Determination method and device for landing preparation point of aircraft, equipment and storage medium

Abstract

The invention provides a method and device for determining a landing preparation point of an aircraft, equipment and a storage medium, and relates to the technical field of unmanned aircrafts. A method for determining a landing preparation point of an aircraft comprises the following steps: determining a flight plan airspace of the aircraft and a to-be-selected landing preparation point grid in the flight plan airspace according to preset basic data; performing control airspace screening on the to-be-selected drop point preparation grid; calculating a standby landing risk value of the to-be-selected standby landing point grid subjected to the controlled airspace screening so as to determine a first standby landing area of the aircraft; and determining a landing preparation point of the aircraft based on the flight plan airspace and the first landing preparation area. According to the embodiment of the invention, a plurality of reasonable landing preparation points can be automatically generated, and a safe and reliable landing selection is provided for the aircraft when the aircraft encounters an emergency situation in the flight process.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of unmanned aerial vehicles, in particular to a method and device for determining an emergency landing site of an aerial vehicle, and a storage medium. BACKGROUND

[0002] During flight, an unmanned aerial vehicle may encounter unexpected emergency events such as mechanical failure, traffic control, etc. Therefore, the planning of the emergency landing site of the aerial vehicle is a key link in the emergency disposal of the flight task, and its rationality and reliability directly affect the flight safety and task success rate of the aerial vehicle.

[0003] Traditional aerial vehicle emergency landing site planning relies on manual experience or simple rules to judge and select the landing risk and other factors of the emergency landing site. However, the experience difference between different operators or flight plan formulators often leads to reliability and rationality problems in the selection of the emergency landing site in actual operation, which is difficult to adapt to the complexity of the low-altitude environment. SUMMARY

[0004] According to an aspect of the present application, a method for determining an emergency landing site of an aerial vehicle is provided, comprising: determining a flight plan airspace of the aerial vehicle and candidate emergency landing site grids in the flight plan airspace according to preset basic data; performing control airspace screening on the candidate emergency landing site grids; calculating an emergency landing risk value of the candidate emergency landing site grids after the control airspace screening to determine a first emergency landing area of the aerial vehicle; and determining an emergency landing site of the aerial vehicle based on the flight plan airspace and the first emergency landing area.

[0005] According to some embodiments, the basic data includes a flight plan of the aerial vehicle and a corresponding airspace type; and determining the flight plan airspace of the aerial vehicle and the candidate emergency landing site grids in the flight plan airspace according to the preset basic data comprises: determining the flight plan airspace by a preset airspace calculation rule based on the flight plan and the airspace type.

[0006] According to some embodiments, the basic data further includes a product category of the aerial vehicle; and determining the flight plan airspace of the aerial vehicle and the candidate emergency landing site grids in the flight plan airspace according to the preset basic data further comprises: determining corresponding landing and takeoff areas, final approach and takeoff areas, and safety areas of the aerial vehicle according to the product category; and determining the candidate emergency landing site grids in the flight plan airspace according to the landing and takeoff areas and the final approach and takeoff areas.

[0007] According to some embodiments, the basic data includes control airspace information; and performing control airspace screening on the candidate emergency landing site grids comprises: determining control airspace grids in the flight plan airspace according to the control airspace information; determining whether the candidate emergency landing site grids intersect with the control airspace grids; and filtering out the candidate emergency landing site grids intersecting with the control airspace grids.

[0008] According to some embodiments, the basic data comprises geographical environment information and population density information; and the calculating of the reserve risk value of the candidate reserve point grid screened through the regulated airspace to determine the first reserve area of the aircraft comprises: calculating a geographical environment impact index of the candidate reserve point grid according to the geographical environment information; calculating a population density impact index of the candidate reserve point grid according to the population density information; and calculating the reserve risk value through the geographical environment impact index and the population density impact index to determine the first reserve area of the aircraft.

[0009] According to some embodiments, the geographical environment impact index comprises a terrain complexity index; and the calculating of the geographical environment impact index of the candidate reserve point grid according to the geographical environment information comprises: obtaining the slope, roughness and undulation of the candidate reserve point grid according to the geographical environment information, and performing normalization processing on the slope, roughness and undulation of the candidate reserve point grid; and performing weighted fusion on the normalized slope, roughness and undulation to obtain the terrain complexity index of the candidate reserve point grid.

