Intelligent flight route planning method based on seaplane control

Abstract

The invention discloses a flight route intelligent planning method based on seaplane control, relates to the technical field of flight route intelligent planning, and solves the technical problem in the prior art that a seaplane cannot be screened multiple times according to starting endpoint water area analysis, hydrological condition analysis, and route comparison analysis during flight. Specifically, a route planning platform randomly matches and constructs an initial route according to an actual flight area and locations of various destinations, a starting endpoint water area analysis unit performs a starting endpoint water area analysis on the initial route, and obtains a primary screening route according to the starting endpoint water area analysis; a hydrological condition analysis and screening unit performs a hydrological condition analysis and screening on the primary screening route, and obtains a secondary screening route through screening; a route comparison analysis and screening unit performs a route comparison analysis and screening on the secondary screening route, and obtains a final route according to the route comparison analysis and screening; and a temporary landing warning is performed on the final route through a flight intelligent protection unit.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent flight route planning, and in particular to an intelligent flight route planning method based on seaplane control. Background Art

[0002] Seaplane, also known as water plane, refers to modern technological aircraft that use water surfaces, including oceans, lakes and rivers to take off, land and dock. Seaplanes are divided into two types: hull type (that is, a special shape of fuselage designed for gliding on the water) or float type (the landing gear of land planes is replaced by floats). Seaplanes are mainly used for maritime patrol, anti-submarine, rescue and sports.

[0003] However, in the prior art, it is impossible to perform real-time planning of the seaplane's flight route based on multiple screenings of starting and end point water area analysis, hydrological condition analysis, and route comparison analysis during the flight of the seaplane, resulting in reduced flight efficiency of the seaplane and inability to ensure that the route meets the requirements of real-time flight.

[0004] In view of the above technical defects, a solution is now proposed. Summary of the invention

[0005] The purpose of the present invention is to solve the above-mentioned problems and to propose a flight route intelligent planning method based on seaplane control.

[0006] The purpose of the present invention can be achieved through the following technical solutions:

[0007] The intelligent flight route planning method based on seaplane control, step 1, initial screening route acquisition: the route planning platform randomly matches and constructs the initial route according to the actual flight area and the location of each destination, the route planning platform generates a route initial screening signal and sends the route initial screening signal to the route initial screening unit, after the route initial screening unit receives the route initial screening signal, the starting endpoint water area analysis unit performs a starting endpoint water area analysis on the initial route, and obtains the initial screening route according to the starting endpoint water area analysis;

[0008] Step 2: Acquisition of the secondary screening route: The route secondary screening unit generates a hydrological condition analysis and screening signal and sends the hydrological condition analysis and screening signal to the hydrological condition analysis and screening unit. After receiving the hydrological condition analysis and screening signal, the hydrological condition analysis and screening unit performs hydrological condition analysis and screening on the primary screening route, and obtains the secondary screening route through screening;

[0009] Step 3: Determine the final route: The route final screening unit generates a route comparison analysis screening signal and sends the route comparison analysis screening signal to the route comparison analysis screening unit. After receiving the route comparison analysis screening signal, the route comparison analysis screening unit performs route comparison analysis screening on the second screening route, and obtains the final route according to the route comparison analysis screening;

[0010] Step 4. Temporary landing warning: Issue a temporary landing warning for the final route through the flight intelligent protection unit.

[0011] As a preferred embodiment of the present invention, the process of obtaining the initial screening route in step 1 is as follows:

[0012] The areas where the landing points and take-off points corresponding to the initial route are located are uniformly marked as flight supply areas, and the distribution density of reefs under the waters corresponding to seaplane flights in the flight supply area and the floating span corresponding to the area occupied by reefs that break through the red line height when the water level of the waters corresponding to seaplane flights in the flight supply area floats are obtained; the maximum floating amount of the corresponding water surface distance for taxiing when the waters are occupied by seaplane flights in the flight supply area and the excess amount of the current maximum required taxiing water surface distance of the seaplane are obtained; the starting endpoint water area analysis coefficient of the initial route is obtained through analysis.

