An aircraft route optimization scheduling processing method, device and system

Abstract

The application discloses an aircraft route optimization scheduling processing method, device and system, and belongs to the low-altitude airspace transportation field, wherein the system comprises a preset route module, a demand response module, a plurality of manned automatic driving aircrafts, a centralized control and scheduling center, and the method comprises the following steps: presetting a plurality of routes according to the starting point, the ending point and a plurality of public airspaces along the way of the manned automatic driving aircraft; acquiring basic data of the manned automatic driving aircraft; receiving user demand; generating a demand response according to the basic data of the manned automatic driving aircraft, the preset route and the user demand; sending the demand response to the user; and according to the demand response, the manned automatic driving aircraft carries the user to complete the flight task specified in the demand response. Under the premise of meeting the basic service of customers and flight safety, the application maximizes the saving of passenger time and the operation cost of the manned automatic driving aircraft.

Description

TECHNICAL FIELD

[0001] The application belongs to the field of low-altitude airspace transportation, and particularly relates to an aircraft route optimization scheduling processing method, device and system. BACKGROUND

[0002] Currently, aircraft scheduling route planning methods include shortest path, straight-line scheduling, artificial scheduling and the like. These scheduling route planning methods do not consider safety factors when aircraft transportation is busy, but directly give a route. In the flight process, the aircraft is prone to time-space overlap due to other aircraft performing flight tasks in the public airspace of the route, and thus a plane crash accident occurs. Although artificial scheduling can maximize the avoidance of plane crash accidents, it requires human cost, and cannot guarantee that passengers can arrive at the destination in a time-saving and fast manner, which seriously affects passenger experience and safety. SUMMARY

[0003] To solve the problems in the prior art, the application provides an aircraft route optimization scheduling processing method, device and system.

[0004] In a first aspect, the application provides an aircraft route optimization scheduling processing method, including the following steps:

[0005] Predefining a plurality of routes according to the starting point, ending point and a plurality of public airspaces along the way of the manned level automatic driving aircraft;

[0006] Obtaining basic data of the manned level automatic driving aircraft;

[0007] Receiving user demand;

[0008] Generating a demand response according to the basic data of the manned level automatic driving aircraft, the pre-defined route and the user demand;

[0009] Sending the demand response to the user;

[0010] According to the demand response, the manned level automatic driving aircraft carries the user to complete the flight task specified in the demand response.

[0011] The generating of the demand response according to the basic data of the manned level automatic driving aircraft, the pre-defined route and the user demand includes the following steps:

[0012] Analyzing the user demand, if the starting point and the ending point set by the user are not in the same pre-defined route, sending a demand response to inform the user to re-fill the user demand, if the starting point and the ending point set by the user are in the same pre-defined route, sending the user demand to the safety time period calculation unit;

[0013] According to the user demand, a fixed rule is used to calculate a safety time period of each flight region of a route to which the user demand belongs, if a safety time period exists in each flight region, the safety time period of each flight region is sent to the demand response generation unit, if a safety time period does not exist in a flight region, an adjustment rule is used for adjustment, if the adjustment is successful, the safety time period of each flight region after adjustment is sent to the demand response generation unit, if the adjustment is not successful, a detour rule is used to detour through a public airspace of other routes, if the detour is successful, an actual detour cost is calculated, if the detour is not successful, a "safety time period calculation failure" information is returned to the demand response generation unit;

[0014] It is judged whether the actual detour cost is greater than a preset threshold, if yes, an additional detour cost is calculated, the additional detour cost is equal to the actual detour cost minus the preset threshold, and an information "because there is no possibility of safe flight in your travel time, detour is needed, you need to pay an additional detour cost, or modify the departure time" is output to the demand response generation unit, if no, the safety time period of each flight region after the detour is recalculated and the detour path are sent to the demand response generation unit;

[0015] A demand response is generated by using the demand response generation unit, the demand response includes a predicted arrival time, a predicted flight speed set, a predicted average flight speed and a predicted flight route, or prompts the user to redefine the departure time according to the "safety time period calculation failure" information, or reminds the user "because there is no possibility of safe flight in your travel time, detour is needed, you need to pay an additional detour cost, or modify the departure time", or notifies the user to fill in the user demand again.

[0016] The fixed rule is to fly at the maximum allowed speed of the type of manned automatic driving aircraft in the manned automatic driving aircraft basic data, to calculate the flight time of each flight region, and to calculate the flight time period of each flight region according to the flight time and the departure time, to establish a flight time axis for each public airspace according to the local time, if the flight time period falls into the idle area of the flight time axis, it is considered that a safety time period of the flight region exists, otherwise it is considered that a safety time period of the flight region does not exist.

[0017] The adjustment rule is to divide the highest speed allowed by the manned automatic driving aircraft of the type in the manned automatic driving aircraft basic data into M speed gradients from high to low between the highest speed and the lowest speed, to calculate the flight time of each flight area corresponding to the M speed gradients in turn according to the M speed gradients from high to low, and to calculate the flight time period of each corresponding flight area according to the flight time of each corresponding flight area and the departure time. A flight time axis is established for each public airspace according to the local time. If the flight time period falls into the idle area of the flight time axis, it is considered that there is a safe time period for the flight area, the adjustment is successful, and the speed corresponding to the safe time period is output as the expected flight speed of the flight area (after finding a safe time period, it is not necessary to calculate the safe time period corresponding to other speed gradients any more). Otherwise, it is considered that there is no safe time period for the flight area, and the adjustment fails.

