A method, device, storage medium and electronic equipment for scheduling aircraft landing at a vertical take-off and landing field

Abstract

The present invention proposes a method, device, storage medium and electronic device for scheduling aircraft landing at a vertical take-off and landing field. When the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, it is determined whether the target aircraft meets the direct flight condition. The direct flight condition means that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than the first preset distance; if the direct flight condition is met, the target aircraft is controlled to fly directly to the fusion point; when the target aircraft flies to the fusion point, the target aircraft is controlled to descend to the preset take-off and landing point. By setting multiple circular loops (sorting rings) in the hemispherical airspace to accommodate more aircraft, the airspace capacity is increased and the utilization rate of the hemispherical airspace is improved. At the same time, the direct flight condition is used to manage the aircraft in the hemispherical airspace to fly to the fusion point, so that the aircraft in the hemispherical airspace can land in an orderly and safe manner, ensuring the operating efficiency of the aircraft in the hemispherical airspace.

Description

Technical Field

[0001] The present invention relates to the field of aviation, and in particular to a method, device, storage medium and electronic equipment for scheduling aircraft landing at a vertical take-off and landing field. Background Art

[0002] With the development of urban low-altitude traffic, such as the widespread use of drones and vertical take-off and landing aircraft, the approach / approach traffic at urban vertical take-off and landing points is gradually increasing. The existing approach / approach methods mainly adopt time- or space-isolated operation modes, which cannot cope with the increase in flight volume in the future. Therefore, a safe and efficient approach / approach method is needed to ensure the orderly operation of multi-directional traffic flows in the terminal airspace of vertical take-off and landing points. Summary of the invention

[0003] The object of the present invention is to provide a method, device, storage medium and electronic equipment for scheduling aircraft landing at a vertical take-off and landing field, so as to at least partially improve the above-mentioned problems.

[0004] In order to achieve the above purpose, the technical solution adopted by the embodiment of the present invention is as follows:

[0005] In a first aspect, an embodiment of the present invention provides a method for scheduling aircraft landing at a vertical take-off and landing field, the method comprising:

[0006] When the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, determining whether the target aircraft meets the direct flight condition, wherein n circular loops are planned in the hemispherical airspace, the aircraft in the hemispherical airspace fly along one of the circular loops, each circular loop allows at least two aircraft to fly simultaneously, and the direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than a first preset distance;

[0007] If the direct flight condition is met, the target aircraft is controlled to fly directly to a fusion point, wherein the fusion point is the center of the hemispherical airspace;

[0008] When the target aircraft flies to the fusion point, the target aircraft is controlled to descend to a preset take-off and landing point.

[0009] Optionally, the distance from any point on the circular loop to the center of the hemispherical airspace is equal to the radius of the hemispherical airspace, and the height of the i-th circular loop is the same as the height of the i-th route altitude layer planned by the aircraft dispatch system;

[0010] The center of the hemispherical airspace is located directly above the take-off and landing point, and the cross-section of the hemispherical airspace faces the take-off and landing point. The distance between the center of the hemispherical airspace and the take-off and landing point is equal to a second preset distance, and the second preset distance is higher than the maximum height of obstacles within a preset range with the take-off and landing point as the center. The radius of the hemispherical airspace is greater than or equal to the product of the target number of aircraft accommodated by the hemispherical airspace and the preset longitudinal safety interval. The preset range is a circular range with the take-off and landing point as the center and the radius of the hemispherical airspace as the radius.

[0011] Optionally, the longitudinal separation from the target aircraft to the aircraft during the direct flight is the difference between the first Euclidean distance and the second Euclidean distance, wherein the first Euclidean distance is the Euclidean distance from the target aircraft to the fusion point, and the second Euclidean distance is the Euclidean distance from the aircraft to the fusion point during the direct flight.

[0012] Optionally, the step of controlling the target aircraft to fly directly to the fusion point includes:

[0013] Controlling the target aircraft to fly toward the fusion point along the corresponding direct flight route;

[0014] Obtaining a supervision distance of the target aircraft, wherein when an aircraft is hovering at the fusion point, the supervision distance is the minimum value of the longitudinal interval between the target aircraft and a first-category aircraft and the Euclidean distance between the target aircraft and the fusion point; when no aircraft is hovering at the fusion point, the supervision distance is the minimum value of the longitudinal interval between the target aircraft and a first-category aircraft, wherein the first-category aircraft is an aircraft whose Euclidean distance to the fusion point is less than the Euclidean distance between the target aircraft and the fusion point and which is in a direct flight process;

[0015] Determining whether the supervision distance is greater than the first preset distance;

[0016] If yes, continue to control the target aircraft to fly along the corresponding direct flight route toward the fusion point;

[0017] If not, the target aircraft is controlled to hover, and the supervision distance of the target aircraft is repeatedly obtained.

