved without using vertical manoeuvres. The mean delay was less than 30 seconds by aircraft manoeuvred, with a max delay of 150 seconds. The remaining conflicts could easily be solved with vertical manoeuvres. An airborne implementation of this algorithm can be seriously considered.
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