Aircraft route control method, device, equipment and medium

Abstract

The invention discloses an aircraft route control method, device and equipment and a medium, and belongs to the technical field of low-altitude airspace aircrafts. The aircraft route control method comprises the following steps: for each aircraft in a low-altitude airspace, calculating a first distance between the aircraft and each aircraft in a preset airspace range based on a spatial position coordinate of the aircraft and a spatial position coordinate of each aircraft in the preset airspace range, first information interaction is carried out between the aircrafts in a direct connection communication mode, and the first information comprises spatial position coordinates of the aircrafts; judging whether each first distance is smaller than a preset distance threshold value or not; when the first distance is smaller than the preset distance threshold value, an obstacle avoidance program is triggered to improve the safety of the aircrafts, a real-time and low-delay direct connection communication mode is adopted, data exchange can be rapidly conducted between the aircrafts, efficient conflict detection is achieved, and the safety of the aircrafts is improved.

Description

Technical Field

[0001] The present application relates to the technical field of low-altitude airspace aircraft, and specifically to an aircraft route control method, device, equipment and computer-readable storage medium. Background Art

[0002] With the vigorous development of the low-altitude airspace economy, low-altitude airspace aircraft such as drones and electric vertical take-off and landing vehicles (eVTOL) have been widely used in logistics, emergency rescue, urban air traffic and other fields, and their number has grown exponentially. However, in a high-density flight environment, how to improve the safety of low-altitude airspace aircraft has posed unprecedented challenges to existing airspace management.

[0003] In related technologies, low-altitude aircraft send spatial position coordinates, route information and other information to the airspace management system through the ground base station network system (operator network system), and the airspace management system determines whether there is a risk of conflict between aircraft.

[0004] However, due to the high frequency and close-range flights of aircraft in low-altitude airspace, the demand for communication between aircraft has increased and the amount of data transmission has surged. As a result, the method of using ground base stations for communication between aircraft has resulted in problems such as communication delays, network congestion, and untimely airspace conflict detection, increasing the risk of flight conflicts and safety accidents between aircraft. Summary of the invention

[0005] The present application provides an aircraft route control method, device, equipment and computer-readable storage medium, which can solve the problems existing in the prior art of using ground base stations for communication between aircraft, such as communication delays, network congestion, untimely airspace conflict detection, etc., and increase the technical problem of the risk of flight conflicts and safety accidents between aircraft.

[0006] In a first aspect, an embodiment of the present application provides an aircraft route control method, the aircraft route control method comprising:

[0007] For each aircraft in the low-altitude airspace, based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft within the preset airspace, a first distance between the aircraft and each aircraft within the preset airspace is calculated, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft;

[0008] Determining whether each first distance is less than a preset distance threshold;

[0009] When the first distance is less than a preset distance threshold, an obstacle avoidance program is triggered to improve the safety of the aircraft.

[0010] In combination with the first aspect, in one implementation, the calculating the first distance between the aircraft and each aircraft within a preset airspace includes:

[0011] When the computing power of the aircraft is insufficient, the first distance between the aircraft and each aircraft within the preset airspace is calculated through the edge computing node in the ground base station network system.

[0012] In combination with the first aspect, in one implementation, the method further includes:

[0013] In the case of congestion in the low-altitude airspace, the optimized route of each formation in the low-altitude airspace is calculated by the edge computing nodes in the ground base station network system, so that each formation can adjust from the current route to the optimized route. The formation is composed of several aircraft whose route similarity is greater than the similarity threshold.

[0014] In combination with the first aspect, in one implementation, the calculating the optimized route of each formation in the low-altitude airspace includes:

[0015] For each formation, determining at least two alternative routes based on the current route of the formation;

[0016] Calculate the economic safety quantitative indicators corresponding to the alternative routes based on the safety weight, the safety factor of each aircraft in the formation on each alternative route, the flight cost and the flight time;

[0017] Determine the minimum value of each economic safety quantitative indicator and take the alternative route corresponding to the minimum value as the optimized route.

