A method, device and storage medium for generating airspace reservation protection zone

Abstract

The purpose of this application is to provide a method, device and storage medium for generating an airspace reserved protection zone. This application establishes an aircraft collision protection zone with the aircraft as the center of mass; establishes a two-dimensional warning zone for airspace reservation based on the aircraft's flight speed and the aircraft's performance parameters with the aircraft as the center of mass; rotates the two-dimensional warning zone to obtain a three-dimensional warning zone, and obtains an airspace reserved protection zone from the collision protection zone and the three-dimensional warning zone, wherein the airspace reserved protection zone is a protection zone formed by the minimum safe distance range between aircraft; monitors the aircraft's flight speed in real time, and dynamically adjusts the warning zone radius based on the currently monitored flight speed to update the airspace reserved protection zone. This can solve the problem of generating safe distances for manned and unmanned collaborative operations in urban scenarios, ensure flight safety and improve airspace utilization efficiency.

Description

Technical Field

[0001] The present application relates to the field of unmanned aerial vehicle technology, and in particular to a method, device and storage medium for generating an airspace reservation protection zone. Background Art

[0002] In recent years, drones are experiencing rapid development and iterative evolution. In the wave of the fourth industrial revolution, with artificial intelligence and other emerging technologies as the leading force, drones have become an important carrier of advanced productivity. my country has become the world's leading industrial base in the field of civil drones, and is still expanding its product line and market scale. With the widespread application of drones in general and transport aviation fields such as aerial photography, distribution, inspection, and security, the isolated airspace suitable for drone operation can no longer meet the operation needs of drones. Drones urgently need to share airspace resources with manned aircraft. However, since drone pilots are remotely controlled and lack direct flight experience, they cannot perceive and deal with problems in flight in a timely manner. In addition, drones usually carry limited sensors and equipment, making it difficult to fully perceive and monitor the flight environment. Its flight safety issues need to be considered and handled more carefully and comprehensively. At present, research on manned and unmanned collaborative operation at home and abroad is still in its infancy, and there is a lack of comprehensive research and technical standards for manned and unmanned collaborative operation in urban environments. Relevant industry standards are urgently needed to be studied and improved.

[0003] Domestic research on the mixed use of drones and manned aircraft mainly focuses on several aspects such as collision risk analysis and spacing standard research. In 2017, according to the different allocation of drones, the low-altitude shared airspace was divided into multiple sectors; a collision risk model between drones and manned aircraft was established, and a modified drone trajectory was designed to reduce the probability of collision and sent to the drone operator. In the existing methods, drones are classified according to the altitude layer used, the common classification connection between drones and manned aircraft is established, and the key restrictions for drones to enter the manned aircraft airspace are explained, providing theoretical and technical support for the safe sharing of airspace between drones and manned aircraft. In the existing methods, based on the dynamic artificial potential field (DAPF) algorithm, suggestions are provided for the real-time generation of collision-free reaction paths for unmanned aerial vehicles flying in dynamic airspace. In the existing methods, the development status of the entire drone industry is analyzed, and the study finds the impact of the lack of effective control of drones on civil aviation, highlighting the necessity of studying drone flight safety. In the existing methods, the development status of drones in low-altitude airspace is analyzed, the necessity of sharing airspace with manned aircraft is elaborated in detail, and the impact of the integration of existing drone models into airspace on manned aircraft is analyzed.

[0004] With the changes of the times, the research on the safe distance between drones and manned aircraft is also developing. In the process of studying the minimum safe distance between aircraft, many scholars have proposed a variety of risk models to assess the possibility of collision and solve the problem of minimum safe distance.

[0005] In summary, the current research on the minimum safety distance is very extensive, and the research on the minimum safety distance can be roughly divided into two categories: one is based on empirical formulas and rules, and the other is based on mathematical models and simulation experiments. There is a lack of research on the minimum safety distance when UAVs and manned aircraft are in mixed operation. The rapid development of UAVs will inevitably pose new challenges to the existing safety distance standards. Therefore, research on the minimum safety distance between UAVs and manned aircraft is urgent and of great significance to the development of the aviation industry. Summary of the invention

[0006] One purpose of the present application is to provide a method, device and storage medium for generating an airspace reservation protection zone, so as to solve the problem in the prior art that the safety distance generated when UAVs and manned aircraft are mixed in operation cannot be effectively and accurately assessed.

