Method for calculating safety protection position of unmanned aerial vehicle

Abstract

The invention relates to a method for calculating the safety protection position of an unmanned aircraft, and the method comprises the steps: S1, obtaining recognition information, and recognizing the type of the unmanned aircraft according to the recognition information; s2, state information of the unmanned aerial vehicle is acquired, and the state information is processed; s3, position information of the unmanned aerial vehicle is acquired, and the position information is processed; s4, acquiring a safety protection state of the unmanned aircraft, and updating the safety protection state to obtain a current safety protection state of the unmanned aircraft; and S5, according to the type of the unmanned aircraft and the current safety protection state of the unmanned aircraft, calculating the safety protection position of the unmanned aircraft by adopting an analytical solution method. Compared with the prior art, the method has the advantages that the accuracy of aircraft position calculation is improved while the safety is not lost, and the like.

Description

Technical Field

[0001] The invention relates to an unmanned aerial vehicle, and in particular to a method for calculating a safety protection position of an unmanned aerial vehicle. Background Art

[0002] The location information of unmanned aerial vehicles is the basis for the services and management provided by the low-altitude airspace control service platform. Through the broadcast information of unmanned aerial vehicles, the request information of unmanned aerial vehicles or the detection information of the ground sensing system, the low-altitude airspace control service platform maintains the real-time safe position of each unmanned aerial vehicle in the airspace under its jurisdiction, thereby realizing air traffic services and airspace management.

[0003] For the flight safety research of unmanned aerial vehicles, most international studies basically adopt the ideas and methods similar to those of civil aircraft, that is, they mainly focus on the collision avoidance, conflict detection and release of civil aircraft. The research idea is to maintain the minimum interval, and the basic method is to comprehensively evaluate the risk of various uncertain factors under the condition of fixed routes and air traffic controllers in the loop. In this process, the aircraft is usually replaced by a simple rectangular or cylindrical safety area to avoid the complexity caused by the actual shape and size of the aircraft. However, the diversity of low-altitude unmanned aerial vehicles (models, conditions, etc.) and the complexity of the low-altitude airspace environment have put forward new requirements for the conflict detection and release of unmanned aerial vehicles. The calculation of the safety protection envelope needs to adapt to the new changes. The methods used in traditional open high altitude and fixed routes are no longer applicable.

[0004] After searching, Chinese patent publication number CN108399289A discloses a safety envelope model for UAV low-altitude flight and its construction method. Specifically, the maximum flight distance that the UAV can reach in each direction within the safety response time range is calculated based on the length, width, height of the UAV, and the maximum flight speed of the UAV in each direction. Based on this, the UAV safety envelope model is constructed.

[0005] At the same time, Chinese patent publication number CN113868780A discloses a method for constructing a safety envelope of a drone formation. Specifically, the maximum flight distance that a drone formation can reach in each direction within a given safety response time is first calculated, and then a safety envelope model of the drone formation is constructed based on the maximum length, width and height of the fuselage, the radius of the minimum envelope sphere and the maximum flight distance in each direction.

[0006] In addition, Chinese patent publication number CN115793687A discloses a method for calibrating the safe interval of rotorcraft UAV operation based on collision risk. Specifically, a collision judgment model for any two rotorcraft UAVs is first constructed, and then a real-time collision risk calculation model for the rotorcraft UAVs is constructed. On this basis, a system safety level model is constructed, and based on the preset system safety level target value constraint conditions, the system safety level model is solved to obtain the relative positions of any two rotorcraft UAVs at the safety level, and the safe interval of rotorcraft operation is calibrated.

[0007] It can be seen that the existing public safety envelope model calculation of unmanned aerial vehicles cannot distinguish the type of unmanned aerial vehicle (rotor / fixed wing), cannot distinguish the state of the unmanned aerial vehicle itself (communication, navigation), and cannot distinguish whether the unmanned aerial vehicle is a partner. These factors are indeed very critical to the calculation of the safety protection position of the unmanned aerial vehicle; at the same time, the premise of the existing public unmanned aerial vehicle safety interval calculation is too ideal, ignoring the possibility of conflict between unmanned aerial vehicles of different types and unmanned aerial vehicles with different cooperation modes. The assumptions about the position of unmanned aerial vehicles are also relatively simplified, which is different from the actual application.

[0008] Therefore, as the key foundation for low-altitude airspace services and management, how to consider the actual application needs, both truly and comprehensively reflect the position of unmanned aerial vehicles, and simplify the calculation amount of the safety envelope model, so that it becomes an engineering feasible method, has become a technical problem that needs to be solved. Summary of the invention

[0009] The purpose of the present invention is to provide a method for calculating the safety protection position of an unmanned aerial vehicle in order to overcome the defects of the above-mentioned prior art.

[0010] The purpose of the present invention can be achieved by the following technical solutions:

[0011] According to a first aspect of the present invention, there is provided a method for calculating a safety protection position of an unmanned aerial vehicle, the method comprising the following steps:

[0012] Step S1, obtaining identification information, and identifying the type of the unmanned aerial vehicle according to the identification information;

[0013] Step S2, obtaining status information of the unmanned aerial vehicle and processing the status information, wherein the status information includes the communication status of the unmanned aerial vehicle and the working status of its onboard navigation equipment;

[0014] Step S3, obtaining the position information of the unmanned aerial vehicle and processing the position information, wherein the position information includes the position information provided by the unmanned aerial vehicle and its operation control system and the sensed position information obtained from the ground sensing system;

[0015] Step S4, obtaining the safety protection status of the unmanned aerial vehicle, and updating the safety protection status to obtain the current safety protection status of the unmanned aerial vehicle;

[0016] Step S5, calculating the safety protection position of the unmanned aerial vehicle by using an analytical solution method according to the type of the unmanned aerial vehicle and the current safety protection state of the unmanned aerial vehicle;

[0017] If the unmanned aerial vehicle is a partner unmanned aerial vehicle, the calculation process of the safety protection position of the unmanned aerial vehicle is divided into the calculation process of the first state A, the first state B and the first state C of the multi-rotor and the calculation process of the second state A, the second state B and the second state C of the fixed-wing according to the type of the unmanned aerial vehicle and the current safety protection state of the unmanned aerial vehicle.

[0018] Among them, the position envelope of the multi-rotor unmanned aerial vehicle is simplified into an ellipsoid; the position envelope of the fixed-wing unmanned aerial vehicle is simplified into a combination of a nose-direction hemisphere and a tail-direction hemisphere with the center of the fuselage as the sphere center.

[0019] As a preferred technical solution, the identification information includes:

[0020] the broadcast identification information of the unmanned aircraft; or

[0021] Request information for unmanned aerial vehicles; or

[0022] Request information from the unmanned aircraft operations control system; or

[0023] Scanning surveillance information from ground-based sensing systems; or

[0024] Fusion information of the broadcast identification information of the unmanned aerial vehicle and the scanning surveillance information of the ground sensing system; or

[0025] Fusion information of the request information of the unmanned aerial vehicle and the scanning and monitoring information of the ground sensing system; or

[0026] The fusion information of the request information of the unmanned aerial vehicle operation control system and the scanning and monitoring information of the ground perception system.

