Urban air traffic operation system and method

Abstract

The invention discloses an urban air traffic operation system and method, and the system comprises the steps: employing a layered three-dimensional network, carrying out the longitudinal layering of an urban low-altitude field, sequentially dividing the urban low-altitude field into a plurality of functional layers in the longitudinal direction, setting different operation rules for each functional layer, constructing the functional layers according to a network-line-point sequence in the transverse direction, and carrying out the network distribution along an urban road, comprising longitude lines and latitude lines, and the ascending lines and the descending lines of the airlines are arranged on different adjacent roads respectively, that is, only one-way running aircrafts are arranged above each urban road; a warp running layer is arranged on the warp, a weft running layer is arranged on the weft, and safe distances are kept between the aircrafts; during longitude and latitude conversion, rotating along the anticlockwise / clockwise direction to a target route for conversion; and point selection: selecting points in open places near the longitude and latitude lines to set a take-off and landing field. According to the invention, a networked, large-scale and multi-path operation mode model of urban air traffic can be provided, and efficient and safe operation of a large number of passenger transport and freight aircrafts in the urban airspace is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of urban air traffic, and particularly to an urban air traffic operation system and method. Background Art

[0002] As an important part of the low-altitude economy, urban air traffic aims to alleviate ground traffic congestion, improve traffic efficiency, and reduce time waste by utilizing urban low-altitude airspace resources. Currently, many cities around the world have started to pilot or operate urban air traffic routes, mainly using technologies such as electric vertical takeoff and landing aircraft (eVTOL) or drones. In the existing technology, the operation modes of urban air traffic mainly rely on the following technical solutions or means:

[0003] (1) Point-to-point single-line operation mode: Currently, most urban air traffic systems adopt a point-to-point single-line operation mode, where the aircraft shuttles between fixed takeoff and landing points. For example, the air taxi service piloted by Joby Aviation in Los Angeles only operates between the city center and the airport, with a flight time of about 10 minutes and a passenger capacity of 4 people. Although this mode is simple and easy to implement, its service scope is limited and it cannot meet the large-scale urban traffic demand.

[0004] (2) Scheduling system based on pre-determined routes: In the existing technology, the operation of the aircraft usually depends on pre-set fixed routes, and the aircraft flies according to the pre-determined routes, while the scheduling system is responsible for monitoring the position and status of the aircraft. For example, the drone logistics distribution service piloted by EHang in Guangzhou uses fixed routes for cargo transportation, and the scheduling system ensures flight safety through GPS and real-time monitoring. Although this scheduling method can ensure flight safety, it lacks flexibility and is difficult to cope with complex urban airspace environments and scenarios of multiple aircraft operating simultaneously.

[0005] (3) Manual or semi-automated airspace management: Most existing urban air traffic systems rely on manual or semi-automated airspace management methods, and the allocation of airspace resources and the scheduling of aircraft mainly rely on manual intervention or simple automated algorithms. For example, the U-Space airspace management framework proposed by the European Union Aviation Safety Agency (EASA) has introduced some automated technologies, but still requires manual intervention to ensure safety when facing a large number of aircraft operating simultaneously. This method is prone to problems such as low efficiency and slow response when facing a large number of aircraft operating simultaneously.

[0006] (4) Currently, some patents have been involved in the operation models of urban air traffic, but most of them focus on the path planning, scheduling algorithms, or airspace management of aircraft, and generally have problems such as insufficient flexibility and poor scalability. Summary of the Invention

[0007] This application provides an urban air traffic operation system to solve the problems that most existing urban air traffic systems are in the primary stage, mainly limited to single-line or point-to-point operation models, with limited service scope, small passenger capacity, high operation costs, and no large-scale and networked operation system has been formed yet.

