Management system of low-altitude aircraft

Abstract

The invention provides a management system for a low-altitude aircraft, and the system comprises a space image collection unit which is used for obtaining the management and control related data of the aircraft; the multi-source fusion management and control unit is used for sending aircraft management and control related data to the control platform; the multi-mode signal regeneration unit is used for generating an analog signal of a corresponding mode based on the analog signal configuration parameter; and the control platform performs data classification on the aircraft management and control related data, establishes a corresponding relation between the electromagnetic signal characteristics of the base station and the signal regeneration modes based on the first type of data, and performs training to obtain analog signal configuration parameters of each mode of the multi-mode signal regeneration unit. And the control platform generates an aircraft management strategy based on the second type of data, and sends analog signal configuration parameters of the corresponding mode to the multi-mode signal regeneration unit based on the aircraft management strategy. According to the system provided by the invention, the conduction and sensing control of the aircraft are managed through multi-source fusion, and an effective solution is provided for low-altitude safety guarantee.

Description

Technical Field

[0001] The present invention relates to precise rail traffic management under the deep development of low-altitude economy, and in particular to a management system for low-altitude aircraft. Background Art

[0002] The popularity and widespread application of low-altitude aircraft, especially drones, have brought unprecedented challenges and technical deficiencies to the low-altitude aircraft management system. The existing low-altitude aircraft management system has limitations in real-time and accuracy, making it difficult to effectively monitor a large number of drones flying at high density and high speed. Especially in complex urban environments, the system's response speed and data processing capabilities often cannot keep up with the flight speed and frequency of changes of drones, resulting in monitoring blind spots and safety hazards.

[0003] Secondly, the low-altitude aircraft management system has bottlenecks in data fusion and information sharing. The information interaction and collaborative operation capabilities between different systems and platforms are weak, making it difficult to form a comprehensive and unified low-altitude flight situation awareness. The current system has limited capabilities in autonomous decision-making, dynamic path planning, emergency obstacle avoidance, etc., and it is difficult to adapt to the complex and changeable low-altitude flight environment.

[0004] The existing technical deficiencies of low-altitude aircraft management systems are mainly reflected in real-time and accuracy, data fusion and rapid data processing. The existence of these problems seriously restricts the efficiency and safety of low-altitude aircraft management systems, and urgently needs to be solved through technological innovation breakthroughs. Summary of the invention

[0005] To achieve the above-mentioned purpose, the present invention provides a management system for low-altitude aircraft, the system comprising a space image acquisition unit, a multi-source fusion control unit, a multi-modal signal regeneration unit, and a control platform, wherein:

[0006] A space image acquisition unit is used to obtain data related to aircraft control, including environmental information within a preset range around the aircraft, space image information, space electromagnetic spectrum information, and aircraft information;

[0007] The multi-source fusion control unit is connected to the space image acquisition unit for receiving the aircraft control related data, performing protocol conversion on the aircraft control related data, and sending the aircraft control related data after protocol conversion to the control platform;

[0008] A multi-modal signal regeneration unit generates an analog signal of a corresponding mode based on the analog signal configuration parameters sent by the control platform, and the analog signal is used to control the aircraft to execute the aircraft management strategy generated by the control platform;

[0009] The control platform is used to receive the aircraft control related data after protocol conversion, and classify the aircraft control related data to obtain at least the first type of data and the second type of data.

[0010] Among them, the control platform, based on the first type of data, completes the estimation of the electromagnetic characteristics of the adjacent coverage area of ​​multiple base stations and the construction of the adjacent space electromagnetic coverage model through artificial neural networks, so as to establish the correspondence between the electromagnetic signal characteristics of each detection base station within a preset range around the aircraft and the different signal regeneration modes of the multimodal signal regeneration unit, and train to obtain the simulation signal configuration parameters of each mode of the multimodal signal regeneration unit in the current environment of the aircraft; the first type of data includes space electromagnetic spectrum information and the location data of the detection base stations.

[0011] The control platform generates an aircraft management strategy based on the second type of data, and sends simulation signal configuration parameters of a corresponding mode to the multimodal signal regeneration unit based on the aircraft management strategy.

[0012] Preferably, the multimodal signal regeneration unit includes a first regeneration mode, a second regeneration mode and a third regeneration mode, wherein:

[0013] In the first regeneration mode, the multimodal signal regeneration unit requests the signal transceiver unit to generate a time-sharing asynchronous signal according to the analog signal configuration parameters of the corresponding mode;

[0014] In the second regeneration mode, the multimodal signal regeneration unit requests the signal transceiver unit to generate a common frequency enhancement signal according to the analog signal configuration parameters of the corresponding mode;

[0015] In the third regeneration mode, the multimodal signal regeneration unit requests the signal transceiver unit to generate a broadband instantaneous pulse signal according to the analog signal configuration parameters of the corresponding mode.

[0016] The signal transceiver unit includes one or more of the following devices: ground-based augmented pseudo-satellite, signal base station, GNSS satellite, etc.

[0017] Preferably, the control platform sends the analog signal configuration parameters corresponding to the regeneration mode to the multimodal signal regeneration unit based on the spatial electromagnetic spectrum information, including:

[0018] In response to the electromagnetic frequency band within a preset range around the aircraft being fixed and coexisting with the positioning frequency band, the control platform sends a simulation signal configuration parameter corresponding to the first regeneration mode to the multimodal signal regeneration unit to trigger the multimodal signal regeneration unit to request the signal transceiver unit to generate a time-sharing asynchronous signal;

[0019] In response to complete shielding of electromagnetic signals within a preset range around the aircraft, the control platform sends analog signal configuration parameters corresponding to the second regeneration mode to the multi-modal signal regeneration unit to trigger the multi-modal signal regeneration unit to request the signal transceiver unit to generate a common frequency enhancement signal;

[0020] In response to the spectrum range covered by the electromagnetic environment within a preset range around the aircraft being greater than a preset threshold, the control platform sends analog signal configuration parameters corresponding to the third regeneration mode to the multimodal signal regeneration unit to trigger the multimodal signal regeneration unit to request the signal transceiver unit to generate a broadband instantaneous pulse signal.

