Flight capacity determination method and device, computer equipment, medium and product

Abstract

The invention relates to a flight capacity determination method and device, computer equipment, a medium and a product, and relates to the technical field of low-altitude flight. The method comprises the following steps: acquiring route grids occupied by a target route in an airspace to which the target route belongs, and environment influence coefficients corresponding to the route grids in a preset flight environment; acquiring a basic safety distance corresponding to the aircraft of the reference type; determining at least one target safety distance according to the environmental influence coefficient and the basic safety distance corresponding to the at least one route grid on the target route; and determining the flight capacity of the aircraft of the reference type in the target route according to the at least one target safety distance. According to the technology provided by the invention, the flight capacity can be quickly determined according to the environmental influence coefficient and the basic safety distance, and the basic safety distance can be corrected to obtain the actual safety distance based on the corresponding environmental influence coefficient of the air route grid in the preset flight environment, so that the flight capacity better conforming to the flight environment can be determined.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of airspace flight, and in particular to a flight capacity determination method and device, computer equipment, medium and product. BACKGROUND

[0002] With the increasing application of low-altitude aircraft such as unmanned aerial vehicles, the evaluation of aircraft capacity in airspace becomes increasingly important.

[0003] The evaluation method of aircraft capacity in the related art mainly includes: using historical flight data to construct a simulation model, and statistically counting the aircraft capacity by simulating the trajectory and obstacle avoidance behavior of the aircraft; or training a machine learning model using historical flight logs to predict the aircraft capacity; or calculating the aircraft capacity of the airspace according to a preset flight safety distance and the shape of the low-altitude airspace.

[0004] However, the above evaluation process is complex, and the accuracy of the obtained aircraft capacity is not high, so how to accurately evaluate the flight capacity of the airspace is a problem to be solved. SUMMARY

[0005] Therefore, it is necessary to provide a flight capacity determination method, device, computer equipment, medium and product to accurately evaluate the flight capacity in the airspace in view of the above technical problems.

[0006] In a first aspect, the present application provides a flight capacity determination method, comprising:

[0007] obtaining the air route grid occupied by the target air route in the airspace space, and the environmental influence coefficient corresponding to each air route grid in the preset flight environment;

[0008] obtaining the basic safety distance corresponding to the reference type aircraft;

[0009] determining at least one target safety distance according to the environmental influence coefficient and the basic safety distance corresponding to at least one air route grid on the target air route;

[0010] determining the flight capacity of the reference type aircraft in the target air route according to the at least one target safety distance.

[0011] In one of the embodiments, the method further comprises: in a case where the target grid quantity is greater than the marked grid quantity in the previous iteration process, determining a difference grid quantity according to a difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process; sequentially marking the non-marked route grid quantity of the difference grid quantity on the target route as the second occupied grid, and continuing to execute the next iteration process until the marking termination condition is met.

[0012] In one of the embodiments, the method further comprises: in a case where the target grid quantity is greater than the marked grid quantity in the previous iteration process, determining a difference grid quantity according to a difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process; sequentially marking the non-marked route grid quantity of the difference grid quantity on the target route as the second occupied grid, and continuing to execute the next iteration process until the marking termination condition is met.

[0013] In one of the embodiments, the method further comprises: in a case where the target grid quantity is greater than the marked grid quantity in the previous iteration process, determining a difference grid quantity according to a difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process; sequentially marking the non-marked route grid quantity of the difference grid quantity on the target route as the second occupied grid, and continuing to execute the next iteration process until the marking termination condition is met.

[0014] In one of the embodiments, the method further comprises: in a case where the target grid quantity is greater than the marked grid quantity in the previous iteration process, determining a difference grid quantity according to a difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process; sequentially marking the non-marked route grid quantity of the difference grid quantity on the target route as the second occupied grid, and continuing to execute the next iteration process until the marking termination condition is met.

[0015] In one of the embodiments, the environment impact coefficient is determined in the following manner: obtaining environment impact data corresponding to the route grid occupied by the target route in the airspace in a single flight environment; for each route grid, determining environment reference data corresponding to the route grid according to at least one environment impact data corresponding to the single flight environment entity to which the environment impact data of the route grid belongs; determining the environment impact coefficient corresponding to the route grid in the single flight environment according to the environment impact data of the route grid and the corresponding environment reference data; wherein the preset flight environment is constructed based on at least one single flight environment.

[0016] In one of the embodiments, the single flight environment includes a meteorological environment; the environmental impact data includes meteorological data of at least one meteorological type; accordingly, the determining of the corresponding environmental impact coefficient of the air route grid under the single flight environment according to the corresponding environmental impact data and the corresponding environmental reference data of the air route grid includes: for each meteorological type, determining the meteorological impact coefficient of the air route grid under the meteorological type according to the meteorological data of the air route grid under the meteorological type and the environmental reference data under the corresponding meteorological type; and determining the environmental impact coefficient of the air route grid under the meteorological environment according to the weighted sum of the meteorological impact coefficients of the meteorological types.

[0017] In one of the embodiments, the single flight environment includes a human flow density environment; the environmental impact data includes human flow density data; and the obtaining of the corresponding environmental impact data of the air route grid occupied by the target air route in the airspace space under the single flight environment includes: determining at least one human flow density data corresponding to each air route grid in the target air route according to the projection overlap of the air route grid and the human flow density entity in the human flow density space; and determining the corresponding environmental impact data of the air route grid under the human flow density environment according to the at least one human flow density data corresponding to the air route grid.

[0018] In one of the embodiments, the single flight environment includes a building density environment; the environmental impact data includes building density data; and the obtaining of the corresponding environmental impact data of the air route grid occupied by the target air route in the airspace space under the single flight environment includes: obtaining a building model of at least one building in the target air route in the airspace space; and determining the corresponding environmental impact data of the air route grid under the building density environment according to the spatial distance between the air route grid and the at least one building model.

[0019] In one of the embodiments, the method further includes: obtaining a flight capacity determination function taking the basic safety distance of the aircraft as the independent variable and the flight capacity of the aircraft as the dependent variable, and the basic safety distance of any target type of aircraft in the airspace; wherein the flight capacity determination function is generated based on the flight capacity and the corresponding basic safety distance of at least two different reference types of aircraft in the target air route; determining the flight capacity of the target type of aircraft in the target air route according to the basic safety distance of each target type of aircraft based on the flight capacity determination function; determining the capacity proportion of the corresponding type of aircraft according to the flight capacity of the different types of aircraft in the airspace; and determining the airspace capacity corresponding to the target air route according to the capacity proportion and the corresponding flight capacity of each type of aircraft.

[0020] In a second aspect, the present application provides a flight capacity determination device, including:

[0021] The first obtaining module is configured to obtain route grids occupied by the target route in the airspace space, and an environmental influence coefficient corresponding to each route grid under a preset flight environment;

[0022] The second obtaining module is configured to obtain a basic safety distance corresponding to the reference type aircraft;

[0023] The first determining module is configured to determine at least one target safety distance according to the environmental influence coefficient corresponding to at least one route grid on the target route and the basic safety distance;

[0024] The second determining module is configured to determine a flight capacity of the reference type aircraft in the target route according to the at least one target safety distance.

[0025] In a third aspect, the present application further provides a computer device, which comprises a memory, a transceiver and a processor, the memory stores a computer program, the transceiver is configured to receive or send data under the control of the processor, and the processor implements the following steps when executing the computer program:

[0026] obtaining route grids occupied by the target route in the airspace space, and an environmental influence coefficient corresponding to each route grid under a preset flight environment;

[0027] obtaining a basic safety distance corresponding to the reference type aircraft;

[0028] determining at least one target safety distance according to the environmental influence coefficient corresponding to at least one route grid on the target route and the basic safety distance;

[0029] determining a flight capacity of the reference type aircraft in the target route according to the at least one target safety distance.