[0008] According to the first aspect, in one embodiment, an urban air traffic operation system is provided, and the system includes a hierarchical three-dimensional network;

[0009] The hierarchical three-dimensional network includes vertical stratification and horizontal networking;

[0010] The vertical stratification successively subdivides the low-altitude area of the city into multiple functional layers longitudinally, and different operation rules are set for each functional layer, specifically including a takeoff and landing layer, a meridian vertical lift / descent layer, a meridian acceleration / deceleration layer, a meridian operation layer, a meridian-latitude conversion and latitude acceleration / deceleration layer, and a latitude operation layer; The horizontal networking is constructed in the order of network-line-point, including:

[0011] Network: Networking along urban roads, including meridians and latitudes. The upward and downward flights of the flight routes are respectively arranged on adjacent different roads, that is, there is only a single-direction flying aircraft over each urban road;

[0012] Line: The meridian operation layer is arranged for the meridians, and the latitude operation layer is arranged for the latitudes, and a safe distance is maintained between aircraft; During the meridian-latitude conversion, it rotates counterclockwise / clockwise to the target flight route for conversion;

[0013] Point: Select points in open areas near the alonglines of the meridians and latitudes to set up takeoff and landing fields.

[0014] Further, the vertical stratification specifically includes:

[0015] The takeoff and landing layer: It is the first or second floor on the ground, and takeoff and landing fields are set near the alonglines of the meridians or latitudes. The takeoff and landing fields should avoid flight routes and be far from the meridian-latitude intersection areas; It includes a takeoff area and a landing area;

[0016] The meridian vertical lift / descent layer: It is a cylindrical range with a preset height vertically upward from the takeoff area and the landing area. The aircraft vertically lifts or descends in height, exceeding the general high-rise buildings in height to reduce the impact on nearby residents;

[0017] The meridian acceleration / deceleration layer: For acceleration, first vertically lift a preset height from the takeoff area to enter the meridian acceleration layer, then horizontally navigate for a certain distance, and then obliquely lift the height and speed to enter the meridian operation layer to merge into the meridian flight route; For deceleration, first obliquely lower the height and speed from the meridian operation layer to enter the meridian deceleration layer, then horizontally navigate for a certain distance, and then vertically descend to enter the meridian vertical descent layer;

[0018] The warp running layer: Set the standard warp running speed. Each aircraft runs in a straight line at the same speed, maintaining a safe distance, and is in a relatively static state.

[0019] The latitude-longitude conversion and latitude acceleration / deceleration layer: Set the latitude-longitude conversion route. When traveling along the original route, it is led out from above a road before reaching the intersection of the ground projections of the latitude and longitude lines, rotates counterclockwise / clockwise, and merges into the target route; the latitude acceleration / deceleration operation mode is the same as the warp acceleration / deceleration operation mode, and there must be no conflict with the latitude-longitude conversion route.

[0020] The latitude running layer: The standard latitude running speed is the same as the standard warp running speed. Each aircraft runs in a straight line at the same speed, maintaining a safe distance, and is in a relatively static state.

[0021] Further, the vertical stratification specifically further includes a light helicopter flight layer located above the latitude running layer: The light helicopter directly flies to this layer and flies in a straight line from point to point. It is necessary to apply for approval in advance for takeoff, landing, and the flight route.

[0022] Further, the vertical stratification specifically further includes a heavy-lift helicopter flight layer located above the light helicopter flight layer: The heavy-lift helicopter directly flies to this layer and flies in a straight line from point to point. The takeoff and landing operations are not restricted, but the flight needs to report to the operation control system.

[0023] Further, the takeoff and landing field includes four areas: 2 takeoff areas and 2 landing areas, which are arranged diagonally respectively. The takeoff area is in the front along the latitude and longitude lines, and the landing area is in the back along the latitude and longitude lines. The takeoff and landing field is far from the intersection area of the latitude and longitude lines and there must be no conflict with the latitude-longitude conversion route.

[0024] Further, the takeoff and landing field also includes a passenger transportation and boarding / alighting area, a freight transportation and loading / unloading area, and a charging and simple maintenance area.

[0025] Further, the system also includes an operation control system, which is used for the takeoff section control, acceleration section control, straight-line section control, turning section control, deceleration section control, and landing section control of the aircraft.

[0026] Further, the system also includes an emergency rescue system, which is used to take off from the emergency takeoff and landing point, directly ascend to the heavy-lift helicopter flight layer, and transport from point to point without flying along the latitude and longitude flight route, but it needs to report to the operation control system for operation system coordination to avoid crossing of the emergency rescue lines. If there is a crossing, stagger it in time.