[0010] According to some embodiments, the geographical environment impact index comprises an approach obstacle index; and the calculating of the geographical environment impact index of the candidate reserve point grid according to the geographical environment information comprises: obtaining a ground obstacle region corresponding to the flight plan airspace according to the geographical environment information; calculating the horizontal distance between the boundary of the candidate reserve point grid and the ground obstacle region; and calculating the approach obstacle index of the candidate reserve point grid according to the horizontal distance between the boundary of the candidate reserve point grid and the ground obstacle region and a preset first safety threshold.

[0011] According to some embodiments, the geographical environment impact index comprises an approach electromagnetic wave index; and the calculating of the geographical environment impact index of the candidate reserve point grid according to the geographical environment information comprises: obtaining an electromagnetic wave interference region corresponding to the flight plan airspace according to the geographical environment information; calculating the horizontal distance between the boundary of the candidate reserve point grid and the electromagnetic wave interference region; and calculating the approach electromagnetic wave index of the candidate reserve point grid according to the horizontal distance between the boundary of the candidate reserve point grid and the electromagnetic wave interference region and a preset second safety threshold.

[0012] According to some embodiments, the geographical environment impact index comprises a wind speed risk index; and the calculating of the geographical environment impact index of the candidate reserve point grid according to the geographical environment information comprises: obtaining a wind speed value of the current period in the flight plan airspace according to the geographical environment information; and calculating the wind speed risk index of the candidate reserve point grid according to the wind speed value and a preset third safety threshold.

[0013] According to some embodiments, the population density influence index of the candidate emergency landing point grid is calculated according to the population density information, including: obtaining a population distribution area in a preset population density range in the flight plan airspace according to the population density information; calculating a horizontal distance between a boundary of the candidate emergency landing point grid and the population distribution area; and calculating the population density influence index of the candidate emergency landing point grid according to the horizontal distance between the boundary of the candidate emergency landing point grid and the population distribution area and a preset fourth safety threshold.

[0014] According to some embodiments, the emergency landing risk value is calculated by the geographical environment influence index and the population density influence index to determine the first emergency landing area of the aircraft, including: obtaining preset weights corresponding to the geographical environment influence index and the population density influence index respectively; calculating the emergency landing risk value according to the geographical environment influence index, the population density influence index and the preset weights; and determining the first emergency landing area in the candidate emergency landing point grid based on the emergency landing risk value.

[0015] According to some embodiments, the emergency landing point of the aircraft is determined based on the flight plan airspace and the first emergency landing area, including: obtaining the type of the flight plan airspace and the product category of the aircraft based on the basic data; determining a second emergency landing area in the first emergency landing area according to the type of the flight plan airspace; and determining a preset number of emergency landing points in the flight plan airspace and / or the second emergency landing area according to the product category of the aircraft.

[0016] According to some embodiments, the type of the flight plan airspace includes a route airspace and a non-route airspace; and the second emergency landing area is determined in the first emergency landing area according to the type of the flight plan airspace, including: in a case where the type of the flight plan airspace is the route airspace, the first emergency landing area is filtered according to a preset emergency landing reach range of the aircraft, and the filtering result is taken as the second emergency landing area; and in a case where the type of the flight plan airspace is the non-route airspace, the first emergency landing area is directly taken as the second emergency landing area.

[0017] According to some embodiments, the preset number of emergency landing points are determined in the flight plan airspace and / or the second emergency landing area according to the product category of the aircraft, including: obtaining available public takeoff and landing sites in the flight plan airspace and the product category of the aircraft; in a case where the aircraft is a first category aircraft, a preset number of emergency landing points are determined in the available public takeoff and landing sites and / or the second emergency landing area; and in a case where the aircraft is a second category aircraft, a preset number of emergency landing points are determined in the second emergency landing area.

[0018] According to an aspect of the present application, a determination device of an emergency landing point of an aircraft is provided, comprising: a first execution module configured to determine a flight plan airspace of the aircraft and a candidate emergency landing point grid in the flight plan airspace according to preset basic data; a second execution module configured to perform a control airspace screening on the candidate emergency landing point grid; a third execution module configured to calculate an emergency landing risk value of the candidate emergency landing point grid after the control airspace screening to determine a first emergency landing area of the aircraft; and a fourth execution module configured to determine an emergency landing point of the aircraft based on the flight plan airspace and the first emergency landing area.