[0007] According to one aspect of the present application, a method for generating an airspace reservation protection zone is provided, the method comprising:

[0008] Establish an aircraft collision protection zone with the aircraft as the center of mass;

[0009] With the aircraft as the center of mass, a two-dimensional warning zone for airspace reservation is established based on the aircraft's flight speed and aircraft performance parameters;

[0010] The two-dimensional warning area is rotated to obtain a three-dimensional warning area, and the airspace reserved protection area is obtained from the collision protection area and the three-dimensional warning area, wherein the airspace reserved protection area is a protection area formed by a minimum safety distance range between aircrafts;

[0011] Monitor the flight speed of the aircraft in real time, and dynamically adjust the radius of the warning zone based on the currently monitored flight speed to update the airspace reserved protection area.

[0012] Optionally, a collision protection zone for the aircraft is established with the aircraft as the center of mass, including:

[0013] Determine the radius of the protection zone in the horizontal direction of the aircraft and the upper limit distance from the aircraft to the protection zone in the vertical direction, and establish the aircraft's collision protection zone with the aircraft as the center of mass, the radius of the protection zone as the radius of the cylinder, and the upper limit distance as the height of the cylinder.

[0014] Optionally, a two-dimensional warning area for airspace reservation is established based on the flight speed of the aircraft and the performance parameters of the aircraft, including:

[0015] The radius of the lateral warning zone is determined based on the lateral flight speed of the aircraft and the performance parameters of the aircraft;

[0016] The radius of the lateral warning zone is determined based on the lateral flight speed of the aircraft and the performance parameters of the aircraft;

[0017] A two-dimensional warning zone for airspace reservation is established with the aircraft as the center of mass, the lateral warning zone radius as the lateral radius, and the lateral warning zone radius as the lateral radius.

[0018] Optionally, the radius of the warning area is dynamically adjusted according to the currently monitored flight speed, including:

[0019] It is determined whether the currently monitored flight speed is less than the first flight speed. If so, a correlation function of the flight speed is established according to the currently monitored flight speed and maneuverability, and the radius of the warning area is adjusted according to the correlation function of the flight speed.

[0020] Optionally, the flight speed correlation function satisfies the following formula:

[0021] , where k and n are constants, Indicates the flight speed;

[0022] The radius of the warning area is adjusted according to the related function of the flight speed to satisfy the following formula: ,in, is the radius of the warning area after dynamic adjustment, is the collision zone radius.

[0023] Optionally, the radius of the warning area is dynamically adjusted according to the currently monitored flight speed, including:

[0024] It is determined whether the currently monitored flight speed is greater than the second flight speed. If so, the currently monitored flight speed and stability influence function are determined, and the warning area radius is adjusted based on the flight speed and stability influence function.

[0025] Optionally, the flight speed and stability influence function satisfies the following formula:

[0026] ,in, and is a constant, It indicates the influence of stability on the radius of the warning area, which increases with the increase of flight speed;

[0027] The radius of the warning area is adjusted based on the flight speed and stability influence function to satisfy the following formula:

[0028] .

[0029] Optionally, the three-dimensional warning area satisfies the following formula:

[0030] ,

[0031] ,

[0032] ;

[0033] in, is the lateral warning zone radius, is the radius of the lateral warning area, is the longitudinal warning zone radius, is the radius of the collision zone, t is the horizontal reserved time for the airspace to retain the protection zone, is the lateral flight speed of the aircraft, is the lateral flight speed of the aircraft.

[0034] Optionally, the method comprises:

[0035] The collision protection zone is translated according to the lateral flight speed and the sideways flight speed of the aircraft to obtain an optimized airspace reservation protection zone.

