Method and apparatus for evaluating route consistency for advanced air traffic

Abstract

According to an embodiment, a method for evaluating route consistency of advanced air traffic (AAM) may comprise the steps of: acquiring information on a predetermined airspace section through which an aircraft is planned, among a plurality of airspace sections within a route, based on a flight plan of the AAM; and based on the flight plan of the AAM, acquiring information about an actual operation section through which the aircraft actually passes in the plurality of airspace sections, and comparing the information about the actual operation section with the information about the predetermined airspace section to assess the route consistency of the AAM.

Description

Technical Field

[0001] The present invention relates to a method and apparatus for evaluating route consistency of Advanced Air Mobility (AAM).

[0002] This research is related to the development of Urban Air Mobility Virtual Integrated Operation and Verification Technology (No. 1615012948), which was conducted with the support of the Korea Agency for Infrastructure Technology Advancement (KAIA) and funded by the Ministry of Land, Infrastructure and Transport (managing agency) in 2022. Background Art

[0003] AAM refers to Advanced Air Mobility, which uses the sky as a transportation route by combining Personal Air Vehicles (PAVs) with vertical takeoff and landing (VTOL) capabilities.

[0004] AAM has emerged as a next-generation mobility solution that can maximize transportation efficiency in urban areas to address issues such as decreased mobility efficiency due to urban traffic congestion, increased social costs such as logistics transportation costs, and other related challenges. With the increase in long-distance travel time and the intensification of traffic jams, AAM is regarded as a solution to these problems and also as a future innovative business.

[0005] The route plan for AAM operation is set between 300 meters and 600 meters in altitude and will be managed under the control of Urban Air Traffic Management (UATM). Additionally, areas at an altitude of 300 meters or higher are within the area of existing Air Traffic Management (ATM) and are controlled by the existing aircraft control system. That is, the airspace at 300 meters or higher is a mixed control area of UATM and ATM. When AAM moves out of the UATM control area, AAM needs to be immediately under the control of ATM.

[0006] To ensure the normal operation of AAM within the airway and under the control of UATM, and to ensure that it follows the optimal route within the airway and completes the flight according to the planned schedule, it is necessary to monitor and evaluate the flight trajectory of AAM.

[0007] However, since AAM is different from traditional aircraft in terms of purpose, flight environment, speed, and airway dimensions, the method of evaluating the flight trajectory of AAM has become a challenge. Summary of the Invention

[0008] Technical Problem

[0009] The problem to be solved by the present invention is to provide a method for evaluating the route consistency of AAM by using information on a predetermined airspace segment through which AAM is planned to pass and information on the actual operation segment through which AAM has passed, and combining the information on the predetermined airspace segment.

[0010] However, the problems to be solved by the present invention are not limited to the above problems, and other problems to be solved that are not mentioned can be clearly understood by those of ordinary skill in the art to which the present invention pertains from the following description.

[0011] Technical solution

[0012] According to one aspect of the present disclosure, a method for an electronic device including a memory and a processor to evaluate the route consistency of Advanced Air Mobility (AAM) is provided. The method includes the following steps: obtaining information about a predetermined airspace segment selected from among a plurality of airspace segments within an airway that the AAM is planned to pass through based on the flight plan of the AAM; and obtaining information about an actual operation segment determined from among the plurality of airspace segments that the AAM actually passes through based on the flight path of the AAM, and evaluating the route consistency of the AAM by comparing the information about the actual operation segment with the information about the predetermined airspace segment.

[0013] Preferably, the information about the predetermined airspace segment includes identification information about each of the predetermined airspace segments, an expected entry time point at which the AAM is expected to enter each of the predetermined airspace segments, and an expected departure time point at which the AAM is expected to leave each of the predetermined airspace segments.

[0014] Preferably, the step of evaluating the route consistency of the AAM includes: determining whether the identification information about the actual operation segment matches the identification information about the predetermined airspace segment; comparing the actual entry time point at which the AAM enters the actual operation segment with the expected entry time point of the predetermined airspace segment to determine whether the difference between the actual entry time point at which the AAM enters each of the actual operation segments and the expected entry time point of each of the predetermined airspace segments is within a preset entry error range; comparing the actual departure time point at which the AAM leaves the actual operation segment with the expected departure time point of the predetermined airspace segment to determine whether the difference between the actual departure time point at which the AAM leaves each of the actual operation segments and the expected departure time point of each of the predetermined airspace segments is within a preset departure error range; and evaluating the route consistency of the AAM in the actual operation segment based on determining that the identification information about the actual operation segment matches the identification information about the predetermined airspace segment, determining whether the actual entry time point is within the entry error range, and determining whether the actual departure time point is within the departure error range.

[0015] Preferably, the step of evaluating the route consistency of the AAM in the actual operation segment includes: when it is determined that the identification information about the actual operation segment matches the identification information about the predetermined airspace segment, the difference between the actual entry time point at which the AAM enters each of the actual operation segments and the expected entry time point of each of the predetermined airspace segments falls within the entry error range, and the actual departure time point falls within the departure error range relative to the expected departure time point, evaluating that the route of the actual operation segment is consistent.

