Low-altitude flight capacity sensing method and system based on operation identification

Abstract

The invention discloses a low-altitude flight capacity sensing method and system based on operation identification, and the method comprises the following steps: obtaining the data information of a predicted flight path aircraft, and carrying out the discretization of an airspace; performing airspace flight corridor division processing based on an airspace discretization processing result and predicted flight path aircraft data information; based on the airspace flight corridor division processing result and the airspace opening and closing time, the waiting duration of the aircraft is determined, and a passable airspace flight corridor is judged; determining an affected range of the aircraft and selecting an airspace flight corridor based on the passable airspace flight corridor determination processing result and the predicted flight path aircraft data information; the real-time middle and long distance perception of the aircraft to the aircraft running around is realized, the operation safety problem is solved, the flight amount can be adjusted in advance from a larger range, and the operation risk caused by too high local flight density can be avoided.

Description

Technical Field

[0001] The present invention relates to the field of aircraft flight technology, and in particular to a low-altitude flight capacity perception method and system based on operation identification. Background Art

[0002] The existing low-altitude operation mode, on the one hand, draws on the traditional general aviation operation mode, adopts visual flight on a predetermined route, and the pilot or ground control station independently determines the feasibility of airspace use; on the other hand, it adopts a flight plan approach, using means similar to procedural control. Both of the above modes have promoted the development of low-altitude, but the above modes still have the following obvious disadvantages:

[0003] Most existing drones in Class W airspace adopt visual flight on established routes, which is suitable for the operation of micro and light low-load drones. However, when multiple operating companies share the same route and airspace, due to the collaborative perception method adopted by the drones, the perception range of the drones is limited to the drones of the operating company within the visual range, and the perception of drones of other operating companies is limited. This operating mode is limited by the small perception range of drones. When the risks caused by excessive operation density can be perceived, coupled with the delay in data transmission processing, the time left for the system to deal with is too short, thus causing operational risks. This operating mode belongs to the tactical operation management mode. This mode cannot effectively utilize airspace resources, resulting in more flight safety accidents caused by uneven distribution of flight traffic.

[0004] The general aviation aircraft in the existing Class E airspace are subject to a plan-centered operation management mode, which belongs to the strategic operation management mode. The main feature of this operation mode is that the flight plan must be reported before the flight, and the flight plan needs to be reviewed not only by the air traffic control department, but also by the military and local departments. This mode improves the safety of flight, but the disadvantage is that the utilization rate of airspace resources is low, and the execution rate of flight plans is also low, which further aggravates the waste of extremely low utilization rate of airspace resources. This operation mode still cannot solve the real-time medium and long-distance perception of aircraft operating around it. In low-density operation scenarios, it can only rely on general aviation visual rules to solve operational safety issues. It cannot adjust the flight volume in advance from a larger range, and cannot avoid operational risks caused by excessive local flight density. Summary of the invention

[0005] In order to overcome the shortcomings of the prior art, the present invention provides a low-altitude flight capacity perception method and system based on operation identification, which realizes the real-time medium and long-distance perception of aircraft of surrounding aircraft and solves the problem of operation safety. It can adjust the flight volume in advance from a larger range and avoid the operation risks caused by excessive local flight density.

[0006] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solutions:

[0007] The first aspect of the present application provides a low-altitude flight capacity perception method based on operation identification, comprising the following steps:

[0008] S101, obtaining aircraft data information of the expected flight route and performing airspace discretization processing;

[0009] S102, based on the airspace discretization processing result and the aircraft data information of the expected flight route, perform airspace flight corridor division processing;

[0010] S103, based on the airspace flight corridor division processing result and the airspace opening and closing time, determine the aircraft waiting time, and perform passable airspace flight corridor determination processing;

[0011] S104. Based on the results of the determination of the passable airspace flight corridor and the aircraft data information of the expected flight route, determine the affected range of the aircraft and select the airspace flight corridor.

