Dual take-off and landing point terminal airspace management method, device, storage medium and electronic equipment

Abstract

The present invention proposes a method, device, storage medium and electronic device for managing terminal airspace with two take-off and landing points. When the first target aircraft meets the approach direct flight condition, the first target aircraft is controlled to fly directly to the approach fusion point; when flying to the approach fusion point, the first target aircraft is controlled to descend to the vertical landing point; when the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition, the second target aircraft is controlled to fly directly to the corresponding departure direct flight point; after arriving at the corresponding departure direct flight point, the second target aircraft is controlled to fly along the departure loop where it is located to the departure point, and enter the target departure route from the departure point. By reasonably setting the approach fusion point and the departure separation point, the safe and efficient operation of the approaching / departing aircraft can be achieved, which can effectively avoid conflicts between approaching and departing routes, and improve the safety and operation efficiency of urban low-altitude traffic.

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 managing airspace at a dual take-off and landing point terminal. Background Art

[0002] With the development of low-altitude urban transportation, such as the widespread use of drones and vertical take-off and landing aircraft, the take-off and landing traffic at urban vertical take-off and landing points is gradually increasing. Usually, the take-off airspace and the landing airspace are set adjacent or fused. When the two are fused, it is also called a dual take-off and landing point terminal airspace.

[0003] In the terminal airspace with dual take-off and landing points, it is necessary to manage the take-off (departure) and landing (approach) of aircraft at the same time. How to ensure the safe interval between arriving and departing aircraft and avoid conflicts according to the arrival and departure procedures of the terminal airspace with dual take-off and landing points has become a difficult problem that technical personnel in this field are concerned about. Summary of the invention

[0004] The object of the present invention is to provide a method, device, storage medium and electronic device for managing airspace at a dual take-off and landing point terminal, so as to at least partially improve the above-mentioned problems.

[0005] In order to achieve the above purpose, the technical solution adopted by the embodiment of the present invention is as follows:

[0006] In a first aspect, an embodiment of the present invention provides a method for managing airspace at a dual take-off and landing point terminal, the method comprising:

[0007] When the first target aircraft is the highest priority approaching aircraft in the dual take-off and landing terminal airspace at the current moment, and the first target aircraft meets the approach direct flight condition, the first target aircraft is controlled to fly directly to the approach fusion point; wherein the approach direct flight condition indicates that the first target aircraft is in an approach arc, and the longitudinal interval between the first target aircraft and any aircraft in the approach direct flight process is greater than a first preset distance, the approach arc is an arc in the approach loop located on one side of the approach fusion point, and the approach fusion point is the common spherical center of all approach arcs;

[0008] When the first target aircraft flies to the approach fusion point, controlling the first target aircraft to descend to a vertical landing point;

[0009] When the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition, the second target aircraft is controlled to fly directly to the corresponding departure direct flight point; wherein the second target aircraft is a departure aircraft, the departure direct flight point is located on the departure arc, the departure arc is an arc located on one side of the departure separation point in the departure loop, the departure direct flight condition indicates that the longitudinal interval from the second target aircraft to any aircraft in the departure direct flight process is greater than a first preset distance, and the departure separation point is the common spherical center of all departure arcs;

[0010] When the second target aircraft arrives at the corresponding departure direct flight point, the second target aircraft is controlled to fly along the departure loop where it is located to the departure point, and enters the target departure route from the departure point.

[0011] Optionally, a vertical take-off point, a vertical landing point, an approach fusion point and a departure separation point are set in the dual take-off and landing point terminal airspace, and the dual take-off and landing point terminal airspace includes a first airspace and a second airspace, the first airspace is a spherical airspace with the approach fusion point as the center and a radius of 1 / 4 of a preset radius, a first cross-section of the first airspace faces the vertical landing point, and a second cross-section of the first airspace faces the departure separation point; the second airspace is a spherical airspace with the departure separation point as the center and a radius of 1 / 4 of a preset radius, a first cross-section of the second airspace faces the vertical take-off point, and a second cross-section of the second airspace faces the approach fusion point;

[0012] The altitude of the ith departure loop is equal to the altitude of the ith departure route altitude layer, 1≤i≤I;

[0013] The altitude of the j-th approach loop is equal to the altitude of the j-th approach route altitude layer, 1≤j≤J;

[0014] The i-th departure loop includes the arc of the first airspace at the i-th departure altitude, the arc of the second airspace at the i-th departure altitude, and a line connecting the two;

[0015] The j-th approach loop includes an arc of the first airspace at the j-th approach altitude, an arc of the second airspace at the j-th approach altitude, and a connecting line therebetween.

[0016] Optionally, the vertical take-off point and the vertical landing point are arranged in parallel, the approach fusion point is located directly above the vertical landing point, and the two maintain a first preset interval, and the departure separation point is located directly above the vertical take-off point, and the two maintain a first preset interval.

[0017] Optionally, the longitudinal interval between the first target aircraft and the aircraft during the direct approach flight is the difference between a first Euclidean distance and a second Euclidean distance, wherein the first Euclidean distance is the Euclidean distance from the first target aircraft to the approach fusion point, and the second Euclidean distance is the Euclidean distance from the aircraft to the approach fusion point during the direct approach flight;

[0018] The longitudinal separation between the second target aircraft and the aircraft during the direct departure flight is the difference between the third Euclidean distance and the fourth Euclidean distance, wherein the third Euclidean distance is the Euclidean distance from the aircraft to the departure separation point during the direct departure flight, and the fourth Euclidean distance is the Euclidean distance from the second target aircraft to the departure separation point.