[0019] According to an aspect of the present application, an electronic device is provided, comprising: one or more processors; a storage device configured to store one or more programs; and when the one or more programs are executed by the one or more processors, the one or more processors implement the method as described above.

[0020] According to an aspect of the present application, a computer readable storage medium is provided, which stores a computer program or instructions, and the computer program or instructions are executed by a processor to implement the method as described above.

[0021] According to the embodiments of the present application, a plurality of reasonable emergency landing points can be automatically generated according to the flight plan of the aircraft and the aircraft itself, flight area geographic information, and surrounding infrastructure distribution, etc., to provide safe and reliable landing options for the aircraft in case of unexpected situations during flight, and to ensure the successful completion of the aircraft flight mission and equipment safety.

[0022] It should be understood that the above general description and the following detailed description are only exemplary and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application.

[0024] Figure 1 A flow chart of a determination method of an emergency landing point of an aircraft according to an example embodiment of the present application is shown.

[0025] Figure 2 A candidate emergency landing point grid diagram according to an example embodiment of the present application is shown.

[0026] Figure 3 A schematic diagram of a determination device of an emergency landing point of an aircraft according to an example embodiment of the present application is shown.

[0027] Figure 4 A block diagram of an electronic device according to an example embodiment of the present application is shown. DETAILED DESCRIPTION

[0028] Example embodiments now will be described more fully hereinafter with reference to the accompanying drawings. Example embodiments, however, can be implemented in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the example embodiments to those skilled in the art. Like reference numerals refer to like elements throughout the several views.

[0029] The described features, structures, or characteristics can be combined in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the application. One skilled in the relevant art will recognize, however, that the application can be practiced without one or more of the specific details, or with other methods, components, materials, and so forth. In other instances, well-known structures, methods, devices, materials, and so forth have not been described in detail in order to avoid obscuring aspects of the application.

[0030] The flow diagrams depicted herein are examples only and are not meant to limit the scope of the application. The flow diagrams can not include all the steps that can be necessary for the practice of the application. For example, one or more of the steps can be performed in a different order than shown or can be performed concurrently. Additionally, one or more of the steps can be omitted or combined. The flow diagrams can also include additional steps that are not depicted.

[0031] The terms "first", "second", "third", etc., in the specification and claims and the above drawings are used to distinguish between similar objects, and are not used to describe a particular order. In addition, the terms "comprise", "comprising", "have", "having", "include", "including", and "contain", "containing" and any variations thereof are intended to cover a non-exclusive inclusion. For example, a process, method, system, product, or device that comprises a list of steps or units is not limited to the listed steps or units, but can optionally further include other steps or units not listed, or can optionally further include other steps or units inherent to such a process, method, system, product, or device.

[0032] The application provides a method, device, equipment and storage medium for determining an alternate landing point of an aircraft, which can automatically generate a plurality of reasonable alternate landing points to ensure the successful completion of the flight task of the aircraft and the safety of the equipment.

[0033] A method, device, equipment and storage medium for determining an alternate landing point of an aircraft according to an embodiment of the application will be described in detail below with reference to the accompanying drawings.

[0034] Figure 1 A flow diagram of a method for determining an alternate landing point of an aircraft according to an example embodiment of the application is shown.

[0035] As Figure 1As shown, in step S100, the flight plan airspace of the aircraft and the grid of alternative landing points in the flight plan airspace are determined based on preset basic data.

[0036] For example, in step S100, the alternate landing point determination device (hereinafter referred to as the determination device) determines the grid of candidate alternate landing points based on the aircraft's flight plan and its corresponding airspace type in the basic data.

[0037] The device determines the flight plans of aircraft and their corresponding airspace types from the preset basic data.

[0038] According to some embodiments, an aircraft's flight plan includes the aircraft's flight route and planned flight time. The airspace type corresponding to the flight plan includes route airspace and non-route airspace. Non-route airspace includes polygonal airspace and circular airspace.

[0039] Based on the aircraft's flight plan and its corresponding airspace type, the determining device determines the aircraft's flight plan airspace through preset airspace calculation rules.