[0021] Preferably, the control platform further performs normalization processing on the second type of data to convert it into a parameter recognizable by the artificial neural network, the second type of data includes space image information and aircraft information, the space image information includes target aircraft position information, target aircraft attitude information and foreign object information measured by multi-source data, and the aircraft information includes aircraft position information and attitude information preset by the aircraft;

[0022] Based on artificial neural network, the control platform constructs the mapping relationship between the target aircraft position signal and the position confidence based on multi-source data measurement, thereby determining the confidence level of the target aircraft position information;

[0023] In response to the confidence level being higher than a preset confidence threshold, the control platform generates an aircraft management strategy based on the target aircraft position information in the second type of data.

[0024] Preferably, the control platform is also used to determine whether the aircraft enters a preset warning area based on the target aircraft position information, and in response to the aircraft entering the preset warning area, the control platform formulates an aircraft safe expulsion management strategy.

[0025] Under the aircraft safe drive away management strategy, the multimodal signal regeneration unit sends an interference signal to the aircraft to shield the aircraft's GNSS signal reception, and the multimodal signal regeneration unit sends an induction signal to the aircraft to induce the aircraft to turn to a designated area.

[0026] Preferably, the control platform formulates a path deviation management strategy for the aircraft in response to the aircraft not entering the preset warning area and the aircraft deviating from the preset flight trajectory;

[0027] Under the aircraft path correction management strategy, the multimodal signal regeneration unit first sends a path reminder signal to the aircraft to trigger the aircraft to actively correct its deviation;

[0028] In response to exceeding the preset reminder signal sending times and the aircraft still deviating from the preset flight trajectory, the multimodal signal regeneration unit sends a correction signal to perform directional navigation correction, forcing the aircraft to correct and return to the original route.

[0029] Preferably, under the aircraft deviation correction management strategy, in response to the directional navigation deviation correction forcing the aircraft to correct back to the original route, the multimodal signal regeneration unit controls the ground-based augmented pseudo-satellite and GNSS combination to navigate the aircraft.

[0030] Preferably, the second type of data also includes environmental information, and the control platform generates a corresponding aircraft management strategy based on the environmental information of the target aircraft in the second type of data; the environmental information includes one or more of the following types of information: temperature information, humidity information, airflow information, and air quality.

[0031] Preferably, the control platform is also used to formulate an emergency risk avoidance management strategy for the aircraft; under the emergency risk avoidance management strategy, the control platform establishes a special situation task, and the control platform sets a risk avoidance area and a new planned path according to the special situation;

[0032] When the aircraft flies along the newly planned path, the control platform monitors the aircraft route status in real time until the aircraft enters the predetermined position and the special situation ends;

[0033] If the aircraft does not enter the new planned path, the control platform controls the ground-based augmented pseudo-satellite to navigate the aircraft, forcing the aircraft to enter the new planned path until the special situation ends, or until the aircraft reaches the safe zone.

[0034] Preferably, the space image acquisition unit acquires aircraft control related data based on the following monitoring data sources, the monitoring data sources including: regional detection radar, signal detection radar and high-definition camera;

[0035] The regional detection radar detects the positions of aircraft and other foreign objects in the radar coverage area in real time through multi-station collaboration;

[0036] The signal detection radar is used to obtain the spatial electromagnetic spectrum information within a preset range around the aircraft, including the frequency, bandwidth and intensity of the electromagnetic signal;

[0037] The high-definition camera is used to obtain space image information, including aircraft entity information, attitude information, and information about other foreign objects within a preset range around the aircraft.

[0038] The management system for low-altitude aircraft provided by the present invention has the following beneficial effects: the aircraft communication, navigation, sensing and control are managed through multi-source fusion, providing an integrated flight management mechanism with good feasibility, high maturity and strong versatility for the current development of the low-altitude economy, and providing an effective solution for low-altitude safety assurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A schematic diagram of a management system for low-altitude aircraft provided in an embodiment of the present application;

[0040] Figure 2 A schematic diagram of a management system executing instructions for a low-altitude aircraft provided in an embodiment of the present application;

[0041] Figure 3 A schematic diagram of formulating an aircraft management strategy for a low-altitude aircraft management system provided in an embodiment of the present application;

[0042] Figure 4 A schematic diagram of a low-altitude aircraft management system implementing an aircraft safety expulsion management strategy provided by an embodiment of the present application;

[0043] Figure 5 A schematic diagram of a low-altitude aircraft management system implementing an aircraft path deviation correction management strategy provided by an embodiment of the present application;

[0044] Figure 6 A schematic diagram of another low-altitude aircraft management system provided in an embodiment of the present application for executing an aircraft path deviation correction management strategy;

[0045] Figure 7 A schematic diagram of a low-altitude aircraft management system executing an aircraft emergency risk avoidance management strategy provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the specific implementation manner of the present application will be clearly and completely described below in conjunction with the drawings in the implementation manner of the present application.

[0047] Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. 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.

[0048] like Figure 1 In one embodiment of the present invention shown in FIG. 1 , the present invention provides a management system for low-altitude aircraft, the management system comprising:

[0049] A space image acquisition unit 10, which is used to acquire aircraft control related data, the aircraft control related data including environmental information within a preset range around the aircraft, space image information, space electromagnetic spectrum information and aircraft information;

[0050] A multi-source fusion control unit 11, which is in communication connection with the space image acquisition unit 10, and is used to receive aircraft control related data and perform protocol conversion on the aircraft control related data. The multi-source fusion control unit 11 sends the aircraft control related data that has undergone protocol conversion to the control platform 13;

[0051] A multimodal signal regeneration unit 12, the multimodal signal regeneration unit 12 generates a simulation signal of a corresponding mode based on the simulation signal configuration parameters sent by the control platform 13, and the simulation signal is used to control the aircraft to execute the aircraft management strategy generated by the control platform 13;

[0052] The control platform 13 is used to receive the aircraft control related data after protocol conversion, and the control platform 13 classifies the aircraft control related data to obtain at least the first type of data and the second type of data.