[0018] Optionally, the center of the hemispherical airspace is located directly above the take-off and landing point, and the step of controlling the target aircraft to descend to a preset take-off and landing point includes:

[0019] Controlling the target aircraft to fly toward the take-off and landing point along a vertical descent route;

[0020] If there is still an obstacle aircraft on the vertical descent route, obtaining the interval distance between the target aircraft and the obstacle aircraft;

[0021] If the distance between the target aircraft and the obstacle aircraft is greater than a third preset distance, continue to control the target aircraft to fly along a vertical descent route toward the take-off and landing point;

[0022] If the interval distance between the target aircraft and the obstacle aircraft is less than or equal to a third preset distance, the target aircraft is controlled to hover, and the interval distance between the target aircraft and the obstacle aircraft is repeatedly obtained.

[0023] Optionally, the method further includes: when the target aircraft is at a hovering point corresponding to the ith circular loop in the hemispherical airspace, determining whether the target aircraft meets an approach condition, wherein 1≤i≤n, the approach condition means that when the target aircraft flies from the hovering point corresponding to the ith circular loop to the approach point of the ith circular loop, there are no other aircraft within the safety range of the ith circular loop, and the safety range of the ith circular loop is the portion of the ith circular loop whose distance from the approach point is less than a preset safety distance;

[0024] If the approach conditions are met, the target aircraft is controlled to fly to the approach point of the i-th circular loop. After entering the i-th circular loop, the target aircraft is controlled to fly along the i-th circular loop at the i-th preset speed, wherein the i-th preset speed is the flight speed corresponding to the i-th circular loop.

[0025] Optionally, the method further includes: after determining that the target aircraft obtains admission permission, controlling the target aircraft to fly to a hovering point corresponding to a target circular loop, wherein the target circular loop is a circular loop corresponding to the route altitude layer where the target aircraft is located.

[0026] In a second aspect, an embodiment of the present invention provides a vertical take-off and landing field aircraft landing scheduling device, the device comprising:

[0027] a first processing unit, configured to determine whether the target aircraft satisfies a direct flight condition when the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, wherein n circular loops are planned in the hemispherical airspace, the aircraft in the hemispherical airspace fly along one of the circular loops, each circular loop allows at least two aircraft to fly simultaneously, and the direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than a first preset distance;

[0028] The first processing unit is further configured to control the target aircraft to fly directly to a fusion point if a direct flight condition is met, wherein the fusion point is the center of the hemispherical airspace;

[0029] The second processing unit is used to control the target aircraft to descend to a preset take-off and landing point when the target aircraft flies to the fusion point.

[0030] In a third aspect, an embodiment of the present invention provides a storage medium having a computer program stored thereon, and the computer program implements the above method when executed by a processor.

[0031] In a fourth aspect, an embodiment of the present invention provides an electronic device, comprising: a processor and a memory, wherein the memory is used to store one or more programs; when the one or more programs are executed by the processor, the above method is implemented.

[0032] Compared with the prior art, the embodiments of the present invention provide a method, device, storage medium and electronic device for scheduling aircraft landing at a vertical take-off and landing field. When the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, it is determined whether the target aircraft meets the direct flight condition, wherein n circular loops are planned in the hemispherical airspace, and the aircraft in the hemispherical airspace flies along one of the circular loops, and each circular loop allows at least two aircraft to fly at the same time. The direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than the first preset distance; if the direct flight condition is met, the target aircraft is controlled to fly directly to the fusion point, wherein the fusion point is the center of the hemispherical airspace; when the target aircraft flies to the fusion point, the target aircraft is controlled to descend to the preset take-off and landing point. In the method for scheduling aircraft landing at a vertical take-off and landing field provided by the embodiments of the present invention, multiple circular loops (sorting rings) are set in the hemispherical airspace to accommodate more aircraft, thereby increasing the airspace capacity and improving the utilization rate of the hemispherical airspace. At the same time, direct flight conditions are used to manage the flight of aircraft in the hemispherical airspace to the fusion point, so that the aircraft in the hemispherical airspace can land in an orderly and safe manner, ensuring the operating efficiency of aircraft in the hemispherical airspace.

