Urban aircraft landing path planning method, urban planning method combined with flight path, system and storage medium

Abstract

The present invention provides a method for planning a landing path for an urban aircraft, a method for planning an urban path combined with a flight route, a system and a storage medium, including: obtaining a flight abnormality request of an aircraft; determining at least one pending alternate landing point and at least one alternative route of the aircraft according to the flight abnormality request; adjusting the scoring weight of the scoring parameter of the alternative route in combination with the abnormality level of the flight abnormality request, and calculating the comprehensive score of each alternative route; sending the alternative route with the highest comprehensive score to the aircraft. Comprehensively considering the impact that may be caused to the vertical space management of the city during the alternate landing or forced landing of low-altitude flight, and under the condition of ensuring the safety of urban buildings and personnel, the scoring weight is adjusted in combination with the abnormality level of the aircraft, and the alternate landing route that best fits the abnormal situation of the aircraft is selected to achieve a safe landing.

Description

Technical Field

[0001] The present invention relates to the field of low-altitude flight, and in particular to a method for planning a landing path for an urban aircraft, a method for planning an urban area combined with flight routes, a system and a storage medium. Background Art

[0002] Urban Air Mobility (UAM) refers to the use of electric vertical take-off and landing (eVTOL) or short-distance take-off and landing aircraft and related facilities and equipment to achieve manned and cargo air transportation in low-altitude urban airspace. As a new type of air transportation tool, eVTOL can fly short distances in cities, connecting the city center with surrounding areas, providing fast transportation options, and significantly reducing the time spent on the journey.

[0003] Considering that UAM dynamic airspace is a complex system that is adjusted and managed according to real-time flight activities, weather conditions, ground obstacles and other factors, it involves multiple variables and constraints, such as weather, air traffic flow, aircraft performance parameters, and various safety and regulatory requirements. Unlike the route optimization of traditional high-altitude civil aviation transport aircraft, eVTOL flies in UAM dynamic airspace. Since the flight altitude is generally maintained below a few hundred meters, generally not exceeding 1,000 meters, its flight route not only shuttles through densely populated urban areas, but also often faces complex and changeable flight environments, such as unpredictable weather conditions, crosswind areas within the city, bird activity areas, dense buildings and other low-altitude obstacles, which greatly increase the complexity and potential risks of flight. Therefore, eVTOL has higher requirements for the real-time nature of route changes. Any delay may accumulate risks and even lead to irreversible consequences.

[0004] Therefore, eVTOL needs to be equipped with advanced navigation and obstacle avoidance systems, which need to be able to perceive environmental changes in real time and automatically perform emergency avoidance operations. However, due to the complexity of the components, the navigation and obstacle avoidance systems may fail; and other emergencies may occur during the flight, such as bird strikes, etc. Therefore, the pilot or ground control center also needs to monitor the flight process at all times so that they can make quick decisions in emergency situations to ensure safety.

[0005] Under current technical conditions, low-altitude aircraft usually rely on pilot experience or ground control center instructions to decide to go to the nearest take-off and landing point when faced with emergencies. However, with the continuous development of the low-altitude economy, the continuous maturity of eVTOL operations and the increasing number of operations, it is impossible to equip each aircraft with experienced pilots. In addition, considering the different busyness of eVTOL take-off and landing points and the extremely high flexibility of eVTOL route planning, eVTOL cannot obtain the optimal route adjustment plan in emergencies, which not only easily increases flight costs, but may also cause certain safety hazards; and if complex algorithms or large neural network models are used, not only will there be a high hardware threshold, but also in the process of route calculation, it will take a long time to calculate. This results in the inability to complete route adjustments in a timely manner when faced with actual situations; especially when more urgent situations occur, the delay caused by calculations may lead to serious consequences.

[0006] Therefore, there is an urgent need for a low-altitude route switching method that can quickly provide the optimal route adjustment plan for the operating eVTOL in an emergency to ensure flight safety and efficiency. Summary of the invention

[0007] Based on this, the present invention provides an urban aircraft landing path planning method and an urban planning method combined with flight routes. Based on the urban vertical space management, the present invention comprehensively considers the impact that low-altitude flight alternate landing or forced landing may have on the urban vertical space management, and selects the optimal alternate landing route while ensuring the safety of urban buildings and personnel so that low-altitude flying aircraft can land safely when a malfunction occurs.

[0008] In a first aspect, the present invention provides a method for urban aircraft landing path planning, comprising:

[0009] Get the flight abnormality request of the aircraft;

[0010] Determine at least one alternate landing point and at least one alternative route for the aircraft according to the flight anomaly request;

[0011] adjusting the scoring weights of the alternative route scoring parameters in combination with the abnormality level of the flight abnormality request, and calculating the comprehensive score of each alternative route;

[0012] Sending the alternative route with the highest comprehensive score to the aircraft;

[0013] Among them, the scoring parameters of the alternative routes include the building height along the alternative routes, the building density along the alternative routes, the population density along the alternative routes, the weather indicators along the alternative routes, the traffic congestion level of the alternative landing points corresponding to the alternative routes, and the electromagnetic distribution intensity along the alternative routes.

[0014] The flight anomaly request includes the real-time coordinate information of the aircraft, the original planned route, the anomaly code and the anomaly level.

[0015] The abnormality levels of the flight abnormality request include minor abnormality, general abnormality, severe abnormality and emergency abnormality.

[0016] Further, determining at least one alternate landing point of the aircraft according to the flight abnormality request includes:

[0017] When the abnormality level of the flight abnormality request is a minor abnormality, obtaining at least one pending alternate landing point within a first preset distance range of the original destination landing point of the original planned route;

[0018] When the abnormality level of the flight abnormality request is a general abnormality, obtaining at least one pending alternate landing point within a second preset distance range of each preset waypoint of the originally planned route, and after receiving the confirmation alternate landing instruction sent by the pilot, selecting at least one pending alternate landing point of the preset waypoint closest to the real-time coordinate information of the aircraft;

[0019] When the abnormality level of the flight abnormality request is a serious abnormality, obtaining at least one pending alternate landing point within a second preset distance range of a preset waypoint closest to the real-time coordinate information of the aircraft;

[0020] When the abnormality level of the flight abnormality request is an emergency abnormality, at least one pending alternate landing point is obtained within a third preset distance range of the real-time coordinate information of the aircraft.

[0021] Furthermore, the scoring weight of the alternative route scoring parameter is adjusted in combination with the abnormality level of the flight abnormality request, specifically:

[0022] Acquiring low-altitude route switching history data of the aircraft, the low-altitude route switching history data including historical abnormality levels of abnormal requests of the aircraft, historical alternative routes, and historical scoring parameters of the historical alternative routes;

[0023] Inputting the low-altitude route switching historical data into a preset decision tree model to obtain a trained scoring weight decision tree model;

[0024] The abnormality level of the flight abnormality request and the scoring parameters of each alternative route are input into the trained scoring weight decision tree model to obtain the adjusted scoring weights of the scoring parameters of the alternative route.