[0012] Furthermore, obtaining aircraft data information of the expected flight route and performing airspace discretization processing includes the following steps:

[0013] Based on the airspace data information of the expected flight route and the primary information of the expected passing airspace, the airspace discretization processing is carried out;

[0014] Based on the results of airspace discretization and the primary information of the expected airspace, airspace flight constraints are processed;

[0015] Based on the results of the airspace flight constraint processing and the data information of the aircraft to be flown, it is determined whether the aircraft to be flown meets the flight capability requirements of the passable airspace.

[0016] Further, based on the airspace data information of the expected flight route and the primary information of the expected passing airspace, airspace discretization processing includes the following steps:

[0017] The airspace is divided into a three-dimensional grid with a square top view and a rectangular cross section, and each discretized airspace is represented as a Cell. j (B, L, H, w, h); where B represents the geodetic latitude of the center of the region, L represents the geodetic longitude of the center of the airspace, H represents the height difference relative to the center of the city, w represents half the width of the grid when viewed from above, and h represents the half height of the solid;

[0018] The closed airspace is discretized by rasterization, and the open airspace is merged N×N. The passable airspace is represented as a connected discrete grid map. The airspace is represented as A i;in, Index number is A idx .

[0019] Further, based on the airspace flight constraint processing result and the data information of the aircraft to be flown, determining whether the aircraft to be flown meets the flight capability requirements of the passable airspace includes the following steps:

[0020] If the aircraft to be flown does not meet the airspace flight constraint requirements, or the airspace along the expected flight route has been closed, it will be judged as impassable;

[0021] If the aircraft to be flown meets the airspace flight constraint capability requirements and the airspace along the expected flight route is not closed, it will be determined to be passable.

[0022] Furthermore, based on the airspace discretization processing result and the aircraft data information of the expected flight route, the airspace flight corridor division processing includes the following steps:

[0023] Based on the airspace discretization processing results and the aircraft data information of the expected flight route, the heading is discretized using each interval scale unit and divided into headings in several directions;

[0024] Based on the heading discretization processing results, the airspace is divided into airspace flight corridors;

[0025] Calculate the aircraft traffic density based on the results of airspace flight corridor division;

[0026] Based on the calculation results of aircraft traffic density and the secondary information of the airspace to be passed, it is determined whether the airspace flight corridor is passable.

[0027] Furthermore, based on the airspace flight corridor division processing result and the airspace opening and closing time, determining the aircraft waiting time and performing the passable airspace flight corridor determination processing includes the following steps:

[0028] Determine the aircraft waiting time based on the airspace flight corridor division results and the airspace opening and closing times;

[0029] Comparison of waiting time based on aircraft waiting time and aircraft allowed waiting time;

[0030] Based on the waiting time comparison results, it is determined whether the airspace flight corridor is passable.

[0031] Further, based on the waiting time comparison processing result, determining whether the airspace flight corridor is passable includes the following steps:

[0032] When the waiting time exceeds the allowed waiting time for the aircraft, the airspace flight corridor is judged to be impassable;

[0033] When the waiting time does not exceed the allowable waiting time for the aircraft and the current airspace status is passable, the airspace flight corridor is judged to be impassable.

[0034] Further, based on the result of the determination and processing of the passable airspace flight corridor and the aircraft data information of the expected flight route, determining the affected range of the aircraft and selecting the airspace flight corridor includes the following steps:

[0035] Based on the results of the determination of the traversable airspace flight corridor and the aircraft data information on the expected flight route, the actual number of aircraft expected to use the airspace flight corridor is calculated;

[0036] Based on the calculation results of the actual number of aircraft in the airspace flight corridor that is expected to be used, determine whether the airspace flight corridor that is expected to be used is passable;

[0037] Determine the impact range of the aircraft flight in the airspace flight corridor expected to be used based on the aircraft data information of the expected flight route;

[0038] Based on the impact range of the aircraft's flight in the airspace flight corridor that is expected to be used, the airspace flight corridor is selected to be changed to reduce the traffic density of the airspace flight corridor.