[0016] Preferably, the steps of evaluating the route consistency of the AAM in the actual operation segment include: when it is determined that the identification information regarding the actual operation segment does not match the identification information regarding the predetermined airspace segment, the difference between the actual entry time point of each of the AAMs entering the actual operation segment and the expected entry time point of each of the predetermined airspace segments does not fall within the entry error range, or the difference between the actual entry time point of each of the AAMs entering the actual operation segment and the expected entry time point of each of the predetermined airspace segments does not fall within the departure error range, evaluate the route inconsistency of the actual operation segment.

[0017] Preferably, the steps of evaluating the route consistency of the AAM further include: determining whether the actual operation segment falls within the route consistent area, and the steps of evaluating the route inconsistency of the actual operation segment include: further evaluating the inconsistency based on determining whether the actual operation segment falls within the route consistent area.

[0018] Preferably, weights are assigned based on whether the actual operation segment falls within the route consistent area, and the weight in the state where the actual operation segment does not fall within the route consistent area is set to be greater than the weight in the state where the actual operation segment falls within the route consistent area.

[0019] Preferably, the steps of evaluating the route consistency of the AAM include: in a state where there are a plurality of airspace segments, a first airspace segment having a predetermined size and a second airspace segment having a size smaller than the predetermined size, the second airspace segment is set within a partial area of the first airspace segment, and the second airspace segment is set as one of the predetermined airspace segments, identify the actual operation segment as an airspace segment including the structure of the second airspace segment; and based on identifying the actual operation segment as the first airspace segment having the structure of the second airspace segment, provide a preset value as the value for evaluating the route consistency of the AAM.

[0020] Preferably, the method further includes: based on the results of evaluating the route consistency of each actual operation segment, respectively compare a first score, which is the sum of the scores assigned to the predetermined airspace segments when there is at least one actual operation segment, with a second score, which is the sum of the scores assigned to the actual operation segments; and based on whether the difference between the first score and the second score is within a preset threshold difference, determine whether the operation of the AAM is normal.

[0021] Preferably, the steps of determining whether the operation of the AAM is normal include: when the actual operation segment corresponds to at least one airspace segment that the AAM has passed through during the operation of the AAM up to a predetermined time point, determine whether the operation of the AAM up to the predetermined time point is normal.

[0022] According to another aspect of the present disclosure, a device for evaluating route consistency includes: a memory that stores a route consistency evaluation program for evaluating the route consistency of advanced air traffic (AAM); and a processor configured to control the memory. The processor is configured to: obtain information about a predetermined airspace segment through which the AAM plan passes among a plurality of airspace segments within an airway based on the flight plan of the AAM; obtain information about an actual operation segment actually passed by the AAM among the plurality of airspace segments based on the flight path of the AAM; and evaluate the route consistency by comparing the information about the actual operation segment with the information about the predetermined airspace segment.

[0023] According to still another aspect of the present disclosure, there is provided a computer program stored in a computer-readable recording medium. The computer program includes instructions that, when executed by a processor, cause the processor to execute a method for evaluating the route consistency of advanced air traffic (AAM) by an electronic device including a memory and a processor. The method includes the steps of: obtaining information about a predetermined airspace segment selected among a plurality of airspace segments within an airway through which the AAM plan passes based on the flight plan of the AAM; and obtaining information about an actual operation segment determined to be actually passed by the AAM among the plurality of airspace segments based on the flight path of the AAM, and evaluating the route consistency of the AAM by comparing the information about the actual operation segment with the information about the predetermined airspace segment.

[0024] According to still another aspect of the present disclosure, there is provided a non-transitory computer-readable recording medium storing a computer program. The computer program includes instructions that, when executed by a processor, cause the processor to execute a method for evaluating the route consistency of advanced air traffic (AAM) by an electronic device including a memory and a processor. The method includes the steps of: obtaining information about a predetermined airspace segment selected among a plurality of airspace segments within an airway through which the AAM plan passes based on the flight plan of the AAM; and obtaining information about an actual operation segment determined to be actually passed by the AAM among the plurality of airspace segments based on the flight path of the AAM, and evaluating the route consistency of the AAM by comparing the information about the actual operation segment with the information about the predetermined airspace segment.

[0025] Beneficial effects

[0026] According to an embodiment of the present invention, by using the information about the predetermined airspace segment through which the AAM plan passes, the information about the actual operation segment through which the AAM passes, and the information about the predetermined airspace segment, the route consistency of the AAM can be evaluated. This enables accurate and rapid evaluation of the route consistency of the AAM.

[0027] According to an embodiment of the present invention, by evaluating the route consistency of the AAM not only after the completion of the AAM operation but also during the AAM operation, real-time warnings can be provided for any abnormal operation of the AAM. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a block diagram showing a device for evaluating route consistency according to an embodiment.