[0027] According to the second aspect, in one embodiment, a method for operating an urban air traffic operation system is provided. The method includes the operation method from the warp takeoff point to another warp landing point, including:

[0028] Take-off phase operation: Vertically lift to the meridian acceleration layer by a preset height from the take-off area of the landing and take-off site near meridian A;

[0029] Acceleration phase operation: Horizontally navigate a certain distance, then obliquely upward lift the height and speed to the meridian operation layer;

[0030] Straight-line phase operation: Run straight along the meridian;

[0031] Turning phase operation: Follow the meridian to the parallel route, fly counterclockwise / clockwise, merge into the parallel layer for operation, and keep the speed unchanged;

[0032] Straight-line phase operation: Run straight along the parallel;

[0033] Turning phase operation: Follow the parallel to the meridian route, fly counterclockwise / clockwise, merge into the meridian operation layer, and keep the speed unchanged;

[0034] Straight-line phase operation: Run straight along the meridian;

[0035] Deceleration phase operation: Obliquely downward reduce the height and speed to break away from the meridian to the meridian deceleration layer, and horizontally navigate a certain distance;

[0036] Landing phase operation: Vertically descend by a preset height to the landing area of the landing and take-off site near meridian B.

[0037] According to a third aspect, in one embodiment, a method for operating an urban air traffic operation system is provided. The method includes an operation method from a meridian take-off point to another parallel landing point, including:

[0038] Take-off phase operation: Vertically lift to the meridian acceleration layer by a preset height from the take-off area of the landing and take-off site near meridian A;

[0039] Acceleration phase operation: Horizontally navigate a certain distance, then obliquely upward lift the height and speed to the meridian operation layer;

[0040] Straight-line phase operation: Run straight along the meridian;

[0041] Turning phase operation: Follow the meridian to the parallel route, fly counterclockwise / clockwise, merge into the parallel layer for operation, and keep the speed unchanged;

[0042] Straight-line phase operation: Run straight along the parallel;

[0043] Deceleration phase operation: Obliquely downward reduce the height and speed to break away from the parallel to the parallel deceleration layer, and horizontally navigate a certain distance;

[0044] Landing phase operation: Vertically descend the height to the landing area of the landing and take-off site near parallel A.

[0045] This application provides an urban air traffic operation system and method. It adopts a hierarchical three-dimensional network. The low-altitude area of the city is vertically stratified, and the low-altitude area of the city is successively subdivided into multiple functional layers longitudinally. Different operation rules are set for each functional layer. Horizontally, it is constructed in the order of network-line-point. Network: A network is arranged along urban roads, including meridians and latitudes. The upward and downward flights are respectively arranged on adjacent different roads, that is, there is only one-way flying aircraft over each urban road. Line: The meridian operation layer is arranged for the meridians, and the latitude operation layer is arranged for the latitudes. A safe distance is maintained between aircraft. When converting between the meridian and latitude, it rotates counterclockwise / clockwise to the target flight path for conversion. Point: Takeoff and landing sites are selected at open places near the along of the meridian and latitude lines. It has the following beneficial effects:

[0046] (1) The meridian operation layer and the latitude operation layer can provide safe operation for a large number of aircraft, with orderliness and scale.

[0047] (2) The light helicopter flight layer and the heavy helicopter flight layer operate point-to-point, reflecting flexibility.

[0048] (3) The upward and downward flights are distributed on different roads and isolated by physical blocks; different functions are located in different layers, and the same layer is relatively stationary at the same speed, with safety.

[0049] (4) The aircraft vertically merges into the flight path by the way of vertical height increase - acceleration operation - vertical merger into the operation layer when the relative speed is stationary; it realizes non-decelerating cross-flight path operation by changing the height to leave the layer - rotating counterclockwise - changing the height to merge into the new layer.