[0018] In combination with the first aspect, in one implementation, the calculating of the economic safety quantitative index corresponding to the alternative route based on the safety weight, the safety factor, flight cost and flight time of each aircraft in the formation on each alternative route includes:

[0019]

[0020] Among them, f is the alternative route, n is the total number of aircraft in the formation, A f is the economic safety quantitative index corresponding to the alternative route f, C i is the flight cost of the i-th aircraft in the formation on the alternative route f, t i is the flight time of the i-th aircraft in the formation on the alternative route f, λ is the safety weight, S i is the safety factor of the i-th aircraft in the formation on the alternative route f.

[0021] In combination with the first aspect, in one implementation, the method further includes:

[0022] In the case of congestion in the low-altitude airspace, the target formation of each aircraft to be formed in the low-altitude airspace is calculated through the edge computing nodes in the ground base station network system, so that the aircraft to be formed can join the target formation, which is composed of several aircraft whose route similarity is greater than the similarity threshold.

[0023] In combination with the first aspect, in one implementation, calculating the target formation of each aircraft to be formed in the low-altitude airspace includes:

[0024] Determine at least two candidate formations based on current routes of the aircraft to be formed;

[0025] For each candidate formation, based on the compactness weight of the formation, the distance between the aircraft to be formed and each aircraft in the candidate formation, and the energy consumption of each aircraft in the candidate formation, the energy consumption safety quantitative index corresponding to the candidate formation is calculated;

[0026] Determine the minimum value of each energy consumption safety quantitative index, and take the alternative formation corresponding to the minimum value as the target formation.

[0027] In combination with the first aspect, in one implementation, based on the formation compactness weight, the distance between the aircraft to be formed and each aircraft in the alternative formation, and the energy consumption of each aircraft in the alternative formation, the energy consumption safety quantitative index corresponding to the alternative formation is calculated, and the corresponding formula is:

[0028]

[0029] Among them, d is the alternative formation, m is the total number of aircraft in the alternative formation, B d is the energy consumption safety quantitative index corresponding to the alternative formation d, E k is the energy consumption of the kth aircraft in the alternative formation on the alternative formation d, α is the formation compactness weight, D k is the distance between the aircraft to be formed and the kth aircraft in the alternative formation.

[0030] In a second aspect, an embodiment of the present application provides an aircraft route control device, the aircraft route control device comprising:

[0031] a first calculation module, configured to calculate, for each aircraft in the low-altitude airspace, a first distance between the aircraft and each aircraft within the preset airspace based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft within the preset airspace, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft;

[0032] A judging module, used to judge whether each first distance is less than a preset distance threshold;

[0033] The trigger module is used to trigger an obstacle avoidance program to improve the safety of the aircraft when a first distance is less than a preset distance threshold.

[0034] In a third aspect, an embodiment of the present application provides an aircraft route control device, comprising a processor, a memory, and an aircraft route control program stored in the memory and executable by the processor, wherein when the aircraft route control program is executed by the processor, the steps of the aircraft route control method as described in any one of the first aspects are implemented.

[0035] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which is stored an aircraft route control method program. When the aircraft route control method program is executed by a processor, the steps of the aircraft route control method as described in any one of the first aspects are implemented.

[0036] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0037] For each aircraft in the low-altitude airspace, the first distance between the aircraft and each aircraft in the preset airspace is calculated based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft in the preset airspace, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft; determine whether each first distance is less than a preset distance threshold; when there is a first distance less than the preset distance threshold, trigger an obstacle avoidance program. The present application adopts a real-time, low-latency direct communication method to enable rapid data exchange between aircraft, achieve efficient conflict detection, and improve the safety of aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A block diagram of the aircraft route control system based on A2X direct communication provided in this application;

[0039] Figure 2 The UAV pre-flight route control flow chart provided for this application;

[0040] Figure 3 This is a flow chart of the first embodiment of the aircraft route control method of the present application;

[0041] Figure 4 The flight control flow chart of the drone provided for this application;

[0042] Figure 5 The post-flight stage route control flow chart for the drone provided for this application;

[0043] Figure 6This is a schematic diagram of the functional modules of an embodiment of an aircraft route control device of the present application;