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0035] Figure 1 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention.

[0036] Figure 2 One of the flowcharts of the vertical take-off and landing field aircraft landing scheduling method provided in an embodiment of the present invention.

[0037] Figure 3 A schematic diagram of a hemispherical airspace structure provided in an embodiment of the present invention.

[0038] Figure 4 The second flowchart of the vertical take-off and landing field aircraft landing scheduling method provided in an embodiment of the present invention.

[0039] Figure 5 The third flowchart of the vertical take-off and landing field aircraft landing scheduling method provided in an embodiment of the present invention.

[0040] Figure 6 A unit schematic diagram of a vertical take-off and landing airport aircraft landing scheduling device provided in an embodiment of the present invention.

[0041] In the figure: 10 - processor; 11 - memory; 12 - bus; 13 - communication interface; 201 - first processing unit; 202 - second processing unit. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0043] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0044] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0045] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0046] In the description of the present invention, it should be noted that the terms "upper", "lower", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are directions or positional relationships in which the product of the invention is usually placed when in use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present invention.

[0047] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "disposed" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0048] Some embodiments of the present invention are described in detail below in conjunction with the accompanying drawings. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0049] In order to improve the operational efficiency of the terminal airspace, an embodiment of the present invention provides a method for scheduling aircraft landing at a vertical take-off and landing field. Specifically, a Sphere Point Merge (SPM) approach / approach scheduling method suitable for urban vertical take-off and landing points is proposed. By expanding the fan-shaped airspace of the civil aviation transport aviation point fusion system to a hemispherical space, this design is consistent with the characteristics of vertical take-off and landing aircraft that can fly at any angle path. By using the principle that the preset sorting edge is equal to the distance between the fusion point, the sorting and interval management of multi-directional approach / approach traffic flows can be achieved, ensuring the safe and efficient approach / approach of multiple aircraft in a complex airspace environment.

[0050] An embodiment of the present invention provides an electronic device, which may be a central control unit of an aircraft dispatch system, or a mobile device, a computer device, a server device, etc. that is communicatively connected to the central control unit of the aircraft dispatch system. The central control unit of the aircraft dispatch system may communicate with an aircraft connected to the aircraft dispatch system to implement aircraft dispatch.

[0051] Please refer to Figure 1 , a schematic diagram of the structure of an electronic device. The electronic device includes a processor 10, a memory 11, and a bus 12. The processor 10 and the memory 11 are connected via the bus 12, and the processor 10 is used to execute an executable module stored in the memory 11, such as a computer program.

[0052] The processor 10 can be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the vertical take-off and landing field aircraft landing scheduling method can be completed by the hardware integrated logic circuit in the processor 10 or the instructions in the form of software. The above-mentioned processor 10 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components.

[0053] The memory 11 may include a high-speed random access memory (RAM), and may also include a non-volatile memory, such as at least one disk memory.

[0054] The bus 12 may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus. Figure 1 Although only one bidirectional arrow is used in the figure, it does not mean that there is only one bus 12 or only one type of bus 12 .

[0055] The memory 11 is used to store programs, such as programs corresponding to the vertical take-off and landing field aircraft landing scheduling device. The vertical take-off and landing field aircraft landing scheduling device includes at least one software function module that can be stored in the memory 11 in the form of software or firmware or solidified in the operating system (OS) of the electronic device. After receiving the execution instruction, the processor 10 executes the program to implement the vertical take-off and landing field aircraft landing scheduling method.

[0056] Possibly, the electronic device provided by the embodiment of the present invention further includes a communication interface 13. The communication interface 13 is connected to the processor 10 via a bus.

[0057] It should be understood that Figure 1 The structure shown is only a schematic diagram of a portion of the electronic device. The electronic device may also include Figure 1 More or fewer components as shown, or with Figure 1 Different configurations are shown. Figure 1 Each component shown in the figure can be implemented by hardware, software or a combination thereof.

[0058] A vertical take-off and landing aircraft landing scheduling method provided by an embodiment of the present invention can be applied to, but not limited to, Figure 1 For detailed procedures, please refer to the electronic equipment shown in Figure 2 The vertical take-off and landing field aircraft landing scheduling method includes: S140, S150 and S160, which are specifically described as follows.