[0053] Among them, the control platform 13 completes the electromagnetic characteristic estimation of the adjacent coverage area of ​​multiple base stations and the construction of the adjacent space electromagnetic coverage model through an artificial neural network based on the first type of data, so as to establish the correspondence between the electromagnetic signal characteristics of each detection base station within a preset range around the aircraft and the different signal regeneration modes of the multimodal signal regeneration unit 12, and train to obtain the simulation signal configuration parameters of each mode of the multimodal signal regeneration unit 12 in the current environment of the aircraft; the first type of data includes space electromagnetic spectrum information and location data of the detection base station;

[0054] The control platform 13 generates an aircraft management strategy based on the second type of data, and sends simulation signal configuration parameters of the corresponding mode to the multi-modal signal regeneration unit 12 based on the aircraft management strategy.

[0055] Specifically, the multi-source fusion control unit 11 in the management system transmits the aircraft control related data collected by the space image acquisition unit 10 to the control platform 13 after protocol conversion. The aircraft control related data may include electromagnetic spectrum information within a preset range around the aircraft, aircraft position information, and space environment information. The space image acquisition unit 10 obtains electromagnetic spectrum information within a preset range around the target aircraft through a signal detection radar, obtains the position information of the target aircraft and other foreign objects within the radar coverage range through a regional detection radar, and obtains the space image information of the current area of ​​the target aircraft through a high-definition camera.

[0056] In one example, Figure 2 As shown, the control platform 13 performs data classification and analysis on the aircraft control related data to obtain at least the first type of data and the second type of data. The second type of data may include aircraft position information and space environment information. Figure 3As shown, the control platform 13 can generate a flight management strategy based on the second type of data. The first type of data includes at least space electromagnetic spectrum information. The control platform 13 can complete the electromagnetic characteristic estimation of the adjacent coverage area of ​​multiple base stations and the construction of the adjacent space electromagnetic coverage model through an artificial neural network based on the space electromagnetic spectrum information in the aircraft control related data, so as to establish the correspondence between the electromagnetic signal characteristics of the detection base station within a preset range around the target aircraft and the multiple signal regeneration modes of the multi-modal signal regeneration unit 12.

[0057] The multimodal signal regeneration unit 12 has multiple signal regeneration modes, so that the multimodal signal regeneration unit 12 can configure the signal regeneration mode of the analog signal. The correspondence between the electromagnetic signal characteristics of the detection base station and the multiple signal regeneration modes of the multimodal signal regeneration unit 12 means that the control platform 13 controls the multimodal signal regeneration unit 12 to select the corresponding signal regeneration mode according to the electromagnetic signal characteristics of the detection base station in the area where the target aircraft is currently located (the specific correspondence will be explained later).

[0058] The control platform 13 can also use the multimodal signal regeneration unit 12 to configure the configuration parameters of the analog signal. For example, the configuration parameters of the analog signal may include: frequency band configuration parameters, bandwidth configuration parameters, intensity configuration parameters, etc. of the analog signal. Specifically, for the spatial electromagnetic spectrum information of the area near the target aircraft, the control platform 13 sends the corresponding analog signal configuration parameters to the multimodal signal regeneration unit 12, and the multimodal signal regeneration unit 12 sends the analog signal to the target aircraft according to the analog signal configuration parameters. Among them, the multimodal signal regeneration unit 12 sends the analog signal to the target aircraft according to the analog signal configuration parameters, which means that the multimodal signal regeneration unit 12 sends the signal and finally receives it by the target aircraft. For example, the multimodal signal regeneration unit 12 can directly send the analog signal that meets the analog signal configuration parameters to the target aircraft, or the multimodal signal regeneration unit 12 can send the analog signal that meets the analog signal configuration parameters to the target aircraft through the request signal transceiver unit, or it can be achieved by a combination of the above two methods. In the embodiment of the present application, the multimodal signal regeneration unit 12 is selected to indirectly send an analog signal that meets the analog signal configuration parameters to the target aircraft in the form of a request signal transceiver unit.

[0059] According to the above description, the management system obtains a variety of real-time information including electromagnetic spectrum information, position information and space environment information around the target aircraft through the space image acquisition unit 10, providing comprehensive data support for subsequent analysis; by analyzing and processing the above-mentioned various information, first type data and second type data can be obtained, and the control platform 13 can generate a flight management strategy for the target aircraft based on the second type data, providing strong strategic support for the management of the aircraft, and the control platform 13 can also configure the configuration parameters of the simulation signal based on the first type of data to generate a simulation signal that adapts to the electromagnetic characteristics of a preset range around the target aircraft, optimizes the communication quality between the aircraft and the management system, ensures that the aircraft performs flight missions efficiently and safely, avoids interference with the aircraft in complex space, and realizes multi-source fusion control of the aircraft.

[0060] As an optional implementation, the space image acquisition unit 10 obtains aircraft control related data based on one or more of the following monitoring data sources, the monitoring data sources including: regional detection radar, signal detection radar and high-definition camera;

[0061] The regional detection radar detects the positions of aircraft and other foreign objects in the radar coverage area in real time through multi-station collaboration;

[0062] The signal detection radar is used to obtain the space electromagnetic spectrum information within a preset range around the aircraft. The space electromagnetic spectrum information may include the frequency, bandwidth and intensity of the electromagnetic signal;

[0063] The high-definition camera is used to obtain spatial image information, which may include aircraft entity information, attitude information, and information about other foreign objects within a preset range around the aircraft.