[0044] Figure 7 This is a schematic diagram of the hardware structure of the aircraft route control equipment involved in the embodiment of the present application. DETAILED DESCRIPTION

[0045] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0046] The aircraft route control method provided in this application is applied to an aircraft route control system based on A2X (Aircraft to Everything) direct communication. Figure 1 The block diagram of the aircraft route control system based on A2X direct communication provided for this application is composed of multiple subsystems, each of which works together to ensure the efficient operation of aircraft such as drones and eVTOL in complex low-altitude airspace environments. The system includes: airspace management system (UTM / U-Space), ground base station network system, automated flight and route planning system, emergency response and obstacle avoidance system, and low-altitude airspace aircraft.

[0047] Among them, the airspace management system is responsible for airspace authorization, flight planning, conflict detection and obstacle avoidance management, and mainly includes: airspace optimization and authorization module, conflict detection and avoidance module and formation management and collaboration module. Among them, the airspace optimization and authorization module is used to analyze the use of airspace, issue flight authorization and optimized routes to drones; the conflict detection and avoidance module is used to monitor the airspace in real time, detect potential conflicts between aircraft, and provide avoidance instructions; the formation management and collaboration module is used to manage the formation flight of drones and eVTOLs, coordinate formation formations, and allocate and adjust tasks.

[0048] The ground base station network system includes communication base stations and edge computing nodes, which are responsible for receiving aircraft data, performing route optimization and conflict detection, assisting aircraft in complex computing tasks, and processing communications between aircraft and airspace management systems. The ground base station network system not only has traditional communication functions, but also has A2X direct communication capabilities, allowing aircraft to communicate with other aircraft or base stations through base stations.

[0049] The automated flight and route planning system is responsible for generating and optimizing the drone's route and providing the optimal path based on mission requirements, airspace usage and flight data.

[0050] The emergency response and obstacle avoidance system monitors the flight environment in real time and automatically adjusts the flight path according to emergencies (such as weather, obstacles, and other aircraft) to ensure safety.

[0051] The low-altitude airspace aircraft includes an A2X direct communication module, a flight navigation module and a real-time monitoring module. Among them, the flight navigation module is used for navigation and heading control, and receives route planning instructions from the airspace management system; the real-time monitoring module is used to obtain flight data (such as position, speed, altitude) in real time and feed it back to the airspace management system or the ground base station network system; the A2X direct communication module is used to communicate directly with other aircraft, ground base station network systems, and airspace management systems within the preset airspace range, and exchange real-time location information, flight status, and formation data. Preferably, the direct communication interface is 3GPPPC5.

[0052] In the pre-flight stage, after the drone or eVTOL is started, it applies for airspace authorization from the airspace management system and submits a flight plan; the airspace management system generates an initial route based on the current airspace status and aircraft mission requirements, and sends it to the aircraft. Figure 2 A flowchart of the route control during the pre-flight phase of a drone flight is provided for this application.

[0053] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0054] In a first aspect, an embodiment of the present application provides an aircraft route control method.

[0055] In one embodiment, referring to Figure 3 , Figure 3 This is a flow chart of the first embodiment of the aircraft route control method of the present application. Figure 3 As shown, the aircraft route control method includes:

[0056] Step 310: for each aircraft in the low-altitude airspace, based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft in the preset airspace, calculate a first distance between the aircraft and each aircraft in the preset airspace, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft;

[0057] The preset airspace range is a spherical range or a rectangular range with the aircraft itself as the center point.

[0058] During specific implementation, each aircraft in the low-altitude airspace establishes a direct communication link with the direct communication modules of other aircraft in the preset airspace during the flight stage to achieve first information exchange, where the first information includes the spatial position coordinates and route of the aircraft.

[0059] Each aircraft dynamically calculates the first distance between the aircraft based on its own spatial position coordinates and the spatial position coordinates of each aircraft within the preset airspace range obtained through the ACX direct connection module. The formula corresponding to calculating the first distance is:

[0060]

[0061] Among them, C ij is the first distance between the i-th aircraft and the j-th aircraft, (x i ,y i ,z i ) is the spatial position coordinate of the i-th aircraft, (x j ,y j ,z j ) is the spatial position coordinate of the j-th aircraft.