[0059] S140, when the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, determine whether the target aircraft meets the direct flight condition. If so, execute S150; if not, repeat S140 after a preset time interval to re-determine whether the target aircraft meets the direct flight condition.

[0060] The target aircraft may be any aircraft connected to the aircraft dispatch system, and the direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than a first preset distance.

[0061] Optionally, the longitudinal separation from the target aircraft to the aircraft during the direct flight is the difference between the first Euclidean distance and the second Euclidean distance, wherein the first Euclidean distance is the Euclidean distance from the target aircraft to the fusion point, and the second Euclidean distance is the Euclidean distance from the aircraft to the fusion point during the direct flight.

[0062] It should be noted that, in the embodiment of the present invention, for the sake of clarity and simplicity, the vertical take-off and landing airport aircraft landing scheduling method is explained by teaching the target aircraft (any aircraft connected to the aircraft scheduling system). However, in the actual scheduling process, the electronic device can simultaneously schedule all aircraft connected to the aircraft scheduling system.

[0063] In an embodiment of the present invention, the priority of an aircraft in the hemispherical airspace may be determined based on any one or more of the time the aircraft enters the hemispherical airspace, the current power of the aircraft, the urgency of the aircraft's mission, and a priority adjustment instruction input by a user.

[0064] Optionally, when there is an aircraft whose current power is lower than the safe power, the priority of the aircraft with the lowest power is adjusted to the highest. When the power of all aircraft is higher than the safe power and no priority adjustment instruction is received, a weight fusion is performed based on the entry time and the urgency of the aircraft mission to determine the priority index of each aircraft, and then the priority of the aircraft in the hemispherical airspace is determined based on the priority index. When the priority adjustment instruction is obtained, the priority of the aircraft in the hemispherical airspace is determined according to the priority adjustment instruction.

[0065] Please refer to Figure 3 , Figure 3 A schematic diagram of the hemispherical airspace structure provided for an embodiment of the present invention. The figure takes a vertical landing take-off and landing point as an example, but it is not limited to this. The fusion point can be but is not necessarily located directly above the take-off and landing point, wherein the fusion point is the center of the hemispherical airspace. The sorting ring in the figure is a circular loop. It should also be noted that each approach route has a corresponding approach point. When the route is fixed, the approach point of each circular loop is fixed, but any point on the circular loop can be used as a direct flight point. When the target aircraft meets the direct flight conditions, the current position of the target aircraft is the direct flight point, and the target aircraft can fly directly from the direct flight point to the fusion point.

[0066] like Figure 3 As shown, there are n circular loops planned in the hemispherical airspace, and n can be the total number of route altitude layers planned by the aircraft dispatch system. The altitude interval between any adjacent circular loops is greater than the preset altitude. Aircraft in the hemispherical airspace fly along one of the circular loops, and each circular loop allows at least two aircraft to fly at the same time (flying in the same direction). Different aircraft can fly along different circular loops, and the distance between two adjacent aircraft on the same circular loop needs to be greater than the fourth preset distance to ensure the safety of aircraft on the circular loop.

[0067] Please continue to refer to Figure 3, the distance from any point on the circular loop to the center of the hemispherical airspace is equal to the radius of the hemispherical airspace, the height of the i-th circular loop is the same as the height of the i-th route altitude layer planned by the aircraft scheduling system, 1≤i≤n.

[0068] Optionally, the center of the hemispherical airspace is located directly above the take-off and landing point, and the cross-section of the hemispherical airspace faces the take-off and landing point. The distance between the center of the hemispherical airspace and the take-off and landing point is equal to a second preset distance, and the second preset distance is higher than the maximum height of obstacles within a preset range with the take-off and landing point as the center, that is, the height of the controlled obstacles. The radius of the hemispherical airspace is greater than or equal to the product of the target number of aircraft accommodated by the hemispherical airspace and the preset longitudinal safety interval. The preset range is a circular range with the take-off and landing point as the center and the radius of the hemispherical airspace as the radius.

[0069] S150, control the target aircraft to fly directly to the fusion point.

[0070] Optionally, S150, the step of controlling the target aircraft to fly directly to the fusion point, includes: S151, S152, S153 and S154, which are specifically described as follows.

[0071] S151, controlling the target aircraft to fly along the corresponding direct flight route toward the fusion point.

