Multi-scale low-altitude airspace division evaluation method

Abstract

The invention provides a multi-scale low-altitude airspace division evaluation method, which comprises the following steps: acquiring airspace environment data in a low-altitude airspace, the airspace environment data comprising three-dimensional topographic data, obstacle data and airspace management data, and then constructing a low-altitude environment digital model according to the environment data; dividing the low-altitude environment digital model into a plurality of evaluation grids; and acquiring flight data of the aircraft, dividing an evaluation area according to the flight data of the aircraft, the obstacle data and the airspace data, and then evaluating each evaluation grid in the evaluation area. The problems that in the prior art, comprehensive influences of multiple factors such as terrain limitation, airspace management and control conditions and aircraft performance parameters are not fully considered, a comprehensive and accurate airspace evaluation result is difficult to form, and a reliable basis cannot be provided for safe flight of a low-altitude aircraft and reasonable use of the airspace are solved.

Description

Technical Field

[0001] This invention relates to the field of low-altitude airspace delineation and assessment technology, and in particular to a multi-scale low-altitude airspace delineation and assessment method. Background Technology

[0002] Low-altitude airspace is a crucial strategic resource, and with the rapid development of the low-altitude economy, the demand for its efficient utilization and safe management is increasingly urgent. The complex terrain and dense man-made obstacles of low-altitude airspace, coupled with the need to meet airspace control requirements, pose significant challenges to the flight path planning and airspace resource allocation for low-altitude aircraft. Currently, the delineation of low-altitude airspace often employs a single-scale airspace management model, failing to consider different control requirements and obstacle situations, and thus unable to adapt to the varying precision requirements of airspace management arising from complex terrain and diverse flight missions. Regarding airspace assessment, existing technologies often lack a systematic assessment framework, failing to fully consider the combined influence of multiple factors such as terrain limitations, airspace control conditions, and aircraft performance parameters, making it difficult to generate comprehensive and accurate airspace assessment results and providing a reliable basis for the safe flight of low-altitude aircraft and the rational use of airspace. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a multi-scale low-altitude airspace delineation and assessment method. This method solves the problem that existing technologies fail to fully consider the combined effects of multiple factors such as terrain limitations, airspace control conditions, and aircraft performance parameters, making it difficult to form comprehensive and accurate airspace assessment results and providing a reliable basis for the safe flight of low-altitude aircraft and the rational use of airspace.

[0004] According to an embodiment of the present invention, a multi-scale low-altitude airspace delineation and evaluation method includes: Acquire airspace environment data within the low-altitude airspace, including three-dimensional terrain data, obstacle data, and airspace management data, and then construct a low-altitude environment digital model based on the environmental data; The digital model of the low-altitude environment is divided into multiple evaluation grids; The system acquires aircraft flight data, divides the evaluation area based on the aircraft flight data, obstacle data, and airspace data, and then evaluates each evaluation grid within the evaluation area.

[0005] Preferably, the method for dividing the low-altitude environment digital model into multiple evaluation grids includes: S1: Set the planar division scale and height threshold, and then divide the low-altitude environment digital model into multiple grids according to the planar division scale; S2: Calculate the difference between the highest and lowest elevations of each grid based on obstacle data and 3D terrain data, and then re-divide each grid according to the difference and the current grid's height threshold; S3: Repeat step S2 until the difference between the highest and lowest elevations of each grid is less than or equal to the height threshold, at which point multiple evaluation grids are obtained.

[0006] Preferably, when re-dividing the grid, the current grid is re-divided using half of the current planar subdivision scale as the new planar subdivision scale.

[0007] Preferably, the planar division scale includes a maximum division scale and a minimum division scale, and the grid is divided starting from the maximum division scale; If the planar division scale of the mesh is smaller than the minimum division scale when dividing the mesh, then the division process should be stopped.

[0008] Preferably, the airspace management data includes low-altitude take-off and landing points and low-altitude flight routes; In the digital model of the low-altitude environment, the area with a radius of 2 kilometers centered on the low-altitude take-off and landing point is divided into the first region, the area within 1 kilometer on both sides of the low-altitude flight path is divided into the second region, and the remaining areas are the third region. The planar division scale and altitude thresholds are different between the first, second and third regions.