[0025] Furthermore, the expression of the scoring weight is:

[0026] ,

[0027] in, For the The scoring weights, For the The first adjustment coefficient of the scoring weight, For the The second adjustment factor of the scoring weight, is the aircraft abnormality level, .

[0028] Furthermore, the specific expression of the comprehensive score of each alternative route is:

[0029]

[0030] in, For the The overall rating of the alternative routes. is the normalized first scoring weight, For the Building heights along the alternative routes, is the normalized second scoring weight, For the Building density along the alternative routes, is the normalized third scoring weight, For the Population density along the alternative routes, is the normalized fourth scoring weight, For the Weather indicators along the alternative routes, is the normalized fifth scoring weight, For the The traffic congestion level of the alternate landing point corresponding to the alternative route, is the normalized sixth scoring weight, For the The electromagnetic distribution intensity along the alternative routes.

[0031] Further, the determining at least one alternate landing point for the aircraft according to the flight abnormality request further includes:

[0032] Obtain at least one available alternate landing point in a preset area;

[0033] Adjusting the location weight of at least one location factor of the available alternate landing point according to the abnormality code in the aircraft abnormality request;

[0034] Calculate the site selection evaluation of each alternate landing point by combining the site selection factors and site selection weights of the available alternate landing points;

[0035] Sort the alternate landing points from high to low according to the site selection evaluation to obtain the pending alternate landing points.

[0036] In a second aspect, the present invention further provides a method for urban planning in combination with flight routes, comprising:

[0037] Acquire historical alternate landing information of abnormal landing of an aircraft in a city within a historical period, wherein the historical alternate landing information includes the alternative routes sent to the aircraft in the first aspect;

[0038] Obtain the trend curve of personnel activity and building health for each grid in the city;

[0039] Combining the regional attributes of each grid and the initial personnel activity score and initial building health score of each grid in the initial period, and inputting them into the preset neural network, a personnel activity prediction trend curve and a building health prediction trend curve are obtained;

[0040] If the degree of fit between the personnel activity trend curve in the grid and the personnel activity prediction trend curve is less than a first threshold, or the degree of fit between the building health trend curve in the grid and the building health prediction trend curve is less than a second threshold, urban planning warning information is generated based on the personnel activity trend curve or the building health trend curve in the grid and the historical alternate landing information in the grid.

[0041] In a third aspect, the present invention further provides an urban aircraft landing path planning system, the system comprising a memory and a processor, the memory storing a computer program, and when the processor executes the computer program, executing any one of the urban aircraft landing path planning methods in the first aspect.

[0042] In a fourth aspect, the present invention further provides a city planning system combined with flight routes, the system comprising a memory and a processor, the memory storing a computer program, and when the processor executes the computer program, the city planning method combined with flight routes of the second aspect is executed.

[0043] In a fifth aspect, the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the urban aircraft landing path planning method described in any one of the first aspects is implemented.

[0044] In a sixth aspect, the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for urban planning combined with flight routes described in the second aspect is implemented.

[0045] The beneficial effects of adopting the above technical solution are as follows: this embodiment comprehensively considers the impact that low-altitude flight alternate landing or forced landing may have on urban vertical space management, and selects the optimal alternate landing route to ensure the safety of urban buildings and personnel, so that low-altitude aircraft can land safely when they fail. Further, in the low-altitude route planning process of this embodiment, not only the urban vertical space management is considered, but also the scoring weight corresponding to the scoring parameter of route switching management is adjusted in combination with the abnormal level of the aircraft, so that the optimal alternative route can be recommended more in line with the abnormal situation of the aircraft, so that the failed aircraft can be quickly and fully processed in the future. Further, this embodiment, through the statistics of historical alternate landing information of aircraft in different areas of the city, comprehensively considers the impact of personnel activity and building aging in the area on aircraft alternate landing, and generates early warning information for urban planning, which is used to adjust the building attributes, height or density in the area, thereby improving the matching degree between aircraft route planning in the city and urban building planning. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] 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 are briefly introduced below.

[0047] Figure 1 This is a schematic diagram of a method for planning a landing path for an urban aircraft in one embodiment of the present application;

[0048] Figure 2 This is a schematic diagram of a city planning method combined with flight routes in one embodiment of the present application. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention. In order to explain the present invention in more detail, the urban aircraft landing path planning method, the urban planning method combined with the route, the system and the storage medium provided by the present invention are specifically described in combination with the drawings.

[0050] Unless otherwise defined, the technical terms or scientific terms used in the disclosure of this application should be understood by people with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar words used in the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, similar words such as "one", "one" or "the" do not indicate a quantitative limit, but indicate that there is at least one. Similar words such as "include" or "include" mean that the elements or objects appearing in front of the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Similar words such as "connect" or "connected" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship can also change accordingly.

[0051] As the urban ground traffic congestion index continues to rise, traffic participants (especially those in megacities) are constantly exploring the use of three-dimensional transportation methods to provide faster and more convenient travel options. Compared with urban underground passage systems and urban rail transit, low-altitude flight is flexible, convenient, and fast, and the infrastructure investment is relatively small. In the future, urban air traffic can return to using air resources to provide point-to-point border travel, cover areas with inconvenient transportation or long transportation times, and provide more high-quality, personalized transportation solutions to open up the final closed loop for building a three-dimensional integrated transportation network.

[0052] Low-altitude aircraft in the low-altitude economy refer to aircraft that conduct flight activities in low-altitude airspace (usually refers to a vertical altitude of less than 1,000 meters, which can be extended to less than 3,000 meters according to the characteristics and actual needs of different regions), including civil manned and unmanned aircraft, mainly used for manning, cargo and other related activities, such as electric vertical take-off and landing aircraft (eVTOL), drones, helicopters and light fixed-wing aircraft, etc. Among them, the low-altitude aircraft discussed in this embodiment is the manned eVTOL, which is gradually expanding in number and scope of use.

[0053] Under current technical conditions, low-altitude aircraft usually rely on pilot experience or ground control center instructions to decide to go to the nearest take-off and landing point when faced with emergencies. However, with the continuous development of the low-altitude economy, the continuous maturity of eVTOL operations and the increasing number of operations, it is impossible to equip each aircraft with experienced pilots. In addition, considering the different busyness of eVTOL take-off and landing points and the extremely high flexibility of eVTOL route planning, eVTOL cannot obtain the optimal route adjustment plan in time in emergencies, which not only easily increases flight costs, but also may cause certain safety hazards.