[0019] Optionally, the step of controlling the second target aircraft to fly directly to the corresponding departure direct flight point includes:

[0020] Controlling the second target aircraft to fly toward the departure direct flight point along the corresponding departure direct flight route;

[0021] Obtaining a departure supervision distance of the second target aircraft, wherein the departure supervision distance is the minimum value of the longitudinal interval between the second target aircraft and the second category aircraft, the second category aircraft being an aircraft whose Euclidean distance to the departure separation point is greater than the Euclidean distance from the second target aircraft to the departure separation point and which is in a departure direct flight process;

[0022] determining whether the departure supervision distance is greater than the first preset distance;

[0023] If yes, continue to control the second target aircraft to fly along the corresponding departure direct flight route toward the departure direct flight point;

[0024] If not, the second target aircraft is controlled to hover, and the departure supervision distance of the second target aircraft is repeatedly obtained.

[0025] Optionally, the method further includes: when the first target aircraft is at a hovering point corresponding to the jth approach loop of the dual take-off and landing terminal airspace, determining whether the first target aircraft meets an approach condition, wherein the approach condition means that when the first target aircraft flies from the hovering point corresponding to the jth approach loop to the approach point of the jth approach loop, there are no other aircraft within a safety range of the jth approach loop, and the safety range of the jth approach loop is a portion of the jth approach loop whose distance from the approach point is less than a preset safety distance;

[0026] If the approach conditions are met, the first target aircraft is controlled to fly to the approach point of the j-th approach loop. After entering the j-th approach loop, the first target aircraft is controlled to fly along the j-th approach loop at a j-th preset speed, wherein the j-th preset speed is the flight speed corresponding to the j-th approach loop.

[0027] Optionally, the method further includes: after determining that the first target aircraft obtains entry permission, controlling the first target aircraft to fly to a hovering point corresponding to a target approach loop, wherein the target approach loop is an approach loop corresponding to the route altitude layer where the target aircraft is located.

[0028] In a second aspect, an embodiment of the present invention provides a dual take-off and landing point terminal airspace management device, the device comprising:

[0029] a first processing unit, configured to control the first target aircraft to fly directly to an approach fusion point when the first target aircraft is the highest priority approach aircraft in the dual take-off and landing terminal airspace at the current moment and the first target aircraft satisfies an approach direct flight condition; wherein the approach direct flight condition indicates that the first target aircraft is in an approach arc and the longitudinal interval between the first target aircraft and any aircraft in the approach direct flight process is greater than a first preset distance, the approach arc is an arc in the approach loop located on one side of the approach fusion point, and the approach fusion point is a common spherical center of all approach arcs;

[0030] The first processing unit is further configured to control the first target aircraft to descend to a vertical landing point when the first target aircraft flies to the approach fusion point;

[0031] a second processing unit, configured to control the second target aircraft to fly directly to the corresponding departure direct flight point when the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition; wherein the second target aircraft is a departure aircraft, the departure direct flight point is located on a departure arc, the departure arc is an arc located on one side of the departure separation point in the departure loop, the departure direct flight condition indicates that the longitudinal interval between the second target aircraft and any aircraft in the departure direct flight process is greater than a first preset distance, and the departure separation point is a common spherical center of all departure arcs;

[0032] The second processing unit is also used to control the second target aircraft to fly along the departure loop where it is located to the departure point after the second target aircraft arrives at the corresponding departure direct flight point, and enter the target departure route from the departure point.

[0033] 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.

[0034] 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.

[0035] Compared with the prior art, the embodiments of the present invention provide a dual take-off and landing terminal airspace management method, device, storage medium and electronic device. When the first target aircraft is the highest priority approaching aircraft in the dual take-off and landing terminal airspace at the current moment and the first target aircraft meets the approach direct flight condition, the first target aircraft is controlled to fly directly to the approach fusion point; wherein the approach direct flight condition indicates that the first target aircraft is in an approach arc, and the longitudinal interval between the first target aircraft and any aircraft in the approach direct flight process is greater than a first preset distance, the approach arc is an arc in the approach loop located on one side of the approach fusion point, and the approach fusion point is the common spherical center of all approach arcs; when the first target aircraft flies to the approach fusion point, the first target aircraft is controlled to fly directly to the approach fusion point. The target aircraft descends to the vertical landing point; when the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition, the second target aircraft is controlled to fly directly to the corresponding departure direct flight point; wherein the second target aircraft is a departure aircraft, the departure direct flight point is located on the departure arc, the departure arc is an arc on the side of the departure separation point in the departure loop, the departure direct flight condition indicates that the longitudinal interval from the second target aircraft to any aircraft in the departure direct flight process is greater than the first preset distance, and the departure separation point is the common spherical center of all departure arcs; when the second target aircraft arrives at the corresponding departure direct flight point, the second target aircraft is controlled to fly along the departure loop where it is located to the departure point, and enter the target departure route from the departure point. The terminal airspace with dual take-off and landing points is equipped with staggered approach arcs and departure arcs. By reasonably setting the approach fusion point and departure separation point, safe and efficient operation of arriving / departing aircraft can be achieved, which can effectively avoid conflicts between approach and departure routes, improve the safety and operational efficiency of urban low-altitude traffic, provide innovative ideas for future urban airspace management, and has broad application potential.

[0036] 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

[0037] 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.

[0038] Figure 1A schematic diagram of the terminal airspace structure with two take-off and landing points provided in an embodiment of the present invention.

[0039] Figure 2 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention.

[0040] Figure 3 One of the flow charts of the dual take-off and landing point terminal airspace management method provided in an embodiment of the present invention.

[0041] Figure 4 The second flowchart of the dual take-off and landing point terminal airspace management method provided in an embodiment of the present invention.