[0040] For example, if the airspace type of the flight plan is route airspace, the determining device calculates the minimum enclosing quadrilateral corresponding to all vertex positions in the aircraft's route, and extends 50 meters around this minimum enclosing quadrilateral. The determining device uses this minimum enclosing quadrilateral and its extended area as the range of the route airspace.

[0041] For example, if the airspace type of the flight plan is polygonal airspace or circular airspace, the determining device determines the range of the polygonal airspace or the range of the circular airspace based on the flight plan.

[0042] The device determines the aircraft product category from the preset basic data and uses this to determine the corresponding landing and departure areas, final approach and takeoff areas, and safety zones for the aircraft.

[0043] According to some embodiments, aircraft product categories include micro aircraft, light aircraft, small aircraft, medium aircraft, large aircraft, and agricultural aircraft. The control dimensions differ between these different categories of aircraft.

[0044] According to some embodiments, the determining device determines the corresponding Touchdown and Lift-off Area (TLOF), Final Approach and Take-off Area (FATO), and Safety Area (SA) based on the current aircraft's product category.

[0045] like Figure 2As shown, assuming the current control dimension of the aircraft is D, the determining device sets the TLOF region to be a circular or square region capable of incorporating at least a circle with a diameter of 1.0D. The TLOF region is located within the FATO region, and the distance from the center of the TLOF region to the boundary of the FATO region is greater than or equal to 1.0D. Furthermore, the determining device sets an SA region around the FATO region, and the distance from the boundary of the SA region to the boundary of the FATO region should be greater than or equal to 0.5D or greater than or equal to 5 meters.

[0046] Based on the landing and departure areas, as well as the final approach and takeoff areas, the determination device identifies a grid of alternative landing sites within the planned flight airspace.

[0047] According to some embodiments, such as Figure 2 As shown, the determining device determines the grid of candidate alternate landing points for the current aircraft based on the pre-defined touchdown and departure areas, as well as the final approach and takeoff areas. The flight plan airspace of the current aircraft may contain multiple such... Figure 2 The grid of candidate alternate landing points is shown.

[0048] In step S200, the grid of alternative landing points to be selected is screened for controlled airspace.

[0049] For example, in step S200, the determining device performs airspace screening on the grid of candidate alternate landing points based on the airspace information in the preset basic data.

[0050] The device determines the controlled airspace information obtained from the preset basic data.

[0051] According to some implementations, controlled airspace includes types such as special areas, airport areas, border areas, classified areas, important facilities and dangerous goods areas, public infrastructure areas, electromagnetic environment protection areas, and historical and cultural relic protection areas.

[0052] According to some embodiments, the controlled airspace information also includes temporary controlled airspace information. This temporary controlled airspace information can be obtained by comparing the estimated flight time of the current aircraft's flight plan with the effective time of the temporary controlled airspace.

[0053] Based on the controlled airspace information, the device determines the controlled airspace grid within the flight plan airspace.

[0054] According to some embodiments, the area boundaries of different types of controlled airspace are different. The determining device acquires the controlled airspace grid within the flight plan airspace of the aircraft.

[0055] The device determines whether the candidate alternate landing point grid intersects with the controlled airspace grid and filters out candidate alternate landing point grids that intersect with the controlled airspace grid.

[0056] According to some embodiments, in the flight plan airspace of an aircraft, the determining device confirms whether there is an intersection between the candidate alternate landing point grid and the controlled airspace grid. If any candidate alternate landing point grid in the flight plan airspace intersects with the controlled airspace grid, the determining device removes this candidate alternate landing point grid from the flight plan airspace.

[0057] In step S300, the diversion risk value of the candidate diversion point grid screened by controlled airspace is calculated to determine the first diversion area for the aircraft.

[0058] For example, in step S300, based on the geographical environment information and population density information in the preset basic data, the device calculates the diversion risk value of the candidate diversion point grid after being screened by controlled airspace, so as to determine the first diversion area of ​​the aircraft.

[0059] The device determines the geographic environment information obtained from the preset basic data.

[0060] According to some embodiments, the geographic environment information includes the terrain environment, obstacle environment, electromagnetic environment, and wind speed and force corresponding to the flight plan airspace.