[0018] The bypass rule is to find the public airspace of the nearest other route of the public airspace corresponding to the safe time period, to calculate the bypass time and the bypass time period, to establish a flight time axis for the public airspace of the other route according to the local time, and to consider that the bypass is successful if the bypass time period falls into the idle area of the flight time axis and the other flight area of the user demand after bypassing still has a safe time period, otherwise, the bypass is considered to fail.

[0019] In a second aspect, the application provides a manned automatic driving aircraft route optimization scheduling device, which comprises a processor for executing the aircraft route optimization scheduling processing method as described above.

[0020] In a third aspect, the application provides a manned automatic driving aircraft route optimization scheduling system, which comprises a preset route module, a demand response module, a plurality of manned automatic driving aircrafts, and a centralized control and scheduling center.

[0021] The preset route module and the demand response module are connected to the centralized control and scheduling center, and the plurality of manned automatic driving aircrafts and the centralized control and scheduling center can communicate in real time.

[0022] The preset route module is used to preset a plurality of routes according to the starting point, the ending point and the plurality of public airspaces along the way of the manned automatic driving aircraft.

[0023] The demand response module is used to receive user demand and send the user demand to the centralized control and scheduling center, and to send the demand response transmitted by the centralized control and scheduling center to the user.

[0024] The manned level automatic driving aircraft is used for transmitting the manned level automatic driving aircraft basic data to the centralized dispatch center, and carrying the user to complete the flight task specified in the demand response according to the demand response transmitted by the centralized dispatch center;

[0025] The centralized dispatch center is used for generating the demand response according to the manned level automatic driving aircraft basic data, the preset route and the user demand, and sending the demand response to the manned level automatic driving aircraft and the demand response module.

[0026] The centralized dispatch center comprises a user demand analysis unit, a safety time period calculation unit, a cost calculation unit and a demand response generation unit.

[0027] The user demand analysis unit, the safety time period calculation unit, the cost calculation unit and the demand response generation unit are sequentially connected in order, the safety time period calculation unit is connected with the demand response generation unit, and the user demand analysis unit is connected with the demand response generation unit.

[0028] The user demand analysis unit is used for analyzing the user demand, if the starting point and the ending point set by the user are not in the same preset route, the demand response is sent to inform the user to re-write the user demand, and if the starting point and the ending point set by the user are in the same preset route, the user demand is sent to the safety time period calculation unit.

[0029] The safety time period calculation unit is used for calculating the safety time period of each flight area of the route to which the user demand belongs according to the user demand by a fixed rule, if the safety time period exists in each flight area, the safety time period of each flight area is sent to the demand response generation unit, if the safety time period does not exist in a certain flight area, the adjustment rule is used for adjustment, if the adjustment is successful, the safety time period of each flight area after adjustment is sent to the demand response generation unit, if the adjustment is unsuccessful, the bypass rule is used to bypass other route public airspace, if the bypass is successful, the safety time period of each flight area after re-calculation and the bypass path are sent to the cost calculation unit, if the bypass is unsuccessful, the information of “safety time period calculation failure” is returned to the demand response generation unit.

[0030] The cost calculation unit is configured to determine whether the actual detour cost is greater than a preset threshold, if yes, calculate an additional detour cost, which is equal to the actual detour cost minus the preset threshold, and output the information of "due to the absence of a safe flight possibility within your travel time, detour is needed, you need to pay an additional detour cost, or modify the departure time" to the demand response generation unit, if not, send the recalculated safe time period of each flight region after detour and the detour path to the demand response generation unit.

[0031] The demand response generation unit is configured to generate a demand response, and send the demand response to the demand response module, the demand response comprising a predicted arrival time, a predicted flight speed set, a predicted average flight speed and a predicted flight route, or prompting a user to redefine a departure time according to the "safe time period calculation failure" information, or reminding the user of "due to the absence of a safe flight possibility within your travel time, detour is needed, you need to pay an additional detour cost, or modify the departure time", or notifying the user to fill in the user demand again.

[0032] The fixed rule is to fly at the maximum allowed speed of the manned autonomous aircraft in the manned autonomous aircraft basic data, calculate the flight duration of each flight region, and calculate the flight time period of each flight region according to the flight duration and the departure time, establish a flight time axis for each public airspace according to the local time, if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safe time period of the flight region, otherwise it is considered that there is no safe time period of the flight region.

[0033] The adjustment rule is to divide the maximum allowed speed of the manned autonomous aircraft in the manned autonomous aircraft basic data into M speed gradients from high to low, calculate the flight duration of each flight region corresponding to the M speed gradients in turn according to the M speed gradients from high to low, and calculate the flight time period of each corresponding flight region according to the flight duration of each corresponding flight region and the departure time, establish a flight time axis for each public airspace according to the local time, if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safe time period of the flight region, the adjustment is successful, and the speed corresponding to the safe time period is output as the predicted flight speed of the flight region (after finding a safe time period, it is not necessary to calculate the safe time period corresponding to other speed gradients), otherwise it is considered that there is no safe time period of the flight region, the adjustment fails.