[0009] Preferably, the highest and lowest elevations of obstacles in each grid can be determined based on obstacle data, and the highest and lowest elevations of terrain in each grid can be determined based on three-dimensional terrain data. The highest elevation of a grid is the maximum value between the highest elevation of obstacles and the highest elevation of terrain, and the lowest elevation of a grid is the minimum value between the lowest elevation of obstacles and the lowest elevation of terrain.

[0010] Preferably, the method for dividing the evaluation area is as follows: The assessment points and assessment directions starting from the assessment points are determined based on the aircraft flight data, obstacle data, and airspace data. Using the evaluation point as the center, divide the area into multiple concentric circles with equal radii. Then, use the curved polygon formed by each concentric circle and the evaluation direction as the candidate area. The candidate areas along the low-altitude flight path will be used as the evaluation area.

[0011] Preferably, the evaluation formula for each evaluation grid is as follows: Where R is the airspace control coefficient, and T, O, and P are the terrain constraint index, obstacle impact index, and aircraft performance adaptability, respectively. , and All are coefficients.

[0012] Compared with the prior art, the present invention has the following beneficial effects: This invention utilizes three-dimensional terrain data, obstacle data, and airspace management data to construct a comprehensive and accurate digital model of the low-altitude environment. It uses aircraft flight data, obstacle data, and airspace spatial data to divide the evaluation area and assess the low-altitude region. This provides a reliable basis for the safe flight of low-altitude aircraft and the rational use of airspace by using multiple data to conduct multi-scale, comprehensive, and accurate airspace assessment results. Attached Figure Description

[0013] Figure 1 This is a flowchart illustrating the low-altitude airspace assessment process according to an embodiment of the present invention.

[0014] Figure 2 This is a schematic diagram showing the division of the low-altitude environment digital model into different management areas according to an embodiment of the present invention.

[0015] Figure 3 This is a schematic diagram of the evaluation grid division in an embodiment of the present invention.

[0016] Figure 4 This is a schematic diagram of the evaluation area division in an embodiment of the present invention. Detailed Implementation

[0017] The technical solutions of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0018] like Figure 1 As shown in the figure, this invention proposes a multi-scale low-altitude airspace delineation and evaluation method, including: Acquire airspace environment data within the low-altitude airspace, including three-dimensional terrain data, obstacle data, and airspace management data, and then construct a low-altitude environment digital model based on the environmental data; Three-dimensional terrain data can be obtained by using existing real-world 3D construction data or by using drones equipped with tilting cameras and lidar to acquire raw data and process it into real-world 3D results. Obstacle data can include the range and height information of low-altitude obstacles that affect low-altitude flight, such as buildings, structures, high-voltage lines, and power towers. Airspace management data can be obtained from airspace management departments. Using the above data, based on the three-dimensional terrain data, obstacle data and airspace management data are overlaid to construct a comprehensive and accurate digital model of the low-altitude environment. This model can realize the digital simulation of the low-altitude flight environment. In addition, when low-altitude aircraft fly in low-altitude airspace, airspace management departments will stipulate their fixed low-altitude take-off and landing points and low-altitude flight routes.

[0019] The digital model of the low-altitude environment is divided into multiple evaluation grids; First, the low-altitude environment digital model is divided into different management areas, such as Figure 2As shown, in the first division, the corresponding region is divided using the largest division scale, resulting in multiple grids: (1) The area with a radius of 2 kilometers centered on the low-altitude take-off and landing point is divided into the first area. The maximum division scale of this area is 400 meters (the length and width are both 400 meters when dividing, the same below), the minimum division scale is 100 meters (the length and width are both 200 meters when dividing, the same below), and the altitude threshold is 10 meters.

[0020] (2) Divide the area 1 km on each side of the low-altitude flight path into the second area. The maximum division scale of this area is 800 meters, the minimum division scale is 200 meters, and the altitude threshold is 20 meters.

[0021] (3) Other areas are the third area, with a maximum division scale of 1.6 kilometers, a minimum division scale of 400 meters, and a height threshold of 50 meters.