[0054] The present invention provides a method for urban aircraft landing path planning. In an emergency, it combines real-time urban big data to provide an optimal route adjustment solution for eVTOL. Through simple calculations, it can provide the optimal route switching within the time of the aircraft end to ensure flight safety. This paper takes the application of this method to a terminal device as an example to illustrate. Figure 1 A schematic diagram of the urban aircraft landing path planning method is shown.

[0055] The embodiment of the present application provides an application scenario of the method for planning the landing path of an urban aircraft, and the application scenario includes the terminal device provided in the embodiment, and the terminal device includes but is not limited to a smart phone and a computer device, wherein the computer device can be at least one of a desktop computer, a portable computer, a laptop computer, a mainframe computer, a tablet computer, etc. It should be noted that the terminal device of this embodiment can be set in the aircraft itself or in a ground control center. When the terminal device receives the device abnormality information sent by the low-altitude aircraft, it generates the optimal aircraft route adjustment plan in combination with the real-time urban big data. For the specific process, please refer to the embodiment of the method for planning the landing path of an urban aircraft.

[0056] Step S101, obtaining a flight anomaly request of an aircraft, wherein the flight anomaly request includes real-time coordinate information of the aircraft, an originally planned route, an anomaly code and an anomaly level.

[0057] Specifically, the real-time coordinate information of the aircraft includes the real-time longitude and latitude coordinates and altitude coordinates of the aircraft. The original planned route includes the original destination landing point and the specific route of the aircraft from the real-time coordinate information to the original destination landing point. The route includes the longitude and latitude coordinates and altitude coordinates of the aircraft at each preset waypoint in the original flight plan, as well as the specific coordinate connection lines of each preset time point. The exception code is a specific code indicating an abnormality of the aircraft. The abnormality of the aircraft indicated by the specific exception code can be found in Table 1. It should be noted that the exception codes provided in Table 1 are common exception codes for aircraft, not exhaustive, and the exception codes may vary from aircraft to aircraft.

[0058]

[0059] Table 1

[0060] The abnormality level is the urgency of handling the abnormal situation of the aircraft indicated by the abnormality code. In the present embodiment, the abnormality level is divided into four levels, including minor abnormality, general abnormality, severe abnormality and emergency abnormality. The abnormality level can be represented by E, and the value of E is 0-3, where the minor abnormality E is 0, the general abnormality E is 1, the severe abnormality E is 2, and the emergency abnormality E is 3.

[0061] When the abnormality level of the aircraft is classified as a minor abnormality, the abnormality does not affect the normal operation and flight safety of the aircraft, or only causes a minor and unchanged abnormality. For example, some instrument data of the aircraft is displayed inaccurately but does not affect the acquisition of key flight parameters. When the abnormality level of the aircraft is classified as a general abnormality, the abnormality affects the normal operation of the aircraft, but the impact is mostly events that affect flight efficiency or comfort, and does not affect the flight safety of the aircraft, such as the temperature of individual motors of the aircraft is slightly high, the battery power of the aircraft is consumed too quickly, or the speed of the landing gear of the aircraft is retracted or lowered slower, but the take-off and landing actions can still be completed normally. When the abnormality level of the aircraft is classified as a serious abnormality, the abnormality affects the normal operation and flight safety of the aircraft, such as the motor failure of the aircraft or the serious failure of the battery system, resulting in a sharp drop in power or unstable power output, or the attitude control of the aircraft fails, the altitude holding function fails, etc. When the abnormality level of the aircraft is classified as an emergency abnormality, the aircraft cannot operate normally, and there is a huge flight safety problem, and emergency measures need to be taken immediately for forced landing, such as the complete failure of the power system of the aircraft, and the complete loss of control of the control system of the aircraft.

[0062] It should be noted that the abnormality level can be determined according to the urgency level when the aircraft generates an abnormality code, and the urgency level can comprehensively consider multiple factors such as whether the aircraft can continue to fly and whether it can successfully reach the preset destination. In addition, when the aircraft sends a flight abnormality request, one or more abnormality codes may appear, and the flight abnormality is classified into different abnormality levels according to the specific abnormality code or combination of abnormality codes. For example, when the abnormality code is MOT-002, it is classified as an extreme abnormality; when the abnormality code is LID-001, it is classified as a slight abnormality; when the abnormality code is LID-001 and CAM-002, it is classified as a serious abnormality; when the abnormality code is PCS-003, it is classified as an emergency abnormality.

[0063] Specifically, the abnormality level of the aircraft can be determined in combination with the trained decision tree model. Collect historical abnormality data of aircraft of various specifications, where the historical abnormality data includes the specifications of the aircraft, the historical maintenance score of the aircraft, the historical fault location of the aircraft, the historical abnormality code of the aircraft, whether the aircraft has reached the historical destination, and the historical abnormality level of the aircraft; use the principal component analysis method to extract features from the historical abnormality data; divide the historical abnormality data after feature extraction into a training set and a validation set, and input the training set into the preset decision tree model to adjust the parameters to obtain a preliminary trained decision tree model; input the validation set into the preliminary trained decision tree model, and select the preliminary trained decision tree model with the smallest information entropy as the trained decision tree model. Based on this, after the aircraft sends a flight abnormality request, the specific abnormality level of the aircraft can be determined in combination with the specifications of the aircraft, the historical maintenance score of the aircraft, the fault location of the aircraft, and the abnormality code of the aircraft.

[0064] Step S102: determining at least one alternate landing point and at least one alternative route for the aircraft according to the flight anomaly request.

[0065] Specifically, at least one alternate landing point and at least one alternative route for the aircraft are determined according to the specific abnormality level and abnormality code in the flight abnormality request.

[0066] Among them, when the abnormality level is a slight abnormality, at least one pending alternate landing point is obtained within a first preset distance range of the original destination landing point of the originally planned route, and at least one alternative route is determined based on the real-time coordinate information of the aircraft and the pending alternate landing point.

[0067] When the abnormality level is a general abnormality, at least one pending alternate landing point is obtained within the second preset distance range of each preset waypoint of the original planned route, and after receiving the confirmation alternate landing instruction sent by the pilot, at least one pending alternate landing point of the preset waypoint closest to the real-time coordinate information of the aircraft is selected, and at least one alternative route is determined based on the real-time coordinate information of the aircraft and the pending alternate landing point.

[0068] When the abnormality level is a serious abnormality, at least one pending alternate landing point is obtained within a second preset distance range of a preset waypoint closest to the real-time coordinate information of the aircraft, and at least one alternative route is determined based on the real-time coordinate information of the aircraft and the pending alternate landing point.