[0072] Among them, the direct flight route is the straight route between the direct flight point and the fusion point of the corresponding circular loop of the target aircraft.

[0073] S152, obtaining the supervision distance of the target aircraft.

[0074] Among them, when there is an aircraft hovering at the fusion point, the supervision distance is the minimum value of the longitudinal interval from the target aircraft to the first category aircraft and the Euclidean distance from the target aircraft to the fusion point; when there is no aircraft hovering at the fusion point, the supervision distance is the minimum value of the longitudinal interval from the target aircraft to the first category aircraft. The first category aircraft is an aircraft whose Euclidean distance to the fusion point is less than the Euclidean distance from the target aircraft to the fusion point and which is in direct flight.

[0075] Optionally, the longitudinal interval from the target aircraft to the first category aircraft is the difference between the first Euclidean distance and the third Euclidean distance, wherein the first Euclidean distance is the Euclidean distance from the target aircraft to the fusion point, and the third Euclidean distance is the Euclidean distance from the first category aircraft to the fusion point.

[0076] S153, determining whether the supervision distance is greater than the first preset distance. If yes, then continue to execute S151, continue to control the target aircraft to fly along the corresponding direct flight route to the fusion point; if no, then execute S154.

[0077] It should be noted that after continuing to control the target aircraft to fly along the corresponding direct flight route to the fusion point, it is still necessary to repeatedly obtain the supervision distance of the target aircraft to determine whether the supervision distance is greater than the first preset distance.

[0078] S154, controlling the target aircraft to hover, and repeatedly obtaining the monitoring distance of the target aircraft.

[0079] Optionally, during the direct flight, if the target aircraft is controlled to hover, the supervision distance of the target aircraft may be repeatedly obtained at preset time intervals. This is because when the target aircraft is hovering, the first type of aircraft may have continued to fly toward the fusion point, or the aircraft hovering at the fusion point may have descended, and the supervision distance of the target aircraft may change at this time. It is necessary to repeatedly obtain the supervision distance of the target aircraft and re-determine whether the supervision distance is greater than the first preset distance.

[0080] S160, when the target aircraft flies to the fusion point, the target aircraft is controlled to descend to a preset take-off and landing point.

[0081] Optionally, the center of the hemispherical airspace is located directly above the take-off and landing point. The step of controlling the target aircraft to descend to the preset take-off and landing point includes: S161, S162, S163, S164 and S165, which are specifically described as follows.

[0082] S161, control the target aircraft to fly along a vertical descent route to the take-off and landing point.

[0083] S162: If there is still an obstacle aircraft on the vertical descent route, obtain the interval distance between the target aircraft and the obstacle aircraft.

[0084] Among them, the interval distance between the target aircraft and the obstacle aircraft is the straight-line distance between the two. The obstacle aircraft is an aircraft whose altitude is lower than that of the target aircraft and is in a vertical descent process.

[0085] S163, determining whether the interval distance between the target aircraft and the obstacle aircraft is greater than a third preset distance. If the interval distance between the target aircraft and the obstacle aircraft is greater than the third preset distance, executing S164; if the interval distance between the target aircraft and the obstacle aircraft is less than or equal to the third preset distance, executing S165.

[0086] S164, continue to control the target aircraft to fly along the vertical descent route to the take-off and landing point.

[0087] If the distance between the target aircraft and the obstacle aircraft is greater than the third preset distance, it means that the descent environment is safe, and the target aircraft can continue to be controlled to fly along the vertical descent route to the take-off and landing point. It should be noted that after continuing to control the target aircraft to fly along the vertical descent route to the take-off and landing point, it is necessary to re-acquire the distance between the target aircraft and the obstacle aircraft to determine whether the distance between the target aircraft and the obstacle aircraft is greater than the third preset distance until reaching the take-off and landing point.

[0088] S165, controlling the target aircraft to hover, and repeatedly obtaining the interval distance between the target aircraft and the obstacle aircraft.

[0089] If the distance between the target aircraft and the obstacle aircraft is less than or equal to the third preset distance, it means that continuing to descend may pose a safety hazard and the target aircraft needs to be controlled to hover.

[0090] During the descent process, if the target aircraft is controlled to hover, the distance between the target aircraft and the obstacle aircraft can be repeatedly obtained at preset time intervals. Because when the target aircraft is hovering, the obstacle aircraft may have continued to fly to the take-off and landing point, and the distance between the target aircraft and the obstacle aircraft may change at this time. It is necessary to re-obtain the distance between the target aircraft and the obstacle aircraft and re-determine whether the distance between the target aircraft and the obstacle aircraft is greater than the third preset distance.