[0061] Based on geographical information, the device calculates the geographical environmental impact index of the candidate alternate landing point grid selected through controlled airspace. This geographical environmental impact index includes the terrain complexity index, approach obstacle index, approach electromagnetic wave index, and wind speed risk index.

[0062] According to some embodiments, the determining device obtains the slope, roughness, and undulation of the candidate alternate landing point grid through the terrain environment corresponding to the flight plan airspace, and normalizes the slope, roughness, and undulation. Then, the determining device performs a weighted fusion of the normalized slope, roughness, and undulation to obtain the terrain complexity index of the candidate alternate landing point grid. The terrain complexity index is constrained within the range [0,1].

[0063] According to some embodiments, the determining device obtains the ground obstacle region corresponding to the flight plan airspace through the obstacle environment corresponding to the flight plan airspace. Then, the determining device calculates the horizontal distance between the boundary of the candidate alternate landing point grid and the ground obstacle region, and uses this distance, along with a preset first safety threshold, to calculate the approach obstacle index of the candidate alternate landing point grid. The first safety threshold is as follows: Figure 2 The safe zone shown has the approach obstacle index constrained within the [0,1] interval.

[0064] According to some embodiments, the approach obstacle index can be expressed by the following formula.

[0065]

[0066] Where d1 is the minimum horizontal distance between the boundary of the candidate alternate landing point grid and the ground obstacle area. If the boundary of the candidate alternate landing point grid intersects with the ground obstacle area, then d1 is a negative number. S1 is the first safety threshold, which can be set according to the aircraft product category. For example, the first safety threshold for micro and light aircraft can be set to 1m, for small aircraft to 2m, for medium and agricultural aircraft to 5m, and for large aircraft to 10m.

[0067] According to some embodiments, the determining device obtains the electromagnetic interference area corresponding to the flight plan airspace through the electromagnetic environment corresponding to the flight plan airspace. Then, the determining device calculates the horizontal distance between the boundary of the candidate alternate landing point grid and the electromagnetic interference area, and uses this distance, along with a preset second safety threshold, to calculate the approach electromagnetic index of the candidate alternate landing point grid. The second safety threshold is as follows: Figure 2 The safety zone shown has the approach electromagnetic index constrained within the [0,1] interval.

[0068] According to some embodiments, the determining device extends the boundary of the electromagnetic interference area acquired through the electromagnetic environment corresponding to the flight plan airspace by 100 meters to form a new boundary of the electromagnetic interference area. The determining device calculates the approach electromagnetic index using the horizontal distance between the boundary of the candidate alternate landing point grid and the new boundary of the electromagnetic interference area, and a second safety threshold. The approach electromagnetic index can be expressed by the following formula.

[0069]

[0070] Where d2 is the minimum horizontal distance between the boundary of the candidate alternate landing point grid and the new boundary of the electromagnetic interference area. If the boundary of the candidate alternate landing point grid intersects with the electromagnetic interference area, then d2 is a negative number. S2 is the second safety threshold, which can be set according to the aircraft product category. For example, the second safety threshold can be set to 1m for micro and light aircraft, 2m for small aircraft, 5m for medium and agricultural aircraft, and 10m for large aircraft.

[0071] According to some embodiments, the determining device obtains the wind speed value of the flight plan airspace during the current time period by measuring the wind speed and force of the wind during the current time period. Then, the determining device calculates the wind speed risk index of the candidate alternate landing point grid based on the wind speed value and a preset third safety threshold. The wind speed risk index is constrained within the range [0,1].

[0072] According to some implementation examples, the wind speed risk index can be expressed by the following formula.

[0073]

[0074] Among them, W max This represents the maximum wind speed value of the candidate alternate landing point grid during the current time period. S3 is the third safety threshold, used to ensure the safe landing of aircraft. It can be set according to the aircraft's product category and the wind speed corresponding to the maximum takeoff and landing phase wind resistance in the test standard. For example, the third safety threshold can be set to 5.4 m / s for micro and light aircraft, 7.9 m / s for small aircraft, 10.7 m / s for medium-sized aircraft, 13.8 m / s for large aircraft, and 5.4 m / s for agricultural aircraft.

[0075] The device determines the population density information obtained from the preset basic data.

[0076] Based on population density information, the device calculates the population density impact index of the candidate alternative landing point grid.