[0013] As a preferred embodiment of the present invention, the water area analysis coefficient of the starting end point of the initial route is compared with the water area analysis coefficient threshold:

[0014] If the water area analysis coefficient of the starting endpoint of the initial route exceeds the water area analysis coefficient threshold, the water area analysis of the starting endpoint of the initial route is judged to be unqualified, the corresponding endpoint of the current initial route is replaced, and a preliminary screening route is constructed based on the position of the replaced endpoint; if the water area analysis coefficient of the starting endpoint of the initial route does not exceed the water area analysis coefficient threshold, the water area analysis of the starting endpoint of the initial route is judged to be qualified, the current initial route will not be adjusted to the flight area, and the real-time initial route will be marked as a preliminary screening route.

[0015] As a preferred embodiment of the present invention, the process of obtaining the second screening route in step 2 is as follows:

[0016] The water areas passed through in the preliminary screening route are marked as wading areas, and the maximum numerical value of the reciprocating fluctuation of the water level in the wading area corresponding to the difference in the number of inflow channels and outflow channels at the location of the wading area in the preliminary screening route when the water flows intersect is obtained, as well as the maximum frequency value of the actual height of tidal surges exceeding the preset height in the wading area in the preliminary screening route in different time periods. The maximum numerical value of the reciprocating fluctuation of the water level in the wading area corresponding to the difference in the number of inflow channels and outflow channels at the location of the wading area in the preliminary screening route when the water flows intersect, as well as the maximum frequency value of the actual height of tidal surges exceeding the preset height in the wading area in the preliminary screening route in different time periods are compared with the maximum numerical value threshold of water level fluctuation and the maximum frequency value threshold of super-high.

[0017] As a preferred embodiment of the present invention, if the location of the wading area in the primary screening route is at the intersection of water flows, the maximum value of the reciprocating water level fluctuation of the wading area corresponding to the difference in the number of inflow channels and outflow channels exceeds the maximum value threshold of the water level fluctuation, or the maximum frequency value of the actual height of the tidal surge corresponding to the wading area in the primary screening route exceeds the preset height in different time periods exceeds the ultra-high maximum frequency value threshold, then the current wading area is replaced and a secondary screening route is constructed according to the replaced wading area;

[0018] If the location of the wading area in the primary screening route is where the water flows converge, the maximum numerical value of the water level reciprocating fluctuation in the wading area corresponding to the difference in the number of inflow channels and outflow channels does not exceed the maximum numerical value threshold of the water level fluctuation, and the maximum frequency value of the actual height of the tidal surge corresponding to the wading area in the primary screening route exceeding the preset height in different time periods does not exceed the ultra-high maximum frequency value threshold, then the wading area will not be replaced and the primary screening route will be marked as the secondary screening route.

[0019] As a preferred embodiment of the present invention, the final route determination process of step 3 is as follows:

[0020] The second screening route is divided into several flight airspaces, and the shortened distance of the flight route after passing through the flight airspace in the second screening route and the reduction in the frequency of flight altitude adjustment during the corresponding flight airspace passage are obtained; the numerical reduction in the shortest distance between the seaplane and the obstacle when avoiding the obstacle in the flight airspace in the second screening route and the increasing speed of the flight airspace in the second screening route out of the forest bird movement area are obtained; the collected parameters are substituted into the formula to obtain the route comparison analysis screening coefficient;

[0021] The route comparison analysis screening coefficient of the second screening route is compared with the route comparison analysis screening coefficient threshold: if the route comparison analysis screening coefficient of the second screening route exceeds the route comparison analysis screening coefficient threshold, the flight airspace in the second screening route is determined to be suitable as a flight route; if the route comparison analysis screening coefficient of the second screening route does not exceed the route comparison analysis screening coefficient threshold, the flight airspace in the second screening route is determined to be unsuitable as a flight route, and the adjusted second screening route is set as the final route according to the replacement retention of the flight airspace, and the final route is sent to the route planning platform.