[0064] Specifically, the space image acquisition unit 10 can obtain aircraft control related data from a variety of monitoring data sources, which may include regional detection radars, signal detection radars, and high-definition cameras, so as to comprehensively collect relevant data required for aircraft control. The regional detection radar can monitor the precise position of the target aircraft and other foreign objects within the radar coverage range in real time through the collaborative work of multiple stations, and provide continuous space situation awareness within a preset range around the target aircraft; the signal detection radar records the frequency, bandwidth, and intensity of the electromagnetic signal in detail by capturing the spatial electromagnetic spectrum within a preset range around the target aircraft, providing data support for the communication status of the target aircraft and the analysis of potential interference sources; the high-definition camera is responsible for capturing high-resolution space image information, which may include the entity information and posture information of the target aircraft itself, as well as the information of other foreign objects within a preset range around the target aircraft, thereby providing an intuitive basis for the visual recognition and environmental perception of the target aircraft.

[0065] The space image acquisition unit 10 enhances the accuracy of aircraft control-related data by fusing the above-mentioned multiple monitoring data sources, while providing comprehensive and detailed data support for key operations such as target aircraft flight safety, flight path planning, and emergency response, thereby improving the execution efficiency and safety of the target aircraft's flight mission.

[0066] As an optional implementation, the multimodal signal regeneration unit 12 requests the signal transceiver unit to generate an analog signal of a corresponding mode based on the analog signal configuration parameter sent by the control platform 13, wherein the corresponding mode includes a first regeneration mode, a second regeneration mode, and a third regeneration mode;

[0067] Specifically, in the first regeneration mode, the multimodal signal regeneration unit 12 requests the signal transceiver unit to generate a time-division asynchronous signal according to the analog signal configuration parameters of the corresponding mode;

[0068] In the second regeneration mode, the multimodal signal regeneration unit 12 requests the signal transceiver unit to generate a common frequency enhancement signal according to the analog signal configuration parameters of the corresponding mode;

[0069] In the third regeneration mode, the multimodal signal regeneration unit 12 requests the signal transceiver unit to generate a broadband instantaneous pulse signal according to the analog signal configuration parameters of the corresponding mode.

[0070] The signal transceiver unit may include one or more of the following devices: ground-based augmented pseudo-satellite, signal base station, GNSS satellite, etc.

[0071] As an optional implementation, the control platform 13 sends the analog signal configuration parameters corresponding to the regeneration mode to the multimodal signal regeneration unit 12 based on the spatial electromagnetic spectrum information, specifically including:

[0072] In response to the electromagnetic frequency band within the preset range around the aircraft being fixed and coexisting with the positioning frequency band, the control platform 13 sends the analog signal configuration parameters corresponding to the first regeneration mode to the multimodal signal regeneration unit 12 to trigger the multimodal signal regeneration unit 12 to request the signal transceiver unit to generate a time-sharing asynchronous signal;

[0073] In response to the complete shielding of electromagnetic signals within a preset range around the aircraft, the control platform 13 sends analog signal configuration parameters corresponding to the second regeneration mode to the multi-modal signal regeneration unit 12 to trigger the multi-modal signal regeneration unit 12 to request the signal transceiver unit to generate a common frequency enhancement signal;

[0074] In response to the spectrum range covered by the electromagnetic environment within a preset range around the aircraft being greater than a preset threshold, the control platform 13 sends analog signal configuration parameters corresponding to the third regeneration mode to the multimodal signal regeneration unit 12 to trigger the multimodal signal regeneration unit 12 to request the signal transceiver unit to generate a broadband instantaneous pulse signal.

[0075] Specifically, the control platform 13 obtains the electromagnetic signal characteristics of the detection base station in the current area of ​​the target aircraft based on the correspondence between the electromagnetic signal characteristics of the detection base station and the various signal regeneration modes of the multimodal signal regeneration unit 12, and based on the spatial electromagnetic spectrum information within a preset range around the target aircraft. The control platform 13 matches the electromagnetic signal characteristics with the above correspondence to obtain the corresponding signal regeneration mode. The multimodal signal regeneration unit 12 requests the signal transceiver unit to generate an analog signal of the corresponding mode based on the signal regeneration mode.

[0076] For example, the multimodal signal regeneration unit 12 has multiple signal regeneration modes, and the signal regeneration mode may include a first regeneration mode for requesting the signal transceiver unit to generate a time-sharing asynchronous signal, a second regeneration mode for requesting the signal transceiver unit to generate a common frequency enhancement signal, and a third regeneration mode for requesting the signal transceiver unit to generate a wide-band instantaneous pulse signal; the multimodal signal regeneration unit 12 responds to the analog signal configuration parameters sent by the control platform 13, and the multimodal signal regeneration unit 12 executes the corresponding signal regeneration mode, and requests the signal transceiver unit to broadcast the generated analog signal to the target aircraft. Specifically, the signal transceiver unit may include one or more of the following devices: ground-based enhancement pseudo-satellite, a signal base station, and a GNSS satellite.

[0077] The multi-modal signal regeneration unit 12 executes the signal regeneration mode, and the analog signal generated by the request signal transceiver unit may include a time-sharing asynchronous signal, a common frequency enhancement signal, and a broadband instantaneous pulse signal. When the electromagnetic signal within the preset range around the target aircraft changes,

[0078] For example, when the electromagnetic signal frequency band of the detection base station is fixed and coexists with the positioning signal frequency band of the target aircraft, the control platform 13 sends the analog signal configuration parameters of the first regeneration mode to the multimodal signal regeneration unit 12, triggering the multimodal signal regeneration unit 12 to execute the first regeneration mode, and the multimodal signal regeneration unit 12 requests the signal transceiver unit to generate a time-sharing asynchronous signal. Through the above processing flow, the signal broadcast by the signal transceiver unit to the target aircraft is staggered in time from the positioning signal transmission, avoiding the interference of the analog signal on the positioning frequency band, while ensuring the positioning accuracy of the target aircraft, it also maintains the smooth communication between the control platform 13 and the target aircraft;