[0029] Figure 2 is a block diagram conceptually showing the functions of a route consistency evaluation program according to an embodiment.

[0030] Figure 3 is a view for describing a route consistent area.

[0031] Figure 4 is an example of how a route consistency evaluation unit processes route consistency evaluation based on various shapes and sizes of multiple airspace segments.

[0032] Figure 5 is an example of how a route consistency evaluation unit assigns scores to each aircraft based on the actual route of the aircraft.

[0033] Figure 6 is a flowchart showing how a route consistency evaluation program according to an embodiment evaluates the route consistency of an aircraft. DETAILED DESCRIPTION

[0034] Through the following description in conjunction with the accompanying drawings, the advantages and features of the embodiments of the present disclosure and the methods for implementing these embodiments will be clearly understood. However, the embodiments are not limited to those described, as the embodiments can be implemented in various forms. It should be noted that the present embodiments are provided for a complete disclosure and also allow those skilled in the art to know the full scope of the embodiments. Therefore, the embodiments will be defined only by the scope of the appended claims.

[0035] When describing the embodiments of the present disclosure, if it is determined that the detailed description of relevant known components or functions unnecessarily obscures the gist of the present disclosure, the detailed description thereof will be omitted. In addition, the terms to be described below are defined in consideration of the functions of the embodiments of the present disclosure and may vary according to the intention or practice of the user or operator. Therefore, its definition can be made based on the content throughout the specification.

[0036] Figure 1 is a block diagram showing a device for evaluating route consistency according to an embodiment.

[0037] The processor 110 may control the overall operation of the device 100 for evaluating route consistency.

[0038] The processor 110 may receive information about the virtual space from an airspace segment management device (not shown) using the transceiver 120.

[0039] For ease of description, this specification describes the apparatus 100 for evaluating route consistency as receiving information about the airspace segment from an airspace segment management device (not shown), but is not limited thereto. That is, according to an embodiment, the apparatus 100 for evaluating route consistency may receive information about the airspace segment from another device or system, or may generate information about the airspace segment within the apparatus 100 for evaluating route consistency.

[0040] The memory 130 may store the route consistency evaluation program 200 and the information required to execute the route consistency evaluation program 200.

[0041] In this specification, the route consistency evaluation program 200 may refer to software including programming instructions for evaluating the route consistency of aircraft such as advanced air mobility (AAM) and unmanned aerial vehicles.

[0042] Furthermore, in this specification, a route (or flight path) may refer to the path (or route) that an aircraft is expected to pass through within an airway according to the flight plan of the aircraft, and an airway may refer to the airspace segment in which the aircraft may operate.

[0043] The processor 110 may load the route consistency evaluation program 200 and the information required to execute the route consistency evaluation program 200 from the memory 130 in order to execute the route consistency evaluation program 200.

[0044] The processor 110 may execute the route consistency evaluation program 200 to evaluate the route consistency of the aircraft.

[0045] Reference will be made to Figure 3 The functions and / or operations of the route consistency evaluation program 200 will be described in detail.

[0046] Figure 2 is a block diagram conceptually showing the functions of a route consistency evaluation program according to an embodiment.

[0047] Reference Figure 1 and Figure 2 Accordingly, the route consistency evaluation program 200 may include an airspace segment information acquisition unit 210, a route consistency evaluation unit 220, and a normal operation determination unit 230.

[0048] Figure 2The airspace segment information acquisition unit 210, the route consistency evaluation unit 220, and the normal operation determination unit 230 shown in [Figure 0] are conceptually divided to easily explain the functions of the route consistency evaluation program 200, and are not limited thereto. According to an embodiment, the functions of each of the airspace segment information acquisition unit 210, the route consistency evaluation unit 220, and the normal operation determination unit 230 may be combined or separated, and may be implemented by a series of instructions included in a single program.

[0049] The airspace segment information acquisition unit 210 may acquire information about a predetermined airspace segment and information about an actual operation segment. The information about the predetermined airspace segment represents information about an airspace segment that an aircraft is planned to pass through among a plurality of airspace segments in an airway based on the operation path of the aircraft; the information about the actual operation segment represents information about an airspace segment that an aircraft has passed through or is currently passing through among a plurality of airspace segments in an airway based on the actual route of the aircraft.

[0050] According to an embodiment, when determining the operation path of an aircraft, the airspace segment information acquisition unit 210 may receive information about a predetermined airspace segment from an airspace segment management device (not shown).

[0051] According to an embodiment, the information about the predetermined airspace segment may include identification information about each predetermined airspace segment, an expected entry time point at which the aircraft is expected to enter each predetermined airspace segment, and an expected departure time point at which the aircraft is expected to leave each predetermined airspace segment.

[0052] According to an embodiment, the airspace segment information acquisition unit 210 may periodically receive information about the actual operation segment from the airspace segment management device (not shown) or the aircraft, and may also directly generate information about the actual operation segment using the aircraft position information periodically received from the airspace segment management device (not shown) or the aircraft.