[0034] The detour rule is to find the common airspace of other flight routes closest to the common airspace corresponding to the non-existing safety time period, to calculate the detour time and the detour time period, to establish a flight time axis for the common airspace of the other flight routes according to the local time, and to consider the detour successful if the detour time period falls into the idle area of the flight time axis and the other flight area of the user demand after the detour still has a safety time period, otherwise, the detour is considered to fail.

[0035] The common airspace is an area allowing the manned level automatic driving aircraft to fly, except for the starting point and the ending point, one flight route includes N common airspaces, the manned level automatic driving aircraft can fly from one common airspace to another common airspace, and multiple flight routes are allowed to pass through the same common airspace.

[0036] The flight route includes the sum of the running track of the manned level automatic driving aircraft between the starting point and the common airspace, between the common airspaces, and between the common airspace and the ending point.

[0037] The predicted flight route includes a preset flight route or other routes formulated according to the user demand, and the other routes formulated according to the user demand include the set starting point and ending point in the user demand, part of the common airspaces of the flight route where the starting point and the ending point are located, and part of the common airspaces in other flight routes.

[0038] The user demand should include the starting point and the ending point in the preset flight route, and the departure time.

[0039] The safety time period means that there is only one aircraft performing a flight task in the same time period in each flight area.

[0040] The predicted flight speed means that the aircraft flies at a fixed speed in each flight area, and the fixed flight speeds of the flight areas are allowed to be the same or different, and the fixed flight speed should be within the preset speed range (V1, V2), V1 is the preset minimum speed, and V2 is the preset maximum speed.

[0041] Each flight area refers to each flight area between the starting point and the common airspace, in the common airspace, and between the common airspace and the ending point.

[0042] The application achieves the following beneficial effects:

[0043] The application solves the problem of safe and fast passenger air transportation of the manned level automatic driving aircraft, optimizes the air traffic route, and improves the user's experience of riding the aircraft, maximizes the saving of passenger time and the operation cost of the manned level automatic driving aircraft under the premise of meeting the basic service and flight safety of customers. BRIEF DESCRIPTION OF DRAWINGS

[0044] Figure 1 A manned level autonomous driving aircraft route optimization scheduling system principle block diagram of an embodiment of the present application;

[0045] Figure 2 A centralized dispatch center principle block diagram of an embodiment of the present application;

[0046] Figure 3 An aircraft route optimization scheduling processing method flow chart of an embodiment of the present application;

[0047] Figure 4 An optimization scheduling embodiment schematic diagram of an embodiment of the present application;

[0048] Figure 5 A time axis schematic diagram of a public airspace 1 of an embodiment of the present application;

[0049] Figure 6 A time axis schematic diagram of a public airspace 2 of an embodiment of the present application. DETAILED DESCRIPTION

[0050] The present application will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present application, and cannot be used to limit the protection scope of the present application.

[0051] The present application proposes a manned level autonomous driving aircraft route optimization scheduling system and method.

[0052] In a first aspect, the present application proposes a manned level autonomous driving aircraft route optimization scheduling system, as shown in Figure 1 The present application proposes a manned level autonomous driving aircraft route optimization scheduling system and method.

[0053] The preset route module and the demand response module are respectively connected with the centralized dispatch center, and the multiple manned level autonomous driving aircrafts and the centralized dispatch center can perform real-time communication;

[0054] The preset route module is used for presetting multiple routes according to the starting point, the ending point and the multiple public airspaces along the way of the manned level autonomous driving aircraft;

[0055] The demand response module is used for receiving user demand and sending the user demand to the centralized dispatch center, and sending the demand response transmitted by the centralized dispatch center to the user;

[0056] The manned level autonomous driving aircraft is used for transmitting manned level autonomous driving aircraft basic data to the centralized dispatch center, and completing the flight task specified in the demand response by carrying the user according to the demand response transmitted by the centralized dispatch center;

[0057] The centralized dispatch center is configured to generate a demand response according to the manned level automatic driving aircraft basic data, the preset route and the user demand, and send the demand response to the manned level automatic driving aircraft and the demand response module.

[0058] The centralized dispatch center, as shown in the figure, comprises a user demand analysis unit, a safety time period calculation unit, a cost calculation unit and a demand response generation unit. Figure 2

[0059] The user demand analysis unit, the safety time period calculation unit, the cost calculation unit and the demand response generation unit are sequentially connected in order, the safety time period calculation unit is connected with the demand response generation unit, and the user demand analysis unit is connected with the demand response generation unit.

[0060] The user demand analysis unit is configured to analyze the user demand, if the start point and the end point set by the user are not in the same preset route, send a demand response to inform the user to re-fill the user demand, and if the start point and the end point set by the user are in the same preset route, send the user demand to the safety time period calculation unit.