[0027] As a preferred technical solution, the step of identifying the type of the unmanned aerial vehicle according to the identification information includes:

[0028] decrypting the identification information and determining the authenticity of the identification information,

[0029] If the identification information is true, further determining one or more of the integrity, validity, and timeliness of the identification information to obtain a determination result;

[0030] obtaining feedback information from a ground sensing system, and determining whether the unmanned aerial vehicle is a registered partner unmanned aerial vehicle based on the feedback information and the determination result;

[0031] If it is a partner unmanned aircraft, the aircraft type information corresponding to the partner unmanned aircraft is obtained through the unique registration number, and the aircraft type information at least includes fixed-wing or multi-rotor;

[0032] If the partner's unmanned aerial vehicle is a fixed-wing or multi-rotor aircraft, obtain the corresponding flight performance of the partner's unmanned aerial vehicle;

[0033] If it is a non-cooperative unmanned aerial vehicle, the model of the non-cooperative unmanned aerial vehicle is matched from the database based on the frequency spectrum, voiceprint, and image features detected by the detection module of the ground countermeasure equipment, and the corresponding static parameters and flight parameters of the non-cooperative unmanned aerial vehicle are obtained.

[0034] As a preferred technical solution, the processing of the status information includes:

[0035] Determine the information integrity, validity and timeliness of the first communication connection between the unmanned aerial vehicle and the low-altitude airspace control service platform according to the status information, and output a first determination result;

[0036] Determine the information integrity, validity and timeliness of the second communication between the unmanned aerial vehicle operation control system and the low-altitude airspace management and control service platform according to the status information, and output a second determination result;

[0037] Determine whether the onboard navigation equipment of the unmanned aerial vehicle is working properly according to the health status of the onboard navigation equipment and the validity of its spatial position information in the status information, and output a third determination result;

[0038] Acquiring motor status information or engine status information of the unmanned aerial vehicle;

[0039] The current speed information, current vertical speed information, current track angle information, and current pitch angle information of the unmanned aerial vehicle are obtained.

[0040] As a preferred technical solution, the step of obtaining the position information of the unmanned aerial vehicle and processing the position information includes:

[0041] If the unmanned aerial vehicle and the unmanned aerial vehicle operation control system are not disconnected from communication, obtaining first position information from the unmanned aerial vehicle, obtaining second position information from the unmanned aerial vehicle operation control system, and mutually verifying the first position information and the second position information;

[0042] If the unmanned aerial vehicle is disconnected from communication, obtaining second position information from the unmanned aerial vehicle operation control system, obtaining sensed position information from a ground sensing system, and mutually verifying the second position information with the sensed position information;

[0043] If the unmanned aerial vehicle operation control system loses communication, obtaining a first position from the unmanned aerial vehicle, obtaining sensed position information from a ground sensing system, and mutually verifying the first position information with the sensed information;

[0044] The verified first position information or the second position information is converted into the WGS-84 coordinate system.

[0045] As a preferred technical solution, the location information of the unmanned aerial vehicle includes at least one or more of the coordinate system type, longitude, latitude, and true height.

[0046] As a preferred technical solution, the safety protection state of the unmanned aerial vehicle includes:

[0047] First state A or second state A: the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal and the onboard navigation equipment of the unmanned aerial vehicle is working normally;

[0048] First state B or second state B: the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal and the onboard navigation equipment fails;

[0049] First state C or second state C: the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is completely disconnected;

[0050] According to the first judgment result, the second judgment result, and the third judgment result, the communication status between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal, the communication status between the unmanned aerial vehicle operation control system and the low-altitude airspace control service platform is normal, and the onboard navigation equipment of the unmanned aerial vehicle is working normally, then the safety protection status of the unmanned aerial vehicle is the first state A or the second state A;

[0051] According to the first judgment result, the second judgment result, and the third judgment result, the communication status between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal, the communication status between the unmanned aerial vehicle operation control system and the low-altitude airspace control service platform is normal, and the onboard navigation equipment of the unmanned aerial vehicle fails, then the safety protection status of the unmanned aerial vehicle is the first status B or the second status B;

[0052] According to the first judgment result and the second judgment result, the communication between the unmanned aerial vehicle and the low-altitude airspace management and control service platform is disconnected, or the communication between the unmanned aerial vehicle operation control system and the low-altitude airspace management and control service platform is disconnected, then the safety protection state of the unmanned aerial vehicle is the first state C or the second state C.

[0053] As a preferred technical solution, each of the security protection states can be migrated when the set conditions are met, including:

[0054] e1) The conversion from the first state A to the first state B or the conversion from the second state A to the second state B: when the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal, the onboard navigation equipment works normally until it fails;

[0055] e2) The transition from the first state A to the first state C or the transition from the second state A to the second state C: the communication between the unmanned aircraft and the low-altitude airspace control service platform changes from normal to completely disconnected, and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to completely disconnected;

[0056] e3) Transition from the first state B to the first state A or from the second state B to the second state A: the failure of the onboard navigation equipment of the unmanned aerial vehicle to the restoration of normal operation;

[0057] e4) The transition from the first state B to the first state C or the transition from the second state B to the second state C: when the onboard navigation equipment of the unmanned aircraft has failed, the communication with the low-altitude airspace control service platform changes from normal to completely disconnected, and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to completely disconnected;

[0058] e5) The transition from the first state C to the first state A or the transition from the second state C to the second state A: the communication between the unmanned aircraft and the low-altitude airspace control service platform is completely disconnected and restored to normal, or the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform is completely disconnected and restored to normal; the communication is restored and the onboard navigation equipment of the unmanned aircraft works normally;

[0059] e6) Conversion from the first state C to the first state B or from the second state C to the second state B: the communication between the unmanned aircraft and the low-altitude airspace management and control service platform is completely disconnected and then restored to normal, or the communication between the unmanned aircraft operation control system and the low-altitude airspace management and control service platform is completely disconnected and then restored to normal, and the communication is restored and the onboard navigation equipment of the unmanned aircraft fails.

[0060] As a preferred technical solution, the calculation process of the first state A of the multi-rotor is specifically as follows:

[0061] The centers of the two foci of the ellipsoid are: The multirotor unmanned aerial vehicle uses the navigation positioning coordinates as the center coordinates of the two foci;

[0062] The minor axis size L of the ellipsoid minor_axis for:

[0063] L minor_axis =V cur_multi_rotor_drone *(T comm_cycle +T sys_proc )+R multi_rotor_drone +Err multi_rotor_drone

[0064] +Err nav；

[0065] Where V cur_multi_rotor_drone is the current speed of the multi-rotor unmanned aerial vehicle, T comm_cycle is the communication cycle, T sys_proc is the system processing time, R multi_rotor_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err multi_rotor_drone is the error of the unmanned aerial vehicle itself, Err nav is the error of the navigation system;

[0066] The major axis size L of the ellipsoid major_axis for:

[0067] L major_axis =(V cur_multi_rotor_drone +V wind )*(T comm_cycle +T sys_proc )+R multi_rotor_drone +

[0068] Err multi_rotor_drone +Err nav；

[0069] Where V cur_multi_rotor_drone is the current speed of the multi-rotor unmanned aerial vehicle, V wind is the wind speed.