[0091] In the vertical take-off and landing field aircraft landing scheduling method provided by the embodiment of the present invention, multiple circular loops (sequencing rings) are set in the hemispherical airspace to accommodate more aircraft, thereby increasing the airspace capacity and improving the utilization rate of the hemispherical airspace. At the same time, the aircraft in the hemispherical airspace are managed to fly to the fusion point through the direct flight condition, so that the aircraft in the hemispherical airspace can land in an orderly and safe manner, ensuring the operating efficiency of the aircraft in the hemispherical airspace.

[0092] exist Figure 2 Based on how to manage aircraft approach, the embodiment of the present invention also provides an optional implementation method, please refer to Figure 4 The vertical take-off and landing field aircraft landing scheduling method also includes: S120 and S130, which are specifically described as follows.

[0093] S120, when the target aircraft is at the hovering point corresponding to the i-th circular loop in the hemispherical airspace, determine whether the target aircraft meets the approach condition. If the approach condition is met, execute S130; if the approach condition is not met, repeat the determination of whether the target aircraft meets the approach condition after a preset time interval.

[0094] Among them, the approach condition means that when the target aircraft flies from the hovering point corresponding to the ith circular loop to the approach point of the ith circular loop, there are no other aircraft within the safety range of the ith circular loop, and the safety range of the ith circular loop is the part of the ith circular loop that is less than the preset safety distance from the approach point.

[0095] S130, controlling the target aircraft to fly toward the approach point of the i-th circular loop, and after entering the i-th circular loop, controlling the target aircraft to fly along the i-th circular loop at an i-th preset speed, wherein the i-th preset speed is the flight speed corresponding to the i-th circular loop.

[0096] Optionally, the difference in amplitude angles of approach points of adjacent circular loops on the circular loops is greater than a preset angle, or the approach points of adjacent circular loops are in different directions, thereby ensuring that aircraft can approach in different directions.

[0097] exist Figure 4 On the basis of how to control the aircraft to fly to the hovering point, the embodiment of the present invention also provides an optional implementation method, please refer to Figure 5 The vertical take-off and landing field aircraft landing scheduling method also includes: S110, which is specifically described as follows.

[0098] S110, after determining that the target aircraft obtains admission permission, controlling the target aircraft to fly to a hovering point corresponding to the target circular loop.

[0099] The target circular loop is a circular loop corresponding to the route altitude layer where the target aircraft is located.

[0100] See also Figure 6 , Figure 6 An embodiment of the present invention provides a vertical take-off and landing field aircraft landing scheduling device. Optionally, the vertical take-off and landing field aircraft landing scheduling device is applied to the electronic device described above.

[0101] The vertical take-off and landing field aircraft landing scheduling device includes: a first processing unit 201 and a second processing unit 202.

[0102] The first processing unit 201 is used to determine whether the target aircraft meets the direct flight condition when the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, wherein n circular loops are planned in the hemispherical airspace, and the aircraft in the hemispherical airspace fly along one of the circular loops, and each circular loop allows at least two aircraft to fly simultaneously, and the direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than a first preset distance;

[0103] The first processing unit 201 is further configured to control the target aircraft to fly directly to a fusion point if the direct flight condition is met, wherein the fusion point is the center of the hemispherical airspace;

[0104] The second processing unit 202 is used to control the target aircraft to descend to a preset take-off and landing point when the target aircraft flies to the fusion point.

[0105] Optionally, the first processing unit 201 may execute the above-mentioned S110 to S150 , and the second processing unit 202 may execute the above-mentioned S160 .

[0106] It should be noted that the vertical take-off and landing airport aircraft landing scheduling device provided in this embodiment can execute the method flow shown in the above method flow embodiment to achieve the corresponding technical effect. For the sake of brief description, for parts not mentioned in this embodiment, reference can be made to the corresponding contents in the above embodiment.

[0107] The embodiment of the present invention further provides a storage medium, which stores computer instructions and programs, and when the computer instructions and programs are read and run, the vertical take-off and landing airport aircraft landing scheduling method of the above embodiment is executed. The storage medium may include a memory, a flash memory, a register, or a combination thereof.