[0030] In a fourth aspect, the present application further provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the following steps:

[0031] obtaining route grids occupied by the target route in the airspace space, and an environmental influence coefficient corresponding to each route grid under a preset flight environment;

[0032] obtaining a basic safety distance corresponding to the reference type aircraft;

[0033] determining at least one target safety distance according to the environmental influence coefficient corresponding to at least one route grid on the target route and the basic safety distance;

[0034] determining a flight capacity of the reference type aircraft in the target route according to the at least one target safety distance.

[0035] In a fifth aspect, the present application also provides a computer program product, which comprises a computer program, and the computer program, when executed by a processor, implements the following steps:

[0036] obtaining a route grid occupied by the target route in the airspace space, and an environmental influence coefficient corresponding to each route grid in a preset flight environment;

[0037] obtaining a basic safety distance corresponding to the reference type aircraft;

[0038] determining at least one target safety distance according to the environmental influence coefficient corresponding to at least one route grid on the target route and the basic safety distance;

[0039] determining a flight capacity of the reference type aircraft in the target route according to the at least one target safety distance.

[0040] The flight capacity determination method, device, computer device, medium and product described above determine at least one target safety distance according to the environmental influence coefficient corresponding to at least one route grid on the target route in a preset flight environment and the basic safety distance corresponding to the reference type aircraft, and then determine a flight capacity of the reference type aircraft in the target route according to the at least one target safety distance. The above process does not require a large amount of historical flight data, and can determine the flight capacity according to the environmental influence coefficient and the basic safety distance. The process is relatively simple, and the above process takes into account the influence of the flight environment on the basic safety distance. Based on the environmental influence coefficient corresponding to at least one route grid in a preset flight environment, the basic safety distance can be corrected to obtain an actual safety distance, so that a flight capacity more consistent with the flight environment can be determined, and therefore the flight capacity obtained is more accurate. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 An application environment diagram of the flight capacity determination method in one embodiment;

[0042] Figure 2 A flowchart of the flight capacity determination method in one embodiment;

[0043] Figure 3 A flowchart of the determination step of the target safety distance in one embodiment;

[0044] Figure 4 A flowchart of the determination step of the flight capacity in one embodiment;

[0045] Figure 5 A flowchart of the determination step of the environmental influence coefficient in one embodiment;

[0046] Figure 6A flowchart of a determination step of airspace capacity corresponding to a target route in an embodiment;

[0047] Figure 7 A flowchart of a flight capacity determination method in another embodiment;

[0048] Figure 8 A structural block diagram of a flight capacity determination apparatus in an embodiment;

[0049] Figure 9 An internal structural diagram of a computer device in an embodiment. DETAILED DESCRIPTION

[0050] In order to make the purposes, technical solutions and advantages of the present application clearer, further detailed description will be made to the present application in combination with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0051] In order to facilitate understanding, first, the functional network elements involved in the present application are introduced.

[0052] The flight capacity determination method provided by the embodiments of the present application can be applied in an application environment as shown in Figure 1 . The terminal 102 communicates with the server 104 through a network. The data storage system can store data required to be processed by the server 104. The data storage system can be integrated on the server 104, or placed on the cloud or other network servers. The terminal 102 can be, but is not limited to, various personal computers, notebook computers, smart phones, tablet computers, Internet of Things devices and portable wearable devices. The Internet of Things device can be a smart speaker, a smart television, a smart air conditioner, a smart vehicle device, a projection device, etc. The portable wearable device can be a smart watch, a smart bracelet, a head-mounted device, etc. The head-mounted device can be a virtual reality (VR) device, an augmented reality (AR) device, smart glasses, etc. The server 104 can be a stand-alone physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server providing cloud computing services.

[0053] In an optional embodiment, as shown in Figure 2 , a flight capacity determination method is provided, and the embodiment takes the method applied to the terminal 102 as an example for illustration. It should be understood that the method can also be applied to the server, and can also be applied to a system including the terminal and the server, and is realized through the interaction of the terminal and the server. In the embodiment, the method includes the following steps:

[0054] S210, obtain a flight route grid occupied by the target flight route in the airspace, and an environmental influence coefficient corresponding to each flight route grid in a preset flight environment.

[0055] The target flight route can be understood as a flight route of an aircraft in the airspace. Optionally, the target flight route can include at least one. The airspace can include low-altitude airspace with a height in a preset range.

[0056] The target flight route can be composed of n waypoints. In the initial coordinate system, the i-th waypoint can be represented as , wherein i = 1, 2,..., n.

[0057] In an optional embodiment, the coordinate information of the waypoint in the initial coordinate system can be converted into coordinate information in the target coordinate system.

[0058] Optionally, the target coordinate system can be established with the meridian direction as the x-axis direction, the latitude direction as the y-axis direction, and the direction perpendicular to the ground as the z-axis direction. The origin of the target coordinate system can be , wherein represents the minimum coordinate value of the waypoint in the x-axis direction in the initial coordinate system, which can be represented as ; represents the minimum coordinate value of the waypoint in the y-axis direction in the initial coordinate system, which can be represented as ; represents the minimum coordinate value of the waypoint in the z-axis direction, which can be represented as .

[0059] Optionally, the coordinate values of each waypoint on the target flight route in the initial coordinate system can be converted into coordinate values in the target coordinate system according to the following formula , wherein , , .

[0060] The airspace space to which the target flight path belongs can be understood as a cylindrical airspace space with the target flight path as the center line and a preset distance in the target direction as the boundary. Optionally, the preset distances in each target direction can be the same. Alternatively, the preset distances in each target direction can be different. Optionally, the target direction can include all directions. In this case, taking the same preset distance in all directions as an example, the airspace space to which the target flight path belongs can be understood as a cylindrical airspace space with the target flight path as the center line and the preset distance as the radius. Alternatively, the target direction can include the up, down, left, and right directions of the target flight path. In this case, taking the same preset distance in the four directions as an example, the airspace space to which the target flight path belongs can be understood as a cuboid airspace space with the target flight path as the center line. The cross section of the cuboid airspace space is a square with a side length of twice the preset distance.

[0061] The flight path grid can be understood as a three-dimensional space grid obtained by grid division of the airspace space to which the target flight path belongs in the x-axis direction, the y-axis direction, and the z-axis direction according to a preset step length, with the target waypoint in the target flight path as the starting point. Optionally, the target waypoint can be the starting point of the target flight path.

[0062] Optionally, the preset step lengths in the x-axis direction, the y-axis direction, and the z-axis direction can be the same, which can be represented as ; wherein, is the preset step length. In this case, a square cuboid flight path grid can be obtained.

[0063] For each target flight path, the coordinates of each flight path grid in the target flight path can be represented as: ; wherein, , , ; wherein, , represents the maximum coordinate value of the waypoint in the x-axis direction under the initial coordinate system, represents the coordinate value of the origin of the target coordinate system in the x-axis direction, represents the maximum coordinate value of the waypoint in the x-axis direction under the target coordinate system; , represents the maximum coordinate value of the waypoint in the y-axis direction under the initial coordinate system, represents the coordinate value of the origin of the target coordinate system in the y-axis direction, represents the maximum coordinate value of the waypoint in the y-axis direction under the target coordinate system; , represents the maximum coordinate value of the waypoint in the z-axis direction under the initial coordinate system, represents the coordinate value of the origin of the target coordinate system in the z-axis direction, The maximum coordinate value of the waypoint in the z-axis direction under the target coordinate system.

[0064] The waypoint grid corresponding to the kth target route can be expressed as: ; wherein k is a positive integer greater than or equal to 1; n is a positive integer greater than or equal to 1, and the value of n can be different when the value of k is different.