[0062] Step 320: determine whether each first distance is less than a preset distance threshold;

[0063] Step 330: When the first distance is less than a preset distance threshold, an obstacle avoidance program is triggered to improve the safety of the aircraft.

[0064] Furthermore, whether there is a risk of conflict is detected by judging whether each first distance is less than a preset distance threshold. It can be understood that when all first distances are greater than the preset distance threshold, it is determined that there is no risk of conflict; when there is a first distance less than the preset distance threshold, it is determined that there is a risk of conflict, and it is necessary to trigger the obstacle avoidance program to adjust the route to avoid obstacles, thereby improving the safety of the aircraft.

[0065] In this embodiment, for each aircraft in the low-altitude airspace, the first distance between the aircraft and each aircraft within the preset airspace is calculated based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft within the preset airspace, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft; it is determined whether each first distance is less than a preset distance threshold; when there is a first distance less than the preset distance threshold, an obstacle avoidance program is triggered. The present application adopts a real-time, low-latency direct communication method to enable rapid data exchange between aircraft, achieve efficient conflict detection, and improve the safety of aircraft.

[0066] When each aircraft in the low-altitude airspace is in flight, if the aircraft computing power is insufficient or the low-altitude airspace is congested, the drone can request edge computing support from the edge computing node, and there will be frequent data interaction between the edge computing node and the ground base station. After the aircraft requests edge computing support, the edge computing node collaborates with the UTM through the ground base station to process complex tasks, such as formation planning, route optimization, and conflict detection.

[0067] Among them, UTM plays an important role in each link of formation route optimization, dynamic task adjustment, conflict detection and formation disbanding, ensuring that each decision meets airspace management requirements and avoids conflicts with other aircraft or formations. UTM will feed back airspace management information to the ground base station network system and edge computing nodes at each stage.

[0068] Furthermore, in one embodiment, the calculating the first distance between the aircraft and each aircraft within the preset airspace includes:

[0069] When the computing power of the aircraft is insufficient, the first distance between the aircraft and each aircraft within the preset airspace is calculated through the edge computing node in the ground base station network system.

[0070] In specific implementation, if the aircraft computing power is insufficient during the flight phase, complex computing tasks can be offloaded to the ground base station network system. Complex computing tasks include calculating the first distance between the aircraft and each aircraft within the preset airspace, optimizing the formation route, determining the target formation of the aircraft to be formed, etc., and implementing relevant detection with the assistance of the ground base station network system. In airspace congestion or other potential conflicts, the edge computing node works in conjunction with the ground base station network system and UTM to ensure rapid response.

[0071] In this embodiment, when the computing power of the aircraft is insufficient, the first distance between the aircraft and each aircraft within the preset airspace is calculated through the edge computing node in the ground base station network system, thereby offloading the computing task to the ground base station network system, reducing its own computing power burden, and improving flight efficiency. The ground base station network system assists in conflict detection, realizes efficient conflict detection, and improves the safety of the aircraft.

[0072] Furthermore, in one embodiment, the method further includes:

[0073] In the case of congestion in the low-altitude airspace, the optimized route of each formation in the low-altitude airspace is calculated by the edge computing nodes in the ground base station network system, so that each formation can adjust from the current route to the optimized route. The formation is composed of several aircraft whose route similarity is greater than the similarity threshold.

[0074] Among them, the route similarity is determined based on the take-off point, route point and destination of each aircraft in the formation.

[0075] For example, a formation composed of several drones whose route similarity is greater than the similarity threshold is taken as an example. In the case of congestion in the low-altitude airspace, the formation pilot drone requests edge computing support from the edge computing node in the ground base station network system according to mission requirements and airspace environment changes. The edge computing node first determines at least two alternative routes based on the current route of the formation; then determines the optimal route from the alternative routes; finally, through the ground base station and UTM collaboration, the optimized route is fed back to the formation pilot drone. The formation pilot drone then transmits the optimized route to each member of the formation in a direct communication manner, so that the formation can adjust from the current route to the optimized route.