[0039] Further, determining the affected range of the aircraft flight in the expected airspace flight corridor based on the expected flight route aircraft data information includes the following steps:

[0040] Based on the three-dimensional coordinate data information, aircraft speed data information and aircraft model data information of the expected flight route, the influence range of the wake vortex and downwash of the aircraft in the flight state or stationary state on the expected flight route is calculated;

[0041] Based on the influence range of the aircraft's wake and downwash on the expected flight route, determine the area affected by the expected airspace flight corridor.

[0042] The second aspect of the present application provides a low-altitude flight capacity perception system based on operation identification, comprising:

[0043] A data acquisition unit is used to acquire aircraft data information on the expected flight route, primary information on the expected airspace to be passed, and secondary information on the airspace to be passed;

[0044] A first processing unit is used to perform airspace discretization processing based on aircraft data information of the expected flight route;

[0045] The second processing unit is used to perform airspace flight corridor division processing based on the airspace discretization processing result and the aircraft data information of the expected flight route;

[0046] The third processing unit is used to determine the waiting time of the aircraft and perform the passable airspace flight corridor determination processing based on the airspace flight corridor division processing result and the airspace opening and closing time;

[0047] The fourth processing unit is used to determine the affected range of the aircraft and select the airspace flight corridor based on the processing results of the passable airspace flight corridor and the aircraft data information of the expected flight route.

[0048] The beneficial effects of this application are: starting from the perspective of aircraft operation and taking the distributed operation management of aircraft operation as the starting point, solving the problem of inefficient operation centered on planning; solving the problem of small perception range and insufficient risk perception ability centered on visual flight. From the current situation of inefficient safety and limited perception range, we shift to the core of aircraft operation, focusing on airspace digitization, air corridor delineation, corridor numerical representation, and air corridor traffic assessment, so as to realize distributed operation at low altitude and improve the efficiency of low altitude operation.

[0049] Realize the numerical representation of low-altitude airspace and flight corridors, the digital representation of the aircraft flight impact range, realize the calculation of air corridor density based on aircraft operation identification, and realize the safety assessment of low-altitude aircraft operations.

[0050] By realizing the three-dimensional distribution map of the impact intensity of aircraft wash air and wake vortex, the appropriate airspace flight corridor can be selected, the available airspace information and the time window for passage can be calculated, which greatly improves the utilization rate of airspace resources.

[0051] It achieves a distributed operation management mode to avoid the untimely handling of safety incidents caused by data delays caused by centralized management, which leads to operational risk problems; it realizes numerical representation of operating airspace and flight corridors and provides a digital storage solution; it solves the problem of obtaining distributed real-time capacity information by utilizing real-time airspace information released by the ground, and improves the timeliness of information; it uses operation identification information to improve the information perception range, and combines local prior data information to achieve real-time risk perception, thereby improving the safety level of aircraft operations.

[0052] It realizes the use of operational identification to obtain the position of aircraft within a certain range, and combines with the aircraft database to represent the influence range of the aircraft in the perception system, and judges the passability of the upcoming flight corridor in combination with the aircraft's own operating status. It solves the problem that conventional drones have limited perception range and weak and untimely perception when multiple operating companies share flight corridors. It is especially helpful in improving the utilization rate of airspace resources and the level of flight safety. It can be applied to three types of low-altitude operating airspaces including W, G, and E, and has a wide range of usage scenarios. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0054] Figure 1 It is a schematic diagram of the steps of a low-altitude flight capacity perception method based on operation identification of the present invention;

[0055] Figure 2 It is a schematic diagram of the discretization of the flight airspace of the present invention;

[0056] Figure 3 It is a schematic diagram of the airspace flight corridor division of the present invention;

[0057] Figure 4 This is a schematic diagram of the impact range of an aircraft in a stationary state of the present invention.