[0065] The preset flight environment can include at least one single flight environment of a meteorological environment, a human flow density environment, and a building density environment. The meteorological environment can be understood as an environment including at least one meteorological type. The meteorological type can include gust, rain, thunderstorm, wind shear, etc. The human flow density environment can be understood as an environment in which the ground human flow density reaches a first set threshold. The building density environment can be understood as an environment in which the buildings reach a second set threshold.

[0066] The environment influence coefficient can be understood as a coefficient of the influence of the preset flight environment in the waypoint grid on the flight of the aircraft when the aircraft flies in the waypoint grid.

[0067] Optionally, in the case where the preset flight environment includes at least one single flight environment, the environment influence coefficient can be understood as a weighted sum of the environment influence coefficients corresponding to the at least one single flight environment.

[0068] S220, obtaining a basic safety distance corresponding to the reference type of aircraft.

[0069] The reference type can be a pre-specified aircraft type.

[0070] The basic safety distance can be understood as the minimum safety distance that the aircraft should maintain when flying. The basic safety distance can be at least one of the vertical safety distance that the aircraft needs to maintain between aircrafts of different heights when flying, or the safety distance that the aircraft needs to maintain with other aircrafts in front and behind, or the safety distance that the aircraft needs to maintain with other aircrafts on the left and right sides.

[0071] Optionally, the basic safety distance can be determined according to the size, maximum flight speed, etc. of the aircraft. The size, maximum flight speed, etc. of different types of aircraft can be different, and the corresponding basic safety distance can also be different. For example, the maximum flight speed of the target type of aircraft is 100 kilometers per hour, the preset safety time interval reserved between two aircrafts of the target type is 2 minutes, and the size of the aircraft is 3 meters. The basic safety distance corresponding to the target type of aircraft can be obtained as .

[0072] S230, determining at least one target safety distance according to the environmental influence coefficient corresponding to at least one air route grid on the target air route and the basic safety distance.

[0073] The environmental influence coefficient corresponding to the air route grid can affect the basic safety distance corresponding to the aircraft. According to the environmental influence coefficient corresponding to at least one air route grid and the basic safety distance, the actual safety distance, i.e., the target safety distance, can be determined.

[0074] The target safety distance can include at least one of a minimum safety distance and a maximum safety distance.

[0075] S240, determining the flight capacity of the reference type of aircraft in the target air route according to at least one target safety distance.

[0076] The flight capacity can be understood as the number of reference type of aircraft accommodated by the airspace space to which the target air route belongs within a preset time period. The flight capacity can include at least one of a maximum flight capacity and a minimum flight capacity.

[0077] According to the minimum safety distance, the maximum flight capacity of the reference type of aircraft in the target air route can be determined. According to the maximum safety distance, the minimum flight capacity of the reference type of aircraft in the target air route can be determined.

[0078] The flight capacity determination method described above determines at least one target safety distance according to the environmental influence coefficient corresponding to at least one air route grid on the target air route in a preset flight environment and the basic safety distance corresponding to the reference type of aircraft, and then determines the flight capacity of the reference type of aircraft in the target air route according to at least one target safety distance. The above process does not require a large amount of historical flight data, and the flight capacity can be quickly determined according to the environmental influence coefficient and the basic safety distance. The process is relatively simple. In addition, the above process takes into account the influence of the flight environment on the basic safety distance. Based on the environmental influence coefficient corresponding to at least one air route grid in a preset flight environment, the basic safety distance can be corrected to obtain the actual safety distance, so that the flight capacity more in line with the flight environment can be determined. Therefore, the flight capacity obtained is more accurate.

[0079] On the basis of the technical solutions of the above embodiments, another optional embodiment is provided in the present application. In the optional embodiment, the determination step of the target safety distance of S230 is refined.

[0080] Referring to Figure 3 the determination step of the target safety distance, includes:

[0081] S310, for each iteration process, the first flight path grid on the target flight path is obtained as the current grid of the iteration process.

[0082] Optionally, in the first iteration process, the first flight path grid can be understood as the flight path grid at the starting point of the target flight path. In subsequent iteration processes, the first flight path grid can be understood as the first flight path grid on the target flight path in the order from the starting point to the end point of the target flight path.

[0083] S320, according to the environmental influence coefficient corresponding to the current grid and the basic safety distance, the target grid number corresponding to the target safety distance under the iteration process is determined.

[0084] In an optional embodiment, according to the environmental influence coefficient corresponding to the current grid and the basic safety distance, the target safety distance under the iteration process can be determined. Then the target grid number is determined according to the target safety distance.

[0085] Wherein, the target safety distance can be understood as the actual safety distance obtained by correcting the basic safety distance under the influence of the environmental influence coefficient.

[0086] Wherein, the target grid number can include the grid number in each coordinate axis direction.

[0087] In an optional embodiment, the target grid number can be obtained by rounding up the target safety distance.

[0088] In an optional embodiment, the initial grid number obtained along each coordinate axis direction can be represented by the following formula: ; wherein, is the target safety distance; is the basic safety distance. Then the initial grid number obtained by the formula is rounded up to obtain the target grid number. The flight path grid range along each coordinate axis can be calculated as: ; wherein, is the coordinate of the i-th flight path grid on the coordinate axis.

[0089] S330, when the target grid number is not greater than the marked grid under the previous iteration process, the target grid number of grids on the target flight path is marked as occupied starting from the current grid, and the next iteration process is continued until the marking termination condition is met; wherein, the current grid is marked as the first occupied grid; other grids marked in addition to the current grid are marked as the second occupied grid.

[0090] Wherein, the previous iteration process can be understood as the process of placing the last aircraft in the flight path grid to mark the grid as occupied.

[0091] The marked grids in the previous iteration process can include the first occupied grid and the second occupied grid. For example, the current grid can be marked as 1, and other grids that can be marked in addition to the current grid are marked as -1.

[0092] The target grid quantity can be understood as a target safety distance corresponding to the target grid quantity being not greater than the length corresponding to the marked grid in the previous iteration process. Therefore, in the case of marking the current grid as the first occupied grid, the distance between the first occupied grid marked in the current iteration process and the first occupied grid marked in the previous iteration process, that is, the distance between the aircraft placed in the current iteration process and the aircraft placed in the previous iteration process, can meet the requirement of the target safety distance. Therefore, the grids of the target grid quantity on the target route can be marked as occupied starting from the current grid.

[0093] Optionally, the marking termination condition can be understood as the route grids on the target route being all marked.

[0094] In the above optional embodiment, the idea of the greedy algorithm is adopted, that is, in each iteration process, the route grids on the target route are marked as occupied according to the target grid quantity corresponding to the target safety distance in the current iteration process, to obtain the optimal occupied marking of each route grid in the current iteration process, and then the optimal occupied marking of all route grids on the target route can be determined. The above process is not only simple and efficient, but also can accurately mark the route grids, so as to obtain the accurate flight capacity.

[0095] In an optional embodiment, after determining the target grid quantity corresponding to the target safety distance in the current iteration process, in the case that the target grid quantity is greater than the grid quantity of the marked grid in the previous iteration process, the difference grid quantity can be determined according to the difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process; the route grids of the difference grid quantity that are not marked are sequentially marked as the second occupied grid on the target route, and the next iteration process is continued until the marking termination condition is met.

[0096] In the case that the target grid quantity is greater than the marked grid quantity in the previous iteration process, the target grid quantity corresponding to the target safety distance can be understood as being greater than the length corresponding to the marked grid in the previous iteration process. Therefore, in the case that the current grid is marked as the first occupied grid, the distance between the first occupied grid marked in the current iteration process and the first occupied grid marked in the previous iteration process, that is, the distance between the aircraft placed in the current iteration process and the aircraft placed in the previous iteration process, cannot meet the requirement of the target safety distance. Therefore, the difference grid quantity can be determined according to the difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process, and the first route grid that is not marked on the target route is marked as the second occupied grid in the order on the target route. In the case that the target safety distance corresponding to the target grid quantity is equal to the sum of the length corresponding to the marked grid in the previous iteration process and the length corresponding to the second occupied grid marked in the current iteration process, the first route grid that is not marked on the target route is marked as the first occupied grid.