[0079] When the electromagnetic signal within the preset range around the target aircraft is completely shielded, the control platform 13 sends the analog signal configuration parameters of the second regeneration mode to the multimodal signal regeneration unit 12, triggering the multimodal signal regeneration unit 12 to execute the second regeneration mode, and the multimodal signal regeneration unit 12 requests the signal transceiver unit to generate a common frequency enhancement signal. Through the above processing flow, the signal transceiver unit broadcasts a signal with enhanced power in a specific frequency band to the target aircraft, thereby improving the signal strength and ensuring that the signal can be effectively transmitted when the electromagnetic signal of the target aircraft is completely shielded, maintaining a stable communication link between the control platform 13 and the target aircraft, and providing stable communication support for the target aircraft;

[0080] When the frequency spectrum range covered by the electromagnetic environment within a preset range around the target aircraft exceeds a preset threshold, the control platform 13 sends the analog signal configuration parameters of the third regeneration unit to the multimodal signal regeneration unit 12, triggering the multimodal signal regeneration unit 12 to execute the third regeneration mode. The multimodal signal regeneration unit 12 requests the signal transceiver unit to generate a broadband instantaneous pulse signal. Through the above processing flow, the signal transceiver unit broadcasts a signal covering a wide frequency band and capable of quickly adapting to complex electromagnetic environments to the target aircraft, thereby realizing instantaneous transmission of the signal and ensuring stable communication and effective management of the target aircraft by the control platform 13 in a complex electromagnetic environment.

[0081] According to the above description, the control platform 13 is based on the intelligent analysis of the space electromagnetic spectrum information, and completes the estimation of the electromagnetic characteristics of the adjacent coverage area of ​​multiple base stations and the construction of the adjacent space electromagnetic coverage model through an artificial neural network, so as to establish a correspondence between the electromagnetic signal characteristics of the detection base station within a preset range around the aircraft and the multiple signal regeneration modes of the multimodal signal regeneration unit 12. Based on this correspondence, the control platform 13 can generate analog signal configuration parameters according to the electromagnetic signal characteristics of the current environment of the target aircraft, so that the multimodal signal regeneration unit 12 can request the signal transceiver unit to generate a specific analog signal based on the analog signal configuration parameters, so that the control platform 13 can intelligently respond to the changes in the electromagnetic environment within a preset range around the target aircraft, meet the flexibility of signal processing and the adaptability of signal quality in different electromagnetic environments, and ensure the communication quality and mission execution efficiency of the target aircraft in different electromagnetic environments.

[0082] As an optional implementation, the control platform 13 further normalizes the second type of data to convert it into a parameter recognizable by the artificial neural network, the second type of data includes space image information and aircraft information, the space image information includes target aircraft position information, target aircraft attitude information and foreign object information measured by multi-source data, and the aircraft information includes aircraft position information and attitude information preset by the aircraft;

[0083] The control platform 13 constructs a mapping relationship between the target aircraft position signal and the position confidence based on multi-source data measurement based on an artificial neural network, thereby determining the confidence level of the target aircraft position information;

[0084] In response to the confidence level being higher than a preset confidence threshold, the control platform 13 generates an aircraft management strategy based on the target aircraft position information in the second type of data.

[0085] Specifically, the second type of data may include spatial image information and aircraft information, wherein the spatial image information may include the real-time position information, attitude information and foreign object information of the aircraft, and the aircraft information may include the preset position information and preset attitude information of the aircraft; the spatial image information may come from multi-source data measurement, and specifically, the multi-source data measurement mainly relies on regional detection radars and high-definition cameras, wherein the real-time position information of the target aircraft and the information of foreign objects within the surrounding preset range may be accurately captured by the regional detection radar, and the entity information and attitude information of the target aircraft may be recorded by the high-definition camera, and the preset position information and preset attitude information of the aircraft are also important components of the second type of data, and the above data together constitute a comprehensive and detailed description of the status of the target aircraft.

[0086] The control platform 13 normalizes the second type of data and converts the second type of data into parameters that can be recognized by the artificial neural network, providing a data basis for subsequent intelligent analysis. Based on the normalized second type of data, the control platform 13 constructs a mapping relationship between multi-source position information and position confidence through an artificial neural network. Specifically, the multi-source position information may include the real-time position information of the aircraft and the preset position information of the aircraft. By analyzing the real-time position information of the aircraft measured by the multi-source data, the real-time position information of the aircraft is compared with the preset position information of the aircraft to obtain the confidence level of the target aircraft.

[0087] When the confidence level of the target aircraft exceeds the preset confidence threshold, the control platform 13 determines that the aircraft deviates from the preset route. The control platform 13 generates an aircraft management strategy based on the real-time position information of the target aircraft. When the confidence level of the target aircraft is lower than the preset confidence threshold, the control platform 13 determines that the target aircraft is still flying according to the preset route, and the management system maintains real-time monitoring of the target aircraft. The control platform 13 can also use the aircraft attitude information and foreign object information to complete the identification and detection of foreign objects within the preset range around the target aircraft, and the collision model probability analysis and early warning through artificial neural networks.

[0088] Through the above data processing flow, the control platform 13 can accurately grasp the real-time status of the target aircraft, and can also dynamically adjust the aircraft management strategy according to environmental changes, providing intelligent and efficient guidance for the safe flight and mission execution of the aircraft.

[0089] As an optional implementation method, the second type of data also includes environmental information, and the control platform 13 generates a corresponding aircraft management strategy based on the environmental information of the target aircraft in the second type of data; the environmental information includes one or more of the following types of information: temperature information, humidity information, airflow information, and air quality.

[0090] Specifically, the second type of data may include environmental information, and the environmental information may include key information such as temperature, humidity, airflow, and air quality within a preset range around the target aircraft. The control platform 13 analyzes and evaluates the impact of environmental factors on the target aircraft in real time, and the control platform 13 generates an aircraft management strategy that matches the current environmental conditions through an artificial neural network.