[0069] When the abnormality level is an emergency abnormality, at least one pending alternate landing point is obtained within a third preset distance range of the real-time coordinate information of the aircraft, and at least one alternative route is determined according to the real-time coordinate information of the aircraft and the pending alternate landing point.

[0070] Among them, the first preset distance range is larger than the second preset distance range, and the second preset distance range is larger than the third preset distance range. The setting of the above-mentioned alternate landing point selection range is associated with the specific abnormality level of the aircraft: when the abnormality level of the aircraft is a minor abnormality, the abnormal situation does not affect the execution of the original planned route, and the aircraft can achieve normal landing, that is to say, the aircraft's alternate landing under this abnormality does not pose a significant impact on the safety of buildings or personnel in the city, and the selection range of the alternate landing point can be selected within the maximum range. For example, an alternate landing point that is more conducive to aircraft maintenance can be selected within the maximum range; when the aircraft's abnormality level is a general abnormality or a serious abnormality, the abnormal situation may affect the execution of the original planned route, and the aircraft's continued navigation or landing process may be unstable. That is to say, the continued flight or alternate landing of the aircraft under this abnormal situation will have a certain impact on the safety of buildings or personnel in the city. At this time, the safety of urban buildings and personnel should be ensured as the premise, and an alternate landing point with a relatively small distance should be selected to reduce the unstable flight distance of the aircraft and realize the safe alternate landing of the aircraft as soon as possible; when the abnormality level of the aircraft is an emergency abnormality, the abnormal situation no longer considers whether the original planned route can be executed. It only needs to consider whether the aircraft can make a safe alternate landing and reduce the damage to the safety of buildings or personnel in the city during the alternate landing process. The nearest alternate landing point is selected to realize the safe alternate landing of the aircraft, thereby avoiding the occurrence of more serious flight accidents.

[0071] Step S103, adjusting the scoring weights of the scoring parameters of the candidate routes in combination with the abnormality level, and calculating the comprehensive score of each candidate route.

[0072] Specifically, the scoring parameters of the alternative routes include building height along the alternative routes, building density along the alternative routes, population density along the alternative routes, weather indicators along the alternative routes, traffic congestion level of the alternative landing points corresponding to the alternative routes, and electromagnetic distribution intensity along the alternative routes.

[0073] Among them, the building height along the alternative route can be taken as the average height of the buildings in the area along the alternative route. The building height can be obtained by obtaining the height of each building in the area along the route through the GIS map, and then calculated by the average height. The building height is represented by the symbol H, and the unit is m. The building density of the alternative route can be taken as the average density of the buildings in the area along the alternative route. The building density can be obtained by obtaining the area along the route through the GIS map and dividing it into several grids. The average value is calculated based on the building density of each grid. The building height is represented by the symbol BD, and the unit is %. The population density along the alternative route can be calculated by the data transmission and reception volume of the communication base station in the area along the alternative route. The population density is represented by the symbol D, and the unit is person / km 2. The weather index along the alternative route is obtained through the meteorological system, and the specific weather conditions in the area along the route are assigned to represent the specific weather index. The weather index is represented by the symbol R, and its value range is 1-100. The higher the weather index, the more favorable the weather conditions are for the flight of the aircraft, and the lower the weather index, the less favorable the weather conditions are for the flight of the aircraft. The traffic congestion level of the alternate landing point corresponding to the alternative route can be obtained through the real-time road conditions fed back by the GIS map, represented by the symbol J. The larger the value of J, the higher the severity of the traffic congestion near the alternate landing point, and the lower the value of J, the lower the severity of the traffic congestion near the alternate landing point. The electromagnetic distribution intensity along the alternative route is determined according to whether there are buildings with strong electromagnetic distribution such as high-voltage power stations in the area along the route. The electromagnetic distribution is represented by the symbol B. The larger the value of B, the higher the electromagnetic distribution intensity in the area along the route, and the greater the impact on the aircraft. The smaller the value of B, the lower the electromagnetic distribution intensity in the area along the route, and the smaller the impact on the aircraft.

[0074] Each scoring parameter is set with a different scoring weight, and the scoring weight is adjusted according to the abnormality level of the aircraft. The specific scoring weight expression corresponding to each scoring parameter is as follows:

[0075] Taking into account the instability of the controllable altitude during the abnormal forced landing of the aircraft, the first scoring weight of the building distribution height along the alternative route is increased as the abnormality level of the aircraft increases:

[0076] ,

[0077] in, is the first scoring weight, is the first adjustment coefficient of building height, is the second adjustment coefficient for building height, is the aircraft abnormality level, .

[0078] Taking into account the different degrees of stability or the uncertainty of the accuracy of the landing distance during the abnormal forced landing of the aircraft, the second scoring weight of the building distribution density along the alternative route is increased as the abnormality level of the aircraft increases:

[0079] ,

[0080] in, is the second scoring weight, is the first adjustment coefficient of building density, is the second adjustment coefficient for building density, is the aircraft abnormality level, .

[0081] Taking into account the possible hazards caused by instability during the abnormal landing of the aircraft, the third scoring weight of the population density along the alternative route is increased according to the increase of the abnormality level of the aircraft:

[0082] ,

[0083] in, is the third scoring weight, is the first adjustment coefficient for population density, is the second adjustment factor for population density, is the aircraft abnormality level, .

[0084] Taking into account the difficulty of controlling the aircraft during the abnormal forced landing and whether the aircraft can withstand the influence of unstable weather factors after the abnormality, the fourth scoring weight of the weather indicators along the alternative route is increased or decreased according to the abnormality level of the aircraft:

[0085] ,

[0086] in, is the fourth scoring weight, is the first adjustment coefficient of weather index, is the second adjustment coefficient of weather index, is the aircraft abnormality level, .

[0087] Considering that after an abnormal forced landing of an aircraft, a ground rescue or maintenance team is required to dock with the abnormal aircraft for maintenance or repair, the fifth scoring weight of the traffic congestion degree of the alternate landing point corresponding to the alternative route is increased or decreased according to the abnormality level of the aircraft:

[0088] ,

[0089] in, is the fifth scoring weight, is the first adjustment coefficient for traffic congestion level, is the second adjustment coefficient for traffic congestion level, is the aircraft abnormality level, .

[0090] Taking into account the magnetic field interference caused by the strength of the electromagnetic signal on the aircraft during the abnormal forced landing of the aircraft, the sixth scoring weight of the electromagnetic distribution along the alternative route is increased according to the abnormal level of the aircraft:

[0091] ,

[0092] in, is the sixth scoring weight, is the first adjustment coefficient of electromagnetic distribution, is the second adjustment coefficient of electromagnetic distribution, is the aircraft abnormality level, .