[0036] Optionally, translating the collision protection zone according to the lateral flight speed and the sideways flight speed of the aircraft includes:

[0037] The lateral translation distance of the center of the collision protection zone is determined according to the lateral warning zone radius corresponding to the lateral flight speed of the aircraft and the lateral warning zone radius corresponding to the lateral flight speed, and the collision protection zone is laterally translated backward according to the lateral translation distance.

[0038] According to another aspect of the present application, a device for generating an airspace reservation protection zone is also provided, the device comprising:

[0039] one or more processors; and

[0040] A memory storing computer readable instructions, which, when executed, cause the processor to perform the operations of the method as described above.

[0041] According to another aspect of the present application, a computer-readable medium is provided, on which computer-readable instructions are stored. The computer-readable instructions can be executed by a processor to implement the method described above.

[0042] Compared with the prior art, this application establishes a collision protection zone for aircraft with the aircraft as the center of mass; establishes a two-dimensional warning zone for airspace reservation based on the flight speed and performance parameters of the aircraft with the aircraft as the center of mass; rotates the two-dimensional warning zone to obtain a three-dimensional warning zone, and obtains the airspace reservation protection zone from the collision protection zone and the three-dimensional warning zone, wherein the airspace reservation protection zone is a protection zone formed by the minimum safety distance range between aircraft; monitors the flight speed of the aircraft in real time, and dynamically adjusts the radius of the warning zone according to the currently monitored flight speed to update the airspace reservation protection zone. This can solve the problem of generating a safe distance for manned and unmanned collaborative operation in urban scenarios, ensure flight safety and improve airspace utilization efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Other features, objects and advantages of the present application will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0044] Figure 1 A schematic flow chart of a method for generating an airspace reservation protection zone according to one aspect of the present application is shown;

[0045] Figure 2 A schematic diagram showing an airspace reservation protection zone for an aircraft in one embodiment of the present application;

[0046] Figure 3 A schematic diagram showing a cylindrical collision protection zone in one embodiment of the present application;

[0047] Figure 4 A schematic diagram showing a two-dimensional model of a UVR warning area in an embodiment of the present application;

[0048] Figure 5 A three-dimensional schematic diagram of the UVR warning area after translation in one embodiment of the present application is shown.

[0049] The same or similar reference numerals in the drawings represent the same or similar components. DETAILED DESCRIPTION

[0050] The present application is described in further detail below in conjunction with the accompanying drawings.

[0051] In a typical configuration of the present application, the terminal, the device of the service network and the trusted party all include one or more processors (eg, a central processing unit (CPU)), an input / output interface, a network interface and a memory.

[0052] Memory may include non-permanent storage in a computer-readable medium, in the form of random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of a computer-readable medium.

[0053] Computer readable media include permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, Phase-Change RAM (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of random access memory (RAM), Read-Only Memory (ROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Flash memory or other memory technology, Compact Disc Read-Only Memory (CD-ROM), Digital Versatile Disk (DVD) or other optical storage, cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. According to the definition in this article, computer-readable media does not include non-transitory media such as modulated data signals and carrier waves.

[0054] This application proposes a method for generating airspace reservation protection zones, which is particularly suitable for urban scenarios. In particular, it provides a method for generating airspace reservation protection zones for manned and unmanned collaborative operations in urban scenarios, solving the problem of generating airspace reservation protection zones for manned and unmanned collaborative operations in urban scenarios in the prior art. This method is based on the analysis of flight characteristics and urban air traffic characteristics, and constructs a set of comprehensive application solutions to ensure flight safety and improve airspace utilization efficiency. The specific solution is as follows:

[0055] Figure 1 A schematic flow chart of a method for generating an airspace reservation protection zone according to one aspect of the present application is shown, the method comprising: steps S11 to S14, wherein:

[0056] Step S11, establish a collision protection zone for the aircraft with the aircraft as the center of mass; here, the aircraft includes manned aircraft and unmanned aircraft. When manned aircraft and unmanned aircraft are operating in the same airspace in an urban scene, a collision protection zone for manned aircraft is established with the manned aircraft as the center of mass. When the unmanned aircraft track enters the collision protection zone of a manned aircraft (such as a helicopter), it is considered that the two aircraft will collide. When the unmanned aircraft track enters the helicopter collision zone, the helicopter pilot should immediately take maneuvering measures to prevent the two aircraft from colliding. Among them, unmanned aerial vehicles (UAVs) are unmanned aircraft controlled by radio remote control equipment and self-contained program control devices.