[0097] In the optional embodiment described above, in the case that the target grid quantity is greater than the marked grid quantity in the previous iteration process, the difference grid quantity is determined according to the difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process, and the first route grid that is not marked on the target route is marked as the second occupied grid in the order on the target route. This can ensure that the distance between the aircraft placed in the current iteration process and the aircraft placed in the previous iteration process meets the requirement of the target safety distance, thereby ensuring the flight safety of the aircraft while ensuring that the aircraft capacity is accurately obtained.

[0098] On the basis of the technical solutions in the above embodiments, the application further provides another optional embodiment. In the optional embodiment, the target grid quantity corresponding to the target safety distance in the current iteration process is determined according to the environmental influence coefficient corresponding to the current grid and the basic safety distance, and includes the following steps: the basic safety distance is weighted according to the environmental influence coefficient corresponding to the current grid to obtain the target safety distance in the current iteration process; and the target grid quantity is determined according to the target safety distance in the current iteration process and the grid size of the route grid.

[0099] In an optional embodiment, in the case that the environmental influence coefficient corresponding to the current grid includes a plurality of environmental influence coefficients corresponding to a plurality of single flight environments, the plurality of environmental influence coefficients can be weighted to obtain a weighted environmental influence coefficient. The basic safety distance is weighted according to the weighted environmental influence coefficient to obtain the target safety distance in the current iteration process.

[0100] In an optional embodiment, for the i th route grid, the environmental influence coefficients corresponding to a plurality of single flight environments can include an environmental influence coefficient corresponding to a meteorological environment , the environment impact coefficient corresponding to the human flow density environment , the environment impact coefficient corresponding to the building density environment The target safety distance in the current iteration process can be obtained according to the following formula:

[0101]

[0102] In the above formula, denotes the basic safety distance corresponding to the current grid; , , denotes the weight coefficient.

[0103] In an optional embodiment, the target grid quantity can be determined according to the ratio of the target safety distance to the grid size of the air route grid.

[0104] In the above optional embodiment, the basic safety distance is weighted according to the environment impact coefficient corresponding to the current grid, so that the basic safety distance can be corrected, so that the actual safety distance conforming to the flight environment can be obtained, and then the accurate target grid quantity can be obtained according to the target safety distance in the current iteration process and the grid size of the air route grid.

[0105] On the basis of the technical solutions in the above embodiments, the present application further provides another optional embodiment, in which the determination step of the flight capacity in S240 is refined.

[0106] Referring to the determination step of the flight capacity shown in Figure 4 , the determination step comprises:

[0107] S410, determining the flight capacity of the reference type aircraft in the target air route according to the grid quantity of the grid marked as the first occupied grid in the target air route.

[0108] In an optional embodiment, the sum of the grid quantity of the first occupied grid can be taken as the flight capacity of the reference type aircraft in the target air route.

[0109] In the above optional embodiment, the flight capacity of the reference type aircraft in the target air route can be determined simply and quickly by counting the grid quantity of the first occupied grid.

[0110] On the basis of the technical solutions in the above embodiments, the present application further provides another optional embodiment, in which the determination step of the environment impact coefficient in S210 is refined.

[0111] Referring to the determination step of the environment impact coefficient shown in Figure 5 , the determination step comprises:

[0112] S510, acquire the environment influence data corresponding to the air route grid occupied by the target air route in the airspace space in the single flight environment.

[0113] The environment influence data can be understood as environment monitoring data corresponding to at least one single flight environment.

[0114] Specifically, in the case where the single flight environment includes a meteorological environment, the corresponding environment influence data can include meteorological data of at least one meteorological type.

[0115] The meteorological data can be understood as meteorological monitoring data in a preset time period. For example, in the gust environment, the meteorological data can include wind speed; in the rainfall environment, the meteorological data can include rainfall amount; in the thunderstorm environment, the meteorological data can include thunderstorm frequency; and in the wind shear environment, the meteorological data can include speed change amount per unit distance.

[0116] In the case where the single flight environment includes a human flow density environment, the corresponding environment influence data can include human flow density data.

[0117] The human flow density data can be understood as the number of people per unit area in a preset time period.

[0118] In the case where the single flight environment includes a building density environment, the corresponding environment influence data can include building density data.

[0119] The building density data can be understood as the number of buildings per unit area.

[0120] In an optional embodiment, the environment influence data corresponding to at least one single flight environment can be collected from a corresponding data platform or database.

[0121] In an optional embodiment, the environment influence data corresponding to the air route grid in the single flight environment can be acquired by the following steps: acquiring initial environment data corresponding to the single flight environment in the airspace space to which the target air route belongs; performing coordinate system conversion on the initial environment data to obtain environment data in a target coordinate system in which the air route grid is located; and determining the environment influence data corresponding to the air route grid in the single flight environment according to the environment data in the target coordinate system.

[0122] Specifically, in the case where the single flight environment includes a meteorological environment, the meteorological entity can be a three-dimensional polyhedron composed of a vertex set, and the meteorological entity can be composed of the vertex set and meteorological parameters of various types. The coordinates of each vertex in the geographical coordinate system can be represented as: ; wherein, , and respectively represent the coordinate values of the i-th vertex in the x-axis, y-axis and z-axis directions of the geographic coordinate system, n is a positive integer greater than or equal to 1, and n represents the number of vertices. The meteorological parameters can be represented as: gust w, rainfall r, thunderstorm t, wind shear td.

[0123] The coordinates of each vertex in the geographic coordinate system can be converted into coordinates in the target coordinate system. The conversion process of each vertex can refer to the coordinate conversion process of the waypoint in the foregoing, which will not be described here.

[0124] In an optional embodiment, the relationship between the meteorological entity and the air route grid can be determined according to the minimum bounding box of the meteorological entity. Specifically, the minimum bounding box AABB of the meteorological entity can be calculated according to the following formula:

[0125]

[0126]

[0127] In the above formula, max represents taking the maximum value, and min represents taking the minimum value.

[0128] According to the lower left corner coordinates of the i-th air route grid , the side length of the air route grid is . By comparing with the minimum bounding box AABB of the meteorological entity, it can be determined whether the air route grid is within the range of the minimum bounding box of the meteorological entity.

[0129] wherein the sufficient and necessary condition for the i-th air route grid to intersect with the minimum bounding box of the meteorological entity is:

[0130]

[0131] In the case of a single flight environment including a human flow density environment, the human flow density data entity can be a two-dimensional square grid data, which is composed of a grid point set, a grid length and a human flow density parameter. The grid point can be represented as: ; wherein is the lower left corner coordinate of the grid, n is the number of grids, and the grid width is d. The human flow density parameter is w.

[0132] The coordinates of the human flow density grid in the geographic coordinate system can be converted into coordinates in the target coordinate system. The conversion process of the human flow density grid data can refer to the coordinate conversion process of the waypoint in the foregoing, which will not be described here.

[0133] In the case of a single flight environment including a building density environment, the building density data can be entityed as three-dimensional grid data, which is composed of the left lower coordinates, length, width and height of the building density grid. The building density grid can be expressed as: ; wherein, is the left lower corner coordinate of the building density grid, n is the number of building density grids, and length, width and height are respectively represented by .

[0134] The left lower corner two-dimensional coordinate point of the building density grid can be converted into a three-dimensional coordinate with a z-axis coordinate of 0 . The converted vertexes in three-dimensional coordinates are converted from coordinates in a geographic coordinate system to coordinates in a target coordinate system. The conversion process of the building density grid data can refer to the coordinate conversion process of the waypoint in the foregoing, which will not be described here.

[0135] S520, for each flight grid, according to at least one environment impact data corresponding to the single flight environment entity to which the environment impact data of the flight grid belongs, determining the environment reference data corresponding to the flight grid.