[0093] In summary, the setting of the scoring weights of the scoring parameters of the above-mentioned alternative routes is adaptively adjusted according to the abnormality level of the aircraft. When the abnormality level of the aircraft is higher, the more necessary it is to ensure that the aircraft can make an alternate landing safely and to ensure the safety of residents near the alternate landing point, and the scoring weights of comfort or other factors are reduced accordingly; when the abnormality level of the aircraft is low, it is possible to ensure the safe alternate landing of the aircraft while comprehensively considering the integrity of the originally planned route, the flight comfort of the alternate landing process, and the convenience of the subsequent maintenance process after the alternate landing, so the scoring weights of comfort or other factors are appropriately increased.

[0094] Furthermore, in order to make the above scoring weights more standardized, the above scoring weights can be normalized. The specific expression is:

[0095] .

[0096] Furthermore, for the first adjustment coefficient in each of the above scoring weights and the second adjustment factor The setting can be determined by building a historical data model. Specifically, the cases of successful route switching under the historical abnormal state of the aircraft are summarized as a historical data set, and the historical abnormality level of the aircraft is used as the label of the historical data. The scoring parameters in each historical data set are assigned values ​​and input into the preset decision tree algorithm model for training, such as the ID3 decision tree algorithm model or the C4.5 decision tree model. The first adjustment coefficient in each scoring weight is determined according to the feature importance obtained from the training. and the second adjustment factor The reference value of the score weight can be appropriately adjusted according to actual needs, and the first adjustment coefficient and the second adjustment coefficient in the score weight can be appropriately adjusted to make it more accurate. By calculating the adjustment coefficient in advance, the weight calculation speed can be improved when an emergency request occurs on the basis of ensuring accuracy, thereby improving the calculation speed of the comprehensive score, so that alternative routes can be provided to the aircraft in a timely manner.

[0097] Furthermore, in combination with the scoring parameters of the above-mentioned alternative routes and the scoring weights of the alternative routes adjusted according to the abnormality level, the specific expression for calculating the comprehensive score of each alternative route is as follows:

[0098]

[0099] in, For the The overall rating of the alternative routes. is the normalized first scoring weight, For the Building heights along the alternative routes, is the normalized second scoring weight, For the Building density along the alternative routes, is the normalized third scoring weight, For the Population density along the alternative routes, is the normalized fourth scoring weight, For the Weather indicators along the alternative routes, is the normalized fifth scoring weight, For the The traffic congestion level of the alternate landing point corresponding to the alternative route, is the normalized sixth scoring weight, For the The electromagnetic distribution intensity along the alternative routes. By calculating the comprehensive score through the calculated weight coefficients and nonlinear weights, the use of large and complex algorithms can be avoided, and alternative routes can be provided for the aircraft in the shortest time, taking into account both accuracy and calculation speed, thereby improving the safety of the aircraft.

[0100] Step S104: sending the alternative route with the highest comprehensive score to the aircraft.

[0101] Specifically, the alternative routes are sorted according to their comprehensive scores. The alternative route with the highest comprehensive score is the alternative route that best suits the abnormality code and abnormality level of the current aircraft, and this alternative route can ensure the safety of the aircraft's landing while ensuring the safety of the buildings or personnel along the alternate route.

[0102] Taking into account the alternate landing site for aircraft based on the above embodiments, the present invention further limits the selection of the alternate landing point to be determined in step S102.

[0103] Step S201, obtaining at least one available alternate landing point in a preset area.

[0104] In which, the whole city area is divided into several grid sub-areas in combination with the GIS map, at least one available alternate landing point is set in each grid sub-area, and the above available alternate landing point is marked on the GIS map, or stored in the database of the ground control center, and the storage format includes the available alternate landing point serial number, the coordinate value of the available alternate landing point, and the environmental description near the available alternate landing point. In this embodiment, the preset area can be the real-time coordinate area of ​​the aircraft, any waypoint area of ​​the original planned route of the aircraft, or the landing point area of ​​the original planned route of the aircraft.

[0105] When it is necessary to obtain available alternate landing points within a preset area, at least one available alternate landing point can be determined within the expected alternate landing range at a certain radius; or an adjacent grid sub-area can be found within the expected alternate landing range, and all available alternate landing points within the adjacent grid sub-area can be used as available alternate landing points within the preset area.

[0106] The available alternate landing point described in this embodiment is selected according to the take-off and landing point requirements of the eVTOL aircraft. It can be a designated take-off and landing space in a commercial plaza, a helipad on the top floor of a building, a helipad on a pier, a designated take-off and landing space in a scenic area, or even a helipad on a cruise ship or offshore platform. The take-off and landing space of the available alternate landing point needs to be at least sufficient to accommodate the area occupied by the eVTOL aircraft in its deployed state.

[0107] Step S202: adjusting the location weight of at least one location factor of the available alternate landing point according to the abnormality code in the aircraft abnormality request.

[0108] Specifically, the abnormal code in the aircraft abnormality request specifically indicates the abnormal component, and the specific weight of the location selection factor of the available alternate landing point is adjusted, so that the final selected alternate landing point is more in line with the abnormal situation of the aircraft and is more conducive to the subsequent rescue or handling of the aircraft. For example, when the aircraft abnormality code is BAT-001 or MOT-002, indicating that the battery component of the aircraft is abnormal, then in the process of selecting the location of the available landing point, the location weight of the location selection factor such as the charging station or the aircraft maintenance station can be increased, so that the final pushed alternate landing point can timely maintain or charge the battery components of the aircraft.

[0109] It should be noted that, in combination with urban management planning and the characteristics of the aircraft, the site selection factors of the available alternate landing points include the building density near the alternate landing point, the population density near the alternate landing point, the density of public facilities near the alternate landing point, the noise limit near the alternate landing point, the density of maintenance facilities near the alternate landing point, and the number of special buildings near the alternate landing point.

[0110] The building density near the alternate landing point is the building density within the preset range of the available alternate landing point, with the symbol Indicated by; the population density near the alternate landing point is the population density within the preset range of the available alternate landing point. The population density can be calculated based on the historical population density at a specific time point, or it can be the population density that can be monitored within the range, with the symbol The density of public facilities near the alternate landing point refers to the density of public facilities such as hospitals and fire stations near the alternate landing point, which is represented by the symbol Indicates; the noise limit near the alternate landing point is the noise limit of the building characteristics near the alternate landing point. For example, the noise limit of the alternate landing point in the residential area is 50dB, and the noise limit of the alternate landing point in the commercial area is 60dB, etc., with the symbol Indicates; the maintenance facility density near the alternate landing point refers to the density of facilities such as aircraft charging points, maintenance points or gas stations near the alternate landing point, and is represented by the symbol The number of special buildings near the alternate landing point refers to the number of special buildings that should be avoided near the alternate landing point, such as schools, key protected cultural relics and other special buildings, represented by the symbol express.