[0057] Step S12, with the aircraft as the center of mass, a two-dimensional warning zone reserved in the airspace is established according to the flight speed of the aircraft and the performance parameters of the aircraft; here, the setting of the warning zone is to strengthen air traffic safety management, especially in urban scenarios where manned aircraft and unmanned aircraft share airspace. When the track of a drone enters the warning zone of a manned aircraft, the system will consider that there is a potential risk of conflict between the two aircraft. The warning system will immediately issue a traffic advisory, issue a risk warning to the drone operator, and remind the manned aircraft pilot to adjust the flight path to maintain the necessary safety interval. In the embodiment of the present application, a two-dimensional warning zone is first established with the aircraft as the center of mass, and then converted into a three-dimensional warning zone to obtain a warning zone in an airspace. When establishing a two-dimensional warning zone, the flight speed of the aircraft and the performance characteristics of the aircraft, such as maneuverability, stability, turning radius, etc., are taken into account.

[0058] Step S13, the two-dimensional warning area is rotated to obtain a three-dimensional warning area, and the airspace reserved protection area is obtained from the collision protection area and the three-dimensional warning area, wherein the airspace reserved protection area is a protection area formed by the minimum safety distance range between aircrafts; here, the two-dimensional warning area is rotated horizontally and vertically outside the collision protection area to obtain a three-dimensional warning area, and then an airspace reserved protection area is obtained from the collision protection area and the three-dimensional warning area. Among them, the airspace reserved protection area is a protection area formed by the range of the minimum safety distance required by the UVR (UAV Volume Reserved).

[0059] In the mixed operation mode of UAV and manned aircraft (such as helicopters), the collision process can be divided into two stages: In the first stage, when the distance between the helicopter and the UAV decreases and reaches below the minimum safe distance, it will be prompted that there is a risk of collision at this time, and a risk warning will be issued to the UAV through an alarm prompt, while reminding the helicopter pilot to keep a distance from the UAV to ensure safety. In the second stage, if there is no timely intervention or the intervention is ineffective, the distance between the helicopter and the UAV continues to decrease and reaches the collision zone of the anti-collision system. At this time, the anti-collision system will issue an alarm to expand the distance between the helicopter and the UAV to beyond the minimum safe distance to eliminate the conflict.

[0060] To ensure safety, especially in airspace where helicopters operate, the flight characteristics of helicopters must be taken into account. The lateral speed of a helicopter in the horizontal plane is the fastest, while its lateral speed is slower. The speed in the vertical direction is usually the slowest. These characteristics are crucial for planning helicopter protection zones. In the embodiment of the present application, a UVR protection zone is demarcated with the helicopter as the center of mass. The UVR protection zone consists of a UVR collision zone and a UVR warning zone. The UVR protection zone is as follows: Figure 2 shown.

[0061] Step S14, real-time monitoring of the flight speed of the aircraft, dynamically adjusting the radius of the warning zone according to the currently monitored flight speed, to update the airspace reserved protection zone. Here, in an urban environment, the operating speed of manned aircraft and unmanned aircraft will be strictly restricted. In the embodiment of the present application, the flight speed is used as a key variable to determine the range of the UVR warning zone, while considering environmental influences such as wind speed during flight. By real-time monitoring of the speed change of the aircraft, the range of the UVR warning zone is dynamically adjusted to ensure that appropriate safety protection can be provided under different flight conditions. The performance characteristics of manned aircraft at different flight speeds are different. At low speeds, manned aircraft have higher maneuverability and agility, and react more quickly to the surrounding environment. This shows that when planning the protection zone of manned aircraft, if the same protection zone range is used for manned aircraft flying at low speed and high speed, and the range is set based on high-speed flight conditions, it will inevitably cause a waste of airspace resources. As the flight speed of the manned aircraft increases, its control performance may decrease, requiring a larger turning radius and a longer braking distance. In addition, high-speed flight may also cause the manned aircraft to be subjected to stronger airflow interference and structural loads, thereby affecting its stability and maneuverability. Therefore, in the embodiment of the present application, the flight speed is monitored in real time to distinguish whether it is a low-speed or high-speed state, and then the range of the warning zone is adjusted under different states.