[0061] The safety time period calculation unit is configured to calculate the safety time period of each flight area of the route to which the user demand belongs according to the user demand by a fixed rule, if there is a safety time period for each flight area, send the safety time period of each flight area to the demand response generation unit, if there is no safety time period for a certain flight area, adjust by an adjustment rule, if the adjustment is successful, send the safety time period of each flight area after adjustment to the demand response generation unit, if the adjustment is unsuccessful, use other route public airspace to detour by a detour rule, if the detour is successful, send the safety time period of each flight area recalculated after the detour and the detour path to the cost calculation unit, and if the detour is unsuccessful, return a “safety time period calculation failure” information to the demand response generation unit.

[0062] The cost calculation unit is configured to determine whether the actual detour cost is greater than a preset threshold, if yes, calculate an additional detour cost, the additional detour cost is equal to the actual detour cost minus the preset threshold, and output an “as there is no possibility of safe flight within your travel time, you need to detour, you need to pay an additional detour cost, or modify the departure time” information to the demand response generation unit, and if no, send the safety time period of each flight area recalculated after the detour and the detour path to the demand response generation unit.

[0063] ​The demand response generation unit is configured to generate a demand response and send the demand response to the demand response module, wherein the demand response comprises a predicted arrival time, a predicted flight speed set, a predicted average flight speed, and a predicted flight route, or prompts the user to redefine the departure time according to the "safety time period calculation failure" information, or reminds the user that "due to the absence of a safe flight possibility within your travel time, a detour is required, and you need to pay additional detour costs or modify the departure time", or notifies the user to re-fill the user demand.

[0064] The fixed rule is to fly at the maximum allowed speed of the manned autonomous aircraft in the manned autonomous aircraft basic data of the type, calculate the flight duration of each flight area, and calculate the flight time period of each flight area according to the flight duration and the departure time, establish a flight time axis for each public airspace according to the local time, and if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safety time period for the flight area, otherwise it is considered that there is no safety time period for the flight area.

[0065] The adjustment rule is to divide the maximum allowed speed of the manned autonomous aircraft in the manned autonomous aircraft basic data of the type into M speed gradients from high to low, calculate the flight duration of each flight area corresponding to the M speed gradients in turn according to the M speed gradients from high to low, and calculate the flight time period of each corresponding flight area according to the flight duration of each corresponding flight area and the departure time, establish a flight time axis for each public airspace according to the local time, and if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safety time period for the flight area, the adjustment is successful, and the corresponding speed of the safety time period is output as the predicted flight speed of the flight area (after finding a safety time period, it is not necessary to calculate the safety time period corresponding to other speed gradients), otherwise it is considered that there is no safety time period for the flight area, and the adjustment fails.

[0066] The detour rule is to find the nearest other route public airspace of the corresponding public airspace of the non-safety time period, calculate the detour time and the detour time period, establish a flight time axis for the public airspace of the other route according to the local time, and if the detour time period falls into the idle area of the flight time axis, and the other flight areas of the route of the user demand still have a safety time period after the detour, it is considered that the detour is successful, otherwise it is considered that the detour fails.

[0067] The public airspace is an area that allows manned autonomous aircraft to fly, except for the starting point and the ending point. A route includes N public airspaces, and manned autonomous aircraft can fly from one public airspace to another. Multiple routes are allowed to pass through the same public airspace.

[0068] The preset flight route comprises a sum of running tracks of the manned automatic driving aircraft between the start point and the public airspace, between the public airspaces, and between the public airspace and the end point.

[0069] The predicted flight route comprises the preset flight route or other routes formulated according to the user demand, and the other routes formulated according to the user demand comprise the set start point, end point, part of the public airspace on the route between the start point and the end point, and part of the public airspace in other routes in the user demand.

[0070] The user demand should comprise the start point and the end point in the preset flight route, and the departure time.

[0071] The safety time period is that there is only one aircraft performing a flight task in the same time period in each flight region.

[0072] The predicted flight speed is that the aircraft flies at a fixed speed in each flight region, and the fixed flight speeds in the flight regions can be the same or different, and the fixed flight speed should be within the preset speed range (V1, V2), wherein V1 is the preset minimum speed, and V2 is the preset maximum speed.

[0073] Each flight region refers to a flight region of each section between the start point and the public airspace, in the public airspace, and between the public airspace and the end point.

[0074] The aircraft basic data at least comprises a maximum flight speed, a minimum flight speed, a maximum endurance, a maximum load, and the like.

[0075] The multiple airspaces can be connected or separated, when the multiple airspaces are connected, the connected airspaces are segmented in advance, and then the flight route optimization scheduling scheme is adopted.

[0076] In a second aspect, the application provides a flight route optimization scheduling processing method, as shown in Figure 3 The method comprises the following steps:

[0077] Step S1: presetting multiple flight routes according to a start point, an end point, and multiple public airspaces passed by the manned automatic driving aircraft.

[0078] Step S2: acquiring aircraft basic data;

[0079] Step S3: receiving a user demand;

[0080] Step S4: generating a demand response according to the aircraft basic data, the preset flight route, and the user demand;

[0081] Step S5: sending the demand response to the user;

[0082] Step S6: the manned autonomous driving aircraft carries the user to complete the flight task specified in the demand response according to the demand response.