[0111] Each of the above-mentioned siting factors corresponds to a siting weight, and each siting weight is not fixed, but is adjusted according to the abnormal components specifically indicated by the abnormal code. In this embodiment, the abnormal components specifically indicated by the abnormal code include battery components, engine / motor components, sensor components, controller components, signal transmission components, and communication components. The above-mentioned abnormal components are assigned values, and the selected neural network is trained in combination with the historical alternate landing data of eVTOL aircraft of various specifications, so as to adjust the siting weight of the alternate landing point according to the abnormal code of the eVTOL aircraft.

[0112] Specifically, the assignment of abnormal components is used as the label of historical alternate landing data, and the historical alternate landing data includes the assignment of various siting factors of historical alternate landing points. The above parameters are input into the selected deep belief network model (DBN) to train the specific siting weight adjustment rules of each siting factor, and the specific siting weight of the alternate landing point corresponding to the abnormal code of the eVTOL aircraft is obtained through the trained deep belief network model.

[0113] Step S203, calculating the site selection evaluation of each alternate landing point by combining the site selection factors and site selection weights of the available alternate landing points.

[0114] Specifically, the specific expression for the site selection evaluation of each alternate landing point is:

[0115]

[0116] in, For the Evaluation of the site selection of alternate landing points, is the first site selection weight of the building density near the alternate landing point, For the The building density near the alternate landing point, is the second site selection weight of the population density near the alternate landing point, For the The population density near the alternate landing point, is the third site selection weight of the density of public facilities near the alternate landing point, For the The density of public facilities near the alternate landing point, is the fourth site selection weight of the noise limit near the alternate landing point, For the Noise limits near alternate landing points, is the fifth site selection weight of the density of maintenance facilities near the alternate landing point, For the The density of maintenance facilities near the alternate landing point, The sixth site selection weight is the number of special buildings near the alternate landing point. For the The number of special buildings near the alternate landing point.

[0117] Step S204, sorting the alternate landing points from high to low according to the site selection evaluation to obtain the pending alternate landing points.

[0118] It should be noted that when the abnormality level of the aircraft is a slight abnormality or a general abnormality, at least three alternate landing points are obtained, and the alternate landing points are sent to the flight crew in order of site selection evaluation from high to low, and the alternate landing points are obtained according to the instructions returned by the flight crew. When the abnormality level of the aircraft is a serious abnormality or an emergency abnormality, the alternate landing point with the highest site selection evaluation is used as the alternate landing point.

[0119] Furthermore, after determining the alternate point to be determined, a status query instruction for the alternate point to be determined is sent to the alternate point status management module, and after determining that the alternate point is idle, at least one alternative route is generated according to the real-time coordinate information of the alternate point and the aircraft. If the alternate point status management module reports that the status of the alternate point to be determined is busy, the alternate point to be determined is removed, and the process returns to step S201 to reselect the alternate point to be determined.

[0120] In addition, based on the distribution of emergency facilities in urban management, corresponding rescue facilities can also be set up near each alternate landing point, such as fire extinguishers, first aid equipment, emergency rescue buttons, etc.

[0121] In addition, in this embodiment, the terminal device built into the aircraft further performs the following steps:

[0122] Step S301, monitoring the operating status information of the aircraft within a preset time interval.

[0123] In this embodiment, the preset time interval can be set according to a specific flight mission. The setting of the preset time interval can also be adjusted according to the maintenance history of the aircraft. As the number of maintenance histories of the aircraft increases, the preset time interval becomes shorter.

[0124] Step S302: If the operating status information of the aircraft is abnormal, obtain the real-time coordinate information and abnormal code of the aircraft.

[0125] Step S303: Generate a flight abnormality request according to the real-time coordinates and abnormality code of the aircraft, and send it to a terminal device built into the aircraft or a ground control center.

[0126] It should be understood that although the Figure 1 The steps in the flowchart are shown in sequence as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified in this document, there is no strict order restriction for the execution of these steps, and these steps can be executed in other orders. Figure 1 At least part of the steps may include multiple sub-steps or sub-stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least part of the sub-steps or stages of other steps.

[0127] Due to the instability of aircraft control during the aircraft alternate landing process, it is easy to cause varying degrees of damage to buildings or personnel in the city. In addition, the noise and possible pollutants generated during the aircraft alternate landing process may accelerate the aging of buildings in the city or affect the health of personnel. Combined with the above-mentioned urban aircraft landing path planning method, for the safety of buildings and personnel in the city, the alternate landing point and alternative route selected after the aircraft abnormality occurs are also of great reference significance to urban planning. Figure 2 The schematic diagram of the city planning method combined with flight routes is shown. This embodiment also provides a city planning method combined with flight routes.

[0128] Step S401, obtaining historical alternate landing information of abnormal landing of urban aircraft within a historical period.

[0129] Specifically, the abnormal alternate landing information of the abnormal landing of the aircraft includes the specifications of the aircraft, the historical abnormality code of the aircraft, the historical abnormality level of the aircraft, the historical alternate landing point of the aircraft, the historical alternate landing route of the aircraft, and the historical alternate landing score of the aircraft, wherein the historical alternate landing score of the aircraft includes the damage score of the urban buildings and the damage score of the people in the city during the aircraft's alternate landing. The historical alternate landing route of the aircraft is the alternative route with the highest comprehensive score sent to the aircraft in the above step S104.

[0130] Step S402, obtaining the personnel activity trend curve and the building health trend curve of each grid in the city.

[0131] Specifically, the entire urban area is divided into multiple grid areas, and the personnel activity scores and building health scores of each area in multiple historical periods are combined. The personnel activity scores are fitted in the chronological order of the historical periods to obtain a personnel activity trend curve, and the building health scores are fitted in the chronological order of the historical periods to obtain a building health trend curve.

[0132] It should be noted that the personnel activity score is determined based on the number of personnel counted in the area in each historical period; the building health score is determined based on the building structural stability and building inclination monitored in each historical period.

[0133] Step S403, combining the regional attributes of each grid and the initial personnel activity score and initial building health score of each grid in the initial period, and inputting them into a preset neural network to obtain a personnel activity prediction trend curve and a building health prediction trend curve.

[0134] Specifically, the regional attributes of the grid include at least one of commercial attributes, residential attributes, office attributes, medical attributes, educational attributes, and public building attributes. Due to the complexity of urban planning, a single grid generally has more than one regional attribute. For example, grid 1 includes both commercial attribute areas and residential attribute areas, and grid 2 includes areas of commercial attributes, office attributes, and medical attributes. Considering the above situation, in the process of describing the regional attributes of the grid, this embodiment can combine the area occupied by each attribute area to represent the regional attributes of the grid. For example, the regional attributes of grid 1 are expressed as "30% commercial attributes + 70% residential attributes", and the regional attributes of grid 2 are expressed as "20% commercial attributes + 50% office attributes + 30% medical attributes".