[0058] Figure 5 This is a schematic diagram of the influence range of the aircraft in the motion state of the present invention.

[0059] Figure 6 It is a schematic diagram of an operation example of the low-altitude sky corridor of the present invention. DETAILED DESCRIPTION

[0060] The embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0061] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the present invention.

[0062] Embodiment 1:

[0063] A low-altitude flight capacity perception method based on operation identification includes the following steps:

[0064] S101, obtaining aircraft data information of the expected flight route and performing airspace discretization processing;

[0065] The aircraft data information of the expected flight route is obtained through operation identification, and the aircraft data information of the expected flight route includes aircraft three-dimensional coordinate data information, aircraft speed data information, aircraft model data information and expected flight route airspace data information. Based on the aircraft data information of the expected flight route, airspace discretization processing is performed to obtain the airspace discretization processing result.

[0066] Obtaining aircraft data information on the expected flight route and performing airspace discretization processing includes the following steps:

[0067] Based on the airspace data information of the expected flight route and the primary information of the expected passing airspace, the airspace discretization processing is carried out;

[0068] Based on the results of airspace discretization and the primary information of the expected airspace, airspace flight constraints are processed;

[0069] Based on the results of the airspace flight constraint processing and the data information of the aircraft to be flown, it is determined whether the aircraft to be flown meets the flight capability requirements of the passable airspace.

[0070] It should be noted that the first-level information of the expected airspace can be obtained through wireless communication technology or other means. The first-level information of the expected airspace includes three-dimensional data of the expected flight area, aircraft performance requirements for the expected use of the airspace, and prohibitive requirements for aircraft.

[0071] like Figure 2 As shown, based on the airspace data information of the expected flight route and the primary information of the expected passing airspace, the airspace discretization process includes the following steps:

[0072] The airspace is divided into a three-dimensional grid with a square top view and a rectangular cross section, and each discretized airspace is represented as a Cell. j (B, L, H, w, h); where B represents the geodetic latitude of the center of the region, L represents the geodetic longitude of the center of the airspace, H represents the height difference relative to the center of the city, w represents half the width of the grid when viewed from above, and h represents the half height of the solid;

[0073] The closed airspace is discretized by rasterization, and the open airspace is merged N×N. The passable airspace is represented as a connected discrete grid map. The airspace is represented as A i ;in, Index number is A idx .

[0074] By using rasterization to discretize the closed airspace and merging the open airspace N×N, the storage and computation of data can be simplified, greatly improving the data processing efficiency.

[0075] Based on the airspace flight constraint processing result and the data information of the aircraft to be flown, the process of judging whether the aircraft to be flown meets the flight capability requirements of the airspace to be passed includes the following steps:

[0076] If the aircraft to be flown does not meet the airspace flight constraint requirements, or the airspace along the expected flight route has been closed, it will be judged as impassable;

[0077] If the aircraft to be flown meets the airspace flight constraint capability requirements and the airspace along the expected flight route is not closed, it will be determined to be passable.

[0078] Based on the results of airspace flight constraint processing and the data information of the aircraft to be flown, it is determined whether the aircraft to be flown meets the flight capacity requirements of the passable airspace, and the airspace in which the aircraft to be flown can fly and the airspace in which the aircraft to be flown cannot fly are determined.

[0079] S102, based on the airspace discretization processing result and the aircraft data information of the expected flight route, perform airspace flight corridor division processing;

[0080] Based on the aircraft data information of the expected flight route, the airspace discretization processing is performed to obtain the airspace discretization processing result. Based on the airspace discretization processing result and the aircraft data information of the expected flight route, the airspace flight corridor division processing is performed to obtain the airspace flight corridor division processing result. Based on the airspace flight corridor division processing result, the aircraft density calculation processing on the airspace flight corridor is performed. By performing the airspace flight corridor division processing, the passable airspace flight corridor and the inaccessible airspace flight corridor can be obtained.