[0022] As a preferred implementation of the present invention, the temporary landing warning process of step 4 is as follows:

[0023] The final route is divided into i sub-segments, where i is a natural number greater than 1. The shortest time required for environmental change in the area where each sub-segment of the final route is located and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located are obtained, and the shortest time required for environmental change in the area where each sub-segment of the final route is located and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located are compared with the shortest time threshold for change and the change frequency growth rate threshold, respectively.

[0024] As a preferred embodiment of the present invention, if the shortest time consumed for environmental transformation in the area where the sub-segment in the final route is located does not exceed the shortest time consumed for transformation threshold, or the growth rate of the environmental transformation frequency in the area where the corresponding sub-segment is located exceeds the transformation frequency growth rate threshold, then it is determined that the weather risk in the area where the current sub-segment is located is high, and the area where the corresponding sub-segment is located is marked as a temporary landing point setting area; if the shortest time consumed for environmental transformation in the area where the sub-segment in the final route is located exceeds the shortest time consumed for transformation threshold, and the growth rate of the environmental transformation frequency in the area where the corresponding sub-segment is located does not exceed the transformation frequency growth rate threshold, then it is determined that the weather risk in the area where the current sub-segment is located is low, and the area where the corresponding sub-segment is located is marked as a temporary landing point non-setting area.

[0025] As a preferred embodiment of the present invention, the temporary landing point setting area and the temporary landing point non-setting area are sent to the route planning platform. After receiving the temporary landing point setting area, the route planning platform conducts real-time weather monitoring on the time period when the seaplane passes through the temporary landing point setting area, and temporarily staggers the route in advance. At the same time, the temporary landing point setting area is set according to the real-time set route. If the environment changes when the seaplane communicates with the temporary landing point setting area, an early warning is given according to the weather monitoring and the landing is carried out in time.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] 1. In the present invention, the starting endpoint water area analysis of the initial route is performed to determine whether the water area where the starting endpoint of the current initial route is located is suitable for seaplane landing and takeoff, so as to ensure the safety and rationality of the flight route, improve the flight efficiency of the seaplane, and further screen the initial route; the hydrological condition analysis and screening of the preliminary screening route is performed, and the hydrological condition analysis is performed according to the water area corresponding to the preliminary screening route. Through the hydrological condition analysis, it is determined whether the water area in the current preliminary screening route meets the flight requirements of the seaplane, thereby avoiding the risk of the seaplane's flight route, reducing the safety of the seaplane, and the flight efficiency.

[0028] 2. In the present invention, the second-screened routes are subjected to route comparison analysis and screening, and the final flight route is planned based on the second-screened routes to ensure that the flight route and the flight area meet the needs, improve the suitability of the seaplane flight route, and maximize the flight safety of the seaplane; a temporary landing warning is given to the final route, a weather risk assessment is performed based on the locations of each area in the final route, and a temporary landing reminder is given based on real-time weather monitoring to avoid the weather in the final route affecting the flight of the aircraft and preventing it from landing in time, resulting in a reduction in the flight safety performance of the seaplane. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to facilitate understanding by those skilled in the art, the present invention is further described below with reference to the accompanying drawings.

[0030] Figure 1 is a flow chart of the method of the present invention;

[0031] Figure 2 The hardware principle block diagram of the method of the present invention. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only 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 are within the scope of protection of the present invention.

[0033] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0034] Example 1

[0035] See also Figure 1-2 As shown in the figure, the intelligent flight route planning method based on seaplane control, the specific planning method steps are as follows:

[0036] Step 1: Acquisition of preliminary screening routes: The route planning platform randomly matches and constructs an initial route based on the actual flight area and the location of each destination. The route planning platform generates a route preliminary screening signal and sends the route preliminary screening signal to the route preliminary screening unit. After the route preliminary screening unit receives the route preliminary screening signal, the starting endpoint water area analysis unit performs a starting endpoint water area analysis on the initial route, and obtains the preliminary screening route based on the starting endpoint water area analysis;