[0077] According to some embodiments, the determining device obtains population distribution areas within a preset population density range in the planned flight airspace using population density information. Furthermore, the determining device calculates the horizontal distance between the boundary of the candidate alternate landing point grid and areas with different population densities within the population distribution area, and uses this distance, along with a preset fourth safety threshold, to calculate the population density impact index of the candidate alternate landing point grid. The areas with different population densities can be divided into high-density areas, medium-density areas, and low-density areas according to preset rules, and the fourth safety threshold is as follows: Figure 2 The safety zone shown has its population density impact index constrained within the range of [0,1].

[0078] According to some implementation methods, the population density impact index can be expressed by the following formula.

[0079]

[0080] Where d4 is the minimum horizontal distance between the boundary of the candidate alternate landing point grid and the medium-density area in the population distribution area. If the boundary of the candidate alternate landing point grid intersects with the medium-density area, then d4 is a negative number. S4 is the fourth safety threshold, which can be set according to the aircraft product category. For example, the fourth safety threshold can be set to 1m for micro and light aircraft, 2m for small aircraft, 5m for medium and agricultural aircraft, and 10m for large aircraft.

[0081] The device acquires preset weights for the geographical environment impact index and the population density impact index, respectively.

[0082] According to some embodiments, the preset weights can be set according to preset core objectives for aircraft landing. These core objectives include personnel safety and environmental adaptation, with personnel safety having a higher priority than environmental adaptation.

[0083] According to some embodiments, the weights corresponding to the geographical environment impact index and the population density impact index can be calculated using a consistent matrix. For example, the terrain complexity index is 0.14, the approach obstacle index is 0.24, the approach electromagnetic wave index is 0.04, the wind speed risk index is 0.09, and the population density impact index is 0.49.

[0084] The device determines the alternative landing risk value of the candidate alternative landing point grid based on the weights corresponding to the geographical environment impact index and the population density impact index.

[0085] According to some embodiments, the alternate landing risk value f(a) of the candidate alternate landing point grid can be expressed by the following formula.

[0086]

[0087] Among them, E i P represents the index scores corresponding to the geographical environment impact index and the population density impact index, respectively. i The values ​​of f(a) represent the weights of the geographical environment impact index and the population density impact index, respectively, and the value of f(a) is in the range [0,1].

[0088] Based on the diversion risk value, the determination device identifies the first diversion area for the aircraft in the grid of candidate diversion points.

[0089] According to some embodiments, the determining device can sort the candidate alternate landing point grids according to their alternate landing risk values. The higher the alternate landing risk value, the higher the aircraft alternate landing safety risk corresponding to that candidate alternate landing point grid. The determining device can identify a preset number of first alternate landing areas from the sorted candidate alternate landing point grids.

[0090] In step S400, the alternate landing point of the aircraft is determined based on the flight plan airspace and the first alternate landing area.

[0091] For example, in step S400, the determining device determines a second alternate landing area in the first alternate landing area based on the type of the flight plan airspace, and determines the alternate landing point of the aircraft in the flight plan airspace and / or the second alternate landing area based on the aircraft's product category.

[0092] When the type of flight plan airspace is route airspace, the determining device screens the first alternate landing area of ​​the aircraft based on the preset emergency reachability range of the aircraft, and uses the screening result as the second alternate landing area of ​​the aircraft.

[0093] According to some embodiments, the determining device first acquires the emergency response time corresponding to different categories of aircraft. The emergency response time corresponding to an aircraft can be set based on the time when the aircraft is triggered to land due to low battery, for example, 10%-15% of the aircraft's maximum endurance.

[0094] Furthermore, the device determines the diameter of the emergency reachable range of an aircraft based on the product of the average speed of different types of aircraft and the emergency response time, and uses this to screen the first alternate landing area.

[0095] According to some embodiments, the device determines whether to widen the route along the flight path with a diameter of an emergency reachable range to both sides, and determines whether the widened area intersects with the first alternate landing area. If they intersect, the device determines that the intersection of the widened area and the first alternate landing area is the second alternate landing area.

[0096] When the type of airspace in the flight plan is non-route airspace, the determination device directly uses the aircraft's first alternate landing area as the second alternate landing area.

[0097] The device determines the available public take-off and landing sites in the flight plan airspace from the preset basic data.