[0053] According to an embodiment, the information about the actual operation segment may include identification information about the actual operation segment, an actual entry time point at which the aircraft enters the actual operation segment, and an actual departure time point at which the aircraft leaves the actual operation segment.

[0054] The route consistency evaluation unit 220 may evaluate the route consistency of the aircraft by comparing the information about the actual operation segment with the information about the predetermined airspace segment.

[0055] More specifically, the route consistency evaluation unit 220 may determine whether the actual operation segment is included in a predetermined airspace segment, determine whether the actual entry time point at which the aircraft enters the actual operation segment falls within a preset entry error range relative to the expected entry time point at which the aircraft is expected to enter the actual operation segment, and determine whether the actual departure time point at which the aircraft leaves the actual operation segment falls within a preset departure error range relative to the expected departure time point at which the aircraft is expected to leave the actual operation segment. The route consistency evaluation unit 220 may evaluate the route consistency of the aircraft within the actual operation segment based on determining whether the actual operation segment is included, determining whether the actual entry time point falls within the entry error range, and determining whether the actual departure time point falls within the departure error range.

[0056] According to an embodiment, the route consistency evaluation unit 220 may determine whether the actual operation segment is included in the predetermined airspace segment based on a comparison result between the identification information about the actual operation segment and the identification information about each of the predetermined airspace segments. For example, when the identification information about the actual operation segment is the same as the identification information about any one of the predetermined airspace segments, the route consistency evaluation unit 220 may determine that the actual operation segment is included in the predetermined airspace segment. Meanwhile, when the identification information about the actual operation segment is different from the identification information about the predetermined airspace segment, the route consistency evaluation unit 220 may determine that the actual operation segment is not included in the predetermined airspace segment.

[0057] When it is determined that the actual operation segment is included in the predetermined airspace segment, the actual entry time point falls within the entry error range relative to the expected entry time point, and the actual departure time point falls within the departure error range relative to the expected departure time point, the route consistency evaluation unit 220 may evaluate that the aircraft's passage through the actual operation segment is consistent.

[0058] Meanwhile, when it is determined that the actual operation segment is not included in the predetermined airspace segment, the actual entry time point does not fall within the entry error range relative to the expected entry time point, or the actual departure time point does not fall within the departure error range relative to the expected departure time point, the route consistency evaluation unit 220 may evaluate that the aircraft's passage through the actual operation segment is inconsistent.

[0059] According to an embodiment, the route consistency evaluation unit 220 may perform the determination of whether the actual operation segment is included, the determination of whether the actual entry time point falls within the entry error range, and the determination of whether the actual departure time point falls within the departure error range simultaneously or at different times.

[0060] According to an embodiment, when determining whether to include an actual operation segment, whether the actual entry time point falls within the entry error range, and whether the actual departure time point falls within the departure error range are performed at different times, the route consistency evaluation unit 220 may not perform all of the determination of whether to include the actual operation segment, the determination of whether the actual entry time point falls within the entry error range, and the determination of whether the actual departure time point falls within the departure error range. For example, when it is determined that the actual operation segment is not included in the predetermined airspace segment, the route consistency evaluation unit 220 may evaluate the passability of the aircraft for the actual operation segment as inconsistent without performing the determination of whether the actual entry time point falls within the entry error range and whether the actual departure time point falls within the departure error range.

[0061] When the route consistency evaluation unit 220 evaluates the passability of the aircraft in the actual operation segment as consistent, the route consistency evaluation unit 220 may assign a score greater than a predetermined reference score (e.g., a positive score of a predetermined magnitude) to the actual operation segment. On the contrary, when the route consistency evaluation unit 220 evaluates the passability of the aircraft in the actual operation segment as inconsistent, the route consistency evaluation unit 220 may assign a score less than the reference score (e.g., a negative score of a predetermined magnitude) to the actual operation segment.

[0062] Meanwhile, according to an embodiment, the route consistency evaluation unit 220 may evaluate the route consistency of the actual operation segment based on whether the actual operation segment corresponds to a route consistent area. That is, the route consistency evaluation unit 220 may assign a score to the actual operation segment based on whether the actual operation segment corresponds to a route consistent area.

[0063] For example, when the route consistency evaluation unit 220 evaluates the passability of the actual operation segment of the aircraft as inconsistent, the score assigned to the actual operation segment when the actual operation segment corresponds to a route inconsistent area may be less than the score assigned to the actual operation segment when the actual operation segment corresponds to a route consistent area. That is, the route consistency evaluation unit 220 may set the weight (degree of route inconsistency) assigned to the actual operation segment when corresponding to a route consistent area to be less than the weight (degree of route inconsistency) assigned to the actual operation segment when corresponding to a route inconsistent area.

[0064] Here, the route consistent area may refer to an error area that, although not completely matching the route, is sufficient to identify that the aircraft is operating along the route. Therefore, the route inconsistent area may refer to the remaining areas that do not belong to the route consistent area.