[0062] In one embodiment of the present application, in step S11, the radius of the protection zone of the aircraft in the horizontal direction and the upper limit distance from the aircraft to the protection zone in the vertical direction are determined, and the collision protection zone of the aircraft is established with the aircraft as the center of mass, the radius of the protection zone as the radius of the cylinder, and the upper limit distance as the height of the cylinder. Here, taking into account factors such as the different sizes of different aircraft models, position information measurement errors, pilot reaction time and system delays, it is necessary to simplify the irregular shape into a regular bounding volume, that is, to establish a corresponding UVR collision zone model. In the embodiment of the present application, the helicopter is taken as the center of mass, and the UVR collision zone is defined around the helicopter. With reference to the current air traffic management rules and the maneuvering flight characteristics of the helicopter, the cylindrical protection zone is to a certain extent more in line with the flight characteristics of the helicopter, so the cylindrical protection zone is selected as the model of the collision protection zone. The cylindrical collision protection zone is as follows. Figure 3 As shown in the figure, parameter R is the radius of the collision protection zone, and H is the distance from the helicopter to the upper limit of the collision protection zone. In the actual application of this application, the radius R of the UVR collision zone is defined to be approximately 1389m, which can be rounded to 1400m, and H is approximately 122m, which can be rounded to 150m.

[0063] In some embodiments of the present application, in step S12, the radius of the lateral warning zone is determined according to the lateral flight speed of the aircraft and the performance parameters of the aircraft; the radius of the lateral warning zone is determined according to the lateral flight speed of the aircraft and the performance parameters of the aircraft; a two-dimensional warning zone for airspace reservation is established with the aircraft as the center of mass, the radius of the lateral warning zone as the lateral radius, and the radius of the lateral warning zone as the lateral radius. Here, in order to accurately evaluate and plan the UVR warning zone, an ellipsoidal warning zone model that includes the advantages of the cylindrical protection zone model and the spherical protection zone model is selected. A two-dimensional rectangular coordinate system is established with the center of mass of the helicopter as the origin, the major axis of the ellipse as the x-axis, and the vertical axis as the z-axis, to obtain a two-dimensional model of the UVR warning zone, such as Figure 4 As shown in the figure, when the two-dimensional warning area is converted into three-dimensional, the lateral axis y is the same as the longitudinal axis z. Therefore, when calculating the radius of the warning area, it is only necessary to calculate the lateral warning area radius based on the lateral flight speed and aircraft performance parameters, and calculate the lateral warning area radius based on the lateral flight speed and aircraft performance. The warning area is rotated around the x-axis to obtain the three-dimensional model of the UVR protection area, as shown in the figure below: Figure 2 In this coordinate system, the lateral direction is defined as the x-axis and , the lateral direction is the y-axis ,in , is the helicopter's lateral and sideways speed. The longitudinal direction is the z-axis.

[0064] In some embodiments of the present application, in step S14, it is determined whether the currently monitored flight speed is less than the first flight speed. If so, a correlation function of the flight speed is established according to the currently monitored flight speed and maneuverability, and the radius of the warning area is adjusted according to the correlation function of the flight speed. Here, the first flight speed is a speed threshold set for low speed. When the flight speed of the aircraft is less than the first flight speed, it is considered that the aircraft is running at a low speed. The range of the UVR warning area is related to the flight speed and the performance characteristics of the aircraft. A correlation function of the flight speed can be constructed, and the range of the warning area can be dynamically adjusted.