[0070] As a preferred technical solution, if a communication anomaly occurs between the multi-rotor unmanned aerial vehicle and the navigation system but is still within a preset communication interruption tolerance period, the calculation of the short axis and the long axis must also accumulate the maximum distance that the aircraft may fly within the communication interruption tolerance period.

[0071] As a preferred technical solution, the calculation process of the first state B of the multi-rotor is specifically as follows:

[0072] The centers of the two foci of the ellipsoid are: based on the last navigation position reported by the multirotor unmanned aerial vehicle and calibrated using the position information monitored by the ground perception system;

[0073] When the onboard navigation failure does not affect the speed measurement function of the multi-rotor unmanned aerial vehicle,

[0074] The minor axis L of the ellipsoid minor_axi for:

[0075] L minor_axis =V cur_multi_rotor_drone *(T comm_cycle +T sys_proc +T delay_sur_drone )+R multi_rotor_drone +

[0076] Err multi_rotor_drone；

[0077] Where V cur_multi_rotor_drone is the current speed of the multi-rotor unmanned aerial vehicle, T comm_cycle is the communication cycle, T sys_proc is the system processing time, T delay_sur_drone is the time difference between the ground perception system information and the unmanned aerial vehicle information, R multi_rotor_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err multi_rotor_drone The error of the unmanned aerial vehicle itself;

[0078] The major axis L of the ellipsoid major_axis for:

[0079] L major_axis =(V cur_multi_rotor_drone +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+

[0080] R multi_rotor_drone +Err multi_rotor_drone

[0081] Where V wind is the wind speed;

[0082] When the onboard navigation fails and affects the speed measurement function of the multi-rotor unmanned aerial vehicle,

[0083] The minor axis L of the ellipsoid minor_axis for:

[0084] L minor_axis =V max_multi_rotor_drone *(T comm_cycle +T sys_proc +T delay_sur_drone )+R multi_rotor_drone +

[0085] Err multi_rotor_drone +Err sur ;

[0086] Where V max_multi_rotor_drone is the maximum speed of the multi-rotor unmanned aerial vehicle, Err sur is the error of the ground perception system;

[0087] The major axis of the ellipsoid is:

[0088] L major_axis =(V max_multi_rotor_drone +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+

[0089] R multi_rotor_drone +Err multi_rotor_drone +Err sur .

[0090] As a preferred technical solution, the calculation process of the first state C of the multi-rotor is specifically as follows:

[0091] The centers of the two foci of the ellipsoid are: based on the last navigation positioning reported by the multirotor unmanned aerial vehicle and calibrated using the position information monitored by the ground perception system;

[0092] The minor axis L of the ellipsoid minor_axis for:

[0093] L minor_axis =V max_multi_rotor_drone *(T sys_proc +T scan )+R multi_rotor_drone +Err sur ;

[0094] Where V max_multi_rotor_drone is the maximum speed of the multi-rotor unmanned aerial vehicle, T sys_proc is the system processing time, T scan is the scanning period of the ground perception system information; R multi_rotor_droneis the maximum cross-sectional radius of the unmanned aerial vehicle, Err sur is the error of the ground perception system;

[0095] The major axis L of the ellipsoid major_axis for:

[0096] L major_axis =(V max_multi_rotor_drone e +V wind )*(T sys_proc +T scan )+R multi_rotor_drone +Err sur ;

[0097] Where V wind is the wind speed.

[0098] As a preferred technical solution, the calculation process of the second state A of the fixed wing is specifically as follows:

[0099] The common center of the two hemispheres is the navigation position reported by the fixed-rotor unmanned aerial vehicle;

[0100] Hemisphere radius R in the nose direction head for:

[0101] R head =(V cur_fixed_wing +V wind )*(T comm_cycle +T sys_proc )+R fixed_wing_drone +Err fixed_wing_drone +Err nav ;

[0102] Where V cur_fixed_wing is the current speed of the fixed-wing unmanned aerial vehicle, V wind is the wind speed, T comm_cycle is the communication cycle, T sys_proc is the system processing time, R fixed_wing_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err fixed_wing_drone is the error of the unmanned aerial vehicle itself, Err nav is the error of the navigation system;

[0103] Hemisphere radius R in the tail direction tail for:

[0104] R tail =V wind *(T comm_cycle +T sys_proc )+R fixed_wing_drone +Err fixed_wing_drone +Err nav .

[0105] As a preferred technical solution, during the communication interruption tolerance period, the calculation of the hemispherical radius in the nose and tail directions in the position calculation of the fixed-wing unmanned aerial vehicle in the second state A also needs to accumulate the maximum distance that the aircraft may fly within the communication interruption tolerance period.

[0106] As a preferred technical solution, the calculation process of the second state B of the fixed wing is specifically as follows:

[0107] The common center of the two hemispheres is based on the last navigation position reported by the fixed-wing unmanned aircraft and calibrated using the position information monitored by the ground perception system;

[0108] When the failure of onboard navigation does not affect the speed measurement function of the fixed-wing unmanned aircraft,

[0109] Hemisphere radius R in the nose direction head for:

[0110] R head =(V cur_fixed_wing +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone +

[0111] Err fixed_wing_drone +Err sur ;

[0112] V cur_fixed_wing is the current speed of the fixed-wing unmanned aerial vehicle, V wind is the wind speed, T comm_cycle is the communication cycle, T sys_proc is the system processing time, T delay_sur_drone is the time difference between the ground perception system information and the unmanned aerial vehicle information, R fixed_wing_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err fixed_wing_drone is the error of the unmanned aerial vehicle itself, Err sur is the error of the ground perception system;

[0113] Hemisphere radius R in the tail direction tail for:

[0114] R tail =V wind *(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone +Err fixed_wing_drone +

[0115] Err sur;

[0116] When the onboard navigation fails and affects the speed measurement function of the multi-rotor unmanned aerial vehicle,

[0117] Hemisphere radius R in the nose direction head for:

[0118] R head =(V max_fixed_wing +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone +

[0119] Err fixed_wing_drone +Err sur ;

[0120] Where V max_fixed_wing is the maximum speed of fixed-wing unmanned aerial vehicles;

[0121] Hemisphere radius R in the tail direction tail for:

[0122] R tail =V wind *(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone +Err fixed_wing_drone +

[0123] Err sur .

[0124] As a preferred technical solution, the calculation process of the second state C of the fixed wing is specifically as follows:

[0125] The radius of the hemisphere in the nose direction and the hemisphere in the tail direction are equal;

[0126] The center of the sphere is based on the last navigation position reported by the fixed-wing unmanned aerial vehicle and calibrated using the position information monitored by the ground sensing system;

[0127] The radius R of the sphere is:

[0128] R=[max(V max_fixed_wing ,V climb ,V diving ,V turning )+V wind ]*(T sys_proc +T scan )+R fixed_wing_drone

[0129] +Err sur ;

[0130] Where V max_fixed_wing is the maximum speed of the fixed-wing unmanned aerial vehicle, V climb V is the maximum speed considering the maximum climb rate. diving is the maximum velocity considering the maximum dive rate, V turning V is the maximum speed considering the maximum turning radius. wind is the wind speed, T sys_proc is the system processing time, T scan is the scanning period of the ground perception system information, R fixed_wing_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err sur is the error of the ground perception system.