[0083] The demand response is generated according to the manned autonomous driving aircraft basic data, the preset flight route, and the user demand, and includes the following steps:

[0084] The user demand is analyzed. If the user-set starting point and ending point are not in the same preset flight route, the demand response is sent to inform the user to re-fill the user demand. If the user-set starting point and ending point are in the same preset flight route, the user demand is sent to the safety time period calculation unit.

[0085] According to the user demand, the safety time period of each flight area of the flight route to which the user demand belongs is calculated according to a fixed rule. If there is a safety time period for each flight area, the safety time period of each flight area is sent to the demand response generation unit. If there is no safety time period for a certain flight area, adjustment is made according to an adjustment rule. If the adjustment is successful, the safety time period of each flight area after adjustment is sent to the demand response generation unit. If the adjustment is unsuccessful, the flight route is bypassed by using other common airspace. If the bypassing is successful, the actual bypassing cost is calculated. If the bypassing is unsuccessful, the information of “safety time period calculation failure” is returned to the demand response generation unit.

[0086] It is judged whether the actual bypassing cost is greater than a preset threshold. If yes, the additional bypassing cost is calculated, which is equal to the actual bypassing cost minus the preset threshold, and the information of “there is no possibility of safe flight in your travel time, and you need to bypass, and you need to pay additional bypassing cost, or modify the departure time” is output to the demand response generation unit. If no, the safety time period of each flight area after bypassing and the bypassing path are sent to the demand response generation unit.

[0087] The demand response is generated by the demand response generation unit. The demand response includes the expected arrival time, the expected flight speed set, the expected average flight speed, and the expected flight route, or prompts the user to re-specify the departure time according to the information of “safety time period calculation failure”, or reminds the user “there is no possibility of safe flight in your travel time, and you need to bypass, and you need to pay additional bypassing cost, or modify the departure time”, or informs the user to re-fill the user demand.

[0088] The fixed rule is to use the maximum permissible speed of the manned autonomous aerial vehicle model in the basic data of the manned autonomous aerial vehicle, calculate the flight time of each flight area, and estimate the flight time period of each flight area based on the flight time and departure time. A flight time axis is established for each public airspace according to the local time. If the flight time segment enters the empty area of ​​the flight time axis, it is considered that there is a safe time period for that flight area; otherwise, it is considered that there is no safe time period for that flight area.

[0089] The adjustment rule is as follows: the maximum and minimum speeds allowed for this type of manned autonomous aerial vehicle (AAV) in the basic data are divided into M speed gradients from high to low. The flight duration for each flight segment is calculated sequentially according to these M speed gradients. The corresponding flight time interval for each flight segment is then calculated based on the flight duration and departure time. A flight timeline is established for each public airspace according to local time. If a flight time interval falls into an empty area on the flight timeline, a safe time interval for that flight segment is considered to exist, the adjustment is successful, and the speed corresponding to that safe time interval is output as the expected flight speed for that flight segment (once a safe time interval is found, it is unnecessary to calculate safe time intervals for other speed gradients). Otherwise, a safe time interval for that flight segment is considered not to exist, and the adjustment fails.

[0090] The detour rule is to find the nearest public airspace for other routes that does not have a safe time period, calculate the detour time and detour time period, and establish a flight time axis for the public airspace of the other routes according to the local time. If the detour time period enters an empty area of ​​the flight time axis, and other flight areas of the user's required route still have a safe time period after the detour, the detour is considered successful; otherwise, the detour is considered unsuccessful.

[0091] Example

[0092] The following is based on Figure 4 For illustrative purposes only, the following detailed explanation illustrates how this application performs optimized scheduling:

[0093] In practical applications, public airspace can be a complex network. To clearly illustrate the method of this application, the number of public airspaces has been simplified, highlighting only the presence of public airspace without limiting its quantity. Figure 4As shown, the embodiment sets four starting points, four ending points, four routes, four manned automatic driving aircrafts, and six public airspace. The starting point 1, the ending point 1, the public airspace 1, the public airspace 2, and the public airspace 6 are used as the route 1, and the manned automatic driving aircraft A1 is used to perform the flight task. The starting point 2, the ending point 2, the public airspace 1, and the public airspace 3 are used as the route 2, and the manned automatic driving aircraft A2 is used to perform the flight task. The starting point 3, the ending point 3, the public airspace 5, and the public airspace 2 are used as the route 3, and the manned automatic driving aircraft A3 is used to perform the flight task. The starting point 4, the ending point 4, the public airspace 4, the public airspace 1, and the public airspace 2 are used as the route 4, and the manned automatic driving aircraft A4 is used to perform the flight task. The public airspace 1 is used by the route 1, the route 2, and the route 4, and the public airspace 2 is used by the route 1, the route 3, and the route 4. The shape of the public airspace and the starting point and the ending point can be artificially set, for example, a circular region with r as the radius or a rectangle with length and width as the limits. According to the specific shape of the region, the specific time period of flying through the public region can be easily calculated according to the known maximum speed of the manned automatic driving aircraft. The specific time period can be calculated by the ratio of the diameter of the circle or the diagonal of the rectangle to the speed.

[0094] The above manned automatic driving aircrafts send their basic data to the centralized control center; the basic data includes the aircraft model and the maximum allowed flight speed.