[0037] Step 2: Acquisition of the secondary screening route: The route secondary screening unit generates a hydrological condition analysis and screening signal and sends the hydrological condition analysis and screening signal to the hydrological condition analysis and screening unit. After receiving the hydrological condition analysis and screening signal, the hydrological condition analysis and screening unit performs hydrological condition analysis and screening on the primary screening route, and obtains the secondary screening route through screening;

[0038] Step 3: Determine the final route: The route final screening unit generates a route comparison analysis screening signal and sends the route comparison analysis screening signal to the route comparison analysis screening unit. After receiving the route comparison analysis screening signal, the route comparison analysis screening unit performs route comparison analysis screening on the second screening route, and obtains the final route according to the route comparison analysis screening;

[0039] Step 4: Temporary landing warning: Use the flight intelligent protection unit to issue a temporary landing warning for the final route;

[0040] When the seaplane needs to fly, the route planning platform randomly matches and constructs an initial route according to the actual flight area and the location of each destination. The route planning platform generates a route preliminary screening signal and sends the route preliminary screening signal to the route preliminary screening unit. After the route preliminary screening unit receives the route preliminary screening signal, the starting point water area analysis unit performs a starting point water area analysis on the initial route to determine whether the water area where the starting point of the current initial route is located is suitable for seaplane landing and takeoff, so as to ensure the safety and rationality of the flight route, improve the flight efficiency of the seaplane, and further screen the initial route;

[0041] The areas where the landing points and take-off points corresponding to the initial route are located are uniformly marked as the flight-supported areas, and the distribution density of reefs under the waters occupied by seaplanes in the flight-supported areas and the floating span corresponding to the area occupied by reefs that breaks through the red line height when the water level of the waters occupied by seaplanes in the flight-supported areas fluctuates are obtained; and the distribution density of reefs under the waters occupied by seaplanes in the flight-supported areas and the floating span corresponding to the area occupied by reefs that breaks through the red line height when the water level of the waters occupied by seaplanes in the flight-supported areas fluctuates are marked as FBM and FDK, respectively, where the red line height represents the critical height at which the reefs do not affect the flight of seaplanes;

[0042] The excess amount between the maximum floating amount of the taxiing water surface distance corresponding to the occupied water area and the current maximum required taxiing water surface distance of the seaplane is obtained when the seaplane occupies the water area in the flight supply area, and the excess amount between the maximum floating amount of the taxiing water surface distance corresponding to the occupied water area and the current maximum required taxiing water surface distance of the seaplane is marked as DCL, wherein the taxiing water surface distance of the seaplane is different if the real-time flight environment of the seaplane is different;

[0043] By formula Obtain the water area analysis coefficient G of the starting endpoint of the initial route, where az1, az2 and az3 are the preset proportional coefficients of the reef distribution density, the floating span corresponding to the reef area and the excess distance, and β is the error correction factor, which is 1.59;

[0044] Compare the water area analysis coefficient G of the starting endpoint of the initial route with the water area analysis coefficient threshold:

[0045] If the water area analysis coefficient G of the starting endpoint of the initial route exceeds the water area analysis coefficient threshold, the water area analysis of the starting endpoint of the initial route is determined to be unqualified, the corresponding endpoint of the current initial route is replaced, and the primary screening route is constructed according to the position of the replaced endpoint, and a route secondary screening signal is generated and sent to the route secondary screening unit;

[0046] If the water area analysis coefficient G of the starting endpoint of the initial route does not exceed the water area analysis coefficient threshold, the water area analysis of the starting endpoint of the initial route is determined to be qualified, the current initial route is not adjusted to the flight area, and the real-time initial route is marked as a preliminary screening route;

[0047] After receiving the route secondary screening signal, the route secondary screening unit generates a hydrological condition analysis screening signal and sends the hydrological condition analysis screening signal to the hydrological condition analysis screening unit. After receiving the hydrological condition analysis screening signal, the hydrological condition analysis screening unit performs hydrological condition analysis screening on the primary screening route, and performs hydrological condition analysis on the water area corresponding to the primary screening route. Through the hydrological condition analysis, it is determined whether the water area in the current primary screening route meets the flight requirements of the seaplane, thereby avoiding risks in the flight route of the seaplane, reducing the safety of the seaplane, and reducing the flight efficiency;