[0065] For example, Figure 3 is a view for describing the route consistent area.

[0066] Further referring to Figure 3Once the operation path PP of the aircraft V is determined according to the flight plan of the aircraft V, a route consistent area CR of a preset size can be set along the operation path PP within the airway AW.

[0067] The aircraft V can operate within the route consistent area CR. According to an embodiment, when the aircraft V deviates from the route consistent area CR (i.e., when the aircraft V enters the route inconsistent area NCR), the aircraft V or the operation control device (not shown) that controls the operation of the aircraft V can send a warning message to the UATMSP (AAM air traffic management service provider), the operator, the pilot of the aircraft V, etc., indicating that the aircraft V has deviated from the route consistent area CR (i.e., indicating that the aircraft V has deviated from its route).

[0068] Return to reference Figure 2 According to an embodiment, the route consistency evaluation unit 220 can further assign a score to the actual operation segment based on the inclusion relationship between the actual operation segment and other airspace segments. For example, multiple airspace segments can be composed of various shapes and sizes. In addition, an airspace segment can be composed of a first size and a second size, where the first size is set to be larger than the second size.

[0069] In addition, the airspace segment of the first size can be configured to include the airspace segment of the second size within the airspace segment of the first size. For example, when the airspace segment of the first size is referred to as the first airspace segment and the airspace segment of the second size is referred to as the second airspace segment, the second airspace segment can be configured to be located within a partial area of the first airspace segment. That is, the first airspace segment can be configured to include the area where the second airspace segment exists and another area where the second airspace segment does not exist. Based on the above, the actual operation segment can correspond to the second airspace segment or another area within the first airspace segment where the second airspace segment does not exist. When the actual operation segment corresponds to the second airspace segment or another area within the first airspace segment where the second airspace segment does not exist, and in the case where the route consistency evaluation result is calculated differently according to the area where the second airspace segment exists within the first airspace segment, the score of the entire operation path may be exaggerated, or the complexity of the route consistency evaluation may increase. Considering this, the route consistency evaluation unit 220 can identify whether the structure of the first airspace segment includes the second airspace segment. When the actual operation segment falls within the above structure, the route consistency evaluation unit 220 can assign a preset value (e.g., "0 (zero) points") as the value for evaluating the route consistency. That is, when it is confirmed that the actual operation segment is within the structure where the second airspace segment exists within the first airspace segment, the route consistency evaluation unit 220 can not evaluate the route consistency of the aircraft.

[0070] This is because, in the above structure where the first airspace segment includes a region with a second airspace segment and another region without a second airspace segment, when evaluating route consistency by distinguishing between the region with a second airspace segment and the region without a second airspace segment, the score of the entire flight path of the aircraft may be exaggerated, or the complexity of route consistency evaluation may increase. Therefore, when the actual flight segment corresponds to the airspace segment in the above structure, the route consistency evaluation unit 220 may assign a preset value (e.g., "0 (zero) points") as the value for evaluating route consistency to prevent the route consistency of the actual flight segment from affecting the route consistency of the entire path.

[0071] The normal operation determination unit 230 may determine the normality of the aircraft's operation based on the result of evaluating the route consistency of the aircraft.

[0072] More specifically, the normal operation determination unit 230 may compare the first score assigned to the predetermined airspace segment that the aircraft is planned to pass through according to the flight path of the aircraft with the second score assigned to at least one actual flight segment that the aircraft has passed through according to the actual route of the aircraft. Based on the result of this comparison, the normal operation determination unit 230 may determine whether the operation of the aircraft is a normal operation.

[0073] According to an embodiment, the normal operation determination unit 230 may determine whether the difference between the first score and the second score is within a preset threshold difference, and based on this determination, determine whether the operation of the aircraft is a normal operation.

[0074] For example, when the difference between the first score and the second score is within the threshold difference, the normal operation determination unit 230 may determine that the operation of the aircraft is normal. Meanwhile, when the difference between the first score and the second score is greater than the threshold difference, the normal operation determination unit 230 may determine that the operation of the aircraft is abnormal.

[0075] According to an embodiment, the normal operation determination unit 230 may determine the normality of the aircraft's operation after the aircraft's operation has been completed, reflecting the entire actual route of the aircraft. However, it is also possible to determine the normality of the aircraft's operation in real time while the aircraft is in flight.

[0076] For example, the normal operation determination unit 230 may compare the first score with the second score, where the first score is assigned to the predetermined airspace segment that the aircraft is planned to pass through as of the current time point according to the flight path of the aircraft, and the second score is assigned to the actual flight segment that the aircraft has passed through as of the current time point based on the actual route of the aircraft. Based on the result of this comparison, the normal operation determination unit 230 may determine whether the operation of the aircraft is a normal operation. According to an embodiment, when it is determined that the operation of the aircraft is abnormal, the normal operation determination unit 230 may notify the aircraft, the operation control device (not shown), etc. of the abnormality of the aircraft's operation.