[0136] The environment reference data can be understood as the environment impact data threshold corresponding to the single flight environment entity. Optionally, the environment impact data threshold can include the maximum value of the environment impact data.

[0137] S530, according to the environment impact data corresponding to the flight grid and the corresponding environment reference data, determining the environment impact coefficient corresponding to the flight grid under the single flight environment; wherein, the preset flight environment is constructed based on at least one single flight environment.

[0138] In an optional embodiment, in the case that the flight environment corresponding to the flight grid includes multiple kinds, the corresponding environment impact coefficients under each single flight environment can be weighted and summed to obtain the comprehensive environment impact coefficient corresponding to the flight grid.

[0139] According to the environment impact data corresponding to the flight grid and the corresponding environment reference data, the above optional embodiment can more quickly and accurately obtain the impact environment coefficient corresponding to each single flight environment. The impact environment coefficient corresponding to each single flight environment can more comprehensively reflect the influence of the flight environment on the flight capacity, so that the accurate flight capacity can be obtained in the subsequent steps.

[0140] On the basis of the technical solutions of the above embodiments, the application further provides an optional embodiment, in which the single flight environment is refined into a weather environment, and the environmental impact data is refined into weather data of at least one weather type. Correspondingly, the environmental impact coefficient of the air route grid under the single flight environment is determined according to the environmental impact data corresponding to the air route grid and the corresponding environmental reference data, including: for each weather type, the weather impact coefficient of the air route grid under the weather type is determined according to the weather data of the air route grid under the weather type and the environmental reference data under the corresponding weather type; and the environmental impact coefficient of the air route grid under the weather environment is determined according to the weighted sum of the weather impact coefficients of the weather types.

[0141] Among them, the corresponding environmental reference data can be different for different weather types.

[0142] Among them, the environmental reference data can be understood as the environmental impact data threshold corresponding to the weather entity. Optionally, the environmental impact data threshold can be understood as the maximum impact value of the weather data. The weather impact coefficient of the air route grid under the weather type can be understood as the ratio of the weather data to the environmental impact data threshold.

[0143] In an optional embodiment, in the case where the weather type includes gust, the corresponding weather impact coefficient can be determined according to the following formula: ; wherein, is the monitoring data corresponding to the wind speed; is the maximum impact value corresponding to the wind speed.

[0144] In an optional embodiment, in the case where the weather type includes rainfall, the corresponding weather impact coefficient can be determined according to the following formula: ; wherein, is the monitoring data corresponding to the rainfall; is the maximum impact value corresponding to the rainfall.

[0145] In an optional embodiment, in the case where the weather type includes thunderstorm, the corresponding weather impact coefficient can be determined according to the following formula: ; wherein, is the monitoring data corresponding to the thunderstorm; is the maximum impact value corresponding to the thunderstorm.

[0146] In an optional embodiment, in the case where the weather type includes wind shear, the corresponding weather impact coefficient can be determined according to the following formula: ; wherein, is the monitoring data corresponding to the wind shear; is the maximum impact value corresponding to the wind shear.

[0147] In an alternative embodiment, the weather influence coefficients of each weather type corresponding to the same route grid can be weighted and summed according to the following formula to obtain the environmental influence coefficient of the route grid in the weather environment:

[0148]

[0149] In the above formula, is the weight corresponding to the weather influence coefficient under gust; is the weight corresponding to the weather influence coefficient under rainfall; is the weight corresponding to the weather influence coefficient under thunderstorm; is the weight corresponding to the weather influence coefficient under wind shear;

[0150] According to the above formula, the environmental influence coefficients of all route grids in the weather environment can be obtained. .

[0151] According to the weighted sum of the weather influence coefficients of each weather type, the environmental influence coefficient of the route grid under the influence of each weather type can be determined in the above alternative embodiment, so that the environmental influence coefficient in the weather environment can be accurately obtained.

[0152] On the basis of the technical solutions of the above embodiments, the present application further provides an alternative embodiment, in which a single flight environment is refined into a people flow density environment, and environmental influence data is refined into people flow density data. Correspondingly, the environmental influence data corresponding to the route grid occupied by the target route in the airspace space in the single flight environment is obtained, including: determining at least one people flow density data corresponding to each route grid in the target route according to the projection overlap of the route grid and the people flow density entity in the people flow density space; and for each route grid, determining the environmental influence data corresponding to the route grid in the people flow density environment according to the at least one people flow density data corresponding to the route grid.

[0153] Among them, the people flow density space can be understood as the people flow density grid converted into the target coordinate system.

[0154] Among them, the two-dimensional lower left corner coordinates of each route grid in the target route can be expressed as , and the side length of the route grid is ; the two-dimensional lower left corner coordinates of the people flow density grid can be expressed as , and the side length of the people flow density grid is d.

[0155] Optionally, when each route grid in the target route and the people flow density entity in the people flow density space satisfy the following conditions, it indicates that the route grid and the people flow density entity exist projection overlap in the people flow density space:

[0156]

[0157] In an optional embodiment, the maximum people flow density data in the at least one people flow density data corresponding to the air route grid can be taken as the environment impact data corresponding to the air route grid in the people flow density environment.

[0158] Correspondingly, the environment impact coefficient of the air route grid in the single flight environment is determined according to the environment impact data corresponding to the air route grid and the corresponding environment reference data, including: the environment impact coefficient of the air route grid in the people flow density environment is determined according to the maximum people flow density data corresponding to the air route grid and the environment reference data in the people flow density environment.

[0159] The environment reference data in the people flow density environment can be understood as the environment impact data threshold corresponding to the people flow density entity. Optionally, the environment impact data threshold can be understood as the maximum impact value of the people flow density.

[0160] In an optional embodiment, the environment impact coefficient of the air route grid in the people flow density environment can be determined according to the following formula: ; wherein, is the maximum people flow density data; is the maximum impact value of the people flow density.

[0161] According to the above formula, the environment impact coefficient of all air route grids in the people flow density environment can be obtained. The environment impact coefficient of the air route grid in the people flow density environment .

[0162] The above optional embodiment can more accurately obtain the at least one people flow density data corresponding to the corresponding air route grid according to the projection overlap of each air route grid in the target air route and the people flow density entity in the people flow density space, so as to more accurately determine the environment impact data corresponding to the air route grid in the people flow density environment, and then accurately obtain the environment impact coefficient of the air route grid in the people flow density environment in the subsequent steps.

[0163] On the basis of the technical solutions of the above embodiments, the present application further provides an optional embodiment, in which the single flight environment is refined into a building environment, and the environment impact data is refined into building density data. Correspondingly, the environment impact data corresponding to the air route grid in the single flight environment is obtained, including: obtaining the building model of at least one building in the air route grid in the air route space; for each air route grid, the environment impact data corresponding to the air route grid in the building density environment is determined according to the spatial distance between the air route grid and the at least one building model.

[0164] The building model can be understood as a building density grid.

[0165] In an optional embodiment, the lower left corner coordinate point of the air route grid can be represented as The side length of the air route grid can be The lower left corner coordinate point of the building density grid can be represented as The length, width and height of the building density grid can be represented as According to the lower left corner coordinate point of the air route grid and the lower left corner coordinate point of the building density grid, the distance of the air route grid and the building density grid on each coordinate axis is determined, and the formula is as follows:

[0166]

[0167]

[0168]

[0169] In the above formula, max represents taking the maximum value, and min represents taking the minimum value.

[0170] According to the distance of the air route grid and the building density grid on each coordinate axis, the shortest distance between the air route grid and the building density grid can be obtained The shortest distance between the air route grid and the building density grid can be used as the corresponding environmental impact data of the air route grid in the building density environment.