[0131] As a preferred technical solution, the safety protection position of the non-cooperative unmanned aerial vehicle is calculated as follows:

[0132] Detect the model of the non-cooperative unmanned aerial vehicle through the ground sensing system combined with the professional unmanned aerial vehicle countermeasure database;

[0133] Obtaining flight parameters of the non-cooperative unmanned aerial vehicle through the detected model;

[0134] A sphere is used to represent the position envelope of the non-cooperative unmanned aerial vehicle;

[0135] The radius of the sphere is:

[0136] R=[max(V sur ,V recognized )+V wind ]*(T sys_proc +T scan )+R recognized +Err sur ;

[0137] Where V sur The speed measured by the ground sensing system, V recognized V is the maximum speed obtained after detecting the model. wind is wind speed, T sys_proc is the system processing time, T scan is the scanning period of the ground perception system information, R recognized Err is the maximum cross-sectional radius of the unmanned aerial vehicle obtained after the model is detected. sur is the error of the ground perception system.

[0138] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0139] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0140] Compared with the prior art, the present invention has the following advantages:

[0141] 1) The present invention supports the management of safety protection positions of unmanned aerial vehicles of different types, different states and different cooperation modes, overcoming the problems of incomplete consideration of factors in the prior art, unclear scene segmentation, complex calculation method, and large differences from actual application requirements, and provides key technical guarantees for the management and services of low-altitude airspace;

[0142] 2) The present invention subdivides the types of unmanned aerial vehicles, and designs different safety protection position calculation methods for multi-rotor and fixed-wing unmanned aerial vehicles according to the flight performance characteristics of different types of unmanned aerial vehicles, thereby improving the accuracy of aircraft position calculation without sacrificing safety;

[0143] 3) The present invention simplifies the three-dimensional model of the safety protection position envelope, and simplifies the highly complex three-dimensional volume solution into an analytical solution with low computational complexity;

[0144] 4) The present invention combines the communication status of the unmanned aerial vehicle with the working status of the airborne navigation, and makes full use of the resources of the ground perception system, and designs a safety protection position calculation algorithm based on the safety protection state machine, which is more conducive to the efficient use of limited space resources;

[0145] 5) The present invention fully considers the unexpected situations in actual application scenarios and designs a safe position envelope for non-cooperative unmanned aerial vehicles, so that cooperative unmanned aerial vehicles have sufficient time and space to take evasive measures. BRIEF DESCRIPTION OF THE DRAWINGS

[0146] Figure 1 A schematic diagram of a flow chart of a method for calculating a safety protection position of an unmanned aerial vehicle according to the present invention;

[0147] FIG2( a ) is a schematic diagram of the transition of the safety protection state machine of the multi-rotor unmanned aerial vehicle of the present invention;

[0148] FIG2( b ) is a schematic diagram of the transition of the safety protection state machine of the fixed-wing unmanned aerial vehicle of the present invention;

[0149] Figure 3 A schematic diagram of the process of unmanned aerial vehicle identification and state processing of the present invention;

[0150] Figure 4It is a top view of the safety protection position envelope of the multi-rotor unmanned aerial vehicle of the partner of the present invention, where D1 is the long axis and D2 is the short axis;

[0151] Figure 5 It is a top view of the safety protection position envelope of the fixed-wing unmanned aerial vehicle of the partner of the present invention, where G1 is the nose direction, G2 is the hemispherical radius in the nose direction, and G3 is the hemispherical radius in the tail direction;

[0152] Figure 6 This is a top view of the safety protection position envelope of the non-cooperative unmanned aerial vehicle of the present invention, where r is the radius. DETAILED DESCRIPTION

[0153] 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 part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0154] The following is combined with Figure 1 , Figures 2(a) and (b), Figure 3 , Attachment Figure 4 , Attachment Figure 5 and attached Figure 6 The management method for the safety protection position of unmanned aerial vehicles proposed in the present invention is further described in detail. According to the following description, the advantages and features of the present invention will be clearer. It should be noted that the drawings are in a very simplified form and use non-precise proportions, which are only used to conveniently and clearly assist in explaining the purpose of the implementation method of the present invention. In order to make the purpose, features and advantages of the present invention more obvious and easy to understand, please refer to the drawings. It should be noted that the structure, proportion, size, etc. illustrated in the drawings of this specification are only used to match the content disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention, so they have no technical substantive significance. Any modification of the structure, change of the proportional relationship or adjustment of the size, without affecting the effect that the present invention can produce and the purpose that can be achieved, should still fall within the scope of the technical content disclosed by the present invention.

[0155] In order to overcome the shortcomings of the existing unmanned aerial vehicle safety envelope calculation method, this embodiment provides a method for calculating the safety protection position of an unmanned aerial vehicle. By subdividing the types of unmanned aerial vehicles, combining the communication status and the working status of the onboard navigation, strictly distinguishing between partners and partners, and taking into account the constraints of engineering applications, the calculation is simplified, thereby achieving a practical, comprehensive and real use purpose.

[0156] like Figure 1 As shown, the method specifically comprises the following steps:

[0157] Step S1: Identify the unmanned aerial vehicle;

[0158] Among them, the identified information sources are:

[0159] 1) Broadcast identification information of unmanned aerial vehicles;

[0160] 2) or request information from an unmanned aerial vehicle;

[0161] 3) or request information from the unmanned aircraft operation control system;

[0162] 4) Or scanning surveillance information from ground sensing systems such as ground radar, ADS-B, signal base stations, etc.;

[0163] 5) or the fusion information of information 1) and information 4);

[0164] 6) or the fusion of information 2) and information 4);

[0165] 7) or the fusion information of information 3) and information 4).

[0166] The steps of identification are as follows Figure 3 ,

[0167] 1) Determine the authenticity of information;

[0168] 2) Determine the integrity of the information;

[0169] 3) Determine the validity of the information;

[0170] 4) Determine whether the unmanned aerial vehicle is a partner aircraft;

[0171] 5) If it is a partner's unmanned aircraft, the aircraft type is obtained through the unique registration number: fixed wing / multi-rotor;

[0172] 6) Obtain the three-dimensional dimensions of the partner’s unmanned aerial vehicle;

[0173] 7) If it is a fixed-wing unmanned aerial vehicle, obtain its corresponding flight performance;

[0174] 8) If it is a multi-rotor unmanned aerial vehicle, obtain its corresponding flight performance;

[0175] 9) If it is a non-cooperative unmanned aerial vehicle, the specific model will be matched from the database based on the detected spectrum / voiceprint / image features to obtain the corresponding static parameters and flight parameters.

[0176] Step S2: Processing the unmanned aerial vehicle status information;

[0177] The specific steps include:

[0178] 1) Determine the communication status, including the communication status with the unmanned aircraft and the communication status with the unmanned aircraft operation control system;

[0179] 2) Determine whether the navigation equipment on board the unmanned aerial vehicle is working properly;

[0180] 3) Obtain the motor or engine status of the unmanned aerial vehicle;

[0181] 4) Get the current speed;

[0182] 5) Get the current vertical speed;

[0183] 5) Get the current track angle;

[0184] 6) Get the current pitch angle.