[0091] By real-time monitoring and analysis of environmental information, the control platform 13 provides strong support for the intelligent decision-making of the aircraft. The formulation of aircraft management strategies ensures that the aircraft can adopt the most appropriate flight mode and adjustment strategy in a timely manner when facing a complex and changeable natural environment, effectively improving the safety and efficiency of the aircraft in performing flight missions.

[0092] As an optional implementation method, the control platform 13 is also used to determine whether the aircraft enters a preset warning area based on the target aircraft position information. In response to the aircraft entering the preset warning area, the control platform 13 formulates an aircraft safety expulsion management strategy.

[0093] The preset warning area can be set by the control platform 13 or obtained by importing an external system. Under the aircraft safety expulsion management strategy, the multimodal signal regeneration unit 12 sends an interference signal to the aircraft to shield the aircraft's GNSS signal reception, and the multimodal signal regeneration unit 12 sends an induction signal to the aircraft to induce the aircraft to turn to the designated area.

[0094] Specifically, when the target aircraft takes off, the management system sets up a flight mission, and based on the flight requirements of the target aircraft, comprehensively analyzes and sets a flight route and preset warning area for the target aircraft, and monitors the entire flight process of the target aircraft in real time.

[0095] The real-time position information of the target aircraft collected by the space image acquisition unit 10 is sent to the control platform 13 after the multi-source fusion control unit 11 performs protocol conversion on the real-time position information. The control platform 13 compares the real-time position information of the aircraft sent back with the flight route and the preset warning area set for the target aircraft respectively:

[0096] When the target aircraft deviates and enters the preset warning area, the control platform 13 formulates a management strategy for the safe departure of the target aircraft. Figure 4 As shown, under the aircraft safe drive-away management strategy, the control platform 13 controls the multimodal signal regeneration unit 12 to safely drive away the target aircraft. The multimodal signal regeneration unit 12 requests the ground-based enhanced pseudo-satellite to broadcast interference signals to the target aircraft to shield the target aircraft from receiving GNSS signals, thereby interrupting the autonomous navigation of the target aircraft and preventing the target aircraft from continuing to fly in the warning area to avoid potential safety risks. Subsequently, the multimodal signal regeneration unit 12 requests the ground-based enhanced pseudo-satellite to broadcast an induction signal to the target aircraft to induce the target aircraft to turn to a preset designated area to ensure that the target aircraft flies within a controllable range until the target aircraft flies to the designated area of ​​the safe drive-away strategy.

[0097] By judging whether the target aircraft has entered the preset warning area, the control platform 13 formulates different aircraft management strategies. Under the aircraft safety expulsion management strategy, the control platform 13 enhances the effective control of the target aircraft through the combination of interference signals and induction signals, avoids potential security threats, and improves the rapid response and precise control of the control platform 13 when the target aircraft enters the preset warning area, providing practical protection for the safe flight of the target aircraft.

[0098] As an optional implementation, the control platform 13 formulates an aircraft path deviation correction management strategy in response to the aircraft not entering the preset warning area and the aircraft deviating from the preset flight trajectory;

[0099] Under the aircraft path deviation correction management strategy, the multimodal signal regeneration unit 12 first sends a path reminder signal to the aircraft to trigger the aircraft to actively correct its deviation;

[0100] In response to exceeding the preset reminder signal sending times and the aircraft still deviates from the preset flight trajectory, the multimodal signal regeneration unit 12 sends a correction signal to perform directional navigation correction, forcing the aircraft to correct and return to the original route.

[0101] Specifically, the space image acquisition unit 10 acquires the position information of the target aircraft, and the multi-source fusion control unit 11 performs protocol conversion on the position information of the target aircraft and sends it to the control platform 13. The control platform 13 compares the returned aircraft position information with the flight route and preset warning area established for the target aircraft respectively; when the target aircraft deviates but does not enter the preset warning area, the control platform 13 formulates a deviation management strategy for the target aircraft path;

[0102] like Figure 5As shown, under the aircraft path correction management strategy, the multimodal signal regeneration unit 12 requests the ground-based augmentation pseudo-satellite to broadcast a path reminder signal to the target aircraft, and the path reminder signal is used to trigger the target aircraft to actively correct the flight trajectory; each time the ground-based augmentation pseudo-satellite broadcasts a path reminder signal to the target aircraft, the reminder number increases by one. When the target aircraft actively corrects the flight trajectory within the preset signal sending times, the reminder number is reset to zero.

[0103] If the target aircraft receives path reminder signals more times than the preset signal sending times, the control platform 13 finds through real-time monitoring that the target aircraft still deviates from the preset flight trajectory. The control platform 13 controls the multimodal signal regeneration unit 12 to perform navigation correction on the target aircraft based on the aircraft path correction management strategy.

[0104] Specifically, Figure 6 As shown, the multimodal signal regeneration unit 12 requests the ground-based augmented pseudo-satellite to send a correction signal to the target aircraft, and forces the target aircraft to correct its flight trajectory through directional navigation correction, forcing the target aircraft to quickly correct its course. At the same time, the management system monitors in real time whether the target aircraft flies back to the original route. The above-mentioned aircraft path correction management strategy ensures that even if the target aircraft fails to correct itself, the aircraft path can be corrected in time through the intervention of the control platform 13, avoiding potential safety risks and ensuring the smooth progress of the flight mission. The control platform 13 enhances the intelligence and flexibility of the control platform 13 in aircraft path control through the generation and execution of the aircraft path correction management strategy. By combining the autonomous correction of the aircraft with the mandatory correction measures of the control platform 13, it ensures that the aircraft can quickly and accurately return to the original route when performing a flight mission, ensuring flight safety and mission execution efficiency.

[0105] As an optional implementation method, under the aircraft path correction management strategy, the control platform 13 also responds to the directional navigation correction to force the aircraft to correct back to the original route. The multimodal signal regeneration unit 12 controls the ground-based augmented pseudo-satellite and GNSS combination to navigate the aircraft until the target aircraft enters the predetermined position and the flight mission is completed.