[0076] Similarly, the formation disbanding process is that the formation leading drone requests edge computing support from the edge computing node in the ground base station network system to assist in analyzing the disbanding timing based on the mission completion status and environmental changes. The UTM approves and feeds back the disbanding data to ensure the flight safety of the drone after disbanding.

[0077] In this embodiment, when there is congestion in the low-altitude airspace, the optimized routes of each formation in the low-altitude airspace are calculated by the edge computing nodes in the ground base station network system, so that each formation can adjust from the current route to the optimized route, thereby offloading the computing tasks to the ground base station network system, reducing its own computing power burden, and improving flight efficiency. The ground base station network system assists in optimizing the routes of formations in the low-altitude airspace, realizes real-time adjustment of routes, and ensures the efficiency and safety of the routes.

[0078] Further, in one embodiment, the calculating of the optimized routes of each formation in the low-altitude airspace includes:

[0079] Step 410: for each formation, determine at least two alternative routes based on the current route of the formation;

[0080] In the specific implementation, for each formation, assuming that the current route of the formation is from departure point A to destination D, while ensuring departure point A and destination D, the determined alternative route can be departure point A-travel point B-destination D, the alternative route can also be departure point A-travel point C-destination D, etc.

[0081] Step 420, calculating the economic safety quantitative index corresponding to the alternative route based on the safety weight, the safety factor of each aircraft in the formation on each alternative route, the flight cost and the flight time;

[0082] During specific implementation, the safety weight, the safety factor of each aircraft in the formation on each alternative route, the flight cost and the flight time are substituted into the calculation formula to calculate the quantitative economic safety indicators corresponding to the alternative routes.

[0083] The calculation formula is:

[0084]

[0085] Among them, f is the alternative route, n is the total number of aircraft in the formation, A f is the economic safety quantitative index corresponding to the alternative route f, C i is the flight cost of the i-th aircraft in the formation on the alternative route f, t i is the flight time of the i-th aircraft in the formation on the alternative route f, λ is the safety weight, S i is the safety factor of the i-th aircraft in the formation on the alternative route f. λ is a calibration value and can be flexibly set according to actual needs.

[0086] Step 430: determine the minimum value of each economic safety quantitative index, and use the alternative route corresponding to the minimum value as the optimized route.

[0087] After obtaining the economic safety quantitative index corresponding to each alternative route, the minimum value is determined from each economic safety quantitative index, and the alternative route corresponding to the minimum value is used as the optimized route.

[0088] In this embodiment, it is specifically provided how to calculate the optimized routes of each formation in the low-altitude airspace, so as to quickly determine the optimized routes and ensure the efficiency and safety of the routes.

[0089] Furthermore, in one embodiment, the method further includes:

[0090] In the case of congestion in the low-altitude airspace, the target formation of each aircraft to be formed in the low-altitude airspace is calculated through the edge computing nodes in the ground base station network system, so that the aircraft to be formed can join the target formation, which is composed of several aircraft whose route similarity is greater than the similarity threshold.

[0091] In the case of congestion in low-altitude airspace, the aircraft to be formed requests edge computing support from the edge computing node in the ground base station network system to determine the target formation. The edge computing node first determines at least two alternative formations based on the current route of the aircraft to be formed; then determines the target formation from the alternative formations; finally, through the collaboration of the ground base station and UTM, the target formation is fed back to the aircraft to be formed and the pilot drone of the target formation. Then the pilot drone of the target formation transmits the information to each member of the formation in a direct communication mode, so that the aircraft to be formed can join the target formation.

[0092] In this embodiment, when there is congestion in the low-altitude airspace, the target formation of each aircraft to be formed in the low-altitude airspace is calculated by the edge computing nodes in the ground base station network system, so that the aircraft to be formed can join the target formation, thereby offloading the computing tasks to the ground base station network system, reducing its own computing power burden, and improving flight efficiency. The ground base station network system assists in determining the target formation of the aircraft to be formed, which can effectively improve the efficiency of airspace utilization, reduce energy consumption, and realize dynamic adjustment of the target formation.