[0042] Figure 5 A unit schematic diagram of a dual take-off and landing point terminal airspace management device provided in an embodiment of the present invention.

[0043] In the figure: 10 - processor; 11 - memory; 12 - bus; 13 - communication interface; 301 - first processing unit; 302 - second processing unit. DETAILED DESCRIPTION

[0044] 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.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] In order to improve the operating efficiency of the terminal airspace, an embodiment of the present invention provides a method for managing terminal airspace with dual take-off and landing points. Specifically, a terminal airspace with dual take-off and landing points is proposed to achieve isolated operation of incoming and departing aircraft, thereby improving the operating efficiency of the terminal airspace. By expanding the fan-shaped airspace of the civil aviation transport air point fusion system to two 1 / 4 spherical spaces, highly staggered approach arcs and departure arcs are set thereon to achieve isolated operation of incoming and departing aircraft, which can ensure the safe and efficient operation of incoming and departing aircraft.

[0052] Please refer to Figure 1 , Figure 1A schematic diagram of the airspace structure of a dual take-off and landing terminal provided in an embodiment of the present invention. A vertical take-off and landing point, an approach fusion point, and a departure separation point are set in the dual take-off and landing terminal airspace, and the vertical take-off and landing point includes a vertical take-off point and a vertical landing point.

[0053] The terminal airspace of the double take-off and landing point includes the first airspace and the second airspace. The first airspace is a spherical airspace with the approach fusion point as the center and a radius of 1 / 4 of the preset radius. The first section of the first airspace faces the vertical landing point, and the second section of the first airspace faces the departure separation point. The second airspace is a spherical airspace with the departure separation point as the center and a radius of 1 / 4 of the preset radius. The first section of the second airspace faces the vertical take-off point, and the second section of the second airspace faces the approach fusion point. Among them, the preset radius is greater than or equal to the product of the target number of aircraft accommodated in the terminal airspace of the double take-off and landing point and the preset longitudinal safety interval.

[0054] The altitude of the i-th departure loop is equal to the altitude of the i-th departure route altitude layer, 1≤i≤I; the altitude of the j-th approach loop is equal to the altitude of the j-th approach route altitude layer, 1≤j≤J. Among them, I represents the total number of departure route altitude layers, and J represents the total number of approach route altitude layers; the departure route altitude layers and the approach route altitude layers are arranged alternately, and the adjacent departure route altitude layers and approach route altitude layers need to be greater than or equal to the fixed interval.

[0055] The i-th departure loop includes the arc of the first airspace at the i-th departure altitude (1 / 4 spherical surface), the arc of the second airspace at the i-th departure altitude (1 / 4 spherical surface) and the connecting line therebetween. The arc of the second airspace at the i-th departure altitude (1 / 4 spherical surface) is the departure arc of the i-th departure loop, and the i-th departure altitude is the altitude corresponding to the i-th departure loop.

[0056] The jth approach loop includes the arc of the first airspace at the jth approach altitude (1 / 4 spherical surface), the arc of the second airspace at the jth approach altitude (1 / 4 spherical surface) and the connecting line therebetween. The arc of the first airspace at the jth approach altitude (1 / 4 spherical surface) is the approach arc of the jth approach loop, and the jth approach altitude is the altitude corresponding to the jth approach loop.

[0057] The vertical take-off point and the vertical landing point are arranged in parallel, and the horizontal distance between them is not less than the minimum horizontal distance between two aircraft when taking off and landing vertically. The approach fusion point is located directly above the vertical landing point, and the two maintain a first preset distance. The departure separation point is located directly above the vertical take-off point, and the two maintain a first preset distance. The first preset distance is greater than the maximum height of the obstacles within the management range, that is, the height of the controlled obstacles. The management range is the combined range of the circular range with the center being the vertical landing point and the radius being the preset radius and the circular range with the center being the vertical take-off point and the radius being the preset radius.

[0058] Please continue to refer to Figure 1 Each approach route has a corresponding approach point, and each departure route has a corresponding departure point. When the route is fixed, the aircraft's approach and departure points are also fixed.

[0059] 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.

[0060] Please refer to Figure 2 , 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.

[0061] The processor 10 may be an integrated circuit chip having the ability to process signals. In the implementation process, each step of the dual take-off and landing point terminal airspace management method may be completed by hardware integrated logic circuits or software instructions in the processor 10. The above-mentioned processor 10 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may 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, or discrete hardware components.

[0062] 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.

[0063] 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 2 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 .

[0064] The memory 11 is used to store programs, such as programs corresponding to the dual take-off and landing point terminal airspace management device. The dual take-off and landing point terminal airspace management device includes at least one software function module that can be stored in the memory 11 in the form of software or firmware or fixed in the operating system (OS) of the electronic device. After receiving the execution instruction, the processor 10 executes the program to implement the dual take-off and landing point terminal airspace management method.

[0065] 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.

[0066] It should be understood that Figure 2 The structure shown is only a schematic diagram of a portion of the electronic device. The electronic device may also include Figure 2 More or fewer components as shown, or with Figure 2 Different configurations are shown. Figure 2 Each component shown in the figure can be implemented by hardware, software or a combination thereof.

[0067] A dual take-off and landing point terminal airspace management method provided in an embodiment of the present invention can be applied to, but not limited to, Figure 2 For detailed procedures, please refer to the electronic equipment shown in Figure 3 The dual take-off and landing point terminal airspace management method includes: S140-S150, which is specifically described as follows.