[0077] Figure 4 This is an example for describing how the route consistency evaluation unit processes route consistency evaluation based on the various shapes and sizes of multiple airspace segments.

[0078] Refer to Figure 2 and Figure 4 In the case of, the first airspace segment VR1 may include the second airspace segment VR2 and may be positioned adjacent to the third airspace segment VR3 without overlapping any part of the third airspace segment VR3. The size of the first airspace segment VR1 may be set to be larger than the size of the second airspace segment VR2, and the second airspace segment VR2 may be configured to exist within a partial area of the first airspace segment VR1. Thus, the first airspace segment VR1 may include both the area where the second airspace segment VR2 exists and the area where the second airspace segment VR2 does not exist.

[0079] In the above structure of the airspace segment, when a flight path PP passing through the first airspace segment VR1, the second airspace segment VR2, and the third airspace segment VR3 is preset for the aircraft, when the aircraft actually travels along the first route P1, the aircraft may pass through the second airspace segment VR2 according to the plan in the flight path. On the contrary, when the aircraft actually travels along the second route P2, the aircraft may pass through the first airspace segment VR1 but not through the second airspace segment VR2. On the contrary, the aircraft may pass through the area where the second airspace segment VR2 does not exist, which is different from the planned flight path.

[0080] However, in order to prevent the score of the entire flight path of the aircraft from being exaggerated or the complexity of the route consistency evaluation from increasing, the route consistency evaluation unit 220 may assign a preset value (for example, "0 (zero) points") as the value for evaluating route consistency. Thus, the route consistency evaluation unit 220 may evaluate that both the first route P1 and the second route P2 within the first airspace segment VR1 are consistent with the flight path.

[0081] Figure 5 This is an example showing how the route consistency evaluation unit assigns scores to each aircraft based on the actual route of the aircraft.

[0082] Refer to Figure 2 and Figure 5 In the case of, when setting the route consistent area CR according to the flight path PP of the aircraft, the airspace segments located in the route inconsistent area NCR among the multiple airspace segments in the airway AW may be set to a higher weight (for example, twice) than the airspace segments located in the route consistent area CR among the multiple airspace segments.

[0083] Thus, when +1 point is assigned to the airspace segment that the aircraft plans to pass through in the airspace segment located in the route consistent region CR, and -1 point is assigned to the airspace segment that the aircraft does not plan to pass through in the airspace segment located in the route consistent region CR, the airspace segment located in the route inconsistent region NCR can be assigned -2 points.

[0084] Meanwhile, in Figure 5 for the sake of convenience of description, only whether the airspace segment that the aircraft has passed through according to the actual route of the aircraft is included in the airspace segment that the aircraft plans to pass through according to the flight path of the aircraft is considered, without considering the entry time point and the departure time point.

[0085] In Figure 5 the virtual space shown, since the aircraft plans to pass through five airspace segments at the first time point t1, the first score assigned to the airspace segments that the aircraft plans to pass through at the first time point t1 can be determined to be +5 points.

[0086] In this case, when the aircraft runs along the first route P1 to the first time point t1, the airspace segments actually passed by the aircraft are the same as the airspace segments that the aircraft plans to pass through (i.e., since the aircraft has passed through all 5 planned airspace segments). Therefore, the route consistency evaluation unit 220 can assign +5 points to the second score for determining the route consistency of the aircraft.

[0087] In contrast, when the aircraft runs along the second route P2 to the first time point t1, the aircraft will pass through 3 airspace segments that the aircraft plans to pass through (+3 points). However, in the airspace segment located in the route consistent region CR (-1 point) and one airspace segment located in the route inconsistent region NCR (-2 points), the aircraft has passed through one airspace segment that the aircraft does not plan to pass through. Therefore, the route consistency evaluation unit 220 can assign 0 points as the second score for determining the route consistency of the aircraft up to the first time point t1.

[0088] Therefore, when the aircraft runs along the first route P1, the difference between the first score and the second score is within the threshold difference. As a result, the normal operation determination unit 230 can determine that the operation of the aircraft up to the first time point t1 is normal. On the contrary, when the aircraft runs along the second route P2 and the difference between the first score and the second score is greater than the threshold difference, the normal operation determination unit 230 can determine that the operation of the aircraft up to the first time point t1 is abnormal.

[0089] In addition, in Figure 5 the airspace segment shown, since the aircraft plans to pass through ten airspace segments by the second time point t2, the first score assigned to the airspace segments that the aircraft plans to pass through by the second time point t2 can be determined to be +10 points.

[0090] In this case, when the aircraft runs along the first route P1 to the second time point t2, the airspace segment actually passed by the aircraft is the same as the airspace segment planned to be passed by the aircraft (i.e., since the aircraft has passed all 10 airspace segments planned to be passed). Therefore, the route consistency evaluation unit 220 can assign +10 points to the second score for determining the route consistency of the aircraft.