[0093] Furthermore, in one embodiment, the calculation of the target formation of each aircraft to be formed in the low-altitude airspace includes:

[0094] Step 510: Determine at least two candidate formations based on the current routes of the aircraft to be formed;

[0095] In the specific implementation, assuming that the current route of the aircraft to be formed is from departure point A to destination D, while ensuring departure point A and destination D, the formation with the route of departure point A-travel point B-destination D can be used as an alternative formation, or the formation with the route of departure point A-travel point C-destination D can be used as an alternative formation, and so on.

[0096] Step 520: for each candidate formation, based on the formation compactness weight, the distance between the aircraft to be formed and each aircraft in the candidate formation, and the energy consumption of each aircraft in the candidate formation, calculate the energy consumption safety quantitative index corresponding to the candidate formation;

[0097] During the specific implementation, for each alternative formation, the formation compactness weight, the distance between the aircraft to be formed and each aircraft in the alternative formation, and the energy consumption of each aircraft in the alternative formation are substituted into the corresponding calculation formula to calculate the energy consumption safety quantitative index corresponding to the alternative formation.

[0098] The calculation formula is:

[0099]

[0100] Among them, d is the alternative formation, m is the total number of aircraft in the alternative formation, B d is the energy consumption safety quantitative index corresponding to the alternative formation d, E k is the energy consumption of the kth aircraft in the alternative formation on the alternative formation d, α is the formation compactness weight, D k is the distance between the aircraft to be formed and the kth aircraft in the candidate formation. α is a calibration value, which can be flexibly set according to actual needs.

[0101] Step 530: determine the minimum value among the energy consumption safety quantitative indicators, and use the alternative formation corresponding to the minimum value as the target formation.

[0102] After obtaining the energy consumption safety quantitative index corresponding to each alternative formation, the minimum value is determined from each energy consumption safety quantitative index, and the alternative formation corresponding to the minimum value is used as the target formation.

[0103] In this embodiment, a specific method of determining the target formation of each aircraft to be formed in the low-altitude airspace is given to ensure that a safe distance can be maintained while reducing energy consumption during formation flight, thereby achieving rapid determination of the target formation of the aircraft to be formed.

[0104] Figure 4 The flowchart of route control during the mid-flight phase of the drone flight provided for this application.

[0105] In the post-flight phase, after the aircraft completes the flight mission, it reports the mission status and flight data to the airspace management system. The flight data is uploaded to the airspace management system, and the airspace management system optimizes the use of airspace based on the flight data. Figure 5 A flowchart of the post-flight route control of drones provided for this application.

[0106] In a second aspect, an embodiment of the present application also provides an aircraft route control device.

[0107] In one embodiment, referring to Figure 6 , Figure 6 This is a functional module diagram of an embodiment of the aircraft route control device of the present application. Figure 6 As shown, the aircraft route control device 600 includes:

[0108] The first calculation module 601 is used to calculate, for each aircraft in the low-altitude airspace, a first distance between the aircraft and each aircraft within the preset airspace based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft within the preset airspace, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft;

[0109] A determination module 602 is used to determine whether each first distance is less than a preset distance threshold;

[0110] The trigger module 603 is used to trigger the obstacle avoidance program to improve the safety of the aircraft when the first distance is less than a preset distance threshold.

[0111] Furthermore, in one embodiment, the first calculation module is specifically used for:

[0112] When the computing power of the aircraft is insufficient, the first distance between the aircraft and each aircraft within the preset airspace is calculated through the edge computing node in the ground base station network system.

[0113] Furthermore, in one embodiment, the aircraft route control device further includes a second calculation module, and the second calculation module is specifically used for:

[0114] In the case of congestion in the low-altitude airspace, the optimized route of each formation in the low-altitude airspace is calculated by the edge computing nodes in the ground base station network system, so that each formation can adjust from the current route to the optimized route. The formation is composed of several aircraft whose route similarity is greater than the similarity threshold.

[0115] Furthermore, in one embodiment, the second calculation module is specifically used for:

[0116] For each formation, determining at least two alternative routes based on the current route of the formation;

[0117] Calculate the economic safety quantitative indicators corresponding to the alternative routes based on the safety weight, the safety factor of each aircraft in the formation on each alternative route, the flight cost and the flight time;

[0118] Determine the minimum value of each economic safety quantitative indicator and take the alternative route corresponding to the minimum value as the optimized route.