[0171] Correspondingly, according to the corresponding environmental impact data of the air route grid and the corresponding environmental reference data, the environmental impact coefficient of the air route grid in the single flight environment is determined, including: according to the shortest distance between the air route grid and the building density grid and the environmental reference data in the building density environment, the environmental impact coefficient of the air route grid in the building density environment is determined.

[0172] The environmental reference data in the building density environment can be understood as the environmental impact data threshold corresponding to the building density entity. Optionally, the environmental impact data threshold can be understood as the maximum impact value of the building density.

[0173] In an optional embodiment, the environmental impact coefficient of the air route grid in the building density environment can be determined according to the following formula: ; wherein, is the maximum building density data; is the maximum impact value of the building density.

[0174] According to the above formula, the environmental impact coefficient of all air route grids Environmental impact coefficient in building density environment .

[0175] The optional embodiment above can determine the corresponding environmental impact data of the air route grid in the building density environment according to the spatial distance between the air route grid and at least one building model, and then accurately obtain the environmental impact coefficient of the air route grid in the building density environment in the subsequent steps.

[0176] On the basis of the technical solutions of the above embodiments, the present application further provides another optional embodiment, which can include a step of determining the airspace capacity corresponding to the target flight route.

[0177] Referring to the step of determining the airspace capacity corresponding to the target flight route shown in Figure 6 , the step includes:

[0178] S610, obtaining a flight capacity determination function taking the basic safety distance of the aircraft as the independent variable and the flight capacity of the aircraft as the dependent variable, and the basic safety distance of any target type of aircraft in the airspace; wherein the flight capacity determination function is generated based on the flight capacity and the corresponding basic safety distance of at least two different reference types of aircraft in the target flight route.

[0179] Optionally, the flight capacity determination function can be expressed as:

[0180]

[0181] wherein, represents the basic safety distance of the target type of aircraft; represents the minimum basic safety distance of the reference type of aircraft; represents the maximum basic safety distance of the reference type of aircraft; represents the minimum flight capacity of the reference type of aircraft; represents the maximum flight capacity of the reference type of aircraft; represents the flight capacity of the target type of aircraft.

[0182] S620, determining the flight capacity of the target type of aircraft in the target flight route based on the basic safety distance of each target type of aircraft according to the flight capacity determination function.

[0183] S630, determining the capacity proportion of the corresponding type of aircraft according to the flight capacity corresponding to the different types of aircraft in the airspace.

[0184] wherein, the capacity proportion can be understood as the proportion of the flight capacity corresponding to the type of aircraft in the sum of the flight capacities corresponding to all types of aircraft.

[0185] In an alternative embodiment, the capacity proportion can be obtained according to the following formula:

[0186]

[0187] wherein, represents the number of aircrafts of type k; n represents the number of aircraft types.

[0188] S640, determining the airspace capacity corresponding to the target route according to the capacity proportion of each type of aircraft and the corresponding flight capacity.

[0189] In an alternative embodiment, the weighted sum of the capacity proportion of each type of aircraft and the corresponding flight capacity can be taken as the airspace capacity corresponding to the target route.

[0190] In an alternative embodiment, the airspace capacity corresponding to the target route can be obtained according to the following formula:

[0191]

[0192] wherein, represents the capacity proportion of the i-th type of aircraft; represents the flight capacity of the i-th type of aircraft; represents the airspace capacity; n represents the number of aircraft types.

[0193] The above alternative embodiments can quickly determine the flight capacity of each type of aircraft in the target route based on the flight capacity determination function, so as to quickly obtain the airspace capacity corresponding to the target route.

[0194] On the basis of the technical solutions of the above embodiments, the present application further provides an alternative embodiment, in which the flight capacity determination method is described in detail.

[0195] Referring to the flight capacity determination method shown in Figure 7 , the flight capacity determination method comprises:

[0196] S710, obtaining low-altitude airspace related data.

[0197] The low-altitude airspace related data includes route data, aircraft data, weather data, human flow density data, and building density data.

[0198] The route data includes the three-dimensional waypoint coordinates corresponding to each route.

[0199] The aircraft data includes aircraft type, size, maximum flight speed, etc. The aircraft type can include micro unmanned aerial vehicle, light unmanned aerial vehicle, small unmanned aerial vehicle, medium unmanned aerial vehicle, large unmanned aerial vehicle, etc. For example, the size of the small unmanned aerial vehicle can be 2m*3m*1m. For example, the maximum flight speed can be 40km / h, 100km / h, etc.

[0200] The weather data can include three-dimensional grid data obtained after the weather entity is a three-dimensional polyhedron, and weather data corresponding to weather types such as gust, rainfall, thunderstorm, and wind shear. For example, the weather data can include: wind speed: 30km / h; rainfall: 0.5mm / h; thunderstorm: 2 times / min; wind shear: 5m / s / 100m, etc.

[0201] The human flow density data can include two-dimensional square grid data of a preset width and human flow density parameters. The two-dimensional square grid data includes the lower left corner coordinates and the side length.

[0202] The building density data can include three-dimensional cubic grid data of the building data entity and building density parameters. The three-dimensional cubic grid data includes the lower left corner coordinates, length, width, and height.

[0203] S720, generating the air route grid occupied by each route in the airspace space.

[0204] In an optional embodiment, a three-dimensional Cartesian coordinate system can be established, and the left lower point of the route airspace space is set as the coordinate origin. The meridian direction is defined as the x-axis direction, the latitude direction is defined as the y-axis direction, and the direction perpendicular to the ground is defined as the z-axis direction.

[0205] Then, the coordinate values of each waypoint on the route in the initial coordinate system are converted into the coordinate values in the target coordinate system.

[0206] Then, the grid is set as a cubic grid, and the length can be set as a fixed length , such as 100m.

[0207] Next, each route is generated from the coordinate origin to the air route grid sequence along the x-axis direction, the y-axis direction, and the z-axis direction with a step size of .

[0208] S730, generating the environmental influence coefficient corresponding to each air route grid of each route in the preset flight environment.

[0209] The preset flight environment can include weather environment, human flow density environment, and building density environment.

[0210] In an optional embodiment, the weather data, the people flow density data and the building density data are first converted from geographical coordinates into coordinates in a three-dimensional Cartesian coordinate system. Then, the environment impact coefficient is generated according to the converted coordinates.

[0211] In an optional embodiment, in a case where the preset flight environment includes a weather environment, for each weather type, a weather impact coefficient of each air route grid under the weather type is determined according to weather data of the air route grid under the weather type and environment reference data under the corresponding weather type; and an environment impact coefficient of the air route grid under the weather environment is determined according to a weighted sum of the weather impact coefficients of the weather types.

[0212] The specific implementation process can refer to the foregoing, and will not be described here again.

[0213] In an optional embodiment, in a case where the preset flight environment includes a people flow density environment, at least one people flow density data corresponding to each air route grid in the target flight route is determined according to a projection overlap of the air route grid and the people flow density entity in the people flow density space; for each air route grid, a maximum people flow density data corresponding to the air route grid under the people flow density environment is determined according to the at least one people flow density data corresponding to the air route grid; and an environment impact coefficient of the air route grid under the people flow density environment is determined according to the maximum people flow density data corresponding to the air route grid and environment reference data under the people flow density environment.

[0214] The specific implementation process can refer to the foregoing, and will not be described here again.

[0215] In an optional embodiment, in a case where the preset flight environment includes a building density environment, a building model of at least one building in the airspace space to which the target flight route belongs is obtained; for each air route grid, a shortest distance between the air route grid and a building density grid is determined according to a spatial distance between the air route grid and the at least one building model; and an environment impact coefficient of the air route grid under the building density environment is determined according to the shortest distance between the air route grid and the building density grid and environment reference data under the building density environment.

[0216] The specific implementation process can refer to the foregoing, and will not be described here again.

[0217] S740, determining a basic safety distance corresponding to the aircraft.