[0135] The initial period may refer to a time period in which there is no alternate route or alternate point in the vertical space of the grid, and the initial personnel activity score and building health score of each grid in the time period are obtained.

[0136] According to the regional attributes of the grid, the grid's personnel activity characteristics and building aging characteristics are extracted, and combined with the initial personnel activity score and building health score, they are input into the preset neural network respectively to obtain the personnel activity prediction trend curve and the building health prediction trend curve without being affected by the aircraft alternate landing heading. Among them, in this embodiment, the preset neural network that can be optionally obtained may include a DBSCAN neural network model or a LSTM neural network model.

[0137] Step S404: If the degree of fit between the personnel activity trend curve in the grid and the personnel activity prediction trend curve is less than a first threshold, or the degree of fit between the building health trend curve in the grid and the building health prediction trend curve is less than a second threshold, generate urban planning warning information based on the personnel activity trend curve or the building health trend curve in the grid and the historical alternate landing information in the grid.

[0138] Specifically, when the degree of fit between the personnel activity trend curve in the grid and the personnel activity trend curve is less than a first threshold, or the degree of fit between the building health trend curve in the grid and the building health prediction trend curve is less than a second threshold, that is to say, there is a great difference between the personnel activity trend in the grid or the health trend of the building and the prediction of the ideal situation. At this time, it is necessary to combine the historical alternate landing information in the grid to determine whether the change in personnel activity or the aging of the building is affected by the alternate landing of the aircraft, and issue an urban planning warning to adjust the regional attributes, building height or building density of the grid.

[0139] Step S501, when the degree of fit between the personnel activity trend curve in the grid and the personnel activity trend curve is less than a first threshold, or the degree of fit between the building health trend curve in the grid and the building health prediction trend curve is less than a second threshold, the number of historical alternate landing points and the number of historical alternate landing routes in the grid are obtained.

[0140] Step S502, combining the regional attributes of the grid, determining whether the number of historical alternate landing points in the grid exceeds the alternate landing point limit, and whether the number of historical alternate landing routes in the grid exceeds the alternate landing route limit.

[0141] It should be noted that the combination of attributes of different areas within the grid will result in different alternate landing point limits or alternate route limits. For example, in a grid where commercial attributes exceed the first ratio, the alternate landing point limit or alternate route limit is appropriately reduced to ensure the safety of personnel in the grid; in a grid where medical attributes exceed the second ratio, the alternate landing point limit or alternate route limit is appropriately increased to increase the rescue accessibility of the aircraft's alternate landing.

[0142] Step S503, if the number of historical alternate landing points in the grid exceeds the alternate landing point limit, or the number of historical local routes in the grid exceeds the alternate route limit, determine whether the first change rate of the personnel activity trend curve of the grid exceeds the preset personnel decline rate, or whether the second change rate of the building health trend curve of the grid exceeds the preset aging rate.

[0143] Step S504: If the first change rate of the personnel activity trend curve of the grid exceeds the preset personnel decline rate, or the second change rate of the building health trend curve of the grid exceeds the preset aging rate, an urban planning warning is issued.

[0144] Among them, when the first change rate of the personnel activity trend curve of the grid exceeds the preset personnel decline rate, or the second change rate of the building health trend curve exceeds the preset aging rate, it means that the change in personnel activity or building health in the grid has an obvious connection with the aircraft's alternate landing. Then, in the subsequent urban planning or adjustment of the buildings in the current grid, it is necessary to consider increasing the proportion of regional attributes affected by aircraft in the grid, or reducing the height of buildings in the grid, or reducing the density of buildings in the grid, or increasing the setting of alternate landing points in the grid, so as to improve the matching degree between urban planning and low-altitude aircraft alternate landing.

[0145] The urban planning method combined with flight routes provided in this embodiment can combine the historical alternate landing situations in various areas of the city, fully consider the changes in population and the aging of buildings in the area, adjust the properties, heights, density of buildings in the city and the planning of alternate landing points, and reduce the adverse effects of aircraft alternate landings on the aging of buildings or personnel safety in the city.

[0146] In one embodiment, the present invention provides an urban aircraft landing path planning system, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the above-mentioned urban aircraft landing path planning method when executing the computer program.

[0147] The urban aircraft landing path planning system includes a memory, a processor, and one or more computer programs, wherein the one or more computer programs can be stored in the memory and configured to be executed by one or more processors, and the one or more application programs are configured to execute the above-mentioned urban aircraft landing path planning method.

[0148] The processor may include one or more processing cores. The processor uses various interfaces and lines to connect the various parts of the entire computer device, and executes various functions of the computer device and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory, and calling data stored in the memory. Optionally, the processor can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor can integrate one or more combinations of a central processing unit (Central Processing Unit, CPU), a reporting verifier (Graphics Processing Unit, GPU) for buried data, and a modem. Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor, but may be implemented separately through a communication chip.

[0149] The memory may include a random access memory (RAM) or a read-only memory (ROM). The memory may be used to store instructions, programs, codes, code sets or instruction sets. The memory may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc. The data storage area may also store data created by the terminal device during use, etc.

[0150] In one embodiment, the present invention provides a city planning system combined with flight routes, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the above-mentioned city planning method combined with flight routes when executing the computer program.

[0151] The urban planning system combined with routes includes a memory, a processor and one or more computer programs, wherein the one or more computer programs can be stored in the memory and configured to be executed by one or more processors, and the one or more application programs are configured to execute the above-mentioned urban planning method combined with routes.

[0152] The processor may include one or more processing cores. The processor uses various interfaces and lines to connect the various parts of the entire computer device, and executes various functions of the computer device and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory, and calling data stored in the memory. Optionally, the processor can be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), and programmable logic array (Programmable Logic Array, PLA). The processor can integrate one or more combinations of a central processing unit (Central Processing Unit, CPU), a reporting verifier (Graphics Processing Unit, GPU) for buried data, and a modem. Among them, the CPU mainly processes the operating system, user interface, and application programs; the GPU is responsible for rendering and drawing display content; and the modem is used to process wireless communications. It can be understood that the above-mentioned modem may not be integrated into the processor, but may be implemented separately through a communication chip.

[0153] The memory may include a random access memory (RAM) or a read-only memory (ROM). The memory may be used to store instructions, programs, codes, code sets or instruction sets. The memory may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.), instructions for implementing the above-mentioned various method embodiments, etc. The data storage area may also store data created by the terminal device during use, etc.