[0106] Specifically, when the target aircraft successfully corrects its course through directional navigation and returns to its original course, the multimodal signal regeneration unit 12 controls the ground-based enhanced pseudo-satellite and GNSS to be used in combination to provide high-precision navigation services for the target aircraft. This combined navigation method improves the positioning accuracy of the aircraft in complex environments, further optimizes the navigation accuracy and stability of the aircraft, and effectively avoids the risk of the aircraft deviating from the preset route again. While the target aircraft is heading to the predetermined position, the control platform 13 continuously monitors the dynamics of the target aircraft to ensure that the target aircraft can arrive at the predetermined position smoothly and accurately. The entire navigation and monitoring process ends only when the target aircraft safely enters the predetermined position and completes the established flight mission.

[0107] According to the above description, in the management system provided in the present application, the control platform 13 improves the intelligence and accuracy of the control platform 13 in aircraft path control and navigation by combining directional navigation correction and combined navigation technology, realizes the comprehensive guarantee of flight safety and mission execution efficiency by the control platform 13, and ensures the high precision, high reliability and high safety of the aircraft in the process of performing flight missions.

[0108] As an optional implementation method, the control platform 13 is also used to formulate an emergency risk avoidance management strategy for the aircraft; specifically, under the emergency risk avoidance management strategy, the control platform 13 establishes a special situation task, and the control platform 13 sets a risk avoidance area and a new planned path according to the special situation;

[0109] When the aircraft flies along the newly planned path, the control platform 13 monitors the aircraft route status in real time until the aircraft enters the danger avoidance area and the special situation ends;

[0110] If the aircraft does not enter the new planned path, the control platform 13 controls the ground-based augmented pseudo-satellite to navigate the aircraft, forcing the aircraft to enter the new planned path until the special situation ends, or until the aircraft reaches the safe zone.

[0111] Specifically, when the target aircraft takes off, the management system sets up a flight mission and monitors the target aircraft in real time throughout the flight. During the flight, the space image acquisition unit 10 collects target aircraft control-related data, and the multi-source fusion control unit 11 converts the target aircraft control-related data into a protocol and sends it to the control platform 13.

[0112] When the control platform 13 receives an emergency situation actively reported by the target aircraft or when the control platform 13 detects an emergency situation of the target aircraft, the management system establishes a special situation task for the target aircraft. Under the special situation task, the control platform 13 generates an aircraft emergency risk avoidance management strategy that matches the environmental conditions of the target aircraft through an artificial neural network based on the analysis and processing of flight control related data. Furthermore, the control platform 13 sets a risk avoidance area and a new planned path for the target aircraft based on the special situation task to guide the target aircraft to avoid risks;

[0113] For example, the control platform 13 analyzes and processes the environmental information of the space around the aircraft. When it finds that heavy rain occurs in the space around the target aircraft, it conducts a comprehensive analysis and processing of the temperature information, humidity information, airflow information and air quality information in a preset range around the target aircraft, and generates an emergency risk avoidance management strategy that matches the heavy rain environment in which the target aircraft is located through an artificial neural network, guiding the target aircraft to fly away from the current environment safely and securely.

[0114] When executing the aircraft emergency risk avoidance management strategy, the control platform 13 monitors the flight trajectory of the target aircraft in real time. When the target aircraft flies according to the new planned path or the target aircraft enters the risk avoidance area, the special situation mission ends;

[0115] like Figure 7 As shown, if the target aircraft does not fly according to the new planned path, the control platform 13 sends accurate navigation signals to the target aircraft through the ground-based enhanced pseudo-satellite to force the target aircraft to enter the new planned path. The participation of the ground-based enhanced pseudo-satellite ensures that the control platform 13 forces the aircraft to fly to the new planned path, and the management system monitors the aircraft path adjustment in real time until the target aircraft successfully enters the new planned path, thereby ensuring the successful completion of the special situation mission.

[0116] The above-mentioned aircraft emergency risk avoidance management strategy integrates the collection and processing of multi-source data, the monitoring and dynamic path planning of the aircraft by the control platform 13, and precise navigation correction, and constructs an efficient and safe aircraft emergency risk avoidance management strategy, which improves the flexibility and safety of the aircraft in performing flight missions and provides a strong guarantee for the safe flight of the aircraft in emergency situations.

[0117] The above are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application shall be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims. It should be understood that for those of ordinary skill in the art, improvements or changes can be made according to the above description, and all these improvements and changes shall fall within the protection scope of the claims attached to the present application.

Claims

1. A management system for low-altitude aircraft, characterized in that: The system comprises: A space image acquisition unit, the space image acquisition unit is used to obtain aircraft control related data, the aircraft control related data includes environmental information within a preset range around the aircraft, space image information, space electromagnetic spectrum information and aircraft information; A multi-source fusion control unit, the multi-source fusion control unit is communicatively connected with the space image acquisition unit, the multi-source fusion control unit is used to receive the aircraft control related data, and perform protocol conversion on the aircraft control related data, and the multi-source fusion control unit sends the aircraft control related data after protocol conversion to the control platform; a multimodal signal regeneration unit, the multimodal signal regeneration unit generating a simulation signal of a corresponding mode based on the simulation signal configuration parameters sent by the control platform, the simulation signal being used to control the aircraft to execute the aircraft management strategy generated by the control platform; A control platform, the control platform is used to receive the aircraft control related data after protocol conversion, the control platform classifies the aircraft control related data to obtain at least first type data and second type data, Among them, the control platform completes the electromagnetic characteristics estimation of the adjacent coverage area of ​​multiple base stations and the construction of the adjacent space electromagnetic coverage model through an artificial neural network based on the first type of data, so as to establish the correspondence between the electromagnetic signal characteristics of each detection base station within a preset range around the aircraft and the different signal regeneration modes of the multimodal signal regeneration unit, and train to obtain the simulation signal configuration parameters of each mode of the multimodal signal regeneration unit in the current environment of the aircraft; the first type of data includes space electromagnetic spectrum information and location data of detection base stations; The control platform generates an aircraft management strategy based on the second type of data, and sends simulation signal configuration parameters of a corresponding mode to the multimodal signal regeneration unit based on the aircraft management strategy.