[0050] (5) This application provides an operation mode model for urban air traffic networking, large-scale, and multi-path, ensuring the efficient and safe operation of a large number of passenger and freight aircraft in the urban airspace. Brief Description of the Drawings

[0051] Figure 1 It is a schematic diagram of the vertical stratification of an urban air traffic operation system provided by an embodiment of the present invention;

[0052] Figure 2 It is a schematic diagram of the layout of the takeoff and landing sites of an urban air traffic operation system provided by an embodiment of the present invention;

[0053] Figure 3 It is a schematic diagram of the meridian-latitude conversion operation of an urban air traffic operation system provided by an embodiment of the present invention;

[0054] Figure 4 It is a schematic diagram of the urban air traffic operation process of an urban air traffic operation system provided by an embodiment of the present invention. Detailed Embodiments

[0055] The present invention will be further described in detail below in conjunction with the accompanying drawings through specific embodiments. Similar elements in different embodiments are labeled with related similar element numbers. In the following embodiments, many details are described to enable a better understanding of the present application. However, those skilled in the art can easily recognize that some of the features can be omitted in different situations, or can be replaced by other elements, materials, and methods. In some cases, some operations related to the present application are not shown or described in the specification in order to avoid the core part of the present application being overwhelmed by excessive descriptions. For those skilled in the art, it is not necessary to describe these related operations in detail, and they can fully understand the related operations based on the description in the specification and the general technical knowledge in the art.

[0056] In addition, the features, operations, or characteristics described in the specification can be combined in any appropriate manner to form various embodiments. At the same time, the steps or actions in the method description can also be reordered or adjusted in an obvious manner by those skilled in the art. Therefore, the various sequences in the specification and the drawings are only for clearly describing a certain embodiment and do not mean a necessary sequence, unless it is stated that a certain sequence must be followed.

[0057] An urban air traffic operation system provided by the first embodiment of the present invention includes a hierarchical three-dimensional network, an operation control system, and an emergency rescue system.

[0058] The hierarchical three-dimensional network includes vertical stratification and horizontal networking.

[0059] The vertical stratification successively divides the low-altitude area of the city into multiple functional layers in the vertical direction, and different operation rules are set for each functional layer, such as Figure 1 shown, specifically including a takeoff and landing layer, a meridian vertical lift / descent layer, a meridian acceleration / deceleration layer, a meridian operation layer, a meridian-latitude conversion and latitude acceleration / deceleration layer, and a latitude operation layer.

[0060] The horizontal networking is constructed in the order of network - line - point, including:

[0061] Network: Networking along urban roads, including meridians and latitudes. The upward and downward flights of the air routes are respectively arranged on adjacent different roads, that is, there is only one-way flying aircraft over each urban road;

[0062] Line: The meridian layout is for the meridian operation layer, and the latitude layout is for the latitude operation layer. A safe distance is maintained between aircraft; during meridian-latitude conversion, it rotates counterclockwise / clockwise to the target air route for conversion;

[0063] Point: Select points to set up takeoff and landing fields in open areas near the alonglines of the meridians and latitudes.

[0064] The specific functions of each vertical layer are as follows:

[0065] (1) Takeoff and landing layer: It is the first or second floor on the ground. A takeoff and landing field is set near the longitude or latitude line. The takeoff and landing field should avoid flight routes and be far from the longitude and latitude intersection areas; it includes a takeoff area and a landing area; in this embodiment, as Figure 2 shown, the takeoff and landing field includes four areas: 2 takeoff areas and 2 landing areas, which are arranged diagonally respectively. The area in front along the longitude and latitude lines is the takeoff area, and the area behind along the longitude and latitude lines is the landing area. The takeoff and landing field is far from the longitude and latitude intersection area and does not conflict with the longitude-latitude conversion flight route; in this embodiment, the takeoff and landing field also includes a passenger transportation and boarding / alighting area, a freight transportation and loading / unloading area, a charging and simple maintenance area; the takeoff and landing field also provides services such as aircraft conversion (from the landing area to the takeoff area), passenger boarding / alighting, freight loading / unloading, charging, small parts replacement, and emergency medical treatment;

[0066] (2) Longitude vertical lift / descent layer: It is a cylindrical range 100 meters vertically upward from the takeoff area and the landing area. The aircraft vertically lifts or descends in height, exceeding the height of general high-rise buildings, reducing the impact of noise on nearby residents; the vertical lift or descent of the takeoff and landing points along the latitude line should cross the longitude acceleration / deceleration layer and the longitude operation layer (since the layout of the takeoff and landing points is not set on the flight route, there will be no conflict when crossing);