[0068] S140, when the first target aircraft is the highest priority approaching aircraft in the terminal airspace of the dual take-off and landing points at the current moment, and the first target aircraft meets the approach direct flight conditions, the first target aircraft is controlled to fly directly to the approach fusion point.

[0069] Among them, the approach direct flight condition means that the first target aircraft is on the approach arc, and the longitudinal interval from the first target aircraft to any aircraft in the approach direct flight process is greater than the first preset distance. The approach arc is the arc on the approach loop that is located on one side of the approach fusion point. The approach fusion point is the common center of all approach arcs, and the distance from the point on the approach arc to the approach fusion point is the preset radius.

[0070] When the priority of the first target aircraft is not the highest or the first target aircraft does not meet the direct flight condition, the first target aircraft flies along the corresponding approach loop at a preset speed in the first preset direction.

[0071] Optionally, the longitudinal separation between the first target aircraft and the aircraft during the approach direct flight is the difference between a first Euclidean distance and a second Euclidean distance, wherein the first Euclidean distance is the Euclidean distance between the first target aircraft and the approach fusion point, and the second Euclidean distance is the Euclidean distance between the aircraft and the approach fusion point during the approach direct flight;

[0072] It should be noted that, in the embodiment of the present invention, for the sake of clarity and simplicity, the first target aircraft and the second target aircraft (any aircraft connected to the aircraft dispatching system) are used as examples to illustrate the aircraft dispatching process. However, in the actual dispatching process, the electronic device can simultaneously dispatch all aircraft connected to the aircraft dispatching system.

[0073] In an embodiment of the present invention, the priority of an aircraft in the dual take-off and landing terminal airspace can be comprehensively determined based on any one or more of the time the aircraft enters the dual take-off and landing terminal airspace, the current power of the aircraft, the urgency of the aircraft's mission, and the priority adjustment instructions input by the user.

[0074] 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 dual take-off and landing terminal airspace is determined based on the priority index. When the priority adjustment instruction is obtained, the priority of the aircraft in the dual take-off and landing terminal airspace is determined according to the priority adjustment instruction.

[0075] Optionally, the step of controlling the first target aircraft to fly directly to the approach fusion point includes: S141, S142, S143 and S144, which are described in detail as follows.

[0076] S141, controlling the first target aircraft to fly along the corresponding approach direct flight route toward the approach fusion point.

[0077] Among them, the direct approach route is the straight route between the direct approach point and the approach fusion point of the first target aircraft in the corresponding approach loop.

[0078] It should also be noted that the approach point of each approach loop is fixed, but any point on the approach arc can be used as an approach direct flight point. When the first target aircraft meets the approach direct flight conditions, the current position of the first target aircraft is the approach direct flight point, and the first target aircraft can fly directly from the approach direct flight point to the approach fusion point.

[0079] S142, obtaining the approach supervision distance of the first target aircraft.

[0080] Among them, when there is an aircraft hovering at the approach fusion point, the approach supervision distance is the minimum value of the longitudinal interval from the first target aircraft to the first category aircraft and the Euclidean distance from the first target aircraft to the approach fusion point; when there is no aircraft hovering at the approach fusion point, the approach supervision distance is the minimum value of the longitudinal interval from the first target aircraft to the first category aircraft. The first category aircraft is an aircraft whose Euclidean distance to the approach fusion point is less than the Euclidean distance from the first target aircraft to the approach fusion point and which is in the process of direct approach.

[0081] Optionally, the longitudinal interval from the first target aircraft to the first category aircraft is the difference between a first Euclidean distance and a fifth Euclidean distance, wherein the first Euclidean distance is the Euclidean distance from the first target aircraft to the approach fusion point, and the fifth Euclidean distance is the Euclidean distance from the first category aircraft to the approach fusion point.

[0082] S143, determining whether the approach supervision distance is greater than the first preset distance. If yes, continue to execute S141, continue to control the first target aircraft to fly along the corresponding approach direct flight route to the approach fusion point; if no, execute S144.

[0083] It should be noted that after continuing to control the first target aircraft to fly along the corresponding approach direct flight route to the approach fusion point, it is still necessary to repeatedly obtain the approach supervision distance of the first target aircraft to determine whether the approach supervision distance is greater than the first preset distance.

[0084] S144, controlling the first target aircraft to hover, and repeatedly acquiring the approach supervision distance of the first target aircraft.

[0085] Optionally, during the direct approach, if the first target aircraft is controlled to hover, the approach supervision distance of the first target aircraft may be repeatedly obtained at preset time intervals. This is because when the first target aircraft is hovering, the first category of aircraft may have continued to fly toward the approach fusion point, or the aircraft hovering at the approach fusion point may have descended, and the approach supervision distance of the first target aircraft may change at this time. It is necessary to repeatedly obtain the approach supervision distance of the first target aircraft and re-determine whether the approach supervision distance is greater than the first preset distance.

[0086] S150, when the first target aircraft flies to the approach fusion point, the first target aircraft is controlled to descend to the vertical landing point.

[0087] Optionally, the step of controlling the first target aircraft to descend to the vertical landing point includes: S151, S152, S153, S154 and S155, which are specifically described as follows.

[0088] S151, controlling the first target aircraft to fly along a vertical descent route toward a vertical landing point.

[0089] Among them, the vertical descent route is the straight line route from the approach fusion point to the vertical landing point.

[0090] S152: If there is still an approach obstacle aircraft on the vertical descent route, obtain the interval distance between the first target aircraft and the approach obstacle aircraft.

[0091] Among them, the interval distance from the first target aircraft to the approach obstacle aircraft is the straight-line distance between the two. The approach obstacle aircraft is an aircraft whose altitude is lower than that of the first target aircraft and is in a vertical descent process.