[0022] Then, based on the obstacle data, the highest and lowest obstacle elevations of each grid can be determined. Based on the 3D terrain data, the highest and lowest terrain elevations of each grid can be determined. The highest grid elevation is the maximum of the highest obstacle elevation and the highest terrain elevation, and the lowest grid elevation is the minimum of the lowest obstacle elevation and the lowest terrain elevation.

[0023] For each grid, if the difference between the highest and lowest elevations of that grid is greater than the grid's height threshold, the grid is re-divided at half its current subdivision scale. For example, a grid within the first region might be re-divided at a scale of 200 meters in the second subdivision. If the difference between the highest and lowest elevations of the re-divided grids is still greater than the grid's height threshold, the subdivision process continues until the difference between the highest and lowest elevations of each grid is less than or equal to the height threshold, or the grid's planar subdivision scale is less than the minimum subdivision scale. At this point, the subdivision process stops, resulting in multiple evaluation grids. Figure 3 As shown, the size of each grid is not exactly the same.

[0024] The system acquires aircraft flight data, divides the evaluation area based on the aircraft flight data, obstacle data, and airspace data, and then evaluates each evaluation grid within the evaluation area.

[0025] Before evaluating each assessment grid, an assessment point needs to be set. This assessment point can be a low-altitude takeoff and landing point, a turning point in a low-altitude flight path, or a key air traffic control point. The specific assessment point can be selected manually based on aircraft flight data, obstacle data, and airspace data. The assessment direction comprehensively considers factors such as the low-altitude aircraft's flight direction and obstacle distribution, determining multiple assessment directions. Alternatively, assessment directions can be determined at certain angular intervals centered on the assessment point. Figure 4 As shown, the dashed lines represent the evaluation directions. This invention takes the turning point of the low-altitude flight path as the evaluation point, and divides it into 8 evaluation directions at 45° starting from the evaluation point.

[0026] Then, taking the evaluation point as the center, multiple concentric circles with equal radii are divided. This invention takes three concentric circles with radii of 1 km, 2 km, and 3 km as examples. Then, the curved polygon enclosed by each concentric circle and the evaluation direction is used as the candidate area. Then, the candidate area passed by the low-altitude flight path is used as the evaluation area.

[0027] In evaluating the assessment grid within the assessment area, the terrain constraint index, obstacle impact index, aircraft performance adaptability, and airspace control coefficient are comprehensively considered to assess the airspace of the grid. The terrain constraint index reflects the degree of limitation of flight by terrain complexity, the obstacle impact index quantifies the impact of obstacle distribution and altitude on the aircraft, the aircraft performance adaptability measures the impact of aircraft indicators during flight, and the airspace control rules reveal the flight suitability of different control areas.

[0028] The formula for calculating the terrain constraint coefficient is as follows: For terrain height, T represents the maximum altitude of the aircraft. The closer T is to 1, the flatter the terrain, which is suitable for low-altitude aircraft. The closer T is to 0, the greater the terrain undulation, which poses a higher risk for flight.

[0029] The obstacle impact index is calculated using the following formula: The distance from the center of the grid to the nearest obstacle on the grid. The attenuation coefficient for obstacles is set to half the grid side length. To determine the impact range of obstacles within the grid, a buffer distance of 10 meters is used as a buffer. This represents the area of ​​the grid. The obstacle impact index indicates the risk coefficient of flying obstacles within the grid; the more obstacles, the greater the risk.

[0030] The formula for calculating aircraft performance adaptability is as follows: This is the current payload of the aircraft. The maximum payload of the aircraft, At the current flight speed, This represents the maximum flight speed. The payload ratio and speed ratio together determine the performance margin.

[0031] The airspace control factor R is 1 for open airspace, 0.6 for restricted airspace, and 0 for no-fly zone.

[0032] The comprehensive evaluation index for the evaluation grid is as follows: In the formula, , , The weights for terrain constraint coefficient, obstacle influence index, and aircraft performance adaptability are: It can be adjusted according to terrain elevation differences, obstacle heights, and aircraft performance. For example, for mountainous areas, Take 0.4, Take 0.3, Take 0.3, for urban suburbs. Take 0.3, Take 0.3, Take 0.4, for urban areas. Take 0.2, Take 0.4, Take 0.4.