[0067] (3) Longitude acceleration / deceleration layer: For acceleration, first vertically lift 100 meters from the takeoff area to enter the longitude acceleration layer, then horizontally navigate a certain distance, and then obliquely upward lift the height and speed to enter the longitude operation layer to merge into the longitude flight route; for deceleration, first obliquely downward reduce the height and speed from the longitude operation layer to enter the longitude deceleration layer, then horizontally navigate a certain distance, and then vertically descend to enter the longitude vertical descent layer;

[0068] (4) Longitude operation layer: Set the standard longitude operation speed. Each aircraft operates in a straight line at the same speed, maintaining a safe distance, and is in a relatively static state;

[0069] (5) Longitude-latitude conversion and latitude acceleration / deceleration layer: Set the longitude-latitude conversion flight route. When traveling along the original flight route, it is led out from above a road before reaching the intersection of the longitude and latitude ground projections, rotates counterclockwise / clockwise, and merges into the target flight route without reducing speed during the turn, as Figure 3 shown; the latitude acceleration / deceleration operation mode is the same as the longitude acceleration / deceleration operation mode and does not conflict with the longitude-latitude conversion flight route;

[0070] (6) Latitude operation layer: The standard latitude operation speed is the same as the standard longitude operation speed. Each aircraft operates in a straight line at the same speed, maintaining a safe distance, and is in a relatively static state;

[0071] (7) The vertical stratification specifically further includes a light helicopter flight layer located above the weft running layer: Light helicopters directly fly to this layer and fly in a straight line from point to point. For sightseeing, training, and private helicopter operations, prior approval for takeoff, landing, and flight routes is required.

[0072] (8) The vertical stratification specifically further includes a heavy-lift helicopter flight layer located above the light helicopter flight layer: Heavy-lift helicopters directly fly to this layer and fly in a straight line from point to point. For heavy transportation, engineering construction, rescue and emergency response, and special purposes, takeoff and landing operations are not restricted, but flights need to report to the operation control system.

[0073] In this embodiment, the system further includes an operation control system, which is used for the takeoff section control, acceleration section control, straight flight section control, turning section control, deceleration section control, and landing section control of the aircraft.

[0074] In this embodiment, the system further includes an emergency rescue system, which takes off from the emergency landing point, directly ascends to the heavy-lift helicopter flight layer, and transports from point to point without flying along the latitude and longitude routes. However, it needs to report to the operation control system for operation system coordination to avoid crossing of emergency rescue routes. If there is a crossing, stagger it in time.

[0075] In the embodiment of the present invention, there is also provided an operation method for an urban air traffic operation system, as Figure 4 shown. The method includes an operation method from the takeoff point on one meridian to the landing point on another meridian, including:

[0076] 1) Takeoff section operation: Vertically lift from the takeoff area of the landing field near meridian A to point B in the meridian acceleration layer at a preset height.

[0077] 2) Acceleration section operation: Horizontally navigate a certain distance to point C, and then diagonally upward lift the height and speed to point D in the meridian operation layer.

[0078] 3) Straight flight section operation: Fly straight along the meridian to point E.

[0079] 4) Turning section operation: Along the meridian, turn to the latitude and longitude route, fly counterclockwise / clockwise, and merge into the latitude layer at point F for operation, with the speed remaining unchanged.

[0080] 5) Straight flight section operation: Fly straight along the latitude to point J.

[0081] 6) Turning section operation: Along the latitude, turn to the meridian route, fly counterclockwise / clockwise, and merge into the meridian operation layer at point K, with the speed remaining unchanged.

[0082] 7) Straight flight section operation: Fly straight along the meridian to point L.

[0083] 8) Deceleration stage operation: Diagonally downward, reduce the height and speed to disengage from the meridian and reach point M in the meridian deceleration layer, then sail horizontally for a certain distance to point N;

[0084] 9) Landing stage operation: Vertically descend 100 meters to point P in the landing area near the takeoff and landing field of meridian B.