[0092] S153, determining whether the interval distance between the first target aircraft and the approach obstacle aircraft is greater than the second preset distance. If the interval distance between the first target aircraft and the approach obstacle aircraft is greater than the second preset distance, executing S154; if the interval distance between the first target aircraft and the approach obstacle aircraft is less than or equal to the second preset distance, executing S155.

[0093] S154, continue to control the first target aircraft to fly along the vertical descent route to the vertical landing point.

[0094] If the distance between the first target aircraft and the approach obstacle aircraft is greater than the second preset distance, it means that the descent environment is safe, and the first target aircraft can continue to be controlled to fly along the vertical descent route to the vertical landing point. It should be noted that after continuing to control the first target aircraft to fly along the vertical descent route to the vertical landing point, it is necessary to re-acquire the distance between the first target aircraft and the approach obstacle aircraft to determine whether the distance between the first target aircraft and the approach obstacle aircraft is greater than the second preset distance until the vertical landing point is reached.

[0095] S155, controlling the first target aircraft to hover, and repeatedly obtaining the interval distance between the first target aircraft and the approach obstacle aircraft.

[0096] If the distance between the first target aircraft and the approach obstacle aircraft is less than or equal to the second preset distance, it means that continuing to descend may pose a safety hazard and the first target aircraft needs to be controlled to hover.

[0097] During the descent process, if the first target aircraft is controlled to hover, the interval distance between the first target aircraft and the approach obstacle aircraft can be repeatedly obtained at preset time intervals. This is because when the first target aircraft is hovering, the approach obstacle aircraft may have continued to fly toward the vertical landing point, and the interval distance between the first target aircraft and the approach obstacle aircraft may change. It is necessary to re-acquire the interval distance between the first target aircraft and the approach obstacle aircraft and re-determine whether the interval distance between the first target aircraft and the approach obstacle aircraft is greater than the second preset distance.

[0098] exist Figure 3 On the basis of this, regarding how to manage aircraft approach, the embodiment of the present invention also provides an optional implementation method, please refer to the following, the aircraft landing scheduling method also includes: S110, S120 and S130, which are specifically described as follows.

[0099] S110, after determining that the first target aircraft obtains admission permission, controlling the first target aircraft to fly to a hovering point corresponding to the target approach loop.

[0100] Among them, the target approach loop is the approach loop corresponding to the route altitude layer where the target aircraft is located.

[0101] S120, when the first target aircraft is at the hovering point corresponding to the jth approach loop of the dual take-off and landing terminal airspace, determine whether the first 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 first target aircraft meets the approach condition after a preset time interval.

[0102] Among them, the approach condition means that when the first target aircraft flies from the hovering point corresponding to the jth approach loop to the approach point of the jth approach loop, there are no other aircraft within the safety range of the jth approach loop, and the safety range of the jth approach loop is the part of the jth approach loop whose distance from the approach point is less than the preset safety distance.

[0103] S130, controlling the first target aircraft to fly to the approach point of the j-th approach loop, and after entering the j-th approach loop, controlling the first target aircraft to fly along the j-th approach loop at a j-th preset speed.

[0104] The jth preset speed is the flight speed corresponding to the jth approach loop, and the first target aircraft flies along the corresponding approach loop in the first preset direction at the jth preset speed. The interval between any two approaching aircraft on the same approach loop is not less than the preset safety distance.

[0105] exist Figure 3 Based on this, regarding how to control the departure of an aircraft, the embodiment of the present invention also provides an optional implementation method, please refer to Figure 4 The dual take-off and landing point terminal airspace management method includes: S220-S230, which is specifically described as follows.

[0106] S220: When the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition, the second target aircraft is controlled to fly directly to the corresponding departure direct flight point.

[0107] Among them, the second target aircraft is the departure aircraft, the departure direct flight point is located on the departure arc, the departure arc is the arc on the side of the departure separation point in the departure loop, the departure direct flight condition means that the longitudinal interval from the second target aircraft to any aircraft in the departure direct flight process is greater than the first preset distance, the departure separation point is the common center of all departure arcs, and the distance from the point on the departure arc to the departure separation point is the preset radius.

[0108] Optionally, the longitudinal separation from the second target aircraft to the aircraft during the direct departure flight is the difference between the third Euclidean distance and the fourth Euclidean distance, wherein the third Euclidean distance is the Euclidean distance from the aircraft to the departure separation point during the direct departure flight, and the fourth Euclidean distance is the Euclidean distance from the second target aircraft to the departure separation point.

[0109] Optionally, the step of controlling the second target aircraft to fly directly to the corresponding departure direct flight point includes:

[0110] S221, controlling the second target aircraft to fly along the corresponding departure direct flight route toward the departure direct flight point.

[0111] Among them, the departure direct flight route is a straight line route between the departure separation point and the departure direct flight point corresponding to the second target aircraft.

[0112] It should also be noted that the departure direct flight point is located on the departure arc. The starting point of the target departure route corresponding to the second target aircraft is the departure point of the second target aircraft. When the starting point of the target departure route corresponding to the second target aircraft is located on the departure arc, the starting point of the target departure route also serves as the departure direct flight point corresponding to the second target aircraft. When the starting point of the target departure route corresponding to the second target aircraft is not on the departure arc, the departure direct flight point is the point on the departure arc corresponding to the target departure route that is closest to the starting point.

[0113] S222, obtaining the departure supervision distance of the second target aircraft.

[0114] Among them, the departure supervision distance is the minimum value of the longitudinal interval from the second target aircraft to the second category aircraft. The second category aircraft is an aircraft whose Euclidean distance to the departure separation point is greater than the Euclidean distance from the second target aircraft to the departure separation point and which is in the process of departure direct flight.