[0108] The following provides an electronic device, which may be a central control unit of an aircraft dispatch system, or a mobile device, a computer device, a server device, etc. that is communicatively connected to the central control unit of the aircraft dispatch system. The central control unit of the aircraft dispatch system may communicate with an aircraft connected to the aircraft dispatch system to implement aircraft dispatch. Figure 1 As shown, the above-mentioned vertical take-off and landing airport aircraft landing scheduling method can be implemented; specifically, the electronic device includes: a processor 10, a memory 11, and a bus 12. The processor 10 can be a CPU. The memory 11 is used to store one or more programs. When the one or more programs are executed by the processor 10, the vertical take-off and landing airport aircraft landing scheduling method of the above-mentioned embodiment is executed.

[0109] In summary, the embodiments of the present invention provide a method, device, storage medium and electronic device for scheduling aircraft landing at a vertical take-off and landing field. When the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, it is determined whether the target aircraft meets the direct flight condition, wherein n circular loops are planned in the hemispherical airspace, and the aircraft in the hemispherical airspace flies along one of the circular loops, and each circular loop allows at least two aircraft to fly at the same time. The direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than the first preset distance; if the direct flight condition is met, the target aircraft is controlled to fly directly to the fusion point, wherein the fusion point is the center of the hemispherical airspace; when the target aircraft flies to the fusion point, the target aircraft is controlled to descend to the preset take-off and landing point. In the method for scheduling aircraft landing at a vertical take-off and landing field provided by the embodiments of the present invention, multiple circular loops (sorting rings) are set in the hemispherical airspace to accommodate more aircraft, thereby increasing the airspace capacity and improving the utilization rate of the hemispherical airspace. At the same time, direct flight conditions are used to manage the flight of aircraft in the hemispherical airspace to the fusion point, so that the aircraft in the hemispherical airspace can land in an orderly and safe manner, ensuring the operating efficiency of aircraft in the hemispherical airspace.

[0110] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0111] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

Claims

1. A method for scheduling aircraft landing at a vertical take-off and landing field, characterized in that: The method comprises: When there are aircraft whose current power is lower than the safe power, the priority of the aircraft with the lowest power is adjusted to the highest. When the power of all aircraft is higher than the safe power and no priority adjustment instruction is received, the priority index of each aircraft is determined based on the weight fusion of the entry time and the urgency of the aircraft mission. The priority of the aircraft in the hemispherical airspace is determined according to the priority index of each aircraft. When the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, determining whether the target aircraft meets the direct flight condition, wherein n circular loops are planned in the hemispherical airspace, the aircraft in the hemispherical airspace fly along one of the circular loops, each circular loop allows at least two aircraft to fly simultaneously, and the direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than a first preset distance; If the direct flight condition is met, the target aircraft is controlled to fly directly to a fusion point, wherein the fusion point is the center of the hemispherical airspace; When the target aircraft flies to the fusion point, the target aircraft is controlled to descend to a preset take-off and landing point.

2. The method for scheduling aircraft landing at a vertical take-off and landing field according to claim 1, characterized in that: The distance from any point on the circular loop to the center of the hemispherical airspace is equal to the radius of the hemispherical airspace, and the height of the i-th circular loop is the same as the height of the i-th route altitude layer planned by the aircraft dispatch system; The center of the hemispherical airspace is located directly above the take-off and landing point, and the cross-section of the hemispherical airspace faces the take-off and landing point. The distance between the center of the hemispherical airspace and the take-off and landing point is equal to a second preset distance, and the second preset distance is higher than the maximum height of obstacles within a preset range with the take-off and landing point as the center. The radius of the hemispherical airspace is greater than or equal to the product of the target number of aircraft accommodated by the hemispherical airspace and the preset longitudinal safety interval. The preset range is a circular range with the take-off and landing point as the center and the radius of the hemispherical airspace as the radius.

3. The method for scheduling aircraft landing at a vertical take-off and landing field according to claim 1, characterized in that: The longitudinal interval from the target aircraft to the aircraft during the direct flight is the difference between the first Euclidean distance and the second Euclidean distance, wherein the first Euclidean distance is the Euclidean distance from the target aircraft to the fusion point, and the second Euclidean distance is the Euclidean distance from the aircraft to the fusion point during the direct flight.