[0185] Step S3: Processing the unmanned aerial vehicle position information, including the following steps:

[0186] 1) Verify the position information obtained from the unmanned aircraft with the position information obtained from the unmanned aircraft operation control system;

[0187] 2) If the UAV loses communication, the position obtained from the UAV operation control system will be cross-checked with the position information sensed by the ground sensing system;

[0188] 3) If the UAV operation control system loses communication, the position obtained from the UAV will be cross-checked with the position information sensed by the ground sensing system;

[0189] 4) Convert the position information of the verified unmanned aerial vehicle or the unmanned aerial vehicle operation control system into the WGS-84 coordinate system.

[0190] Step S4: managing the safety protection status of the unmanned aerial vehicle;

[0191] As shown in Figure 2(a) and Figure 2(b), the low-altitude airspace control service platform maintains real-time safety protection status for each unmanned aerial vehicle in the airspace under its jurisdiction, including three states:

[0192] 1) Status A: Communication is available and onboard navigation is working normally;

[0193] 2) State B: Communication is available and onboard navigation is disabled;

[0194] 3) State C: Communication is completely disconnected.

[0195] Migration can occur between states if conditions are met. The low-altitude airspace control service platform calculates the safety protection position based on the safety protection state of the unmanned aerial vehicle. The specific state machine migration conditions are as follows:

[0196] 1) Transition from state A to state B:

[0197] When the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal, the onboard navigation works normally to failure;

[0198] 2) Transition from state A to state C:

[0199] The communication between the unmanned aircraft and the low-altitude airspace control service platform changes from normal to complete disconnection (the communication interruption tolerance period has passed), and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to complete disconnection (the communication interruption tolerance period has passed);

[0200] 3) Transition from state B to state A:

[0201] From failure of onboard navigation of unmanned aerial vehicles to restoration of normal operation;

[0202] 4) Transition from state B to state C:

[0203] When the onboard navigation of the unmanned aircraft has failed, the communication with the low-altitude airspace control service platform changes from normal to complete disconnection (the communication interruption tolerance period has passed), and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to complete disconnection (the communication interruption tolerance period has passed);

[0204] 5) Transition from state C to state A:

[0205] The communication between the unmanned aircraft and the low-altitude airspace control service platform is completely disconnected and then restored to normal, or the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform is completely disconnected and then restored to normal; the communication is restored and the onboard navigation of the unmanned aircraft works normally;

[0206] 6) Transition from state C to state B:

[0207] The communication between the unmanned aircraft and the low-altitude airspace control service platform is completely disconnected and then restored to normal, or the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform is completely disconnected and then restored to normal; the communication is restored and the onboard navigation of the unmanned aircraft fails.

[0208] Step S5: Calculate the safety protection position of the unmanned aerial vehicle;

[0209] The safety protection position is calculated in a cooperative and non-cooperative manner, depending on whether the UAV is a cooperative party or not;

[0210] The safety protection position is calculated based on the type of unmanned aerial vehicle, divided into fixed-wing and multi-rotor;

[0211] The safety protection position is calculated based on the safety protection state of the unmanned aerial vehicle. For multi-rotor aircraft, the calculation methods are divided into the first state A, the first state B and the first state C; for fixed-wing aircraft, the calculation methods are divided into the second state A, the second state B and the second state C.

[0212] Factors to consider when calculating the safe guard position of an unmanned aerial vehicle include:

[0213] 1) Three-dimensional dimensions of the unmanned aerial vehicle;

[0214] 2) Unmanned aerial vehicle’s own errors;

[0215] 3) Errors in the navigation system;

[0216] 4) Communication cycle;

[0217] 5) Tolerance for interruption period;

[0218] 6) System processing time;

[0219] 7) Wind speed and direction;

[0220] 8) Unmanned aerial vehicle speed;

[0221] 9) UAV vertical speed;

[0222] 10) Maximum speed of unmanned aerial vehicle;

[0223] 11) UAV vertical speed;

[0224] 12) Maximum climb rate of fixed-wing unmanned aerial vehicles;

[0225] 13) Maximum dive rate of fixed-wing unmanned aerial vehicles;

[0226] 14) Minimum turning radius of fixed-wing unmanned aerial vehicles;

[0227] 15) Current track angle;

[0228] 16) Current pitch angle.

[0229] For the partner's multi-rotor unmanned aerial vehicle, the safety protection position in the first state A is calculated as follows:

[0230] First, at this time, the safe position envelope of the multi-rotor unmanned aerial vehicle is an ellipsoid;

[0231] Secondly, the centers of the two foci of the ellipsoid are the navigation positions reported by the multirotor UAV;

[0232] Again, the minor axis of the ellipsoid is: the current speed of the multi-rotor unmanned aerial vehicle*(communication cycle+system processing time)+the maximum cross-sectional radius of the unmanned aerial vehicle+the error of the unmanned aerial vehicle itself+the error of the navigation system;

[0233] Finally, the major axis of the ellipsoid is: (current multirotor UAV speed + wind speed)*(communication cycle + system processing time) + UAV maximum cross-sectional radius + UAV own error + navigation system error;

[0234] The addition of velocities is vector addition; if a communication anomaly occurs but it is still within the communication interruption tolerance period, the calculation of the short axis and long axis must also consider the communication interruption tolerance time.

[0235] The safety protection position of the multi-rotor unmanned aerial vehicle in the first state B is calculated as follows:

[0236] The centers of the two foci of the ellipsoid are based on the last navigation position reported by the multirotor unmanned aerial vehicle (when the onboard navigation works normally), and are calibrated using the position information monitored by the ground sensing system;

[0237] Furthermore, when the failure of onboard navigation does not affect the speed measurement function of the multi-rotor unmanned aerial vehicle,

[0238] The minor axis of the ellipsoid is: the current speed of the multi-rotor unmanned aerial vehicle*(communication cycle+system processing time+time difference between ground perception system information and unmanned aerial vehicle information)+unmanned aerial vehicle maximum cross-sectional radius+unmanned aerial vehicle own error;

[0239] The major axis of the ellipsoid is: (current multi-rotor unmanned aerial vehicle speed + wind speed) * (communication cycle + system processing time + time difference between ground perception system information and unmanned aerial vehicle information) + maximum cross-sectional radius of the unmanned aerial vehicle + unmanned aerial vehicle own error;

[0240] Furthermore, when the onboard navigation fails and affects the speed measurement function of the multi-rotor unmanned aerial vehicle,

[0241] The minor axis of the ellipsoid is: the maximum speed of the multi-rotor unmanned aerial vehicle*(communication cycle+system processing time+time difference between ground perception system information and unmanned aerial vehicle information)+the maximum cross-sectional radius of the unmanned aerial vehicle+the error of the unmanned aerial vehicle itself+the error of the ground perception system;

[0242] The major axis of the ellipsoid is: (maximum speed of the multi-rotor unmanned aerial vehicle + wind speed)*(communication cycle + system processing time + time difference between ground perception system information and unmanned aerial vehicle information) + maximum cross-sectional radius of the unmanned aerial vehicle + unmanned aerial vehicle's own error + ground perception system error.