[0091] In contrast, when the aircraft runs along the second route P2 to the second time point t2, the aircraft passes through 4 airspace segments planned to be passed by the aircraft (+4 points). However, in the airspace segments located in the route consistent region CR (-3 points) and one airspace segment located in the route inconsistent region NCR (-2 points), the aircraft passes through three airspace segments that the aircraft does not plan to pass. Therefore, the route consistency evaluation unit 220 can assign -1 point as the second score for determining the route consistency of the aircraft as of the second time point t2.

[0092] Therefore, when the aircraft runs along the first route P1, the difference between the first score and the second score is within the threshold difference. As a result, the normal operation determination unit 230 can determine that the operation of the aircraft as of t2 is normal. On the contrary, when the aircraft runs along the second route P2 and the difference between the first score and the second score is greater than the threshold difference, the normal operation determination unit 230 can determine that the operation of the aircraft as of the second time point t2 is abnormal.

[0093] That is, as Figure 5 shown, the route consistency evaluation unit 220 can evaluate the route consistency of the aircraft after the operation of the aircraft is all completed. However, the route consistency evaluation unit 220 can also determine in real time during the operation whether the airspace segments passed by the aircraft are the same as the airspace segments planned to be passed by the aircraft according to the operation path, and evaluate the route consistency of the aircraft accordingly. Therefore, the normal operation determination unit 230 can determine the normality of the operation of the aircraft after the operation of the aircraft is all completed or during the operation of the aircraft.

[0094] Figure 6 is a flowchart showing how the route consistency evaluation program according to the embodiment evaluates the route consistency of the aircraft.

[0095] Referring to Figure 2 and Figure 6 , the airspace segment information acquisition unit 210 can acquire information about the first airspace segment and information about the second airspace segment. The information about the first airspace segment represents information about the airspace segments planned to be passed by the aircraft among the multiple airspace segments in the airway based on the operation path of the aircraft; the information about the second airspace segment represents information about the virtual space that the aircraft has passed through or is currently passing through among the multiple airspace segments in the airway based on the actual route of the aircraft (S600).

[0096] The route consistency evaluation unit 220 may evaluate the route consistency of the aircraft by comparing the information about the second airspace segment with the information about the first airspace segment (S610).

[0097] The normal operation determination unit 230 may determine the normality of the aircraft operation based on the result of evaluating the route consistency of the aircraft (S620).

[0098] According to an embodiment of the present invention, by using the information about the first airspace segment through which the AAM is planned to pass and the information about the second airspace segment through which the AAM has passed, the route consistency of the AAM can be evaluated. This allows for an accurate and rapid evaluation of the route consistency of the AAM.

[0099] According to an embodiment of the present invention, by evaluating the route consistency of the AAM not only after the operation of the AAM is completed but also during the operation of the AAM, a real-time warning can be provided for any abnormal operation of the AAM.

[0100] Each combination of the blocks of the block diagram of the present disclosure and each step of the flowchart can be executed by computer program instructions. Since these computer program instructions can be installed in a coded processor of a general computer, a special computer, or other programmable data processing devices, the instructions executed by the coded processor of the computer or other programmable data processing devices generate a device for performing the functions described in each block of the block diagram or each step of the flowchart. These computer program instructions can also be stored in a computer-usable or computer-readable memory, which can direct a computer or other programmable data processing device to implement functions in a specific manner. Therefore, the instructions stored in the computer-usable or computer-readable memory can also produce a manufacturing item containing an instruction device for performing the functions described in each block of the block diagram or each step of the flowchart. Since the computer program instructions can also be installed in a computer or other programmable data processing device, a series of operation steps can be executed on the computer or other programmable data processing device to create a process executed by the computer, thereby providing steps for performing the functions described in each block of the block diagram and each step of the flowchart by the instructions.

[0101] In addition, each block or each step may represent a module, a segment, or a certain code including one or more executable instructions for performing the specified logical function. Furthermore, it should be noted that in some alternative embodiments, the functions mentioned in the block or step are executed in sequence. For example, two consecutive blocks or steps shown may be executed substantially simultaneously, or sometimes these blocks or steps may be executed in the reverse order according to the corresponding functions.

[0102] The above description is only an exemplary description of the technical scope of the present disclosure, and those skilled in the art will understand that various changes and modifications can be made without departing from the original features of the present disclosure. Therefore, the embodiments disclosed in the present disclosure are intended to explain rather than limit the technical scope of the present disclosure, and the technical scope of the present disclosure is not limited by these embodiments. The protection scope of the present disclosure should be interpreted based on the appended claims, and it should be understood that all technical scopes within the scope equivalent thereto are included in the protection scope of the present disclosure.

Claims

1. A method for an electronic device including a memory and a processor to evaluate the route consistency of an Advanced Air Mobility (AAM), the method comprising the following steps: Based on the flight plan of the AAM, obtain information about a predetermined airspace segment selected from among a plurality of airspace segments within an airway that the AAM is planned to pass through; and Based on the flight path of the AAM, obtain information about an actual operation segment determined from among the plurality of airspace segments that the AAM actually passes through, and evaluate the route consistency of the AAM by comparing the information about the actual operation segment with the information about the predetermined airspace segment.

