Calculation method of unmanned aerial vehicle safety protection position

Abstract

The present invention relates to a method for calculating the safety protection position of an unmanned aerial vehicle, comprising: step S1, obtaining identification information and identifying the type of the unmanned aerial vehicle based on the identification information; step S2, obtaining status information of the unmanned aerial vehicle and processing the status information; step S3, obtaining location information of the unmanned aerial vehicle and processing the location information; 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, calculating the safety protection position of the unmanned aerial vehicle using an analytical solution method based on the type of the unmanned aerial vehicle and the current safety protection status of the unmanned aerial vehicle. Compared with the existing technology, the present invention has the advantages of improving the accuracy of aircraft position calculation while maintaining safety.

Description

Technical Field

[0001] The present 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 (UAVs) is the basis for the services and management provided by the low-altitude airspace control service platform. Through UAV broadcast information, UAV request information, or detection information from the ground sensing system, the low-altitude airspace control service platform maintains the real-time safe location of each UAV within its jurisdiction, thereby realizing air traffic services and airspace management.

[0003] Most international research on the flight safety of unmanned aerial vehicles (UAVs) uses similar concepts and methods to those used for civil aircraft, focusing on collision avoidance, conflict detection, and resolution. The research approach focuses on maintaining minimum separation, and the basic method is a comprehensive risk assessment based on various uncertainties, with fixed routes and air traffic controllers operating within the loop. In this process, the aircraft is often replaced by a simple rectangular or cylindrical safety zone to avoid the complexity associated with the actual shape and size of the aircraft. However, the diversity of low-altitude UAVs (models, conditions, etc.) and the complexity of the low-altitude airspace environment have placed new demands on UAV conflict detection and resolution. The calculation of the safety protection envelope needs to adapt to these changes, and the traditional methods used in open, high-altitude, 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, and 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 for a drone formation. Specifically, the method first calculates the maximum flight distance that the drone formation can reach in each direction within a given safety response time, and then constructs a safety envelope model for the drone formation 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 position of any two rotorcraft UAVs under the safety level, and the safe interval of rotorcraft operation is calibrated.

[0007] It can be seen from this that the existing publicly available safety envelope model calculations for UAVs cannot distinguish between the type of UAV (rotor / fixed-wing), the UAV's own status (communication, navigation), or whether the UAV is a partner. These factors are indeed critical to the calculation of the safety protection position of the UAV; at the same time, the premise of the existing publicly available UAV safety interval calculations is too idealistic, ignoring the possibility of conflicts between different types of UAVs and UAVs with different cooperation modes. The assumptions about the UAV positions are also relatively simplified, which is somewhat different from actual applications.

[0008] Therefore, as the key foundation for low-altitude airspace services and management, how to consider the actual application needs, truly and comprehensively reflect the position of unmanned aerial vehicles, and simplify the computational complexity of the safety envelope model calculation, 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 using an analytical solution method according to the type of the unmanned aerial vehicle and the current safety protection status of the unmanned aerial vehicle;

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

[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 aircraft; or

[0022] Request information from the unmanned aircraft operational 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 and 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] Decrypt the identification information and determine 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's unmanned aerial vehicle, the aircraft type information corresponding to the partner's unmanned aerial vehicle 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 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] Determining, based on the status information, the information integrity, validity, and timeliness of the first communication connection between the unmanned aerial vehicle and the low-altitude airspace control service platform, and outputting a first determination result;

[0036] Determining, based on the status information, 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, and outputting a second determination result;

[0037] determining whether the onboard navigation equipment of the unmanned aerial vehicle is operating normally based on the health status of the onboard navigation equipment and the validity of its spatial position information in the status information, and outputting a third determination result;

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

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

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

[0041] If the UAV and the UAV operation control system are not disconnected from communication, obtaining first position information from the UAV, obtaining second position information from the UAV operation control system, and verifying the first position information with the second position information;

[0042] If the UAV loses communication, obtaining second position information from the UAV operation control system, obtaining sensed position information from the ground sensing system, and verifying the second position information with the sensed position information;

[0043] If the UAV operation control system loses communication, obtaining a first position from the UAV, obtaining sensed position information from a ground sensing system, and cross-checking the first position information with the sensed information;

[0044] The verified first position information or second position information is converted to 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 altitude.