[0065] Specifically, the flight speed correlation function satisfies the following formula:

[0066] , where k and n are constants, Indicates the flight speed;

[0067] The radius of the warning area is adjusted according to the related function of the flight speed to satisfy the following formula: ,in, is the radius of the warning area after dynamic adjustment, is the collision zone radius.

[0068] The range of the alarm zone is dynamically adjusted using the following formula: ,in, is the range of the UVR warning area after dynamic adjustment. For the collision zone radius, set it to the default warning zone range for low-speed flight (for example, set the minimum protection zone when flying at low speed). It is a function related to the flight speed and is used to reflect the impact of flight speed changes on the warning area.

[0069] The maneuverability of an aircraft usually decreases as the flight speed increases. The relationship between speed, maneuverability, and turning radius can be expressed by the following function: ,in, and is a constant that represents the relationship between aircraft speed and maneuverability. When it is lower, Close to 1, the warning area is smaller, reflecting better controllability and reaction speed. When increasing, As the aircraft descends, the warning area increases, reflecting the reduced controllability of the aircraft.

[0070] In some embodiments of the present application, in step S14, it is determined whether the currently monitored flight speed is greater than the second flight speed. If so, the currently monitored flight speed and stability influence function are determined, and the radius of the warning area is adjusted based on the flight speed and stability influence function. Here, the second flight speed is a speed threshold set for high-speed flight. When the aircraft flight speed is greater than the second flight speed, it is considered that the aircraft is flying at high speed. When flying at high speed, the stability and airflow interference of manned aircraft will become more important, so the warning area needs to adapt to this change. Determine the flight speed and stability influence function, and then dynamically adjust the scope of the warning area.

[0071] Specifically, the flight speed and stability influence function satisfies the following formula:

[0072] ,in, and is a constant, It indicates the influence of stability on the radius of the warning area, which increases with the increase of flight speed;

[0073] The radius of the warning area is adjusted based on the flight speed and stability influence function to satisfy the following formula:

[0074] .

[0075] Assuming that an additional safety zone is required when flying at high speed, a stability adjustment factor is introduced , satisfying the following formula: ,in It is a function that reflects the stability and airflow effect during high-speed flight. Assuming that the aircraft is subject to stronger airflow disturbance and structural load during high-speed flight, it can be expressed in the following form: ,in, and is a constant that controls the impact of stability on the warning area during high-speed flight. It increases with the speed, which means that a larger warning area is needed to ensure safety during high-speed flight. Finally, the comprehensive formula combining speed and environmental parameters is: .

[0076] In some embodiments of the present application, the three-dimensional warning area satisfies the following formula:

[0077] ,

[0078] ,

[0079] ;

[0080] in, is the lateral warning zone radius, is the radius of the lateral warning area, is the longitudinal warning zone radius, is the radius of the collision zone, t is the horizontal reserved time for the airspace to retain the protection zone, is the lateral flight speed of the aircraft, is the lateral flight speed of the aircraft.

[0081] The range of the UVR warning zone is divided according to the lateral speed and side speed of the aircraft (such as a helicopter); considering that the longitudinal speed of a helicopter during flight is usually significantly smaller than its side speed, in order to simplify the setting of the protection zone, the range of the vertical protection zone is set to be consistent with the lateral protection zone. The calculation formula for the range of the UVR warning zone is: However, for safety reasons, the warning distance of the model is expanded:

[0082] ,

[0083] ,

[0084] ;

[0085] In the formula , , is the radius of the UVR warning area in the horizontal, lateral and vertical directions, is the radius of the UVR collision zone, and t is the horizontal reserved time of the UVR protection zone (the reserved time is 4s). is the helicopter's lateral velocity, is the lateral velocity of the helicopter.

[0086] Through precise calculation, the lateral and horizontal extension distance of the helicopter protection zone can be obtained. These measurement results reflect the performance differences of the helicopter in various horizontal directions. Then an ellipsoidal UVR warning protection zone is established. This ellipsoid is not a perfect geometric shape, but a contour adjusted according to the nonlinear changes in helicopter performance, which accurately describes the protection range of the helicopter in different directions.