[0085] In an embodiment of the present invention, there is also provided an operation method for an urban air traffic operation system, as Figure 4 shown. The method includes an operation method from the takeoff point of the meridian to the landing point of another parallel, including:

[0086] 1) Takeoff stage operation: Vertically lift a preset height from takeoff area A at the takeoff and landing field near meridian A to point B in the meridian acceleration layer;

[0087] 2) Acceleration stage operation: Sail horizontally for a certain distance to point C, then diagonally upward lift the height and speed to point D in the meridian operation layer;

[0088] 3) Straight-line running stage operation: Run straight along the meridian to point E;

[0089] 4) Steering stage operation: Follow the meridian-to-parallel route, fly counterclockwise / clockwise, and merge into the parallel layer at point F for operation, with the speed remaining unchanged;

[0090] 5) Straight-line running stage operation: Run straight along the parallel, and continue to run to point Q after passing point J;

[0091] 6) Deceleration stage operation: Diagonally downward reduce the height and speed to disengage from the parallel and reach point R in the parallel deceleration layer, then sail horizontally for a certain distance to point S;

[0092] 7) Landing stage operation: Vertically descend the height to point T in the landing area of the takeoff and landing field near parallel A.

[0093] The above uses specific examples to elaborate on the present invention, which is only used to help understand the present invention and is not intended to limit the present invention. For those skilled in the technical field to which the present invention belongs, based on the idea of the present invention, several simple deductions, deformations or substitutions can also be made.

Claims

1. An urban air traffic operation system, characterized in that, The system includes a hierarchical three-dimensional network; The hierarchical three-dimensional network includes vertical stratification and horizontal networking; The vertical stratification is achieved by sequentially subdividing the low-altitude area of the city into multiple functional layers longitudinally, with different operating rules set for each functional layer, specifically including a takeoff and landing layer, a vertical ascent / descent layer along the meridian, an acceleration / deceleration layer along the meridian, a meridian operation layer, a meridian-latitude conversion and latitude acceleration / deceleration layer, and a latitude operation layer; The horizontal networking is constructed in the order of network-line-point, including: Network: Networking along urban roads, including meridians and latitudes. The upward and downward flights are respectively arranged on adjacent different roads, that is, there is only one-way flying aircraft over each urban road; Line: The meridian layout is for the meridian operation layer, and the latitude layout is for the latitude operation layer. The aircraft maintain a safe distance from each other; During the meridian-latitude conversion, they rotate counterclockwise / clockwise to the target flight path for conversion; Point: Select points near the open areas along the meridian and latitude lines to set up takeoff and landing fields.

2. The urban air traffic operation system according to claim 1, wherein, The vertical stratification specifically includes: The takeoff and landing layer: It is the first or second floor on the ground. The takeoff and landing fields are set near the meridian or latitude lines, and the takeoff and landing fields should avoid flight paths and be far from the meridian-latitude intersection area; It includes a takeoff area and a landing area; The vertical ascent / descent layer along the meridian: It is a cylindrical range with a preset height vertically above the takeoff and landing areas. The aircraft vertically ascends or descends in height, exceeding the general high-rise buildings in height to reduce the impact on nearby residents; The acceleration / deceleration layer along the meridian: For acceleration, first vertically ascend to a preset height from the takeoff area and enter the meridian acceleration layer, then horizontally navigate for a certain distance, and then diagonally ascend in height and speed to enter the meridian operation layer to merge into the meridian flight path; For deceleration, first diagonally descend in height and speed from the meridian operation layer and enter the meridian deceleration layer, then horizontally navigate for a certain distance, and then vertically descend to enter the vertical descent layer along the meridian; The meridian operation layer: Set the standard meridian operation speed. Each aircraft operates in a straight line at the same speed, maintaining a safe distance, and is in a relatively stationary state; The meridian-latitude conversion and latitude acceleration / deceleration layer: Set the meridian-latitude conversion flight path. When flying along the original flight path, it is led out from above a road before reaching the ground projection intersection of the meridian and latitude lines, rotates counterclockwise / clockwise, and merges into the target flight path; The latitude acceleration / deceleration operation mode is the same as the meridian acceleration / deceleration operation mode and shall not conflict with the meridian-latitude conversion flight path; The latitude operation layer: The standard latitude operation speed is the same as the standard meridian operation speed. Each aircraft operates in a straight line at the same speed, maintaining a safe distance, and is in a relatively stationary state.