[0081] Based on the airspace discretization processing results and the aircraft data information of the expected flight route, the airspace flight corridor division processing includes the following steps:

[0082] Based on the airspace discretization processing results and the aircraft data information of the expected flight route, the heading is discretized using each interval scale unit and divided into headings in several directions; (for example, discretization is performed using each interval of 10° scale)

[0083] Based on the heading discretization processing results, the airspace is divided into airspace flight corridors;

[0084] Calculate the aircraft traffic density based on the results of airspace flight corridor division;

[0085] Based on the calculation results of aircraft traffic density and the secondary information of the airspace to be passed, it is determined whether the airspace flight corridor is passable.

[0086] Based on the calculation results of aircraft traffic density and the secondary information of the airspace to be passed, it is determined whether the airspace flight corridor is passable. For example, according to the existing helicopter traffic standards, the floor height is not less than 60m when entering and leaving the airport, that is, If the status of the traffic layer in the selected direction of travel is prohibited, the airspace flight corridor is determined to be impassable; if the status of the traffic layer planned to be selected is passable, the airspace flight corridor is determined to be passable.

[0087] It should be noted that the secondary information of the airspace to be passed includes the layer information of the area, the layer capacity information, and the status information of the pass layer. The layer information includes: the flight direction information of the flight area, the bottom altitude and top altitude information of the layer. The layer capacity information includes: the maximum density of standard passage. The status information of the pass layer includes: the closed or feasible status information of each pass layer in the current airspace.

[0088] like Figure 3 As shown, the pass layer can be expressed as: Among them, A idx is the index number of the airspace; θ is the traffic heading information of the airspace layer, for example, it is discretized using a 10° scale interval, including a direction set to -1, which represents omnidirectional traffic without setting a traffic direction for this traffic layer, so all headings are divided into 37 directions; is the bottom height of the layer; is the top height of the layer; k m It is the standard maximum traffic density, which refers to the traffic density of standard aircraft obtained according to the theoretical interval and traffic path; S is the status information of the current layer being closed or feasible.

[0089] S103, based on the airspace flight corridor division processing result and the airspace opening and closing time, determine the aircraft waiting time, and perform passable airspace flight corridor determination processing;

[0090] Based on the airspace discretization processing results and the aircraft data information of the expected flight route, the airspace flight corridor division processing is carried out to obtain the airspace flight corridor division processing results. By determining the aircraft waiting time based on the airspace flight corridor division processing results and the airspace opening and closing time, the passable airspace flight corridor determination processing is carried out based on the aircraft waiting time to obtain the passable airspace flight corridor determination processing results.

[0091] Based on the results of the airspace flight corridor division and the airspace opening and closing time, the aircraft waiting time is determined, and the passable airspace flight corridor is determined, including the following steps:

[0092] Determine the aircraft waiting time based on the airspace flight corridor division results and the airspace opening and closing times;

[0093] Comparison of waiting time based on aircraft waiting time and aircraft allowed waiting time;

[0094] Based on the waiting time comparison results, it is determined whether the airspace flight corridor is passable.

[0095] By determining the aircraft waiting time based on the results of airspace flight corridor division and the airspace opening and closing times, airspace resources can be further rationally utilized.

[0096] Based on the waiting time comparison processing result, determining whether the airspace flight corridor is passable includes the following steps:

[0097] When the waiting time exceeds the allowed waiting time for the aircraft, the airspace flight corridor is judged to be impassable;

[0098] When the waiting time does not exceed the allowable waiting time for the aircraft and the current airspace status is passable, the airspace flight corridor is judged to be impassable.