[0095] Waiting for receiving the user demand;

[0096] Generating a demand response according to the basic data of the manned automatic driving aircraft, the preset route, and the user demand;

[0097] Sending the demand response to the user;

[0098] According to the demand response, the manned automatic driving aircraft carries the user to complete the flight task specified in the demand response.

[0099] Suppose that the demand of the user C1 has been received, and the user C1 requires to fly from the starting point 1 to the ending point 1 at 7 o'clock in the morning. Since there is no other aircraft running at this time, the demand of the user can be directly met, and the manned automatic driving aircraft A1 is used to perform the flight task. The flight time is 40 minutes, the safe time period in the public airspace 1 is 7:10-7:25, and the safe time period in the public airspace 2 is 7:30-7:35.

[0100] Further assume that the demand of user C2 is received, user C2 requires to fly from start point 4 to end point 4 at 7:30 in the morning, to perform the flight task by manned automatic pilot aircraft A4, the flight time is 50 minutes, the safe time period in public airspace 1 is 7:45-7:55, and the safe time period in public airspace 2 is 8:05-8:15.

[0101] At this time, the demand of user C3 is received, requiring to fly from start point 2 to end point 2 at 7:20 in the morning, to perform the flight task by manned automatic pilot aircraft A2. At this time, the system automatically calculates that if the manned automatic pilot aircraft A2 flies through the public airspace 1 at the maximum allowed speed, there can be two cases as follows:

[0102] The first case is that the public airspace has a safe time period, which meets the demand of user C3, i.e., as shown in FIG. 4, TA1 is the time period of the manned automatic pilot aircraft A1 running in the public airspace 1, therefore, the time period has no other aircraft flying, and thus becomes a safe time period, TA4 is the time period of the manned automatic pilot aircraft A4 running in the safe time period of the public airspace 1, and TA2 is the time period of the manned automatic pilot aircraft A2 running in the public airspace 1. As can be seen from FIG. 4, TA2 falls into the idle area of the time axis of the public airspace, and thus the demand of user C3 can be met. Figure 5 Figure 5 The second case is that if the take-off time of user C3 is 7:30, then the time of flying to the public airspace 1 is 7:40, and the time of flying away from the public airspace is 7:50, which is not an idle time in the time axis of the public airspace, and even if the speed is adjusted to the fastest speed, it is impossible to fly away from the public airspace 1 within 5 minutes. At this time, if user C3 is ensured to fly on time, a detour is needed. As can be seen from FIG. 5, the nearest detour airspace is the public airspace 2, and the time of detouring into the public airspace 2 is 7:50, and the time of leaving the public airspace 2 is 8:00, which can meet the idle time of the time axis in the public airspace 2, as shown in FIG. 6, and thus 7:50-8:00 is the safe time period of the manned automatic pilot aircraft A2 in the public airspace 2. At this time, the detour distance needs to be calculated, if the detour distance meets the preset threshold, the detour can be performed, and if not, the user needs to be prompted to modify the departure time or supplement the cost caused by the detour.

[0103] The demand response in the above embodiment includes the expected arrival time, the expected flight speed set, the expected average flight speed, and the expected flight route, which are easy to obtain by simple calculation by those skilled in the art after the safe time period is determined, and thus will not be described herein. Figure 4 Figure 6 The demand response in the above embodiment includes the expected arrival time, the expected flight speed set, the expected average flight speed, and the expected flight route, which are easy to obtain by simple calculation by those skilled in the art after the safe time period is determined, and thus will not be described herein.

[0104] The demand response in the above embodiment includes the expected arrival time, the expected flight speed set, the expected average flight speed, and the expected flight route, which are easy to obtain by simple calculation by those skilled in the art after the safe time period is determined, and thus will not be described herein. ​​

[0105] In addition to the other segment flight area of the public airspace, i.e. the flight area between the starting point and the public airspace, and the flight area between the public airspace and the ending point, because the flight does not involve other aircraft, only the flight of the aircraft of the route exists, so it can be simply scheduled by the time axis, and the present application will not be described again.

[0106] The embodiment of the present application also provides a manned automatic driving aircraft route optimization scheduling device, which comprises a processor, and is used for executing the aircraft route optimization scheduling processing method as described in any one of the foregoing embodiments. Accordingly, the technical effects are completely applicable in the present embodiment, and will not be described again.

[0107] The above examples of the present application are only examples for clearly illustrating the present application, and are not limitations on the embodiments of the present application. For ordinary skilled persons in the art, other different forms of changes or variations can be made on the basis of the above description, and any obvious changes or variations derived from the technical solutions of the present application are still within the protection scope of the present application.