[0048] The waters passed through in the preliminary screening route are marked as wading areas, where the wading areas can be flight landing areas or fuel supply areas, etc., and the maximum reciprocating floating value of the water level in the wading area corresponding to the difference in the number of inflow channels and outflow channels at the location of the wading area in the preliminary screening route when the water flows meet, and the maximum frequency value of the actual height of the tidal surge in the wading area in the preliminary screening route exceeding the preset height in different time periods are obtained. The maximum reciprocating floating value of the water level in the wading area corresponding to the difference in the number of inflow channels and outflow channels at the location of the wading area in the preliminary screening route when the water flows meet, and the maximum frequency value of the actual height of the tidal surge in the wading area in the preliminary screening route exceeding the preset height in different time periods are compared with the maximum water level floating value threshold and the super-high maximum frequency value threshold respectively:

[0049] If the location of the wading area in the primary screening route is at the intersection of water flows, the maximum value of the reciprocating water level fluctuation in the wading area corresponding to the difference in the number of inflow channels and outflow channels exceeds the maximum water level fluctuation threshold, or the maximum frequency value of the actual height of the tidal surge in the wading area in the primary screening route exceeds the preset height in different time periods exceeds the super-high maximum frequency value threshold, then it is determined that the flight efficiency of the wading area in the primary screening route is unstable, then the current wading area is replaced and a secondary screening route is constructed according to the replaced wading area, and a final screening signal of the route is generated and sent to the final screening unit of the route;

[0050] If the location of the wading area in the primary screening route is at the intersection of water flows, the maximum value of the water level reciprocating fluctuation corresponding to the difference in the number of inflow channels and outflow channels does not exceed the maximum value threshold of the water level fluctuation, and the maximum frequency value of the actual height of the tidal surge corresponding to the wading area in the primary screening route exceeding the preset height in different time periods does not exceed the maximum frequency value threshold, then it is determined that the flight supply efficiency of the wading area in the primary screening route is stable, the wading area will not be replaced, and the primary screening route will be marked as a secondary screening route;

[0051] After receiving the final route screening signal, the route final screening unit generates a route comparison analysis screening signal and sends the route comparison analysis screening signal to the route comparison analysis screening unit. After receiving the route comparison analysis screening signal, the route comparison analysis screening unit performs route comparison analysis screening on the second screening route, and performs final flight route planning based on the second screening route to ensure that the flight route meets the needs of the flight area, improve the suitability of the seaplane flight route, and maximize the flight safety of the seaplane;

[0052] The second screening route is divided into several flight airspaces, and the shortened distance of the flight route after passing through the flight airspace in the second screening route and the reduction in the frequency of the flight altitude adjustment required during the passage of the corresponding flight airspace are obtained, and the shortened distance of the flight route after passing through the flight airspace in the second screening route and the reduction in the frequency of the flight altitude adjustment required during the passage of the corresponding flight airspace are marked as SD and PL respectively; wherein, in the prior art, seaplanes need to change altitude in densely populated areas or residential areas; it needs to be explained that the shortened distance of the flight route is represented by the distance that the flight route is shortened after passing through the airspace in the current second screening route, and there is no other route occupying area outside the passing route in the airspace; the reduction in the frequency that needs to be adjusted is represented by the frequency that must be adjusted in altitude when flying according to the route in the second screening route, corresponding to the frequency reduction;

[0053] The numerical reduction amount of the shortest distance between the seaplane and the obstacle when avoiding the obstacle in the flight airspace of the second screening route and the increasing speed of the range of the forest bird movement area at the location of the flight airspace in the second screening route are obtained, and the numerical reduction amount of the shortest distance between the seaplane and the obstacle when avoiding the obstacle in the flight airspace of the second screening route and the increasing speed of the range of the forest bird movement area at the location of the flight airspace in the second screening route are marked as DL and ZV respectively, wherein in the prior art, the obstacles of the seaplane are ships, mountains, etc.;