[0218] The basic safety distance can be determined according to the size, the maximum flight speed and other information of the aircraft.

[0219] S750, determining a target safety distance according to the environment impact coefficients corresponding to each air route grid on the flight route and the basic safety distance.

[0220] In an optional embodiment, the basic safety distance is weighted according to the environmental influence coefficient corresponding to the route grid to obtain a target safety distance.

[0221] In an optional embodiment, for each iteration process, the first route grid on the target route that is not marked can be obtained as a current grid of the iteration process; the target safety distance corresponding to the target grid number in the iteration process is determined according to the environmental influence coefficient corresponding to the current grid and the basic safety distance; in the case that the target grid number is not greater than the marked grid in the previous iteration process, the target grid number of grids on the target route is marked from the current grid as a starting point, and the next iteration process is continued until the marking termination condition is met; the difference between the grid number and the grid number of the marked grid in the previous iteration process determines the difference grid number; the route grid of the difference grid number that is not marked is sequentially marked as a second occupied grid on the target route, and the next iteration process is continued until the marking termination condition is met; wherein the current grid is marked as a first occupied grid; other grids marked in addition to the current grid are marked as a second occupied grid.

[0222] The above process can refer to the foregoing, which will not be described here.

[0223] S760, determine the airspace capacity.

[0224] The airspace capacity can include the sum of the flight capacities of various types of aircraft in the airspace.

[0225] In an optional embodiment, the flight capacity of a reference type of aircraft in the route can be determined according to the number of grids marked as first occupied grids in the route. According to this embodiment, the flight capacities of various types of aircraft can be obtained. Then, the flight capacities of various types of aircraft are added to obtain the airspace capacity.

[0226] In an optional embodiment, after determining the flight capacity of a reference type of aircraft in the route according to the number of grids marked as first occupied grids in the route, a flight capacity determination function with the basic safety distance of the aircraft as the independent variable and the flight capacity of the aircraft as the dependent variable can be obtained, and the basic safety distance of any target type of aircraft in the airspace; wherein the flight capacity determination function is generated based on the flight capacities of at least two different reference types of aircraft in the target route and the corresponding basic safety distances; based on the flight capacity determination function, the flight capacity of the target type of aircraft in the target route is determined according to the basic safety distance of each target type of aircraft; the capacity proportion of the corresponding type of aircraft is determined according to the flight capacities of different types of aircraft in the airspace; the airspace capacity corresponding to the target route is determined according to the capacity proportion of each type of aircraft and the corresponding flight capacity.

[0227] It should be understood that although the steps in the flowcharts involved in the above embodiments are shown in sequence according to the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, the execution of the steps is not strictly limited in sequence, and the steps can be executed in other orders. Moreover, at least some of the steps in the flowcharts involved in the above embodiments can include multiple steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of the steps or stages is not necessarily sequential, but can be alternately or alternately executed with at least part of other steps or steps or stages in other steps.

[0228] Based on the same inventive concept, the embodiments of the present application also provide a flight capacity determination device for implementing the flight capacity determination method described above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more flight capacity determination device embodiments provided below can refer to the limitations of the flight capacity determination method described above, and will not be repeated here.

[0229] In one embodiment, as shown in Figure 8 a flight capacity determination device is provided, comprising: a first acquisition module 810, a second acquisition module 820, a first determination module 830 and a second determination module 840. Wherein,

[0230] The first acquisition module 810 is configured to acquire the air route grid occupied by the target route in the airspace space, and the environmental influence coefficient corresponding to each air route grid in the preset flight environment;

[0231] The second acquisition module 820 is configured to acquire the basic safety distance corresponding to the reference type aircraft;

[0232] The first determination module 830 is configured to determine at least one target safety distance according to the environmental influence coefficient corresponding to at least one air route grid on the target route and the basic safety distance;

[0233] The second determination module 840 is configured to determine the flight capacity of the reference type aircraft in the target route according to at least one target safety distance.

[0234] In one of the embodiments, the first determining module 830 is specifically configured to: for each iteration process, obtain a first flight path grid that is not marked on the target flight route as a current grid of the iteration process; determine a target grid quantity corresponding to a target safety distance in the iteration process according to an environmental influence coefficient corresponding to the current grid and a basic safety distance; in a case where the target grid quantity is not greater than the marked grid in the previous iteration process, mark the target grid quantity of grids on the target flight route from the current grid as occupied, and continue to execute the next iteration process until a marking termination condition is met; wherein the current grid is marked as a first occupied grid; and other grids marked in addition to the current grid are marked as second occupied grids.

[0235] In one of the embodiments, the apparatus further includes: a third determining module configured to, in a case where the target grid quantity is greater than the marked grid in the previous iteration process, determine a difference grid quantity according to a difference between the target grid quantity and the grid quantity of the marked grid in the previous iteration process; and a marking module configured to sequentially mark the difference grid quantity of flight path grids that are not marked on the target flight route as second occupied grids, and continue to execute the next iteration process until the marking termination condition is met.

[0236] In one of the embodiments, the second determining module 840 is specifically configured to: determine a flight capacity of a reference type of aircraft in the target flight route according to a grid quantity of the grids marked as the first occupied grids in the target flight route.

[0237] In one of the embodiments, the first determining module 830 is specifically configured to: weight the basic safety distance according to the environmental influence coefficient corresponding to the current grid to obtain the target safety distance in the iteration process; and determine the target grid quantity according to the target safety distance in the iteration process and a grid size of the flight path grid.

[0238] In one of the embodiments, the apparatus further includes: a fourth determining module configured to determine the environmental influence coefficient; the fourth determining module includes: an obtaining unit configured to obtain environmental influence data corresponding to the flight path grid occupied by the target flight route in the airspace in a single flight environment; a first determining unit configured to, for each flight path grid, determine environmental reference data corresponding to the flight path grid according to at least one environmental influence data corresponding to a single flight environment entity to which the environmental influence data of the flight path grid belongs; and a second determining unit configured to determine the environmental influence coefficient corresponding to the flight path grid in the single flight environment according to the environmental influence data of the flight path grid and the corresponding environmental reference data; wherein the preset flight environment is constructed based on at least one single flight environment.

[0239] In one of the embodiments, the single flight environment includes a meteorological environment; the environmental impact data includes meteorological data of at least one meteorological type; accordingly, the second determining unit is specifically configured to: for each meteorological type, determine a meteorological impact coefficient of the air route grid under the meteorological type according to the meteorological data of the air route grid under the meteorological type and the environmental reference data under the corresponding meteorological type; and determine the environmental impact coefficient of the air route grid under the meteorological environment according to the weighted sum of the meteorological impact coefficients of the meteorological types.

[0240] In one of the embodiments, the single flight environment includes a human flow density environment; the environmental impact data includes human flow density data; the obtaining unit is specifically configured to: determine at least one human flow density data corresponding to each air route grid according to the projection overlap of the air route grid and the human flow density entity in the human flow density space in the target route; and for each air route grid, determine the environmental impact data corresponding to the air route grid under the human flow density environment according to the at least one human flow density data corresponding to the air route grid.

[0241] In one of the embodiments, the single flight environment includes a building density environment; the environmental impact data includes building density data; the obtaining unit is specifically configured to: obtain a building model of at least one building in the airspace space of the target route; and for each air route grid, determine the environmental impact data corresponding to the air route grid under the building density environment according to the spatial distance between the air route grid and the at least one building model.

[0242] In one of the embodiments, the device further includes: a third obtaining module configured to obtain a flight capacity determination function taking the basic safety distance of the aircraft as the independent variable and taking the flight capacity of the aircraft as the dependent variable, and the basic safety distance of any target type of aircraft in the airspace; wherein the flight capacity determination function is generated based on the flight capacities and the corresponding basic safety distances of at least two different reference types of aircraft in the target route; a fifth determining module configured to determine the flight capacity of the target type of aircraft in the target route based on the basic safety distance of each target type of aircraft according to the flight capacity determination function; a sixth determining module configured to determine the capacity proportion of the corresponding type of aircraft according to the flight capacities of the different types of aircraft in the airspace; and a seventh determining module configured to determine the airspace capacity corresponding to the target route according to the capacity proportions and the corresponding flight capacities of the types of aircraft.