3. The urban air traffic operation system according to claim 1, characterized in that, The vertical stratification specifically further includes a light helicopter flight layer located above the latitude operation layer: Light helicopters directly fly to this layer and fly in a straight line from point to point. The takeoff, landing, and flight path need to be approved in advance.

4. The urban air traffic operation system according to claim 1, characterized in that The vertical stratification specifically further includes a heavy helicopter flight layer located above the light helicopter flight layer: Heavy helicopters directly fly to this layer and fly in a straight line from point to point. The takeoff and landing operations are not restricted, but the flight needs to report to the operation control system.

5. The urban air traffic operation system according to claim 2, wherein The takeoff and landing site includes four areas: 2 takeoff areas and 2 landing areas, which are arranged diagonally. The takeoff areas are in the front along the longitude and latitude directions, and the landing areas are in the back along the longitude and latitude directions. The takeoff and landing site is far from the intersection area of the longitude and latitude lines and shall not conflict with the longitude-latitude conversion route.

6. The urban air traffic operation system according to claim 5, characterized in that, The takeoff and landing site also includes a passenger transportation and boarding / alighting area, a freight transportation and loading / unloading area, and a charging and simple maintenance area.

7. The urban air traffic operation system according to claim 1, characterized in that The system also includes an operation control system, which is used for the takeoff section control, acceleration section control, straight-line section control, turning section control, deceleration section control, and landing section control of the aircraft.

8. The urban air traffic operation system according to claim 1, characterized in that The system also includes an emergency rescue system, which is used to take off from the emergency takeoff and landing point, directly ascend to the heavy-lift helicopter flight layer, and perform point-to-point transportation without flying along the longitude-latitude route. However, it needs to report to the operation control system for operation system coordination to avoid crossing of the emergency rescue routes. If there is a crossing, stagger it in terms of time.

9. The operation method of an urban air traffic operation system according to any one of claims 1-8, characterized in that, The method includes the operation method from the takeoff point on a longitude line to the landing point on another longitude line, including: Takeoff section operation: Vertically lift a preset height from the takeoff area of the takeoff and landing site near longitude line A to the longitude acceleration layer. Acceleration section operation: Horizontally navigate a certain distance, and then obliquely lift the height and speed to the longitude operation layer. Straight-line section operation: Run straight along the longitude line. Turning section operation: Turn from the longitude line to the latitude line route, fly counterclockwise / clockwise, merge into the latitude layer for operation, and keep the speed unchanged. Straight-line section operation: Run straight along the latitude line. Turning section operation: Turn from the latitude line to the longitude line route, fly counterclockwise / clockwise, merge into the longitude operation layer, and keep the speed unchanged. Straight-line section operation: Run straight along the longitude line. Deceleration section operation: Obliquely lower the height and speed to leave the longitude line and reach the longitude deceleration layer, and horizontally navigate a certain distance. Landing section operation: Vertically descend a preset height to the landing area of the takeoff and landing site near longitude line B.

10. The operation method of an urban air traffic operation system according to any one of claims 1-8, characterized in that, The method includes the operation method from the takeoff point on a longitude line to the landing point on another latitude line, including: Takeoff section operation: Vertically lift a preset height from the takeoff area of the takeoff and landing site near longitude line A to the longitude acceleration layer. Acceleration section operation: Horizontally navigate a certain distance, and then obliquely lift the height and speed to the longitude operation layer. Straight-line section operation: Run straight along the longitude line. Turning section operation: Turn from the longitude line to the latitude line route, fly counterclockwise / clockwise, merge into the latitude layer for operation, and keep the speed unchanged. Straight-line section operation: Run straight along the latitude line. Deceleration section operation: Obliquely lower the height and speed to leave the latitude line and reach the latitude deceleration layer, and horizontally navigate a certain distance. Landing section operation: Vertically descend the height to the landing area of the takeoff and landing site near latitude line A.

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