[0115] Optionally, the longitudinal interval from the second target aircraft to the second category aircraft is the difference between the sixth Euclidean distance and the fourth Euclidean distance, wherein the sixth Euclidean distance is the Euclidean distance from the second category aircraft to the departure separation point, and the fourth Euclidean distance is the Euclidean distance from the second target aircraft to the departure separation point.

[0116] S223, determine whether the departure supervision distance is greater than the first preset distance. If yes, proceed to S221, continue to control the second target aircraft to fly along the corresponding departure direct flight route to the departure direct flight point; if no, execute S224.

[0117] It should be noted that after continuing to control the second target aircraft to fly along the corresponding departure direct flight route to the departure direct flight point, it is still necessary to repeatedly obtain the departure supervision distance of the second target aircraft to determine whether the departure supervision distance is greater than the first preset distance.

[0118] S224, controlling the second target aircraft to hover, and repeatedly obtaining the departure supervision distance of the second target aircraft.

[0119] Optionally, during the departure direct flight process, if the second target aircraft is controlled to hover, the departure supervision distance of the second target aircraft may be repeatedly obtained at preset time intervals. This is because when the second target aircraft is hovering, the second type of aircraft may have continued to fly to its corresponding departure direct flight point, and the departure supervision distance of the second target aircraft may change at this time. It is necessary to repeatedly obtain the departure supervision distance of the second target aircraft to re-determine whether the departure supervision distance is greater than the first preset distance.

[0120] S230, when the second target aircraft arrives at the corresponding departure direct flight point, the second target aircraft is controlled to fly along the departure loop where it is located to the departure point, and enters the target departure route from the departure point.

[0121] Optionally, when the second target aircraft flies along the departure loop where it is located, the second target aircraft flies along the corresponding departure loop at a corresponding preset speed according to the second preset direction. The interval between any two departing aircraft on the same departure loop is not less than a preset safety distance.

[0122] exist Figure 4 On this basis, regarding how to control the departure of aircraft, the embodiment of the present invention also provides an optional implementation method, please refer to the following, the dual take-off and landing point terminal airspace management also includes: S210, which is specifically described as follows.

[0123] S210, when the second target aircraft is at the vertical take-off point and the second target aircraft obtains departure permission, if the second target aircraft meets the take-off conditions, the second target aircraft is controlled to fly vertically from the vertical take-off point to the departure separation point.

[0124] Among them, the take-off condition indicates that the interval distance between the second target aircraft and the departure obstacle aircraft is greater than the second preset distance, the interval distance between the second target aircraft and the departure obstacle aircraft is the straight-line distance between the two, and the departure obstacle aircraft is an aircraft whose altitude is higher than the altitude of the second target aircraft and is in a vertical ascent process.

[0125] Optionally, the step of controlling the second target aircraft to fly vertically from the vertical take-off point to the departure separation point includes: S211, S212, S213, S214 and S215, which are specifically described as follows.

[0126] S211, controlling the second target aircraft to fly along a vertical ascent route toward the departure separation point.

[0127] Among them, the vertical ascent route is the straight line route between the vertical take-off point and the departure separation point.

[0128] S212: If there is still a departure obstacle aircraft on the vertical ascent route, obtain the interval distance between the second target aircraft and the departure obstacle aircraft.

[0129] S213, determining whether the interval distance between the second target aircraft and the departure obstacle aircraft is greater than the second preset distance. If the interval distance between the second target aircraft and the departure obstacle aircraft is greater than the second preset distance, executing S214; if the interval distance between the second target aircraft and the departure obstacle aircraft is less than or equal to the second preset distance, executing S215.

[0130] S214, continue to control the second target aircraft to fly along the vertical ascent route to the departure separation point.

[0131] If the distance between the second target aircraft and the departure obstacle aircraft is greater than the second preset distance, it means that the ascent environment is safe, and the second target aircraft can continue to be controlled to fly along the vertical ascent route to the departure separation point. It should be noted that after continuing to control the second target aircraft to fly along the vertical ascent route to the departure separation point, it is necessary to re-acquire the distance between the second target aircraft and the departure obstacle aircraft to determine whether the distance between the second target aircraft and the departure obstacle aircraft is greater than the second preset distance until the vertical landing point is reached.

[0132] S215, controlling the second target aircraft to hover, and repeatedly obtaining the interval distance between the second target aircraft and the departure obstacle aircraft.

[0133] If the distance between the second target aircraft and the departure obstacle aircraft is less than or equal to the second preset distance, it means that continuing to ascend may pose a safety hazard and the second target aircraft needs to be controlled to hover.

[0134] During the ascent, if the second target aircraft is controlled to hover, the interval distance between the second target aircraft and the departure obstacle aircraft can be repeatedly obtained at preset time intervals. This is because when the second target aircraft is hovering, the departure obstacle aircraft may have continued to fly toward the departure separation point, and the interval distance between the second target aircraft and the departure obstacle aircraft may change. It is necessary to re-obtain the interval distance between the second target aircraft and the departure obstacle aircraft and re-determine whether the interval distance between the second target aircraft and the departure obstacle aircraft is greater than the second preset distance.

[0135] In the dual take-off and landing terminal airspace management method provided in the embodiment of the present invention, the dual take-off and landing terminal airspace is provided with staggered approach arcs and departure arcs. The safe and efficient operation of approaching / departing aircraft is achieved by reasonably setting the approach fusion point and the departure separation point. This can effectively avoid conflicts between approach and departure routes, improve the safety and operation efficiency of urban low-altitude traffic, provide innovative ideas for future urban airspace management, and has broad application potential.