[0099] For example, setting T o The time when the airspace is opened. If it is currently open, it is set to 0; T a is the estimated time of arrival of the aircraft at the air corridor; w is the permissible time that an aircraft can stay in the air. When the waiting time exceeds the permissible waiting time of the aircraft, that is, T o >T a +t w , the risk is considered to be the highest and the airspace flight corridor is determined to be impassable. When the airspace status is impassable, or the waiting time does not exceed the aircraft waiting time, that is, T o ≤T a +t w , then the airspace flight corridor is judged to be passable.

[0100] S104, based on the result of the determination and processing of the passable airspace flight corridor and the aircraft data information of the expected flight route, determine the affected range of the aircraft and select the airspace flight corridor;

[0101] Based on the results of the airspace flight corridor division and the airspace opening and closing time, the aircraft waiting time is determined, and the passable airspace flight corridor is determined to obtain the passable airspace flight corridor determination result. Based on the passable airspace flight corridor determination result and the aircraft data information of the expected flight route, the affected range of the aircraft is determined and the airspace flight corridor is selected to reduce the traffic density of the airspace flight corridor.

[0102] Based on the results of the determination and processing of the traversable airspace flight corridor and the aircraft data information of the expected flight route, determining the affected range of the aircraft and selecting the airspace flight corridor includes the following steps:

[0103] Based on the results of the determination of the traversable airspace flight corridor and the aircraft data information on the expected flight route, the actual number of aircraft expected to use the airspace flight corridor is calculated;

[0104] Based on the calculation results of the actual number of aircraft in the airspace flight corridor that is expected to be used, determine whether the airspace flight corridor that is expected to be used is passable;

[0105] Determine the impact range of the aircraft flight in the airspace flight corridor expected to be used based on the aircraft data information of the expected flight route;

[0106] Based on the impact range of the aircraft's flight in the airspace flight corridor that is expected to be used, the airspace flight corridor is selected to be changed to reduce the traffic density of the airspace flight corridor.

[0107] It should be noted that, based on the aircraft data information of the expected flight route, the affected range of the aircraft's flight in the airspace flight corridor expected to be used is determined, and the affected range of the aircraft's flight in the airspace flight corridor expected to be used can be appropriately expanded for risk perception purposes. Adjustments to the affected range of the aircraft's flight in the airspace flight corridor expected to be used all fall within the protection scope of the present invention.

[0108] Determining the impact of the aircraft flight in the expected airspace flight corridor based on the expected flight route aircraft data information includes the following steps:

[0109] Based on the three-dimensional coordinate data information, aircraft speed data information and aircraft model data information of the expected flight route, the influence range of the wake vortex and downwash of the aircraft in the flight state or stationary state on the expected flight route is calculated;

[0110] Based on the influence range of the aircraft's wake and downwash on the expected flight route, determine the area affected by the expected airspace flight corridor.

[0111] like Figure 4 and Figure 5 As shown, by calculating the influence range of the wake vortex and downwash of the aircraft in flight state or stationary state on the expected flight route based on the aircraft three-dimensional coordinate data information, aircraft speed data information and aircraft model data information of the expected flight route, the influence range of the wake vortex and downwash of the aircraft in flight state or stationary state is obtained.

[0112] like Figure 6As shown in the figure, in the cross-domain that the aircraft is about to enter, taking the linear airspace as an example, the airspace is divided into two airspaces, eastward and westward, with a congestion buffer zone and an emergency isolation zone in the middle for emergency and routine isolation. The two sides of the airway airspace are the overtaking areas. According to the above standards, the vertical interval is not less than 60 meters, so it can be considered that it will not be affected by airflow in the vertical direction. Assume that the density upper limit of the air corridor is k m , in order to keep some room for k m It is 80% of the upper limit of the air corridor's operating density. Assume that the length of the air corridor detected by the aircraft is L, and the aircraft data is N. If N≤L×k m , then the air corridor is considered passable; when L×k m ≤N≤1.2L×k m , then the air corridor is considered passable but should be used with caution, so as to be ready to slow down and enter the congestion relief zone at any time to reduce the flight density; when N ≥ 1.2L × k m , then the sky corridor is not accessible. If you are already in the sky corridor, you need to enter the congestion buffer zone to reduce the traffic density.