[0087] In some embodiments of the present application, the collision protection zone is translated according to the lateral flight speed and the lateral flight speed of the aircraft to obtain an optimized airspace reservation protection zone. Here, when the manned aircraft collision zone is at the center of the ellipse, the warning zone generated is as described above, but the flight dynamics and operating characteristics of the manned aircraft are also considered. It is noted that the manned aircraft has the largest speed in the forward direction, and in the backward direction, due to aerodynamic limitations and flight control mechanisms, its maneuverability and speed are relatively small. In order to improve flight safety and optimize the design of the manned aircraft's anti-collision system, the UVR collision zone range is appropriately adjusted.

[0088] Specifically, the lateral translation distance of the center of the collision protection zone is determined according to the lateral warning zone radius corresponding to the lateral flight speed of the aircraft and the lateral warning zone radius corresponding to the lateral flight speed, and the collision protection zone is laterally translated backward according to the lateral translation distance. Here, the UVR collision zone is translated to the focal position of the UVR warning zone. The UVR warning zone model after translation is as follows: Figure 5 As shown. The focal position of the UVR alarm area is , Determine, assuming that in the xy plane, the focus position is: ,in, Represents retreating along the X axis at the center of the ellipse distance.

[0089] The method described in this application is based on the analysis of flight characteristics and urban air traffic features to construct a comprehensive application solution, which can ensure flight safety and improve airspace utilization efficiency.

[0090] In addition, an embodiment of the present application also provides a computer-readable medium on which computer-readable instructions are stored. The computer-readable instructions can be executed by a processor to implement the aforementioned method for evaluating the actual navigation performance of a drone.

[0091] In one embodiment of the present application, a device for generating an airspace reservation protection zone is also provided, the device comprising:

[0092] one or more processors; and

[0093] A memory storing computer readable instructions, which, when executed, cause the processor to perform the operations of the method as described above.

[0094] For example, the computer readable instructions, when executed, cause the one or more processors to:

[0095] Establish an aircraft collision protection zone with the aircraft as the center of mass;

[0096] With the aircraft as the center of mass, a two-dimensional warning zone for airspace reservation is established based on the aircraft's flight speed and aircraft performance parameters;

[0097] The two-dimensional warning area is rotated to obtain a three-dimensional warning area, and the airspace reserved protection area is obtained from the collision protection area and the three-dimensional warning area, wherein the airspace reserved protection area is a protection area formed by a minimum safety distance range between aircrafts;

[0098] Monitor the flight speed of the aircraft in real time, and dynamically adjust the radius of the warning zone based on the currently monitored flight speed to update the airspace reserved protection area.

[0099] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

[0100] It should be noted that the present application can be implemented in software and / or a combination of software and hardware, for example, it can be implemented using an application-specific integrated circuit (ASIC), a general-purpose computer or any other similar hardware device. In one embodiment, the software program of the present application can be executed by a processor to implement the steps or functions described above. Similarly, the software program of the present application (including related data structures) can be stored in a computer-readable recording medium, for example, a RAM memory, a magnetic or optical drive or a floppy disk and the like. In addition, some steps or functions of the present application can be implemented using hardware, for example, as a circuit that cooperates with a processor to perform various steps or functions.

[0101] In addition, a part of the present application may be applied as a computer program product, such as a computer program instruction, which, when executed by a computer, can call or provide the method and / or technical solution according to the present application through the operation of the computer. The program instruction for calling the method of the present application may be stored in a fixed or removable recording medium, and / or transmitted through a data stream in a broadcast or other signal-bearing medium, and / or stored in a working memory of a computer device that runs according to the program instruction. Here, according to an embodiment of the present application, a device is included, the device including a memory for storing computer program instructions and a processor for executing program instructions, wherein, when the computer program instruction is executed by the processor, the device is triggered to run the method and / or technical solution based on the aforementioned multiple embodiments according to the present application.