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

[0047] First state A or second state A: the UAV is communicating normally with the low-altitude airspace control service platform and the onboard navigation equipment of the UAV is operating normally;

[0048] First State B or Second State B: The UAV is communicating normally with the low-altitude airspace control service platform and the onboard navigation equipment is disabled;

[0049] First state C or second state C: the communication between the UAV 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 operating 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 state B or the second state 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 status 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) Transition from the first state A to the first state B or from the second state A to the second state B: the UAV is communicating normally with the low-altitude airspace control service platform, and the onboard navigation equipment is operating normally until it fails;

[0055] e2) Transition from the first state A to the first state C or from the second state A to the second state C: the communication between the unmanned aircraft and the low-altitude airspace management and control service platform changes from normal to completely disconnected, and the communication between the unmanned aircraft operation control system and the low-altitude airspace management and 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: from failure of the onboard navigation equipment of the unmanned aerial vehicle to restoration of normal operation;

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

[0058] e5) Transition from the first state C to the first state A or from the second state C to the second state A: the communication between the UAV and the low-altitude airspace control service platform is completely disconnected and restored to normal, or the communication between the UAV operation control system and the low-altitude airspace control service platform is completely disconnected and restored to normal; the communication is restored and the UAV's onboard navigation equipment is operating normally;

[0059] e6) Transition 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 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 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 multirotor unmanned aerial vehicle, T comm_cycle is the communication period, 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 an optimal 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 positioning reported by the multirotor unmanned aerial vehicle and calibrated using the position information monitored by the ground perception system;

[0073] When the failure of onboard navigation 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 multirotor unmanned aerial vehicle, T comm_cycle is the communication period, 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 multirotor 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 multirotor unmanned aerial vehicle, T sys_proc is the system processing time, T scan is the scanning period of 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 direction of the nose 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 period, 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 must also 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 aerial vehicle and calibrated using the position information monitored by the ground sensing system;

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

[0109] Hemisphere radius R in the direction of the nose 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 period, 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 direction of the nose 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 radii of the nose hemisphere and the tail hemisphere 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] Detecting the model of the non-cooperative UAV through a ground sensing system combined with a professional UAV 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 the 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, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0139] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

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

[0141] 1) This invention supports the management of safety protection positions for unmanned aerial vehicles of different types, in different states, and in different cooperation modes. It overcomes the problems of existing technologies such as incomplete consideration of factors, unclear scene segmentation, complex calculation methods, and large differences with actual application requirements, providing key technical support for the management and services of low-altitude airspace;

[0142] 2) This invention subdivides UAV types and designs different safety protection position calculation methods for multi-rotor and fixed-wing UAVs based on their flight performance characteristics, 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, simplifying the highly complex three-dimensional volume solution to a low-computational complexity analytical solution;

[0144] 4) This invention combines the communication status of the unmanned aerial vehicle with the working status of the airborne navigation, while making 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 Schematic diagram of the flow of the method for calculating the 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 according to the present invention;

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

[0150] Figure 4This is a top view of the safety protection position envelope of the multi-rotor unmanned aerial vehicle of the present invention's partner, where D1 is the major axis and D2 is the minor axis;

[0151] Figure 5 This is a top view of the safety protection position envelope of the fixed-wing unmanned aerial vehicle of the present invention's partner, where G1 is the nose direction, G2 is the hemisphere radius in the nose direction, and G3 is the hemisphere 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 clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0154] The following is combined with Figure 1 , Attached Figures 2(a) and (b), Attached 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 described in further 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 are not in precise proportions, which are only used to conveniently and clearly assist in explaining the purpose of the embodiment 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, so that people familiar with this technology can understand and read them, and are not used to limit the implementation conditions of the present invention. Therefore, they have no technical significance. Any modification of the structure, change in the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by the present invention without affecting the efficacy and purpose that can be achieved by the present invention.