[0113] The above is a low-altitude flight capacity perception method based on operation identification provided in an embodiment of the present application, and the following is a low-altitude flight capacity perception system based on operation identification provided in an embodiment of the present application.

[0114] A low-altitude flight capacity perception system based on operation identification, comprising:

[0115] A data acquisition unit is used to acquire aircraft data information on the expected flight route, primary information on the expected airspace to be passed, and secondary information on the airspace to be passed;

[0116] A first processing unit is used to perform airspace discretization processing based on aircraft data information of the expected flight route;

[0117] The second processing unit is used to perform airspace flight corridor division processing based on the airspace discretization processing result and the aircraft data information of the expected flight route;

[0118] The third processing unit is used to determine the waiting time of the aircraft and perform the passable airspace flight corridor determination processing based on the airspace flight corridor division processing result and the airspace opening and closing time;

[0119] The fourth processing unit is used to determine the affected range of the aircraft and select the airspace flight corridor based on the processing results of the passable airspace flight corridor and the aircraft data information of the expected flight route.

[0120] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0121] The terms "first", "second" and "third" etc. in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in a sequence other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0122] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0123] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0124] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0125] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A low-altitude flight capacity perception method based on operation identification, characterized in that: The following steps are involved: S101, obtaining aircraft data information of the expected flight route and performing airspace discretization processing; S102, based on the airspace discretization processing result and the aircraft data information of the expected flight route, perform airspace flight corridor division processing; S103, based on the airspace flight corridor division processing result and the airspace opening and closing time, determine the aircraft waiting time, and perform passable airspace flight corridor determination processing; S104. Based on the results of the determination of the passable airspace flight corridor and the aircraft data information of the expected flight route, determine the affected range of the aircraft and select the airspace flight corridor.

2. The low-altitude flight capacity perception method based on operation identification according to claim 1 is characterized in that: The acquisition of aircraft data information on the expected flight route and the airspace discretization process includes the following steps: Based on the airspace data information of the expected flight route and the primary information of the expected passing airspace, the airspace discretization processing is carried out; Based on the results of airspace discretization and the primary information of the expected airspace, airspace flight constraints are processed; Based on the results of the airspace flight constraint processing and the data information of the aircraft to be flown, it is determined whether the aircraft to be flown meets the flight capability requirements of the passable airspace.

3. The low-altitude flight capacity perception method based on operation identification according to claim 2 is characterized in that: The airspace discretization process based on the airspace data information of the expected flight route and the primary information of the expected passing airspace includes the following steps: The airspace is divided into a three-dimensional grid with a square top view and a rectangular cross section, and each discretized airspace is represented as a Cell. j (B, L, H, w, h); where B represents the geodetic latitude of the center of the region, L represents the geodetic longitude of the center of the airspace, H represents the height difference relative to the center of the city, w represents half the width of the grid when viewed from above, and h represents the half height of the solid; The closed airspace is discretized by rasterization, and the open airspace is merged N×N. The passable airspace is represented as a connected discrete grid map. The airspace is represented as A i ;in, 4. The low-altitude flight capacity perception method based on operation identification according to claim 2 is characterized in that: The airspace flight corridor division process based on the airspace discretization processing result and the expected flight route aircraft data information includes the following steps: Based on the discretization results of the airspace and the aircraft data information of the expected flight route, the heading is discretized using each interval scale unit and divided into headings in several directions; Based on the discretization results of heading, the airspace is divided into flight corridors; Calculate the aircraft traffic density based on the results of airspace flight corridor division; Based on the calculation results of aircraft traffic density and the secondary information of the airspace to be passed, it is determined whether the airspace flight corridor is passable.