Claims

1. An aircraft routing and scheduling process method, characterized in that, The method comprises the following steps: a plurality of routes are preset according to a plurality of public airspace of a start point, an end point and a plurality of routes of a manned automatic driving aircraft; basic data of the manned automatic driving aircraft are acquired; a user demand is received; a demand response is generated according to the basic data of the manned automatic driving aircraft, the preset routes and the user demand; the demand response is sent to the user; the manned automatic driving aircraft carries the user to complete a flight task specified in the demand response according to the demand response; the demand response is generated according to the basic data of the manned automatic driving aircraft, the preset routes and the user demand, and comprises the following steps: the user demand is analyzed, if the start point and the end point set by the user are not in the same preset route, the demand response is sent to inform the user to re-fill the user demand, if the start point and the end point set by the user are in the same preset route, the user demand is sent to a safety time period calculation unit; each safety time period of each flight area of a route to which the user demand belongs is calculated according to the user demand by a fixed rule, if there is a safety time period for each flight area, each safety time period of each flight area is sent to the demand response generation unit, if there is no safety time period for a certain flight area, adjustment is made by an adjustment rule, if the adjustment is successful, each safety time period of each flight area after adjustment is sent to the demand response generation unit; the demand response is generated by the demand response generation unit, the demand response comprises an expected arrival time, an expected flight speed set, an expected average flight speed and an expected flight route, or the user is prompted to re-specify a departure time according to "safety time period calculation failure” information, or the user is reminded that "there is no possibility of safe flight in your travel time, and needs to detour, and needs to pay additional detour cost, or modify the departure time”, or the user is informed to re-fill the user demand.

2. The aircraft route-optimization scheduling process of claim 1, wherein, the demand response is generated according to the basic data of the manned automatic driving aircraft, the preset routes and the user demand, and further comprises the following steps: if the adjustment is not successful, detour is made by a detour rule using other route public airspace, if the detour is successful, an actual detour cost is calculated, if the detour is not successful, "safety time period calculation failure” information is returned to the demand response generation unit; it is judged whether the actual detour cost is greater than a preset threshold, if yes, an additional detour cost is calculated, the additional detour cost is equal to the actual detour cost minus the preset threshold, and "there is no possibility of safe flight in your travel time, and needs to detour, and needs to pay additional detour cost, or modify the departure time” information is output to the demand response generation unit, if not, each safety time period of each flight area after the detour and a detour path are sent to the demand response generation unit.

3. The aircraft routing and scheduling process of claim 2, wherein, The fixed rule is to fly at the maximum allowed speed of the manned autonomous aircraft in the manned autonomous aircraft basic data, calculate the flight duration of each flight area, and calculate the flight time period of each flight area according to the flight duration and the departure time, establish a flight time axis for each public airspace according to the local time, and if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safe time period for the flight area, otherwise it is considered that there is no safe time period for the flight area.

4. The aircraft routing and scheduling process of claim 3, wherein, The adjustment rule is to divide the maximum allowed speed of the manned autonomous aircraft in the manned autonomous aircraft basic data into M speed gradients from high to low, calculate the flight duration of each flight area corresponding to the M speed gradients in turn according to the M speed gradients from high to low, and calculate the flight time period of each corresponding flight area according to the flight duration of each corresponding flight area and the departure time, establish a flight time axis for each public airspace according to the local time, and if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safe time period for the flight area, the adjustment is successful, and the corresponding speed of the safe time period is output as the expected flight speed of the flight area, otherwise it is considered that there is no safe time period for the flight area, the adjustment fails; The detour rule is to find the nearest other route public airspace of the corresponding public airspace without a safe time period, calculate the detour time and the detour time period, establish a flight time axis for the public airspace of the other route according to the local time, and if the detour time period falls into the idle area of the flight time axis, and the other flight area of the route after the detour still has a safe time period, it is considered that the detour is successful, otherwise it is considered that the detour fails.

5. A manned level autonomous vehicle optimal dispatching apparatus, characterized by, It comprises: A processor for executing each step of the aircraft route optimization scheduling processing method according to any one of claims 1-4.

6. A manned level autonomous aerial vehicle route optimization dispatching system, characterized in that, It comprises: A preset route module, a demand response module, a plurality of manned autonomous aircrafts, and a centralized scheduling center. The preset route module and the demand response module are respectively connected to the centralized scheduling center, and the plurality of manned autonomous aircrafts and the centralized scheduling center can communicate in real time. The preset route module is used to preset a plurality of routes according to the starting point, ending point, and a plurality of public airspaces along the way of the manned autonomous aircraft. The demand response module is used to receive user demand and send the user demand to the centralized scheduling center, and send the demand response transmitted by the centralized scheduling center to the user. The manned autonomous aircraft is used to transmit the manned autonomous aircraft basic data to the centralized scheduling center, and complete the flight task specified in the demand response according to the demand response transmitted by the centralized scheduling center. The centralized scheduling center is used to generate a demand response according to the manned autonomous aircraft basic data, the preset route, and the user demand, and send the demand response to the manned autonomous aircraft and the demand response module. The centralized dispatch center comprises a user demand analysis unit, a safety time period calculation unit, and a demand response generation unit; The user demand analysis unit, the safety time period calculation unit, and the demand response generation unit are sequentially connected in order, the safety time period calculation unit is connected with the demand response generation unit, and the user demand analysis unit is connected with the demand response generation unit; The user demand analysis unit is configured to analyze the user demand, and if the start point and the end point set by the user are not in the same preset route, send a demand response to notify the user to re-fill the user demand, and if the start point and the end point set by the user are in the same preset route, send the user demand to the safety time period calculation unit; The safety time period calculation unit is configured to calculate, according to the user demand, the safety time period of each flight area of the route to which the user demand belongs according to a fixed rule, and if the safety time period exists in each flight area, send the safety time period of each flight area to the demand response generation unit, and if the safety time period does not exist in a certain flight area, adjust the safety time period according to an adjustment rule, and if the adjustment is successful, send the adjusted safety time period of each flight area to the demand response generation unit; The demand response generation unit is configured to generate a demand response and send the demand response to a demand response module, wherein the demand response comprises an estimated arrival time, an estimated flight speed set, an estimated average flight speed, and an estimated flight route, or prompts the user to re-specify the departure time according to "safety time period calculation failure” information, or reminds the user that "because there is no possibility of safe flight within your travel time, you need to detour, and you need to pay additional detour cost, or modify the departure time”, or notifies the user to re-fill the user demand.