[0155] To overcome the shortcomings of existing unmanned aerial vehicle (UAV) safety envelope calculation methods, this embodiment provides a method for calculating the safety protection position of an UAV. By subdividing UAV types, combining the communication status and the working status of the onboard navigation, strictly distinguishing between partners, and taking into account the constraints of engineering applications, the calculation is simplified, thereby achieving practical, comprehensive and realistic usage purposes.

[0156] like Figure 1 As shown, the method specifically includes 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, and signal base stations;

[0163] 5) or the fusion 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 information;

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

[0171] 5) If it is a partner's unmanned aerial vehicle, 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 UAV and the communication status with the UAV operation control system;

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

[0180] 3) Obtain the status of the motor or engine 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) Cross-check 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 a 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 in place and onboard navigation is functioning 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 UAV and the low-altitude airspace control service platform is normal, the onboard navigation works normally until it fails;

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

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

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

[0201] From the failure of the onboard navigation of the unmanned aerial vehicle to the 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 between the unmanned aircraft and the low-altitude airspace control service platform changes from normal to complete communication (after the communication interruption tolerance period), and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to complete communication (after the communication interruption tolerance period);

[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 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 of the unmanned aircraft is functioning 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 calculation method of the safety protection position is divided into cooperative and non-cooperative methods according to whether the UAV is a cooperative party;

[0210] The safety protection position is calculated based on the type of UAV, which is divided into fixed-wing and multi-rotor calculation methods;

[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) UAV’s own errors;

[0215] 3) Navigation system errors;

[0216] 4) Communication cycle;

[0217] 5) Tolerance interruption period;

[0218] 6) System processing time;

[0219] 7) Wind speed and direction;

[0220] 8) UAV 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, 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] Velocity addition is vector addition. If a communication anomaly occurs but the communication interruption tolerance period is still in effect, the calculation of the short axis and long axis must also consider the communication interruption tolerance period.

[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 is working normally), and are calibrated using the position information monitored by the ground perception 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) + the maximum cross-sectional radius of the unmanned aerial vehicle + the unmanned aerial vehicle's own error;

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

[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 perception system;

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

[0246] The major axis of the ellipsoid is: (maximum speed of the multirotor 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 of 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 UAV speed + wind speed) * (communication cycle + system processing time) + UAV maximum cross-sectional radius + UAV 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 UAV + error of the UAV itself + error of the navigation system;

[0252] Furthermore, the addition of velocities is vector addition; and 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 period.

[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 sensing system;

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

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

[0257] 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 UAV information) + UAV maximum cross-sectional radius + UAV own error + ground perception system error;

[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 UAV + wind speed) * (communication cycle + system processing time + time difference between ground perception system information and UAV information) + maximum cross-sectional radius of the UAV + UAV own error + ground perception system error;

[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 + error of the unmanned aerial vehicle itself + error of the ground perception system.

[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 aerial vehicle (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-cooperating UAVs, the steps for calculating their safety protection positions are as follows:

[0266] First, the model of non-cooperative UAVs is detected through ground sensing and detection systems combined with a professional UAV 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 sphere is: [max(speed measured by the ground sensing system, maximum speed obtained after model detection) + wind speed] * (system processing time + scanning period of ground sensing system information) + maximum cross-sectional radius of the unmanned aerial vehicle obtained after model detection + 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] An embodiment of the present invention further 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] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via 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 can 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 can 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 can be performed. Alternatively, in other embodiments, the CPU can be configured to execute methods S1 to S5 by any other appropriate means (for example, 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, and 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 chip (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. Such program code 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 when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0276] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0277] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection 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, using an analytical solution method to calculate the safety protection position of the unmanned aerial vehicle according to the type of the unmanned aerial vehicle and the current safety protection status of the unmanned aerial vehicle, If the UAV is a partner UAV, the calculation process of the UAV's safety protection position is divided into the calculation processes of the first state A, the first state B, and the first state C of the multi-rotor and the calculation processes of the second state A, the second state B, and the second state C of the fixed-wing, according to the type of the UAV and the current safety protection state of the UAV. 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 aircraft; or Request information from the UAV operational 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 and 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 includes: Decrypt the identification information and determine 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's unmanned aerial vehicle, the aircraft type information corresponding to the partner's unmanned aerial vehicle 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 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 status information includes: Determining, based on the status information, the information integrity, validity, and timeliness of the first communication connection between the unmanned aerial vehicle and the low-altitude airspace control service platform, and outputting a first determination result; Determining, based on the status information, 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, and outputting a second determination result; determining whether the onboard navigation equipment of the unmanned aerial vehicle is operating normally based on the health status of the onboard navigation equipment and the validity of its spatial position information in the status information, and outputting a third determination result; Acquiring motor status information or engine status information of the unmanned aerial vehicle; Obtain current speed information, current vertical speed information, current track angle information, and current pitch angle information of the unmanned aerial vehicle.