2. The method according to claim 1, wherein the information about the predetermined airspace segment includes identification information about each of the predetermined airspace segments, an expected entry time point at which the AAM is expected to enter each of the predetermined airspace segments, and an expected departure time point at which the AAM is expected to leave each of the predetermined airspace segments.

3. The method according to claim 1, wherein the step of evaluating the route consistency of the AAM includes: Determine whether the identification information about the actual operation segment matches the identification information about the predetermined airspace segment; Compare the actual entry time point at which the AAM enters the actual operation segment with the expected entry time point of the predetermined airspace segment to determine whether the difference between the actual entry time point at which the AAM enters each of the actual operation segments and the expected entry time point of each of the predetermined airspace segments is within a preset entry error range; Compare the actual departure time point at which the AAM leaves the actual operation segment with the expected departure time point of the predetermined airspace segment to determine whether the difference between the actual departure time point at which the AAM leaves each of the actual operation segments and the expected departure time point of each of the predetermined airspace segments is within a preset departure error range; and Based on determining that the identification information about the actual operation segment matches the identification information about the predetermined airspace segment, determining whether the actual entry time point is within the entry error range, and determining whether the actual departure time point is within the departure error range, evaluate the route consistency of the AAM for the actual operation segment.

4. The method according to claim 3, wherein the step of evaluating the route consistency of the AAM for the actual operation segment includes: When it is determined that the identification information about the actual operation segment matches the identification information about the predetermined airspace segment, the difference between the actual entry time point at which the AAM enters each of the actual operation segments and the expected entry time point of each of the predetermined airspace segments falls within the entry error range, and the actual departure time point falls within the departure error range relative to the expected departure time point, evaluate that the route of the actual operation segment is consistent.

5. The method according to claim 3, wherein the step of evaluating the route consistency of the AAM for the actual operation segment includes: When it is determined that the identification information regarding the actual operation segment does not match the identification information regarding the predetermined airspace segment, the difference between the actual entry time point of each of the AAMs into the actual operation segment and the expected entry time point of each of the predetermined airspace segments does not fall within the entry error range, or the difference between the actual entry time point of each of the AAMs into the actual operation segment and the expected entry time point of each of the predetermined airspace segments does not fall within the departure error range, the route inconsistency of the actual operation segment is evaluated.

6. The method according to claim 5, wherein, the step of evaluating the route consistency of the AAM further includes: determining whether the actual operation segment falls within a route consistent area, wherein the step of evaluating the route inconsistency of the actual operation segment includes: further evaluating the inconsistency based on determining whether the actual operation segment falls within the route consistent area.

7. The method according to claim 6, wherein, weights are assigned based on whether the actual operation segment falls within the route consistent area, and the weight in the state where the actual operation segment does not fall within the route consistent area is set to be greater than the weight in the state where the actual operation segment falls within the route consistent area.

8. The method according to claim 1, wherein, the step of evaluating the route consistency of the AAM includes: in a state where the plurality of airspace segments include a first airspace segment with a predetermined size and a second airspace segment with a size smaller than the predetermined size, the second airspace segment is disposed within a partial area of the first airspace segment, and the second airspace segment is set as one of the predetermined airspace segments, identifying the actual operation segment as an airspace segment including the structure of the second airspace segment; and providing a preset value as a value for evaluating the route consistency of the AAM based on the first airspace segment where the actual operation segment is identified as having the structure of the second airspace segment.

9. The method according to claim 1, the method further includes the following steps: Based on the result of evaluating the route consistency of each actual operation segment, respectively comparing a first score that is the sum of the scores assigned to the predetermined airspace segments when there is at least one actual operation segment with a second score that is the sum of the scores assigned to the actual operation segments; and Based on whether the difference between the first score and the second score is within a preset threshold difference, determining whether the operation of the AAM is normal.

10. The method according to claim 9, wherein, the step of determining whether the operation of the AAM is normal includes: when the actual operation segment corresponds to at least one airspace segment passed by the AAM during the operation of the AAM up to a predetermined time point, determining whether the operation of the AAM up to the predetermined time point is normal.

11. An apparatus for evaluating route consistency, the apparatus includes: a memory that stores a route consistency evaluation program for evaluating the route consistency of an advanced air traffic AAM; and a processor that is configured to control the memory, Wherein, the processor is configured to: Obtain information about a predetermined airspace segment through which the AAM plan passes among a plurality of airspace segments within the route based on the flight plan of the AAM; Obtain information about an actual operation segment actually passed by the AAM among the plurality of airspace segments based on the flight path of the AAM; and Evaluate route consistency by comparing the information about the actual operation segment with the information about the predetermined airspace segment.

12. A non-transitory computer-readable recording medium storing a computer program, Wherein, The computer program includes instructions when executed by a processor, and the instructions cause the processor to execute the method according to any one of claims 1 to 10.

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