[0154] The embodiments disclosed in the present invention provide a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method for urban aircraft landing path planning in the above-mentioned embodiments is implemented.

[0155] The embodiments disclosed in the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. The embodiments disclosed in the present invention include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part, and / or installed from a removable medium. When the computer program is executed by the central processing unit (CPU), the above-mentioned functions defined in the method of the present application are executed. It should be noted that the above-mentioned computer-readable medium of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, but not limited to, a system, device or device of an electrical, magnetic, optical, electromagnetic, infrared segment, or semiconductor, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection with one or more wire segments, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code embodied on the computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, electrical wire, optical cable, RF, etc., or any suitable combination of the foregoing.

[0156] The embodiments disclosed in the present invention provide a computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the city planning method combined with flight routes as in the above embodiments is implemented.

[0157] The embodiments disclosed in the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. The embodiments disclosed in the present invention include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program contains a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part, and / or installed from a removable medium. When the computer program is executed by the central processing unit (CPU), the above-mentioned functions defined in the method of the present application are executed. It should be noted that the above-mentioned computer-readable medium of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, but not limited to, a system, device or device of an electrical, magnetic, optical, electromagnetic, infrared segment, or semiconductor, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection with one or more wire segments, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In the present application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code embodied on the computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, electrical wire, optical cable, RF, etc., or any suitable combination of the foregoing.

[0158] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. 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 invention.

Claims

1. A method for urban planning combined with flight routes, characterized in that: include: Acquire historical alternate landing information of abnormal landing of urban aircraft in a historical period, wherein the historical alternate landing information includes the alternative route with the highest comprehensive score in the urban aircraft landing path planning method; Obtain the trend curve of personnel activity and building health for each grid in the city; Combining the regional attributes of each grid and the initial personnel activity score and initial building health score of each grid in the initial period, and inputting them into the preset neural network, a personnel activity prediction trend curve and a building health prediction trend curve are obtained; If the degree of fit between the personnel activity trend curve in the grid and the personnel activity prediction trend curve is less than a first threshold, or the degree of fit between the building health trend curve in the grid and the building health prediction trend curve is less than a second threshold, generate urban planning warning information according to the personnel activity trend curve or the building health trend curve in the grid and the historical alternate landing information in the grid; The urban aircraft landing path planning method comprises: Get the flight abnormality request of the aircraft; Determine at least one alternate landing point and at least one alternative route for the aircraft according to the flight anomaly request; adjusting the scoring weights of the alternative route scoring parameters in combination with the abnormality level of the flight abnormality request, and calculating the comprehensive score of each alternative route; Sending the alternative route with the highest comprehensive score to the aircraft; The scoring parameters of the alternative route include the building height along the alternative route, the building density along the alternative route, the population density along the alternative route, the weather indicators along the alternative route, the traffic congestion level of the alternate landing point corresponding to the alternative route, and the electromagnetic distribution intensity along the alternative route.

2. The urban planning method combined with flight routes as claimed in claim 1, characterized in that: The flight anomaly request includes the real-time coordinate information of the aircraft, the original planned route, the anomaly code and the anomaly level.

3. The urban planning method combined with flight routes as claimed in claim 1, characterized in that: The abnormality levels of the flight abnormality request include minor abnormality, general abnormality, severe abnormality and emergency abnormality.

4. The method for urban planning in combination with flight routes as claimed in claim 3, characterized in that: Determining at least one alternate landing point for the aircraft according to the flight anomaly request includes: When the abnormality level of the flight abnormality request is a minor abnormality, obtaining at least one pending alternate landing point within a first preset distance range of the original destination landing point of the original planned route; When the abnormality level of the flight abnormality request is a general abnormality, obtaining at least one pending alternate landing point within a second preset distance range of each preset waypoint of the originally planned route, and after receiving the confirmation alternate landing instruction sent by the pilot, selecting at least one pending alternate landing point of the preset waypoint closest to the real-time coordinate information of the aircraft; When the abnormality level of the flight abnormality request is a serious abnormality, obtaining at least one pending alternate landing point within a second preset distance range of a preset waypoint closest to the real-time coordinate information of the aircraft; When the abnormality level of the flight abnormality request is an emergency abnormality, at least one pending alternate landing point is obtained within a third preset distance range of the real-time coordinate information of the aircraft.

5. The urban planning method combined with flight routes as claimed in claim 4, characterized in that: The scoring weight of the alternative route scoring parameter is adjusted in combination with the abnormality level of the flight abnormality request, specifically: Acquiring low-altitude route switching history data of the aircraft, wherein the low-altitude route switching history data includes a historical abnormality level of abnormal requests of the aircraft, a historical alternative route, and a historical scoring parameter of the historical alternative route; Inputting the low-altitude route switching historical data into a preset decision tree model to obtain a trained scoring weight decision tree model; The abnormality level of the flight abnormality request and the scoring parameters of each alternative route are input into the trained scoring weight decision tree model to obtain the adjusted scoring weights of the scoring parameters of the alternative route.

6. The method for urban planning in combination with flight routes as claimed in claim 5, characterized in that: The expression of the scoring weight is: ， in, For the The scoring weights, For the The first adjustment coefficient of the scoring weight, For the The second adjustment factor of the scoring weight, is the aircraft abnormality level, .

7. The urban planning method combined with flight routes as claimed in claim 6, characterized in that: The specific expression of the comprehensive score of each alternative route is: ， in, For the The overall rating of the alternative routes. is the normalized first scoring weight, For the Building heights along the alternative routes, is the normalized second scoring weight, For the Building density along the alternative routes, is the normalized third scoring weight, For the Population density along the alternative routes, is the normalized fourth scoring weight, For the Weather indicators along the alternative routes, is the normalized fifth scoring weight, For the The traffic congestion level of the alternate landing point corresponding to the alternative route, is the normalized sixth scoring weight, For the The electromagnetic distribution intensity along the alternative routes.

8. The method for urban planning in combination with flight routes as claimed in claim 7, characterized in that: The step of determining at least one alternate landing point for the aircraft according to the flight anomaly request further includes: Obtain at least one available alternate landing point in a preset area; Adjusting the location weight of at least one location factor of the available alternate landing point according to the abnormality code in the aircraft abnormality request; Calculate the site selection evaluation of each alternate landing point by combining the site selection factors and site selection weights of the available alternate landing points; Sort the alternate landing points from high to low according to the site selection evaluation to obtain the pending alternate landing points.

9. A city planning system combined with flight routes, the system comprising a memory and a processor, the memory storing a computer program, characterized in that: When the processor executes the computer program, it executes the urban planning method combined with flight routes as described in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for city planning combined with flight routes according to any one of claims 1 to 8 is implemented.

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