5. The method for calculating the safety protection position of an unmanned aerial vehicle according to claim 1, characterized in that: The obtaining the position information of the unmanned aerial vehicle and processing the position information includes: If the UAV and the UAV operation control system are not disconnected from communication, obtaining first position information from the UAV, obtaining second position information from the UAV operation control system, and verifying the first position information with the second position information; If the UAV loses communication, obtaining second position information from the UAV operation control system, obtaining sensed position information from the ground sensing system, and verifying the second position information with the sensed position information; If the UAV operation control system loses communication, obtaining a first position from the UAV, obtaining sensed position information from a ground sensing system, and verifying the first position information with the sensed position information; The verified first position information or second position information is converted to 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 a 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 UAV is communicating normally with the low-altitude airspace control service platform and the onboard navigation equipment of the UAV is operating normally; First State B or Second State B: The UAV is communicating normally with the low-altitude airspace control service platform and the onboard navigation equipment is disabled; First state C or second state C: the communication between the UAV 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 operating 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 state B or the second state 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 status 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) Transition from the first state A to the first state B or from the second state A to the second state B: the UAV is communicating normally with the low-altitude airspace control service platform, and the onboard navigation equipment is operating normally until it fails; e2) Transition from the first state A to the first state C or from the second state A to the second state C: the communication between the unmanned aircraft and the low-altitude airspace management and control service platform changes from normal to completely disconnected, and the communication between the unmanned aircraft operation control system and the low-altitude airspace management and 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: from failure of the onboard navigation equipment of the unmanned aerial vehicle to restoration of normal operation; e4) Transition from the first state B to the first state C or from the second state B to the second state C: when the onboard navigation equipment of the unmanned aircraft has failed, the communication between the unmanned aircraft and the low-altitude airspace control service platform changes from normal to complete disconnection, and the communication between the unmanned aircraft operation control system and the low-altitude airspace control service platform changes from normal to complete disconnection; e5) Transition from the first state C to the first state A or from the second state C to the second state A: the communication between the UAV and the low-altitude airspace control service platform is completely disconnected and restored to normal, or the communication between the UAV operation control system and the low-altitude airspace control service platform is completely disconnected and restored to normal; the communication is restored and the UAV's onboard navigation equipment is operating normally; e6) Transition 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 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 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 multirotor unmanned aerial vehicle, T comm_cycle is the communication period, 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 size 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 the multi-rotor unmanned aerial vehicle 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 positioning reported by the multirotor unmanned aerial vehicle and calibrated using the position information monitored by the ground perception system; When the failure of onboard navigation 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 multirotor unmanned aerial vehicle, T comm_cycle is the communication period, 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 UAV 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 multirotor 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 multirotor 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 multirotor unmanned aerial vehicle, T sys_proc is the system processing time, T scan is the scanning period of 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 direction of the nose 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 the wind speed, T comm_cycle is the communication period, 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 period.

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 aerial vehicle, Hemisphere radius R in the direction of the nose 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 the wind speed, T comm_cycle is the communication period, 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 direction of the nose 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 radii of the nose hemisphere and the tail hemisphere 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 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.

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 non-cooperative unmanned aerial vehicles is calculated as follows: Detecting the model of the non-cooperative UAV through a ground sensing system combined with a professional UAV 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 the 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.

Images