[0054] Substituting the above acquisition parameters into the formula, we can obtain the route comparison analysis screening coefficient SF, which is: , where a1, a2, a3 and a4 are respectively the preset proportional coefficients of the flight distance that can be shortened, the adjustment frequency reduction, the minimum distance value reduction and the speed of increasing the moving area range, and e is a natural constant;

[0055] Compare the route comparison analysis screening coefficient of the second screening route with the route comparison analysis screening coefficient threshold:

[0056] If the route comparison analysis screening coefficient of the second screening route exceeds the route comparison analysis screening coefficient threshold, the flight airspace in the second screening route is determined to be suitable as a flight route; if the route comparison analysis screening coefficient of the second screening route does not exceed the route comparison analysis screening coefficient threshold, the flight airspace in the second screening route is determined to be unsuitable as a flight route, and the adjusted second screening route is set as the final route according to the replacement and retention of the flight airspace, and the final route is sent to the route planning platform;

[0057] Example 2

[0058] The route planning platform generates an intelligent flight protection signal and sends it to the intelligent flight protection unit. After receiving the intelligent flight protection signal, the intelligent flight protection unit issues a temporary landing warning for the final route, conducts a weather risk assessment based on the locations of each area in the final route, and issues a temporary landing reminder based on real-time weather monitoring to avoid weather affecting the flight of the aircraft and preventing it from landing in time, which would reduce the safety performance of the seaplane flight.

[0059] The final route is divided into i sub-segments, where i is a natural number greater than 1, and the shortest time required for environmental change in the area where each sub-segment of the final route is located and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located are obtained, and the shortest time required for environmental change in the area where each sub-segment of the final route is located and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located are compared with the shortest time required for change threshold and the growth rate threshold of the change frequency respectively: wherein the environmental change is represented by a sudden change in environmental weather, such as a rapid increase in rainfall and reduced visibility;

[0060] If the shortest time taken for environmental change in the area where the sub-segment in the final route is located does not exceed the shortest time taken for change threshold, or the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located exceeds the change frequency growth rate threshold, then the weather risk in the area where the current sub-segment is located is determined to be high, and the area where the corresponding sub-segment is located is marked as a temporary landing point setting area; if the shortest time taken for environmental change in the area where the sub-segment in the final route is located exceeds the shortest time taken for change threshold, and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located does not exceed the change frequency growth rate threshold, then the weather risk in the area where the current sub-segment is located is determined to be low, and the area where the corresponding sub-segment is located is marked as a temporary landing point non-setting area;

[0061] The temporary landing point setting area and the temporary landing point non-setting area are sent to the route planning platform. After receiving the information, the route planning platform conducts real-time weather monitoring on the time period when the seaplane passes through the temporary landing point setting area, and temporarily staggers the route in advance. At the same time, the temporary landing point setting area is set according to the real-time set route. If the environment changes when the seaplane communicates with the temporary landing point setting area, an early warning will be issued according to the weather monitoring and the landing will be carried out in time.

[0062] The above formulas are obtained by collecting a large amount of data and performing software simulation, and a formula close to the actual value is selected. The coefficients in the formula are set by technicians in this field according to actual conditions;

[0063] When the present invention is in use, the route planning platform randomly matches and constructs an initial route according to the actual flight area and the locations of various destinations; the starting endpoint water area analysis unit performs a starting endpoint water area analysis on the initial route, and obtains a primary screening route based on the starting endpoint water area analysis; the hydrological condition analysis and screening unit performs a hydrological condition analysis and screening on the primary screening route, and obtains a secondary screening route through screening; the route comparison analysis and screening unit performs a route comparison analysis and screening on the secondary screening route, and obtains a final route based on the route comparison analysis and screening; and a temporary landing warning is issued for the final route through the flight intelligent protection unit.

[0064] The preferred embodiments of the present invention disclosed above are only used to help explain the present invention. The preferred embodiments do not describe all the details in detail, nor do they limit the invention to only specific implementation methods. Obviously, many modifications and changes can be made according to the content of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. The present invention is limited only by the claims and their full scope and equivalents.