4. The method for scheduling aircraft landing at a vertical take-off and landing field according to claim 3, characterized in that: The step of controlling the target aircraft to fly directly to the fusion point comprises: Controlling the target aircraft to fly toward the fusion point along the corresponding direct flight route; Obtaining a supervision distance of the target aircraft, wherein when an aircraft is hovering at the fusion point, the supervision distance is the minimum value of the longitudinal interval between the target aircraft and a first-category aircraft and the Euclidean distance between the target aircraft and the fusion point; when no aircraft is hovering at the fusion point, the supervision distance is the minimum value of the longitudinal interval between the target aircraft and a first-category aircraft, wherein the first-category aircraft is an aircraft whose Euclidean distance to the fusion point is less than the Euclidean distance between the target aircraft and the fusion point and which is in a direct flight process; Determining whether the supervision distance is greater than the first preset distance; If yes, continue to control the target aircraft to fly along the corresponding direct flight route toward the fusion point; If not, the target aircraft is controlled to hover, and the supervision distance of the target aircraft is repeatedly obtained.

5. The method for scheduling aircraft landing at a vertical take-off and landing field according to claim 1, characterized in that: The center of the hemispherical airspace is located directly above the take-off and landing point, and the step of controlling the target aircraft to descend to the preset take-off and landing point includes: Controlling the target aircraft to fly toward the take-off and landing point along a vertical descent route; If there is still an obstacle aircraft on the vertical descent route, obtaining the interval distance between the target aircraft and the obstacle aircraft; If the distance between the target aircraft and the obstacle aircraft is greater than a third preset distance, continue to control the target aircraft to fly along a vertical descent route toward the take-off and landing point; If the interval distance between the target aircraft and the obstacle aircraft is less than or equal to a third preset distance, the target aircraft is controlled to hover, and the interval distance between the target aircraft and the obstacle aircraft is repeatedly obtained.

6. The method for scheduling aircraft landing at a vertical take-off and landing field according to claim 1, characterized in that: The method further comprises: When the target aircraft is at the hovering point corresponding to the i-th circular loop in the hemispherical airspace, determine whether the target aircraft meets the approach condition, wherein 1≤i≤n, and the approach condition means that when the target aircraft flies from the hovering point corresponding to the i-th circular loop to the approach point of the i-th circular loop, there are no other aircraft within the safety range of the i-th circular loop, and the safety range of the i-th circular loop is the portion of the i-th circular loop that is less than a preset safety distance from the approach point; If the approach conditions are met, the target aircraft is controlled to fly to the approach point of the i-th circular loop. After entering the i-th circular loop, the target aircraft is controlled to fly along the i-th circular loop at the i-th preset speed, wherein the i-th preset speed is the flight speed corresponding to the i-th circular loop.

7. The method for scheduling aircraft landing at a vertical take-off and landing field according to claim 6, characterized in that: The method further comprises: After determining that the target aircraft obtains admission permission, the target aircraft is controlled to fly to a hovering point corresponding to a target circular loop, wherein the target circular loop is a circular loop corresponding to the route altitude layer where the target aircraft is located.

8. A vertical take-off and landing field aircraft landing scheduling device, characterized in that: The device comprises: a first processing unit, configured to determine whether the target aircraft satisfies a direct flight condition when the target aircraft is the aircraft with the highest priority in the hemispherical airspace at the current moment, wherein n circular loops are planned in the hemispherical airspace, the aircraft in the hemispherical airspace fly along one of the circular loops, each circular loop allows at least two aircraft to fly simultaneously, and the direct flight condition indicates that the longitudinal interval between the target aircraft and any aircraft in the direct flight process is greater than a first preset distance; The first processing unit is further configured to control the target aircraft to fly directly to a fusion point if a direct flight condition is met, wherein the fusion point is the center of the hemispherical airspace; a second processing unit, configured to control the target aircraft to descend to a preset take-off and landing point when the target aircraft flies to the fusion point; The vertical take-off and landing field aircraft landing scheduling device is used to adjust the priority of the aircraft with the lowest power to the highest when there is an aircraft whose current power is lower than the safe power. When the power of all aircraft is higher than the safe power and no priority adjustment instruction is received, weight fusion is performed based on the entry time and the urgency of the aircraft mission to determine the priority index of each aircraft, and the priority of the aircraft in the hemispherical airspace is determined according to the priority index of each aircraft.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

10. An electronic device, characterized in that: include: A processor and a memory, the memory being used to store one or more programs; When the one or more programs are executed by the processor, the method according to any one of claims 1 to 7 is implemented.

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