[0102] It is obvious to those skilled in the art that the present application is not limited to the details of the above exemplary embodiments, and that the present application can be implemented in other specific forms without departing from the spirit or essential features of the present application. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive, and the scope of the present application is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present application. Any figure mark in the claims should not be regarded as limiting the claims involved. In addition, it is obvious that the word "comprising" does not exclude other units or steps, and the singular does not exclude the plural.

Claims

1. A method for generating an airspace reservation protection zone, characterized in that: The method comprises: Establish an aircraft collision protection zone with the aircraft as the center of mass; Taking the aircraft as the center of mass, the radius of the lateral warning area is determined according to the lateral flight speed of the aircraft and the performance parameters of the aircraft; The radius of the lateral warning zone is determined based on the lateral flight speed of the aircraft and the performance parameters of the aircraft; A two-dimensional warning zone for airspace reservation is established with the aircraft as the center of mass, the lateral warning zone radius as the lateral radius, and the lateral warning zone radius as the lateral radius; The two-dimensional warning area is rotated to obtain a three-dimensional warning area, and the airspace reserved protection area is obtained from the collision protection area and the three-dimensional warning area, wherein the airspace reserved protection area is a protection area formed by a minimum safety distance range between aircrafts; Monitor the flight speed of the aircraft in real time and dynamically adjust the radius of the warning zone according to the currently monitored flight speed to update the airspace reserved protection zone; The radius of the warning area is dynamically adjusted according to the currently monitored flight speed, including: It is determined whether the currently monitored flight speed is less than the first flight speed. If so, a correlation function of the flight speed is established according to the currently monitored flight speed and the maneuverability, and the radius of the warning area is adjusted according to the correlation function of the flight speed. The correlation function of the flight speed satisfies the following formula: , where k and n are constants, Indicates the flight speed; The radius of the warning area is adjusted according to the related function of the flight speed to satisfy the following formula: ,in, is the radius of the warning area after dynamic adjustment, is the collision zone radius; Determine whether the currently monitored flight speed is greater than the second flight speed. If so, determine the currently monitored flight speed and stability influence function, and adjust the warning area radius based on the flight speed and stability influence function. The flight speed and stability influence function satisfy the following formula: ,in, and is a constant, It indicates the influence of stability on the radius of the warning area, which increases with the increase of flight speed; The radius of the warning area is adjusted based on the flight speed and stability influence function to satisfy the following formula: ； The three-dimensional warning area satisfies the following formula: ， ， ； in, is the lateral warning zone radius, is the radius of the lateral warning area, is the longitudinal warning zone radius, is the radius of the collision zone, t is the horizontal reserved time for the airspace to retain the protection zone, is the lateral flight speed of the aircraft, is the lateral flight speed of the aircraft.

2. The method according to claim 1, characterized in that The collision protection zone of the aircraft is established with the aircraft as the center of mass, including: Determine the radius of the protection zone in the horizontal direction of the aircraft and the upper limit distance from the aircraft to the protection zone in the vertical direction, and establish the aircraft's collision protection zone with the aircraft as the center of mass, the radius of the protection zone as the radius of the cylinder, and the upper limit distance as the height of the cylinder.

3. The method according to claim 1, characterized in that The method comprises: The collision protection zone is translated according to the lateral flight speed and the sideways flight speed of the aircraft to obtain an optimized airspace reservation protection zone.

4. The method according to claim 3, characterized in that The collision protection zone is translated according to the lateral flight speed and the sideways flight speed of the aircraft, including: The lateral translation distance of the center of the collision protection zone is determined according to the lateral warning zone radius corresponding to the lateral flight speed of the aircraft and the lateral warning zone radius corresponding to the lateral flight speed, and the collision protection zone is laterally translated backward according to the lateral translation distance.

5. A device for generating an airspace reservation protection zone, characterized in that: The device comprises: one or more processors; and A memory storing computer readable instructions which, when executed, cause the processor to perform the operations of the method as claimed in any one of claims 1 to 4.

6. A computer-readable medium having computer-readable instructions stored thereon, wherein the computer-readable instructions can be executed by a processor to implement the method according to any one of claims 1 to 4.

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