5. The low-altitude flight capacity perception method based on operation identification according to claim 1 is characterized in that: The airspace flight corridor division process based on the airspace discretization processing result and the expected flight route aircraft data information includes the following steps: Based on the discretization results of the airspace and the aircraft data information of the expected flight route, the heading is discretized using each interval scale unit and divided into headings in several directions; Based on the discretization results of heading, the airspace is divided into flight corridors; Calculate the aircraft traffic density based on the results of airspace flight corridor division; Based on the calculation results of aircraft traffic density and the secondary information of the airspace to be passed, it is determined whether the airspace flight corridor is passable.

6. The low-altitude flight capacity perception method based on operation identification according to claim 1 is characterized in that: The process of determining the waiting time of an aircraft based on the airspace flight corridor division processing result and the airspace opening and closing time, and performing the process of determining the passable airspace flight corridor includes the following steps: Determine the aircraft waiting time based on the airspace flight corridor division results and the airspace opening and closing times; Comparison of waiting time based on aircraft waiting time and aircraft allowed waiting time; Based on the waiting time comparison results, it is determined whether the airspace flight corridor is passable.

7. The low-altitude flight capacity perception method based on operation identification according to claim 6 is characterized in that: The process of determining whether the airspace flight corridor is passable based on the waiting time comparison processing result includes the following steps: When the waiting time exceeds the allowed waiting time for the aircraft, the airspace flight corridor is judged to be impassable; When the waiting time does not exceed the allowable waiting time for the aircraft and the current airspace status is passable, the airspace flight corridor is judged to be impassable.

8. The low-altitude flight capacity perception method based on operation identification according to claim 1 is characterized in that: The method of determining the affected range of the aircraft and selecting the airspace flight corridor based on the passable airspace flight corridor determination processing result and the aircraft data information of the expected flight route includes the following steps: Based on the results of the determination of the traversable airspace flight corridor and the aircraft data information on the expected flight route, the actual number of aircraft expected to use the airspace flight corridor is calculated; Based on the calculation results of the actual number of aircraft in the airspace flight corridor that is expected to be used, determine whether the airspace flight corridor that is expected to be used is passable; Determine the impact range of the aircraft flight in the airspace flight corridor expected to be used based on the aircraft data information of the expected flight route; Based on the impact range of the aircraft's flight in the airspace flight corridor that is expected to be used, the airspace flight corridor is selected to be changed to reduce the traffic density of the airspace flight corridor.

9. The low-altitude flight capacity perception method based on operation identification according to claim 8 is characterized in that: Determining the affected range of the aircraft flight in the airspace flight corridor expected to be used based on the aircraft data information of the expected flight route includes the following steps: Based on the three-dimensional coordinate data information, aircraft speed data information and aircraft model data information of the expected flight route, the influence range of the wake vortex and downwash of the aircraft in the flight state or stationary state on the expected flight route is calculated; Based on the influence range of the aircraft's wake and downwash on the expected flight route, determine the area affected by the expected airspace flight corridor.

10. A low-altitude flight capacity perception system based on operation identification, used to execute the low-altitude flight capacity perception method based on operation identification according to any one of claims 1 to 9, characterized in that: include: A data acquisition unit is used to acquire aircraft data information on the expected flight route, primary information on the expected airspace to be passed, and secondary information on the airspace to be passed; A first processing unit is used to perform airspace discretization processing based on aircraft data information of the expected flight route; The second processing unit is used to perform airspace flight corridor division processing based on the airspace discretization processing result and the aircraft data information of the expected flight route; The third processing unit is used to determine the waiting time of the aircraft and perform the passable airspace flight corridor determination processing based on the airspace flight corridor division processing result and the airspace opening and closing time; The fourth processing unit is used to determine the affected range of the aircraft and select the airspace flight corridor based on the processing results of the passable airspace flight corridor and the aircraft data information of the expected flight route.

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