[0119] Furthermore, in one embodiment, the second calculation module is specifically used to calculate the economic safety quantitative index corresponding to the alternative route according to the following formula:

[0120]

[0121] Among them, f is the alternative route, n is the total number of aircraft in the formation, A f is the economic safety quantitative index corresponding to the alternative route f, C i is the flight cost of the i-th aircraft in the formation on the alternative route f, t i is the flight time of the i-th aircraft in the formation on the alternative route f, λ is the safety weight, S i is the safety factor of the i-th aircraft in the formation on the alternative route f.

[0122] Furthermore, in one embodiment, the aircraft route control device further includes a third calculation module, and the third calculation module is specifically used for:

[0123] In the case of congestion in the low-altitude airspace, the target formation of each aircraft to be formed in the low-altitude airspace is calculated through the edge computing nodes in the ground base station network system, so that the aircraft to be formed can join the target formation, which is composed of several aircraft whose route similarity is greater than the similarity threshold.

[0124] Furthermore, in one embodiment, the third calculation module is specifically used for:

[0125] Determine at least two candidate formations based on current routes of the aircraft to be formed;

[0126] For each candidate formation, based on the compactness weight of the formation, the distance between the aircraft to be formed and each aircraft in the candidate formation, and the energy consumption of each aircraft in the candidate formation, the energy consumption safety quantitative index corresponding to the candidate formation is calculated;

[0127] Determine the minimum value of each energy consumption safety quantitative index, and take the alternative formation corresponding to the minimum value as the target formation.

[0128] Furthermore, in one embodiment, the third calculation module is specifically used to calculate the energy consumption safety quantitative index corresponding to the candidate formation according to the following formula:

[0129]

[0130] Among them, d is the alternative formation, m is the total number of aircraft in the alternative formation, B d is the energy consumption safety quantitative index corresponding to the alternative formation d, e k is the energy consumption of the kth aircraft in the alternative formation on the alternative formation d, α is the formation compactness weight, D k is the distance between the aircraft to be formed and the kth aircraft in the alternative formation.

[0131] Among them, the functional implementation of each module in the above-mentioned aircraft route control device corresponds to the various steps in the above-mentioned aircraft route control method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0132] In a third aspect, an embodiment of the present application provides an aircraft route control device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0133] Reference Figure 7 , Figure 7 Schematic diagram of the hardware structure of the aircraft route control device involved in the embodiment of the present application. In the embodiment of the present application, the aircraft route control device may include a processor, a memory, a communication interface and a communication bus.

[0134] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0135] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces, which are used to interconnect the devices inside the aircraft route control equipment, and interfaces used to interconnect the aircraft route control equipment with other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, a fiber optic interface, an ATM interface, etc.; the user device can be a display, a keyboard, etc.

[0136] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0137] The processor may be a general-purpose processor, which may call the aircraft route control program stored in the memory and execute the aircraft route control method provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the aircraft route control program is called may refer to the various embodiments of the aircraft route control method of the present application, which will not be described in detail here.

[0138] Those skilled in the art will understand that Figure 7 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0139] In a fourth aspect, an embodiment of the present application also provides a computer-readable storage medium.

[0140] An aircraft route control program is stored on the computer-readable storage medium of the present application, wherein when the aircraft route control program is executed by a processor, the steps of the above-mentioned aircraft route control method are implemented.

[0141] Among them, the method implemented when the aircraft route control program is executed can refer to the various embodiments of the aircraft route control method of the present application, and will not be repeated here.

[0142] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0143] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0144] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0145] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0146] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0147] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0148] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for controlling an aircraft route, characterized in that: The aircraft route control method comprises: For each aircraft in the low-altitude airspace, based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft within the preset airspace, a first distance between the aircraft and each aircraft within the preset airspace is calculated, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft; Determining whether each first distance is less than a preset distance threshold; When the first distance is less than a preset distance threshold, an obstacle avoidance program is triggered to improve the safety of the aircraft.

