AI 中文总结
该研究针对UAM走廊汇合点，提出基于最坏情况与随机轨迹界的ETA协调框架，通过仿真验证其可提升安全性，且两种界分别适配高、轻度干扰场景以平衡鲁棒性与吞吐量。
AI 中文摘要
我们研究一种基于预计到达时间（ETA）的城市空中交通（UAM）走廊交通协调框架，该框架在受约束航路点（CWP）处汇合，CWP处获批的ETA作为要求到达时间（RTA）。飞行器运营方在进入走廊前，需向走廊管理当局提交汇合点的ETA计划以获批。随后通过执行成对ETA间隔来安排走廊进入，该间隔可维持飞行器在共享走廊段的间距。我们开发两种轨迹界以计算足够的ETA间隔：一种基于规定速度极限的最坏情况界，另一种基于加速度不确定性下概率位置包络的随机界。利用这些界，我们构建了足够的ETA间隔计算及先到先得的走廊入口调度方案。仿真表明，ETA协调相比未调度基线提升了安全性；最坏情况界在更高干扰水平下提供更强鲁棒性，而随机界在轻度干扰下允许更高吞吐量，但依赖概率建模假设。
英文摘要
We study an Estimated Time of Arrival (ETA)-based traffic-coordination framework for Urban Air Mobility corridors with merging at constrained waypoints (CWPs), where approved ETAs at CWPs serve as Required Times of Arrival (RTAs). Vehicle operators submit ETA plans at the merging point for approval by corridor-management authorities before corridor entry. Corridor entry is then scheduled by enforcing pairwise ETA gaps that maintain inter-vehicle separation on shared corridor sections. We develop two trajectory bounds to compute sufficient ETA gaps: a worst-case bound based on prescribed speed limits, and a stochastic bound based on probabilistic position envelopes under acceleration uncertainty. Using these bounds, we formulate sufficient ETA-gap computation and first-come, first-served corridor entrance scheduling. Simulations show that ETA coordination improves safety over an unscheduled baseline. The worst-case bound provides stronger robustness under higher disturbance levels, whereas the stochastic bound allows higher throughput under mild disturbances while relying on probabilistic modeling assumptions.
CommentsAccepted for publication in the proceedings of the 45th Digital Avionics Systems Conference (DASC 2026)