Claims

1. A flight route intelligent planning method based on seaplane control, characterized in that: The steps of route intelligent planning method are as follows: Step 1: Acquisition of preliminary screening routes: The route planning platform randomly matches and constructs an initial route based on the actual flight area and the location of each destination. The route planning platform generates a route preliminary screening signal and sends the route preliminary screening signal to the route preliminary screening unit. After the route preliminary screening unit receives the route preliminary screening signal, the starting endpoint water area analysis unit performs a starting endpoint water area analysis on the initial route, and obtains the preliminary screening route based on the starting endpoint water area analysis; Step 2: Acquisition of the secondary screening route: The route secondary screening unit generates a hydrological condition analysis and screening signal and sends the hydrological condition analysis and screening signal to the hydrological condition analysis and screening unit. After receiving the hydrological condition analysis and screening signal, the hydrological condition analysis and screening unit performs hydrological condition analysis and screening on the primary screening route, and obtains the secondary screening route through screening; Step 3: Determine the final route: The route final screening unit generates a route comparison analysis screening signal and sends the route comparison analysis screening signal to the route comparison analysis screening unit. After receiving the route comparison analysis screening signal, the route comparison analysis screening unit performs route comparison analysis screening on the second screening route, and obtains the final route according to the route comparison analysis screening; Step 4. Temporary landing warning: Issue a temporary landing warning for the final route through the flight intelligent protection unit.

2. The method for intelligent flight route planning based on seaplane control according to claim 1, characterized in that: The process of obtaining the initial screening route in step one is as follows: The areas where the landing points and take-off points corresponding to the initial route are located are uniformly marked as flight supply areas, and the distribution density of reefs under the waters corresponding to seaplane flights in the flight supply area and the floating span corresponding to the area occupied by reefs that break through the red line height when the water level of the waters corresponding to seaplane flights in the flight supply area floats are obtained; the maximum floating amount of the corresponding water surface distance for taxiing when the waters are occupied by seaplane flights in the flight supply area and the excess amount of the current maximum required taxiing water surface distance of the seaplane are obtained; the starting endpoint water area analysis coefficient of the initial route is obtained through analysis.

3. The method for intelligent flight route planning based on seaplane control according to claim 2 is characterized in that: Compare the water area analysis factor of the starting endpoint of the initial route to the water area analysis factor threshold: If the water area analysis coefficient of the starting endpoint of the initial route exceeds the water area analysis coefficient threshold, the water area analysis of the starting endpoint of the initial route is determined to be unqualified, the corresponding endpoint of the current initial route is replaced, and the initial screening route is constructed according to the position of the replaced endpoint; If the water area analysis coefficient of the starting endpoint of the initial route does not exceed the water area analysis coefficient threshold, the water area analysis of the starting endpoint of the initial route is determined to be qualified, the current initial route will not be adjusted to the flight area, and the real-time initial route will be marked as a preliminary screening route.

4. The method for intelligent flight route planning based on seaplane control according to claim 1, characterized in that: The process of obtaining the second screening route in step 2 is as follows: The water areas passed through in the preliminary screening route are marked as wading areas, and the maximum numerical value of the reciprocating fluctuation of the water level in the wading area corresponding to the difference in the number of inflow channels and outflow channels at the location of the wading area in the preliminary screening route when the water flows intersect is obtained, as well as the maximum frequency value of the actual height of tidal surges exceeding the preset height in the wading area in the preliminary screening route in different time periods. The maximum numerical value of the reciprocating fluctuation of the water level in the wading area corresponding to the difference in the number of inflow channels and outflow channels at the location of the wading area in the preliminary screening route when the water flows intersect, as well as the maximum frequency value of the actual height of tidal surges exceeding the preset height in the wading area in the preliminary screening route in different time periods are compared with the maximum numerical value threshold of water level fluctuation and the maximum frequency value threshold of super-high.