2. The aircraft route control method according to claim 1, characterized in that: The calculating the first distance between the aircraft and each aircraft within the preset airspace includes: When the computing power of the aircraft is insufficient, the first distance between the aircraft and each aircraft within the preset airspace is calculated through the edge computing node in the ground base station network system.

3. The aircraft route control method according to claim 1, characterized in that: The method further comprises: In the case of congestion in the low-altitude airspace, the optimized route of each formation in the low-altitude airspace is calculated by the edge computing nodes in the ground base station network system, so that each formation can adjust from the current route to the optimized route. The formation is composed of several aircraft whose route similarity is greater than the similarity threshold.

4. The aircraft route control method according to claim 3, characterized in that: The calculation of the optimized routes of each formation in the low-altitude airspace includes: For each formation, determining at least two alternative routes based on the current route of the formation; Calculate the economic safety quantitative indicators corresponding to the alternative routes based on the safety weight, the safety factor of each aircraft in the formation on each alternative route, the flight cost and the flight time; Determine the minimum value of each economic safety quantitative indicator and take the alternative route corresponding to the minimum value as the optimized route.

5. The aircraft route control method according to claim 4, characterized in that: The economic safety quantitative index corresponding to the alternative route is calculated based on the safety weight, the safety factor of each aircraft in the formation on each alternative route, the flight cost and the flight time, including: Among them, f is the alternative route, n is the total number of aircraft in the formation, A f is the economic safety quantitative index corresponding to the alternative route f, C i is the flight cost of the i-th aircraft in the formation on the alternative route f, t i is the flight time of the i-th aircraft in the formation on the alternative route f, λ is the safety weight, S i is the safety factor of the i-th aircraft in the formation on the alternative route f.

6. The aircraft route control method according to claim 1, characterized in that: The method further comprises: In the case of congestion in the low-altitude airspace, the target formation of each aircraft to be formed in the low-altitude airspace is calculated through the edge computing nodes in the ground base station network system, so that the aircraft to be formed can join the target formation, which is composed of several aircraft whose route similarity is greater than the similarity threshold.

7. The aircraft route control method according to claim 6, characterized in that: The calculation of the target formation of each aircraft to be formed in the low-altitude airspace includes: Determine at least two candidate formations based on current routes of the aircraft to be formed; For each candidate formation, based on the compactness weight of the formation, the distance between the aircraft to be formed and each aircraft in the candidate formation, and the energy consumption of each aircraft in the candidate formation, the energy consumption safety quantitative index corresponding to the candidate formation is calculated; Determine the minimum value of each energy consumption safety quantitative index, and take the alternative formation corresponding to the minimum value as the target formation.

8. The aircraft route control method according to claim 7, characterized in that: The energy consumption safety quantitative index corresponding to the alternative formation is calculated based on the formation compactness weight, the distance between the aircraft to be formed and each aircraft in the alternative formation, and the energy consumption of each aircraft in the alternative formation. The corresponding formula is: Among them, d is the alternative formation, m is the total number of aircraft in the alternative formation, B d is the energy consumption safety quantitative index corresponding to the alternative formation d, E k is the energy consumption of the kth aircraft in the alternative formation on the alternative formation d, α is the formation compactness weight, D k is the distance between the aircraft to be formed and the kth aircraft in the alternative formation.

9. An aircraft route control device, characterized in that: The aircraft route control device comprises: a first calculation module, configured to calculate, for each aircraft in the low-altitude airspace, a first distance between the aircraft and each aircraft within the preset airspace based on the spatial position coordinates of the aircraft itself and the spatial position coordinates of each aircraft within the preset airspace, wherein the aircraft exchange first information in a direct communication manner, and the first information includes the spatial position coordinates of the aircraft; A judging module, used to judge whether each first distance is less than a preset distance threshold; The trigger module is used to trigger an obstacle avoidance program to improve the safety of the aircraft when a first distance is less than a preset distance threshold.

10. An aircraft route control device, characterized in that: The aircraft route control device includes a processor, a memory, and an aircraft route control program stored in the memory and executable by the processor, wherein when the aircraft route control program is executed by the processor, the steps of the aircraft route control method as described in any one of claims 1 to 8 are implemented.

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