[0033] Based on the calculation results, the grid is assigned three colors: green, yellow, and red. Green represents a suitable flight grid, yellow represents a cautious flight grid, and red represents a prohibited flight grid. In this embodiment, the values ​​for green are 0.7-1.0, yellow are 0.4-0.7, and red are 0-0.4. All grids can be calculated and evaluated, providing quantitative parameters for subsequent low-altitude flight. Since each grid and each evaluation area contains multiple data points, multi-scale, comprehensive, and accurate airspace evaluation results are used when assessing low-altitude airspace, providing a reliable basis for the safe flight of low-altitude aircraft and the rational use of airspace.

[0034] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A multi-scale low-altitude airspace delineation and assessment method, characterized in that: include: Acquire airspace environment data within the low-altitude airspace, including three-dimensional terrain data, obstacle data, and airspace management data, and then construct a low-altitude environment digital model based on the environmental data; The digital model of the low-altitude environment is divided into multiple evaluation grids; The system acquires aircraft flight data, divides the evaluation area based on the aircraft flight data, obstacle data, and airspace data, and then evaluates each evaluation grid within the evaluation area.

2. The multi-scale low-altitude airspace delineation and evaluation method as described in claim 1, characterized in that: Methods for dividing a digital model of the low-altitude environment into multiple evaluation grids include: S1: Set the planar division scale and height threshold, and then divide the low-altitude environment digital model into multiple grids according to the planar division scale; S2: Calculate the difference between the highest and lowest elevations of each grid based on obstacle data and 3D terrain data, and then re-divide each grid according to the difference and the current grid's height threshold; S3: Repeat step S2 until the difference between the highest and lowest elevations of each grid is less than or equal to the height threshold, at which point multiple evaluation grids are obtained.

3. The multi-scale low-altitude airspace delineation and evaluation method as described in claim 2, characterized in that: When re-dividing the grid, the current grid is re-divided using half of the current planar subdivision scale as the new planar subdivision scale.

4. The multi-scale low-altitude airspace delineation and evaluation method as described in claim 2, characterized in that: The planar meshing scale includes the maximum meshing scale and the minimum meshing scale. When dividing the mesh, the maximum meshing scale is started. If the planar division scale of the mesh is smaller than the minimum division scale when dividing the mesh, then the division process should be stopped.

5. The multi-scale low-altitude airspace delineation and evaluation method as described in claim 2, characterized in that: The airspace management data includes low-altitude take-off and landing points and low-altitude flight routes; In the digital model of the low-altitude environment, the area with a radius of 2 kilometers centered on the low-altitude take-off and landing point is divided into the first region, the area within 1 kilometer on both sides of the low-altitude flight path is divided into the second region, and the remaining areas are the third region. The planar division scale and altitude thresholds are different between the first, second and third regions.

6. The multi-scale low-altitude airspace delineation and evaluation method as described in claim 2, characterized in that: The highest and lowest elevations of obstacles in each grid can be determined based on obstacle data. The highest and lowest elevations of terrain in each grid can be determined based on 3D terrain data. The highest elevation of a grid is the maximum of the highest elevation of obstacles and the highest elevation of terrain, and the lowest elevation of a grid is the minimum of the lowest elevation of obstacles and the lowest elevation of terrain.

7. The multi-scale low-altitude airspace delineation and evaluation method as described in claim 1, characterized in that: The method for dividing the assessment area is as follows: The assessment points and assessment directions starting from the assessment points are determined based on the aircraft flight data, obstacle data, and airspace data. Using the evaluation point as the center, divide the area into multiple concentric circles with equal radii. Then, use the curved polygon formed by each concentric circle and the evaluation direction as the candidate area. The candidate areas along the low-altitude flight path will be used as the evaluation area.

8. The multi-scale low-altitude airspace delineation and evaluation method as described in claim 7, characterized in that: The evaluation formula for each evaluation grid is as follows: Where R is the airspace control coefficient, and T, O, and P are the terrain constraint index, obstacle impact index, and aircraft performance adaptability, respectively. , and All are coefficients.

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