[0243] The safety protection position of the multi-rotor unmanned aerial vehicle in the first state C is calculated as follows:

[0244] The centers of the two foci of the ellipsoid are based on the last navigation position reported by the multirotor unmanned aerial vehicle (when the communication is working properly and the onboard navigation is working properly), and are calibrated using the position information monitored by the ground sensing system;

[0245] The minor axis of the ellipsoid is: the maximum speed of the multi-rotor unmanned aerial vehicle*(system processing time+scanning cycle of ground sensing system information)+the maximum cross-sectional radius of the unmanned aerial vehicle+the error of the ground sensing system;

[0246] The major axis of the ellipsoid is: (maximum speed of the multi-rotor unmanned aerial vehicle + wind speed)*(system processing time + scanning period of ground perception system information) + maximum cross-sectional radius of the unmanned aerial vehicle + error of the ground perception system.

[0247] In order to simplify the calculation for engineering applications, the position envelope of the fixed-wing unmanned aerial vehicle is simplified to a combined volume of the nose-direction hemisphere and the tail-direction hemisphere with the fuselage center as the sphere center.

[0248] The safety protection position of the fixed-wing unmanned aerial vehicle in the second state A is calculated as follows:

[0249] The common center of the two hemispheres is the navigation position reported by the fixed-rotor unmanned aerial vehicle;

[0250] The hemisphere radius in the direction of the nose is: (current fixed-wing unmanned aircraft speed + wind speed) * (communication cycle + system processing time) + unmanned aircraft maximum cross-sectional radius + unmanned aircraft own error + navigation system error;

[0251] The hemisphere radius in the tail direction is: wind speed in the tail direction * (communication cycle + system processing time) + maximum cross-sectional radius of the unmanned aerial vehicle + error of the unmanned aerial vehicle itself + error of the navigation system;

[0252] Furthermore, the addition of velocities is vector addition; within the communication interruption tolerance period, the hemispherical radii in the nose and tail directions in the position calculation of the fixed-wing unmanned aerial vehicle in the second state A also need to consider the communication interruption tolerance time.

[0253] The safety protection position of the fixed-wing unmanned aerial vehicle in the second state B is calculated as follows:

[0254] The common center of the two hemispheres is based on the last navigation position reported by the fixed-wing unmanned aircraft (when the onboard navigation is working normally), calibrated using the position information monitored by the ground perception system;

[0255] When the failure of onboard navigation does not affect the speed measurement function of the fixed-wing unmanned aircraft,

[0256] The hemisphere radius in the direction of the nose is: (current fixed-wing unmanned aircraft speed + wind speed) * (communication cycle + system processing time + time difference between ground perception system information and unmanned aircraft information) + maximum cross-sectional radius of the unmanned aircraft + unmanned aircraft own error + ground perception system error;

[0257] The hemispherical radius in the tail direction is: wind speed in the tail direction * (communication cycle + system processing time + time difference between ground perception system information and unmanned aerial vehicle information) + maximum cross-sectional radius of the unmanned aerial vehicle + error of the unmanned aerial vehicle itself + error of the ground perception system;

[0258] When the onboard navigation fails and affects the speed measurement function of the multi-rotor unmanned aerial vehicle,

[0259] The hemisphere radius in the direction of the nose is: (maximum speed of the fixed-wing unmanned aircraft + wind speed) * (communication cycle + system processing time + time difference between ground perception system information and unmanned aircraft information) + maximum cross-sectional radius of the unmanned aircraft + error of the unmanned aircraft itself + error of the ground perception system;

[0260] The hemisphere radius in the tail direction is: wind speed in the tail direction * (communication cycle + system processing time + time difference between ground perception system information and unmanned aerial vehicle information) + maximum cross-sectional radius of the unmanned aerial vehicle + unmanned aerial vehicle's own error + ground perception system error.

[0261] The safety protection position of the fixed-wing unmanned aerial vehicle in the second state C is calculated as follows:

[0262] The radii of the nose hemisphere and the tail hemisphere are equal.

[0263] The center of the sphere is based on the last navigation position reported by the fixed-wing unmanned aircraft (when the communication is working properly and the onboard navigation is working properly), calibrated using the position information monitored by the ground sensing system;

[0264] The radius of the sphere is: [max (maximum speed of fixed-wing unmanned aerial vehicle, maximum speed considering maximum climb rate, maximum speed considering maximum dive rate, maximum speed considering maximum turning radius) + wind speed] * (system processing time + scanning period of ground perception system information) + maximum cross-sectional radius of unmanned aerial vehicle + error of ground perception system.

[0265] For non-cooperative unmanned aerial vehicles, the steps for calculating the safety protection position are as follows:

[0266] First, the model of non-cooperative unmanned aerial vehicles is detected through ground sensing and detection systems combined with a professional unmanned aerial vehicle countermeasure database;

[0267] Secondly, the flight parameters of the unmanned aerial vehicle are obtained through the detected model;

[0268] Again, the position envelope of non-cooperative UAVs is represented by a sphere;

[0269] Finally, the radius of the ball is: [max (speed measured by the ground sensing system, maximum speed obtained after the model is detected) + wind speed] * (system processing time + scanning period of ground sensing system information) + maximum cross-sectional radius of the unmanned aerial vehicle obtained after the model is detected + error of the ground sensing system.

[0270] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an electronic device and a storage medium embodiment.

[0271] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0272] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0273] The processing unit performs the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S5 in any other appropriate manner (e.g., by means of firmware).

[0274] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0275] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0276] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, 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 foregoing.

[0277] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of various equivalent modifications or substitutions within the technical scope disclosed by the present invention, and these modifications or substitutions should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A method for calculating the safety protection position of an unmanned aerial vehicle, characterized in that: The method comprises the following steps: Step S1, obtaining identification information, and identifying the type of the unmanned aerial vehicle according to the identification information; Step S2, obtaining status information of the unmanned aerial vehicle and processing the status information, wherein the status information includes the communication status of the unmanned aerial vehicle and the working status of its onboard navigation equipment; Step S3, obtaining the position information of the unmanned aerial vehicle and processing the position information, wherein the position information includes the position information provided by the unmanned aerial vehicle and its operation control system and the sensed position information obtained from the ground sensing system; Step S4, obtaining the safety protection status of the unmanned aerial vehicle, and updating the safety protection status to obtain the current safety protection status of the unmanned aerial vehicle; Step S5, according to the type of the unmanned aerial vehicle and the current safety protection state of the unmanned aerial vehicle, an analytical solution method is used to calculate the safety protection position of the unmanned aerial vehicle, If the unmanned aerial vehicle is a partner unmanned aerial vehicle, the calculation process of the safety protection position of the unmanned aerial vehicle is divided into the calculation process of the first state A, the first state B and the first state C of the multi-rotor and the calculation process of the second state A, the second state B and the second state C of the fixed-wing according to the type of the unmanned aerial vehicle and the current safety protection state of the unmanned aerial vehicle. Among them, the position envelope of the multi-rotor unmanned aerial vehicle is simplified into an ellipsoid; the position envelope of the fixed-wing unmanned aerial vehicle is simplified into a combination of a nose-direction hemisphere and a tail-direction hemisphere with the center of the fuselage as the sphere center.

2. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 1, characterized in that: The identification information includes: the broadcast identification information of the unmanned aircraft; or Request information for unmanned aerial vehicles; or Request information from the unmanned aircraft operations control system; or Scanning surveillance information from ground-based sensing systems; or Fusion information of the broadcast identification information of the unmanned aerial vehicle and the scanning surveillance information of the ground sensing system; or Fusion information of the request information of the unmanned aerial vehicle and the scanning and monitoring information of the ground sensing system; or The fusion information of the request information of the unmanned aerial vehicle operation control system and the scanning and monitoring information of the ground perception system.

3. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 1, characterized in that: The step of identifying the type of the unmanned aerial vehicle according to the identification information comprises: decrypting the identification information and determining the authenticity of the identification information, If the identification information is true, further determining one or more of the integrity, validity, and timeliness of the identification information to obtain a determination result; obtaining feedback information from a ground sensing system, and determining whether the unmanned aerial vehicle is a registered partner unmanned aerial vehicle based on the feedback information and the determination result; If it is a partner unmanned aircraft, the aircraft type information corresponding to the partner unmanned aircraft is obtained through the unique registration number, and the aircraft type information at least includes fixed-wing or multi-rotor; If the partner's unmanned aerial vehicle is a fixed-wing or multi-rotor aircraft, obtain the corresponding flight performance of the partner's unmanned aerial vehicle; If it is a non-cooperative unmanned aerial vehicle, the model of the non-cooperative unmanned aerial vehicle is matched from the database based on the frequency spectrum, voiceprint, and image features detected by the detection module of the ground countermeasure equipment, and the corresponding static parameters and flight parameters of the non-cooperative unmanned aerial vehicle are obtained.

4. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 1, characterized in that: The processing of the state information includes: Determine the information integrity, validity and timeliness of the first communication connection between the unmanned aerial vehicle and the low-altitude airspace control service platform according to the status information, and output a first determination result; Determine the information integrity, validity and timeliness of the second communication between the unmanned aerial vehicle operation control system and the low-altitude airspace management and control service platform according to the status information, and output a second determination result; Determine whether the onboard navigation equipment of the unmanned aerial vehicle is working properly according to the health status of the onboard navigation equipment and the validity of its spatial position information in the status information, and output a third determination result; Acquiring motor status information or engine status information of the unmanned aerial vehicle; The current speed information, current vertical speed information, current track angle information, and current pitch angle information of the unmanned aerial vehicle are obtained.

5. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 1, characterized in that: The step of obtaining the position information of the unmanned aerial vehicle and processing the position information includes: If the unmanned aerial vehicle and the unmanned aerial vehicle operation control system are not disconnected from communication, obtaining first position information from the unmanned aerial vehicle, obtaining second position information from the unmanned aerial vehicle operation control system, and mutually verifying the first position information and the second position information; If the unmanned aerial vehicle is disconnected from communication, obtaining second position information from the unmanned aerial vehicle operation control system, obtaining sensed position information from a ground sensing system, and mutually verifying the second position information with the sensed position information; If the unmanned aerial vehicle operation control system loses communication, obtaining a first position from the unmanned aerial vehicle, obtaining sensed position information from a ground sensing system, and mutually verifying the first position information with the sensed information; The verified first position information or the second position information is converted into the WGS-84 coordinate system.

6. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 1, characterized in that: The location information of the unmanned aerial vehicle includes at least one or more of the coordinate system type, longitude, latitude, and true altitude.

7. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 4, characterized in that: The safety protection status of the unmanned aerial vehicle includes: First state A or second state A: the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal and the onboard navigation equipment of the unmanned aerial vehicle is working normally; First state B or second state B: the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal and the onboard navigation equipment fails; First state C or second state C: the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is completely disconnected; According to the first judgment result, the second judgment result, and the third judgment result, the communication status between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal, the communication status between the unmanned aerial vehicle operation control system and the low-altitude airspace control service platform is normal, and the onboard navigation equipment of the unmanned aerial vehicle is working normally, then the safety protection status of the unmanned aerial vehicle is the first state A or the second state A; According to the first judgment result, the second judgment result, and the third judgment result, the communication status between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal, the communication status between the unmanned aerial vehicle operation control system and the low-altitude airspace control service platform is normal, and the onboard navigation equipment of the unmanned aerial vehicle fails, then the safety protection status of the unmanned aerial vehicle is the first status B or the second status B; According to the first judgment result and the second judgment result, the communication between the unmanned aerial vehicle and the low-altitude airspace management and control service platform is disconnected, or the communication between the unmanned aerial vehicle operation control system and the low-altitude airspace management and control service platform is disconnected, then the safety protection state of the unmanned aerial vehicle is the first state C or the second state C.

8. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: Each of the security protection states can be migrated if the set conditions are met, including: e1) The conversion from the first state A to the first state B or the conversion from the second state A to the second state B: when the communication between the unmanned aerial vehicle and the low-altitude airspace control service platform is normal, the onboard navigation equipment works normally until it fails; e2) The transition from the first state A to the first state C or the transition from the second state A to the second state C: the communication between the unmanned aircraft and the low-altitude airspace control service platform changes from normal to completely disconnected, and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to completely disconnected; e3) Transition from the first state B to the first state A or from the second state B to the second state A: the failure of the onboard navigation equipment of the unmanned aerial vehicle to the restoration of normal operation; e4) The transition from the first state B to the first state C or the transition from the second state B to the second state C: when the onboard navigation equipment of the unmanned aircraft has failed, the communication with the low-altitude airspace control service platform changes from normal to completely disconnected, and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to completely disconnected; e5) The transition from the first state C to the first state A or the transition from the second state C to the second state A: the communication between the unmanned aircraft and the low-altitude airspace control service platform is completely disconnected and restored to normal, or the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform is completely disconnected and restored to normal; the communication is restored and the onboard navigation equipment of the unmanned aircraft works normally; e6) Conversion from the first state C to the first state B or from the second state C to the second state B: the communication between the unmanned aircraft and the low-altitude airspace management and control service platform is completely disconnected and then restored to normal, or the communication between the unmanned aircraft operation control system and the low-altitude airspace management and control service platform is completely disconnected and then restored to normal, and the communication is restored and the onboard navigation equipment of the unmanned aircraft fails.

9. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: The calculation process of the first state A of the multi-rotor is specifically as follows: The centers of the two foci of the ellipsoid are: The multirotor unmanned aerial vehicle uses the navigation positioning coordinates as the center coordinates of the two foci; The minor axis size L of the ellipsoid minor_axis for: L minor_axis =V cur_multi_rotor_drone *(T comm_cycle +T sys_proc )+R multi_rotor_drone +Err multi_rotor_drone +Err nav； Where V cur_multi_rotor_drone is the current speed of the multi-rotor unmanned aerial vehicle, T comm_cycle is the communication cycle, T sys_proc is the system processing time, R multi_rotor_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err multi_rotor_drone is the error of the unmanned aerial vehicle itself, Err nav is the error of the navigation system; The major axis dimension L of the ellipsoid major_axis for: L major_axis =(V cur_multi_rotor_drone +V wind )*(T comm_cycle +T sys_proc )+R multi_rotor_drone + Err multi_rotor_drone +Err nav； Where V cur_multi_rotor_drone is the current speed of the multi-rotor unmanned aerial vehicle, V wind is the wind speed.

10. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 9, characterized in that: If a communication anomaly occurs between the multi-rotor unmanned aerial vehicle and the navigation system but is still within a preset communication interruption tolerance period, the calculation of the short axis and the long axis shall also accumulate the maximum distance that the aircraft may fly within the communication interruption tolerance period.

11. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: The calculation process of the first state B of the multi-rotor is specifically as follows: The centers of the two foci of the ellipsoid are: based on the last navigation position reported by the multirotor unmanned aerial vehicle and calibrated using the position information monitored by the ground perception system; When the onboard navigation failure does not affect the speed measurement function of the multi-rotor unmanned aerial vehicle, The minor axis L of the ellipsoid minor_axi for: L minor_axis =V cur_multi_rotor_drone *(T comm_cycle +T sys_proc +T delay_sur_drone )+R multi_rotor_drone + Err multi_rotor_drone； Where V cur_multi_rotor_drone is the current speed of the multi-rotor unmanned aerial vehicle, T comm_cycle is the communication cycle, T sys_proc is the system processing time, T delay_sur_drone is the time difference between the ground perception system information and the unmanned aerial vehicle information, R multi_rotor_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err multi_rotor_drone The error of the unmanned aerial vehicle itself; The major axis L of the ellipsoid major_axis for: L major_axis =(V cur_multi_rotor_drone +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+ R multi_rotor_drone +Err multi_rotor_drone Where V wind is the wind speed; When the onboard navigation fails and affects the speed measurement function of the multi-rotor unmanned aerial vehicle, The minor axis L of the ellipsoid minor_axis for: L minor_axis =V max_multi_rotor_drone *(T comm_cycle +T sys_proc +T delay_sur_drone )+R multi_rotor_drone + Err multi_rotor_drone +Err sur ; Where V max_multi_rotor_drone is the maximum speed of the multi-rotor unmanned aerial vehicle, Err sur is the error of the ground perception system; The major axis of the ellipsoid is: L major_axis =(V max_multi_rotor_drone +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+ R multi_rotor_drone +Err multi_rotor_drone +Err sur 。 12. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: The calculation process of the first state C of the multi-rotor is specifically as follows: The centers of the two foci of the ellipsoid are: based on the last navigation positioning reported by the multirotor unmanned aerial vehicle and calibrated using the position information monitored by the ground perception system; The minor axis L of the ellipsoid minor_axis for: L minor_axis =V max_multi_rotor_drone *(T sys_proc +T scan )+R multi_rotor_drone +Err sur ; Where V max_multi_rotor_drone is the maximum speed of the multi-rotor unmanned aerial vehicle, T sys_proc is the system processing time, T scan is the scanning period of the ground perception system information; R multi_rotor_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err sur is the error of the ground perception system; The major axis L of the ellipsoid major_axis for: L major_axis =(V max_multi_rotor_dronee +V wind )*(T sys_proc +T scan )+R multi_rotor_drone +Err sur ; Where V wind is the wind speed.

13. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: The calculation process of the second state A of the fixed wing is specifically as follows: The common center of the two hemispheres is the navigation position reported by the fixed-rotor unmanned aerial vehicle; Hemisphere radius R in the nose direction head for: R head =(V cur_fixed_wing +V wind )*(T comm_cycle +T sys_proc )+R fixed_wing_drone +Err fixed_wing_drone +Err nav ; Where V cur_fixed_wing is the current speed of the fixed-wing unmanned aerial vehicle, V wind is wind speed, T comm_cycle is the communication cycle, T sys_proc is the system processing time, R fixed_wing_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err fixed_wing_drone is the error of the unmanned aerial vehicle itself, Err nav is the error of the navigation system; Hemisphere radius R in the tail direction tail for: R tail =V wind *(T comm_cycle +T sys_proc )+R fixed_wing_drone +Err fixed_wing_drone +Err nav 。 14. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 13, characterized in that: During the communication interruption tolerance period, the calculation of the hemispherical radius in the nose and tail directions in the position calculation of the fixed-wing unmanned aerial vehicle in the second state A also needs to accumulate the maximum distance that the aircraft may fly within the communication interruption tolerance time.

15. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: The calculation process of the second state B of the fixed wing is specifically as follows: The common center of the two hemispheres is based on the last navigation position reported by the fixed-wing unmanned aerial vehicle and calibrated using the position information monitored by the ground sensing system; When the failure of onboard navigation does not affect the speed measurement function of the fixed-wing unmanned aircraft, Hemisphere radius R in the nose direction head for: R head =(V cur_fixed_wing +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone + Err fixed_wing_drone +Err sur ; V cur_fixed_wing is the current speed of the fixed-wing unmanned aerial vehicle, V wind is wind speed, T comm_cycle is the communication cycle, T sys_proc is the system processing time, T delay_sur_drone is the time difference between the ground perception system information and the unmanned aerial vehicle information, R fixed_wing_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err fixed_wing_drone is the error of the unmanned aerial vehicle itself, Err sur is the error of the ground perception system; Hemisphere radius R in the tail direction tail for: R tail =V wind *(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone +Err fixed_wing_drone + Err sur ； When the onboard navigation fails and affects the speed measurement function of the multi-rotor unmanned aerial vehicle, Hemisphere radius R in the nose direction head for: R head =(V max_fixed_wing +V wind )*(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone + Err fixed_wing_drone +Err sur ; Where V max_fixed_wing is the maximum speed of fixed-wing unmanned aerial vehicles; Hemisphere radius R in the tail direction tail for: R tail =V wind *(T comm_cycle +T sys_proc +T delay_sur_drone )+R fixed_wing_drone +Err fixed_wing_drone + Err sur 。 16. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: The calculation process of the second state C of the fixed wing is specifically as follows: The radius of the hemisphere in the nose direction and the hemisphere in the tail direction are equal; The center of the sphere is based on the last navigation position reported by the fixed-wing unmanned aerial vehicle and calibrated using the position information monitored by the ground sensing system; The radius R of the sphere is: R=[max(V max_fixed_wing ,V climb ,V diving ,V turning )+V wind ]*(T sys_proc +T scan )+R fixed_wing_drone +Err sur ; Where V max_fixed_wing is the maximum speed of the fixed-wing unmanned aerial vehicle, V climb V is the maximum speed considering the maximum climb rate. diving is the maximum velocity considering the maximum dive rate, V turning V is the maximum speed considering the maximum turning radius. wind is wind speed, T sys_proc is the system processing time, T scan is the scanning period of the ground perception system information, R fixed_wing_drone is the maximum cross-sectional radius of the unmanned aerial vehicle, Err sur is the error of the ground perception system.

17. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 7, characterized in that: The safety protection position of the non-cooperative unmanned aerial vehicle is calculated as follows: Detect the model of the non-cooperative unmanned aerial vehicle through the ground sensing system combined with the professional unmanned aerial vehicle countermeasure database; Obtaining flight parameters of the non-cooperative unmanned aerial vehicle through the detected model; A sphere is used to represent the position envelope of the non-cooperative unmanned aerial vehicle; The radius of the sphere is: R=[max(V sur ,V recognized )+V wind ]*(T sys_proc +T scan )+R recognized +Err sur ; Where V sur The speed measured by the ground sensing system, V recognized V is the maximum speed obtained after detecting the model. wind is wind speed, T sys_proc is the system processing time, T scan is the scanning period of the ground perception system information, R recognized Err is the maximum cross-sectional radius of the unmanned aerial vehicle obtained after the model is detected. sur is the error of the ground perception system.

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