5. The method for intelligent flight route planning based on seaplane control according to claim 4 is characterized in that: If the location of the wading area in the primary screening route is at the intersection of water flows, the maximum value of the water level reciprocating fluctuation corresponding to the difference in the number of inflow channels and outflow channels exceeds the maximum value threshold of the water level fluctuation, or the maximum frequency value of the actual height of the tidal surge corresponding to the wading area in the primary screening route exceeds the preset height in different time periods exceeds the super-high maximum frequency value threshold, then the current wading area is replaced and a secondary screening route is constructed based on the replaced wading area; If the location of the wading area in the primary screening route is where the water flows converge, the maximum numerical value of the water level reciprocating fluctuation in the wading area corresponding to the difference in the number of inflow channels and outflow channels does not exceed the maximum numerical value threshold of the water level fluctuation, and the maximum frequency value of the actual height of the tidal surge corresponding to the wading area in the primary screening route exceeding the preset height in different time periods does not exceed the ultra-high maximum frequency value threshold, then the wading area will not be replaced and the primary screening route will be marked as the secondary screening route.

6. The method for intelligent flight route planning based on seaplane control according to claim 1, characterized in that: The final route determination process in step 3 is as follows: The second screening route is divided into several flight airspaces, and the shortened distance of the flight route after passing through the flight airspace in the second screening route and the reduction in the frequency of flight altitude adjustment during the corresponding flight airspace passage are obtained; the numerical reduction in the shortest distance between the seaplane and the obstacle when avoiding the obstacle in the flight airspace in the second screening route and the increasing speed of the flight airspace in the second screening route out of the forest bird movement area are obtained; the collected parameters are substituted into the formula to obtain the route comparison analysis screening coefficient; The route comparison analysis screening coefficient of the second screening route is compared with the route comparison analysis screening coefficient threshold: if the route comparison analysis screening coefficient of the second screening route exceeds the route comparison analysis screening coefficient threshold, the flight airspace in the second screening route is determined to be suitable as a flight route; if the route comparison analysis screening coefficient of the second screening route does not exceed the route comparison analysis screening coefficient threshold, the flight airspace in the second screening route is determined to be unsuitable as a flight route, and the adjusted second screening route is set as the final route according to the replacement retention of the flight airspace, and the final route is sent to the route planning platform.

7. The method for intelligent flight route planning based on seaplane control according to claim 1, characterized in that: The temporary landing warning process of step 4 is as follows: The final route is divided into i sub-segments, where i is a natural number greater than 1. The shortest time required for environmental change in the area where each sub-segment of the final route is located and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located are obtained, and the shortest time required for environmental change in the area where each sub-segment of the final route is located and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located are compared with the shortest time threshold for change and the change frequency growth rate threshold, respectively.

8. The method for intelligent flight route planning based on seaplane control according to claim 7, characterized in that: If the shortest time for environmental change in the area where the sub-segment in the final route is located does not exceed the shortest time threshold for change, or the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located exceeds the change frequency growth rate threshold, then the weather risk in the area where the current sub-segment is located is determined to be high, and the area where the corresponding sub-segment is located is marked as a temporary landing point setting area; if the shortest time for environmental change in the area where the sub-segment in the final route is located exceeds the shortest time threshold for change, and the growth rate of the environmental change frequency in the area where the corresponding sub-segment is located does not exceed the change frequency growth rate threshold, then the weather risk in the area where the current sub-segment is located is determined to be low, and the area where the corresponding sub-segment is located is marked as a temporary landing point non-setting area.

9. The method for intelligent flight route planning based on seaplane control according to claim 8, characterized in that: The temporary landing point setting area and the temporary landing point non-setting area are sent to the route planning platform. After receiving the information, the route planning platform conducts real-time weather monitoring on the time period when the seaplane passes through the temporary landing point setting area, and temporarily staggers the route in advance. At the same time, the temporary landing point setting area is set according to the real-time set route. If the environment changes when the seaplane communicates with the temporary landing point setting area, an early warning will be issued according to the weather monitoring and the landing will be carried out in time.

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