[0136] See also Figure 5 , Figure 5 An embodiment of the present invention provides a dual take-off and landing point terminal airspace management device. Optionally, the dual take-off and landing point terminal airspace management device is applied to the electronic device described above.

[0137] The dual take-off and landing point terminal airspace management device includes: a first processing unit 301 and a second processing unit 302.

[0138] The first processing unit 301 is used to control the first target aircraft to fly directly to the approach fusion point when the first target aircraft is the highest priority approach aircraft in the dual take-off and landing terminal airspace at the current moment and the first target aircraft meets the approach direct flight condition; wherein the approach direct flight condition indicates that the first target aircraft is in an approach arc, and the longitudinal interval between the first target aircraft and any aircraft in the approach direct flight process is greater than a first preset distance, the approach arc is an arc in the approach loop located on one side of the approach fusion point, and the approach fusion point is the common spherical center of all approach arcs;

[0139] The first processing unit 301 is also used to control the first target aircraft to descend to the vertical landing point when the first target aircraft flies to the approach fusion point;

[0140] The second processing unit 302 is used to control the second target aircraft to fly directly to the corresponding departure direct flight point when the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition; wherein the second target aircraft is a departure aircraft, the departure direct flight point is located on the departure arc, the departure arc is an arc located on one side of the departure separation point in the departure loop, the departure direct flight condition indicates that the longitudinal interval between the second target aircraft and any aircraft in the departure direct flight process is greater than a first preset distance, and the departure separation point is the common spherical center of all departure arcs;

[0141] The second processing unit 302 is further configured to control the second target aircraft to fly along the departure loop to the departure point after the second target aircraft arrives at the corresponding departure direct flight point, and enter the target departure route from the departure point.

[0142] Optionally, the first processing unit 301 may execute the above-mentioned S110 to S150 , and the second processing unit 302 may execute the above-mentioned S210 to S230 .

[0143] It should be noted that the dual take-off and landing point terminal airspace management 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.

[0144] 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 dual take-off and landing point terminal airspace management method of the above embodiment is executed. The storage medium may include a memory, a flash memory, a register, or a combination thereof.

[0145] 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 2 As shown, the above-mentioned dual take-off and landing point terminal airspace management 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 dual take-off and landing point terminal airspace management method of the above-mentioned embodiment is executed.

[0146] In summary, the embodiments of the present invention provide a method, device, storage medium and electronic device for managing airspace at a dual take-off and landing terminal. When the first target aircraft is the highest priority approaching aircraft in the dual take-off and landing terminal airspace at the current moment, and the first target aircraft meets the approach direct flight condition, the first target aircraft is controlled to fly directly to the approach fusion point; wherein the approach direct flight condition indicates that the first target aircraft is in an approach arc, and the longitudinal interval between the first target aircraft and any aircraft in the approach direct flight process is greater than a first preset distance, the approach arc is an arc in the approach loop located on one side of the approach fusion point, and the approach fusion point is the common spherical center of all approach arcs; when the first target aircraft flies to the approach fusion point, the first target aircraft is controlled to fly directly to the approach fusion point. The aircraft descends to the vertical landing point; when the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition, the second target aircraft is controlled to fly directly to the corresponding departure direct flight point; wherein the second target aircraft is the departure aircraft, the departure direct flight point is located on the departure arc, the departure arc is an arc on the side of the departure separation point in the departure loop, the departure direct flight condition indicates that the longitudinal interval from the second target aircraft to any aircraft in the departure direct flight process is greater than the first preset distance, and the departure separation point is the common spherical center of all departure arcs; when the second target aircraft arrives at the corresponding departure direct flight point, the second target aircraft is controlled to fly along the departure loop where it is located to the departure point, and enter the target departure route from the departure point. The terminal airspace with dual take-off and landing points is equipped with staggered approach arcs and departure arcs. By reasonably setting the approach fusion point and departure separation point, safe and efficient operation of arriving / departing aircraft can be achieved, which can effectively avoid conflicts between approach and departure routes, improve the safety and operational efficiency of urban low-altitude traffic, provide innovative ideas for future urban airspace management, and has broad application potential.

[0147] 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.

[0148] 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 managing airspace at a dual take-off and landing terminal, characterized in that: The method comprises: When the first target aircraft is the highest priority approaching aircraft in the dual take-off and landing terminal airspace at the current moment, and the first target aircraft meets the approach direct flight condition, the first target aircraft is controlled to fly directly to the approach fusion point; wherein the approach direct flight condition indicates that the first target aircraft is in an approach arc, and the longitudinal interval between the first target aircraft and any aircraft in the approach direct flight process is greater than a first preset distance, the approach arc is an arc in the approach loop located on one side of the approach fusion point, and the approach fusion point is the common spherical center of all approach arcs; When the first target aircraft flies to the approach fusion point, controlling the first target aircraft to descend to a vertical landing point; When the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition, the second target aircraft is controlled to fly directly to the corresponding departure direct flight point; wherein the second target aircraft is a departure aircraft, the departure direct flight point is located on the departure arc, the departure arc is an arc located on one side of the departure separation point in the departure loop, the departure direct flight condition indicates that the longitudinal interval from the second target aircraft to any aircraft in the departure direct flight process is greater than a first preset distance, and the departure separation point is the common spherical center of all departure arcs; When the second target aircraft arrives at the corresponding departure direct flight point, the second target aircraft is controlled to fly along the departure loop where it is located to the departure point, and enters the target departure route from the departure point.