7. The manned-level autonomous vehicle route optimization scheduling system of claim 6, wherein, The centralized dispatch center further comprises a cost calculation unit; The safety time period calculation unit is further configured to, if the adjustment is not successful, detour by using other public airspace of the route according to a detour rule, if the detour is successful, send the safety time period of each flight area and the detour path recalculated after the detour to the cost calculation unit, and if the detour is not successful, return the "safety time period calculation failure” information to the demand response generation unit; The cost calculation unit is configured to determine whether the actual detour cost is greater than a preset threshold, if yes, calculate an additional detour cost, wherein the additional detour cost is equal to the actual detour cost minus the preset threshold, and output the "because there is no possibility of safe flight within your travel time, you need to detour, and you need to pay additional detour cost, or modify the departure time” information to the demand response generation unit, and if no, send the safety time period of each flight area and the detour path recalculated after the detour to the demand response generation unit.

8. The manned-level autonomous vehicle route optimization scheduling system of claim 7, wherein, The fixed rule is to fly at the maximum allowed speed of the manned autonomous aircraft model in the manned autonomous aircraft basic data, calculate the flight duration of each flight area, and calculate the flight time period of each flight area according to the flight duration and the departure time, establish a flight time axis for each public airspace according to the local time, and if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safe time period for the flight area, otherwise it is considered that there is no safe time period for the flight area.

9. The manned-level autonomous vehicle route optimization scheduling system of claim 7, wherein, The adjustment rule is to divide the maximum allowed speed of the manned autonomous aircraft model in the manned autonomous aircraft basic data into M speed gradients from high to low, calculate the flight duration of each flight area corresponding to the M speed gradients in turn according to the M speed gradients from high to low, and calculate the flight time period of each corresponding flight area according to the flight duration of each corresponding flight area and the departure time, establish a flight time axis for each public airspace according to the local time, and if the flight time period falls into the idle area of the flight time axis, it is considered that there is a safe time period for the flight area, the adjustment is successful, and the corresponding speed of the safe time period is output as the expected flight speed of the flight area, otherwise it is considered that there is no safe time period for the flight area, and the adjustment fails.

10. The manned-level autonomous vehicle route optimization scheduling system of claim 7, wherein, The detour rule is to find the nearest other route of the corresponding public airspace of the public airspace without a safe time period, calculate the detour time and the detour time period, establish a flight time axis for the public airspace of the other route according to the local time, and if the detour time period falls into the idle area of the flight time axis, and the other flight area of the user demand after detouring still has a safe time period, it is considered that the detour is successful, otherwise it is considered that the detour fails.

11. The manned-level autonomous vehicle route optimization scheduling system of any one of claims 7-10, wherein, The public airspace is an area that allows manned autonomous aircraft to fly, except for the starting point and the ending point. A route includes N public airspaces, and manned autonomous aircraft can fly from one public airspace to another. Multiple routes can pass through the same public airspace.

12. The manned-level autonomous vehicle route optimization scheduling system of any one of claims 6-10, wherein, The route includes the sum of the running track of the manned autonomous aircraft between the starting point and the public airspace, between the public airspaces, and between the public airspace and the ending point.

13. The manned-level autonomous vehicle route optimization scheduling system of claim 7, wherein, The expected flight route includes a preset route or other routes formulated according to user demand. The other routes formulated according to user demand include the starting point, the ending point, part of the public airspaces of the route where the starting point and the ending point are located, and part of the public airspaces of other routes.

14. The manned-level autonomous vehicle route optimization scheduling system of claim 6 or 7 or 10, wherein, The user demand should include the starting point and the ending point in the preset route, and the departure time.

15. The manned-level autonomous vehicle route optimization scheduling system of any one of claims 7-10, wherein, The safe time period means that there is only one aircraft flying in the same time period in each flight area.

16. The manned-level autonomous vehicle route optimization scheduling system of claim 7 or 9, wherein, The predicted flight speed refers to flying at a fixed speed within each flight region, and the fixed flight speeds of the flight regions can be the same or different, and the fixed flight speed needs to be within a preset speed range (V1, V2), V1 is the preset minimum speed, and V2 is the preset maximum speed. And / or, each flight region refers to the flight region of each section between the starting point and the public airspace, within the public airspace, and between the public airspace and the ending point.

Images