[0243] The above-mentioned various modules in the flight capacity determination device can be realized by software, hardware and combinations thereof in whole or in part. The above-mentioned various modules can be embedded in or independent of the processor in the computer device in hardware form, or can be stored in the memory in the computer device in software form, so as to be called and executed by the processor to perform the operations corresponding to the above-mentioned various modules.

[0244] In an example embodiment, a computer device, which can be a server, is provided, and an internal structure diagram of the computer device can be as shown in FIG. 1. Figure 9 The computer device includes a processor, a memory, an input / output interface, and a communication interface. The processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The database of the computer device is configured to store data. The input / output interface of the computer device is configured to exchange information between the processor and external devices. The communication interface of the computer device is configured to communicate with terminals outside through a network connection. The computer program is executed by the processor to implement a flight capacity determination method.

[0245] Those skilled in the art can understand that Figure 9 The structure shown in FIG. 1 is only a block diagram of part of the structure related to the scheme of the present application, and does not constitute a limitation on the computer device to which the scheme of the present application is applied. The specific computer device can include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0246] In an example embodiment, a computer device is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.

[0247] In an example embodiment, a computer readable storage medium is provided, and the computer readable storage medium stores a computer program. The computer program is executed by a processor to implement the steps in the above method embodiments.

[0248] In an example embodiment, a computer program product is provided, and the computer program product includes a computer program. The computer program is executed by a processor to implement the steps in the above method embodiments.

[0249] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memory. The non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical storage, high-density embedded non-volatile memory, resistive memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric memory (FRAM), phase change memory (PCM), graphene memory, etc. The volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., without being limited thereto.

[0250] Any combination of the technical features of the above embodiments can be made. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist, it should be considered as the scope of the present application.

[0251] The above embodiments only express several implementation manners of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent of the present application. It should be pointed out that for ordinary skilled in the art, without departing from the concept of the present application, a number of modifications and improvements can be made, which are within the scope of protection of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A method for determining flight capacity, characterized in that, include: Obtain the route grid occupied by the target route in its airspace, and the environmental impact coefficient of each route grid under a preset flight environment; Obtain the baseline safety distance corresponding to the reference type of aircraft; Based on the environmental impact coefficient corresponding to at least one airway grid on the target route and the basic safety distance, at least one target safety distance is determined; The flight capacity of the reference type of aircraft in the target route is determined based on at least one of the target safety distances.

2. The method according to claim 1, characterized in that, The step of determining at least one target safety distance based on the environmental impact coefficient corresponding to at least one route grid on the target route and the basic safety distance includes: For each iteration, the first unmarked route grid on the target route is obtained as the current grid for this iteration. Based on the environmental impact coefficient corresponding to the current grid and the basic safety distance, determine the number of target grids corresponding to the target safety distance in this iteration process; If the number of target grids is not greater than the number of grids marked in the previous iteration, starting from the current grid, the number of grids on the target route that represent the target number of grids is marked for occupation, and the next iteration continues until the marking termination condition is met. The current grid is marked as the first occupied grid; other grids marked besides the current grid are marked as the second occupied grids.

3. The method according to claim 2, characterized in that, The method further includes: If the number of target grids is greater than the number of grids marked in the previous iteration, the number of differential grids is determined based on the difference between the number of target grids and the number of grids marked in the previous iteration. On the target route, the number of unmarked differential grids are sequentially marked as second occupied grids, and the next iteration process continues until the marking termination condition is met.

4. The method according to claim 2 or 3, characterized in that, Determining the flight capacity of the reference type aircraft in the target route based on at least one of the target safety distances includes: The flight capacity of the reference type aircraft in the target route is determined based on the number of grids marked as first occupied grids in the target route.

5. The method according to claim 2, characterized in that, The step of determining the number of target grids corresponding to the target safety distance in this iteration process based on the environmental impact coefficient corresponding to the current grid and the basic safety distance includes: Based on the environmental impact coefficient corresponding to the current grid, the basic safety distance is weighted to obtain the target safety distance in this iteration process; The number of target grids is determined based on the target safety distance and the grid size of the route grid in this iteration process.

6. The method according to claim 5, characterized in that, The environmental impact coefficient was determined using the following method: Obtain the environmental impact data corresponding to the route grid occupied by the target route in its airspace under a single flight environment; For each route grid, environmental reference data corresponding to the route grid is determined based on at least one environmental impact data corresponding to a single flight environment entity to which the environmental impact data of the route grid belongs. Based on the environmental impact data and corresponding environmental reference data corresponding to the route grid, the environmental impact coefficient of the route grid under the single flight environment is determined; The preset flight environment is constructed based on at least one single flight environment.

7. The method according to claim 6, characterized in that, The single flight environment includes the meteorological environment; the environmental impact data includes meteorological data for at least one meteorological type; correspondingly, determining the environmental impact coefficient of the route grid in the single flight environment based on the environmental impact data and corresponding environmental reference data includes: For each weather type, the meteorological influence coefficient of the route grid under that weather type is determined based on the meteorological data of the route grid under that weather type and the environmental reference data of the corresponding weather type. The environmental impact coefficient of the airway grid under the given meteorological environment is determined by weighted sum of the meteorological impact coefficients of each meteorological type.

8. The method according to claim 6, characterized in that, The single flight environment includes pedestrian density environment; the environmental impact data includes pedestrian density data; obtaining the environmental impact data corresponding to the airway grid occupied by the target route in its respective airspace under the single flight environment includes: Based on the projection overlap between each route grid and the pedestrian density entity in the pedestrian density space, at least one pedestrian density data corresponding to the corresponding route grid is determined. For each route grid, based on at least one passenger flow density data corresponding to the route grid, the environmental impact data corresponding to the passenger flow density environment of the route grid is determined.

9. The method according to claim 6, characterized in that, The single flight environment includes building density environment; the environmental impact data includes building density data; obtaining the environmental impact data corresponding to the airway grid occupied by the target route in its respective airspace under the single flight environment includes: Obtain the building model of at least one building within the airspace of the target route; For each route grid, the environmental impact data corresponding to the route grid under the building density environment is determined based on the spatial distance between the route grid and at least one building model.

10. The method according to any one of claims 1-3 and 5-9, characterized in that, The method further includes: Obtain a flight capacity determination function with the basic safety distance of the aircraft as the independent variable and the flight capacity of the aircraft as the dependent variable, as well as the basic safety distance of any target type of aircraft within the airspace; wherein, the flight capacity determination function is generated based on the flight capacity and corresponding basic safety distance of at least two different reference types of aircraft in the target flight path; Based on the flight capacity determination function, the flight capacity of the target type of aircraft in the target route is determined according to the basic safety distance of each target type of aircraft; Based on the flight capacity corresponding to different types of aircraft in the airspace, determine the capacity percentage of the corresponding types of aircraft; The airspace capacity corresponding to the target route is determined based on the capacity ratio of each type of aircraft and the corresponding flight capacity.

11. A flight capacity determining device, characterized in that, include: The first acquisition module is used to acquire the route grid occupied by the target route in its airspace, and the environmental impact coefficient of each route grid under a preset flight environment. The second acquisition module is used to acquire the basic safe distance corresponding to the reference type of aircraft; The first determining module is used to determine at least one target safety distance based on the environmental impact coefficient corresponding to at least one route grid on the target route and the basic safety distance; The second determining module is used to determine the flight capacity of the reference type aircraft in the target route based on at least one of the target safety distances.

12. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1-10.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1-10.

14. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1-10.

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