2. The dual take-off and landing terminal airspace management method according to claim 1, characterized in that: A vertical take-off point, a vertical landing point, an approach fusion point and a departure separation point are arranged in the dual take-off and landing point terminal airspace. The dual take-off and landing point terminal airspace includes a first airspace and a second airspace. The first airspace is a spherical airspace with the approach fusion point as the sphere center and a radius of 1 / 4 of a preset radius. A first section of the first airspace faces the vertical landing point, and a second section of the first airspace faces the departure separation point. The second airspace is a spherical airspace with the departure separation point as the sphere center and a radius of 1 / 4 of a preset radius. A first section of the second airspace faces the vertical take-off point, and a second section of the second airspace faces the approach fusion point. The altitude of the ith departure loop is equal to the altitude of the ith departure route altitude layer, 1≤i≤I; The altitude of the j-th approach loop is equal to the altitude of the j-th approach route altitude layer, 1≤j≤J; The i-th departure loop includes the arc of the first airspace at the i-th departure altitude, the arc of the second airspace at the i-th departure altitude, and a line connecting the two; The j-th approach loop includes an arc of the first airspace at the j-th approach altitude, an arc of the second airspace at the j-th approach altitude, and a connecting line therebetween.

3. The dual take-off and landing terminal airspace management method according to claim 2, characterized in that: The vertical take-off point and the vertical landing point are arranged in parallel, the approach fusion point is located directly above the vertical landing point, and the two maintain a first preset interval, and the departure separation point is located directly above the vertical take-off point, and the two maintain a first preset interval.

4. The dual take-off and landing terminal airspace management method according to claim 1, characterized in that: The longitudinal separation between the first target aircraft and the aircraft during the direct approach 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 first target aircraft to the approach fusion point, and the second Euclidean distance is the Euclidean distance from the aircraft to the approach fusion point during the direct approach flight; The longitudinal separation between the second target aircraft and the aircraft during the direct departure flight is the difference between the third Euclidean distance and the fourth Euclidean distance, wherein the third Euclidean distance is the Euclidean distance from the aircraft to the departure separation point during the direct departure flight, and the fourth Euclidean distance is the Euclidean distance from the second target aircraft to the departure separation point.

5. The dual take-off and landing terminal airspace management method according to claim 1, characterized in that: The step of controlling the second target aircraft to directly fly to the corresponding departure direct flight point includes: Controlling the second target aircraft to fly toward the departure direct flight point along the corresponding departure direct flight route; Obtaining a departure supervision distance of the second target aircraft, wherein the departure supervision distance is the minimum value of the longitudinal interval between the second target aircraft and the second category aircraft, the second category aircraft being an aircraft whose Euclidean distance to the departure separation point is greater than the Euclidean distance from the second target aircraft to the departure separation point and which is in a departure direct flight process; determining whether the departure supervision distance is greater than the first preset distance; If yes, continue to control the second target aircraft to fly along the corresponding departure direct flight route toward the departure direct flight point; If not, the second target aircraft is controlled to hover, and the departure supervision distance of the second target aircraft is repeatedly obtained.

6. The dual take-off and landing terminal airspace management method according to claim 1, characterized in that: The method further comprises: When the first target aircraft is at a hovering point corresponding to the jth approach loop of the dual take-off and landing terminal airspace, determining whether the first target aircraft meets an approach condition, wherein the approach condition means that when the first target aircraft flies from the hovering point corresponding to the jth approach loop to the approach point of the jth approach loop, there are no other aircraft within a safety range of the jth approach loop, and the safety range of the jth approach loop is a portion of the jth approach loop whose distance from the approach point is less than a preset safety distance; If the approach conditions are met, the first target aircraft is controlled to fly to the approach point of the j-th approach loop. After entering the j-th approach loop, the first target aircraft is controlled to fly along the j-th approach loop at a j-th preset speed, wherein the j-th preset speed is the flight speed corresponding to the j-th approach loop.

7. The dual take-off and landing terminal airspace management method according to claim 6, characterized in that: The method further comprises: After determining that the first target aircraft obtains admission permission, the first target aircraft is controlled to fly to a hovering point corresponding to a target approach loop, wherein the target approach loop is an approach loop corresponding to the route altitude layer where the target aircraft is located.

8. A dual take-off and landing terminal airspace management device, characterized in that: The device comprises: a first processing unit, configured to control the first target aircraft to fly directly to an approach fusion point when the first target aircraft is the highest priority approach aircraft in the dual take-off and landing terminal airspace at the current moment and the first target aircraft satisfies an approach direct flight condition; wherein the approach direct flight condition indicates that the first target aircraft is in an approach arc and the longitudinal interval between the first target aircraft and any aircraft in the approach direct flight process is greater than a first preset distance, the approach arc is an arc in the approach loop located on one side of the approach fusion point, and the approach fusion point is a common spherical center of all approach arcs; The first processing unit is further configured to control the first target aircraft to descend to a vertical landing point when the first target aircraft flies to the approach fusion point; a second processing unit, configured to control the second target aircraft to fly directly to the corresponding departure direct flight point when the second target aircraft is at the departure separation point and the second target aircraft meets the departure direct flight condition; wherein the second target aircraft is a departure aircraft, the departure direct flight point is located on a departure arc, the departure arc is an arc located on one side of the departure separation point in the departure loop, the departure direct flight condition indicates that the longitudinal interval between the second target aircraft and any aircraft in the departure direct flight process is greater than a first preset distance, and the departure separation point is a common spherical center of all departure arcs; The second processing unit is also used to control the second target aircraft to fly along the departure loop where it is located to the departure point after the second target aircraft arrives at the corresponding departure direct flight point, and enter the target departure route from the departure point.

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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