2. The low-altitude aircraft management system according to claim 1, characterized in that: The multi-modal signal regeneration unit includes a first regeneration mode, a second regeneration mode and a third regeneration mode, In the first regeneration mode, the multimodal signal regeneration unit requests the signal transceiver unit to generate a time-sharing asynchronous signal according to the analog signal configuration parameters of the corresponding mode; In the second regeneration mode, the multimodal signal regeneration unit requests the signal transceiver unit to generate a common frequency enhancement signal according to the analog signal configuration parameters of the corresponding mode; In the third regeneration mode, the multimodal signal regeneration unit requests the signal transceiver unit to generate a broadband instantaneous pulse signal according to the analog signal configuration parameters of the corresponding mode. The signal transceiver unit includes one or more of the following devices: ground-based augmented pseudo-satellite, signal base station, GNSS satellite, etc.

3. The low-altitude aircraft management system according to claim 2, characterized in that: The control platform sends analog signal configuration parameters corresponding to the regeneration mode to the multimodal signal regeneration unit based on the spatial electromagnetic spectrum information, including: In response to the electromagnetic frequency band within a preset range around the aircraft being fixed and coexisting with the positioning frequency band, the control platform sends analog signal configuration parameters corresponding to the first regeneration mode to the multimodal signal regeneration unit to trigger the multimodal signal regeneration unit to request the signal transceiver unit to generate a time-sharing asynchronous signal; In response to the electromagnetic signal being completely shielded within a preset range around the aircraft, the control platform sends a simulation signal configuration parameter corresponding to a second regeneration mode to the multimodal signal regeneration unit to trigger the multimodal signal regeneration unit to request the signal transceiver unit to generate a common frequency enhancement signal; In response to the spectrum range covered by the electromagnetic environment within a preset range around the aircraft being greater than a preset threshold, the control platform sends analog signal configuration parameters corresponding to the third regeneration mode to the multimodal signal regeneration unit to trigger the multimodal signal regeneration unit to request the signal transceiver unit to generate a broadband instantaneous pulse signal.

4. The low-altitude aircraft management system according to claim 1, characterized in that: The control platform further performs normalization processing on the second type of data to convert it into a parameter recognizable by the artificial neural network, the second type of data includes the space image information and the aircraft information, the space image information includes the current aircraft position information, the current aircraft attitude information and foreign object information measured by multi-source data, and the aircraft information includes the preset aircraft position information and attitude information of the aircraft; The control platform constructs a mapping relationship between the current aircraft position signal measured based on the multi-source data and the position confidence based on the artificial neural network, thereby determining the confidence level of the current aircraft position information; In response to the confidence level being higher than a preset confidence threshold, the control platform generates an aircraft management strategy based on the current aircraft position information in the second type of data.

5. The low-altitude aircraft management system according to claim 4, characterized in that: The control platform is also used to determine whether the aircraft has entered a preset warning area according to the current aircraft position information, and in response to the aircraft entering the preset warning area, the control platform formulates an aircraft safety expulsion management strategy. Under the aircraft safe drive away management strategy, the multimodal signal regeneration unit sends an interference signal to the aircraft to shield the aircraft's GNSS signal reception, and the multimodal signal regeneration unit sends an induction signal to the aircraft to induce the aircraft to turn to a designated area.

6. The low-altitude aircraft management system according to claim 5, characterized in that: In response to the aircraft not entering the preset warning area and the aircraft deviating from the preset flight trajectory, the control platform formulates an aircraft path deviation correction management strategy; Under the aircraft path deviation correction management strategy, the multimodal signal regeneration unit first sends a path reminder signal to the aircraft to trigger the aircraft to actively correct its deviation; In response to exceeding the preset reminder signal sending times and the aircraft still deviating from the preset flight trajectory, the multimodal signal regeneration unit sends a correction signal to perform directional navigation correction, forcing the aircraft to correct and return to the original route.

7. The low-altitude aircraft management system according to claim 6, characterized in that: Under the aircraft path correction management strategy, in response to the directional navigation correction forcing the aircraft to correct back to the original route, the multimodal signal regeneration unit controls the ground-based augmentation pseudo-satellite and GNSS combination to navigate the aircraft.

8. The low-altitude aircraft management system according to claim 4, characterized in that: The second type of data also includes the environmental information, and the control platform generates a corresponding aircraft management strategy based on the environmental information of the current aircraft in the second type of data; the environmental information includes one or more of the following types of information: temperature information, humidity information, airflow information, and air quality.

9. The low-altitude aircraft management system according to claim 8, characterized in that: The control platform is also used to formulate emergency risk avoidance management strategies for aircraft; Under the emergency risk avoidance management strategy, the control platform establishes a special situation task, and the control platform sets a risk avoidance area and a new planning path according to the special situation; When the aircraft flies according to the new planned path, the control platform monitors the aircraft route status in real time until the aircraft enters the predetermined position and the special situation ends; If the aircraft does not enter the new planned path, the control platform controls the ground-based augmented pseudo-satellite to navigate the aircraft, forcing the aircraft to enter the new planned path until the special situation ends, or until the aircraft reaches the safe zone.

10. The low-altitude aircraft management system according to claim 1, characterized in that: The space image acquisition unit acquires aircraft control related data based on the following monitoring data sources, the monitoring data sources including: area detection radar, signal detection radar and high-definition camera; The regional detection radar detects the positions of the aircraft and other foreign objects in the radar coverage area in real time through multi-station collaboration; The signal detection radar is used to obtain spatial electromagnetic spectrum information within a preset range around the aircraft, including electromagnetic signal frequency, bandwidth, and intensity; The high-definition camera is used to obtain the spatial image information, including the entity information and posture information of the aircraft, and the information of other foreign objects within a preset range around the aircraft.

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