[0098] According to some embodiments, the determining device first obtains the common take-off and landing fields and their operating times in the flight plan airspace from the basic data, and determines whether there is any overlap between the operating time of the common take-off and landing field and the flight time corresponding to the flight plan. If there is an overlap, the determining device determines that the common take-off and landing field is an available common take-off and landing field. The flight time corresponding to the flight plan can be obtained based on the expected start time and expected end time of the flight plan.

[0099] In the case of a Category 1 aircraft, the determining device identifies a predetermined number of alternate landing points in available public take-off and landing fields and / or second alternate landing areas.

[0100] According to some embodiments, the first category of aircraft may be large aircraft within the product category of aircraft. The determining device first determines whether there are available public take-off and landing fields in the current flight plan airspace. If there are, the determining device identifies the available public take-off and landing field as an alternate landing point for the aircraft, and removes airspace extending outward by twice the range of the available public take-off and landing field within the flight plan airspace, so as to continue to screen available public take-off and landing fields in the remaining flight plan airspace until a preset number of alternate landing points are reached or there is no spare area within the flight plan airspace.

[0101] Furthermore, if there are no available public take-off and landing fields in the current flight plan airspace or the number of available public take-off and landing fields as alternate landing points does not reach the preset number, the determining device determines the alternate landing point of the aircraft in the second alternate landing area in order of alternate landing risk value from low to high, until the number of alternate landing points reaches the preset number.

[0102] According to some embodiments, the determining device determines the alternate landing points of aircraft one by one in the second alternate landing area in order of alternate landing risk value from low to high, and removes the determined alternate landing points within the flight plan airspace and extends the airspace outward by 2 times the range, so as to continue to confirm the alternate landing points of aircraft in the remaining flight plan airspace.

[0103] In the case of a Category 2 aircraft, the determining device identifies a predetermined number of alternate landing points in the second alternate landing area.

[0104] According to some embodiments, the second category of aircraft can be any category of aircraft other than large aircraft within the aircraft product category. The determining device directly determines the alternate landing points of the aircraft in the second alternate landing area in ascending order of alternate landing risk value until the number of alternate landing points reaches a preset number.

[0105] According to some embodiments, the determining device generates a list of a preset number (e.g., 5) of alternate landing points for the user to select.

[0106] According to the embodiments of this application, multiple reasonable alternate landing points can be automatically generated, providing a safe and reliable landing option for aircraft when encountering emergencies during flight, and ensuring the smooth completion of aircraft flight missions.

[0107] Figure 3 A schematic diagram of an apparatus for determining an alternate landing point for an aircraft according to an example embodiment of this application is shown.

[0108] like Figure 3 As shown, the determining device 100 includes a first execution module 110, a second execution module 120, a third execution module 130, and a fourth execution module 140.

[0109] The first execution module 110 obtains the aircraft's flight plan and its corresponding airspace type from the preset basic data.

[0110] Based on the aircraft's flight plan and its corresponding airspace type, the first execution module 110 determines the aircraft's flight plan airspace through preset airspace calculation rules.

[0111] The first execution module 110 obtains the aircraft product category from the preset basic data and uses it to determine the corresponding landing and departure areas, final approach and takeoff areas, and safety areas for the aircraft.

[0112] Based on the landing and departure areas, the final approach and takeoff areas, and the safety zone, the first execution module 110 determines the grid of candidate alternate landing points in the flight plan airspace.

[0113] The second execution module 120 acquires the controlled airspace information from the preset basic data.

[0114] Based on the controlled airspace information, the second execution module 120 determines the controlled airspace grid in the flight plan airspace.

[0115] The second execution module 120 determines whether the candidate alternate landing point grid intersects with the controlled airspace grid, and filters out candidate alternate landing point grids that intersect with the controlled airspace grid.

[0116] The third execution module 130 acquires the geographic environment information from the preset basic data and calculates the geographic environment impact index of the candidate alternate landing point grid after being screened by controlled airspace based on the geographic environment information.

[0117] The third execution module 130 obtains population density information from the preset basic data and calculates the population density impact index of the candidate alternative landing point grid based on the population density information.

[0118] The third execution module 130 obtains the preset weights corresponding to the geographical environment impact index and the population density impact index, and uses them to calculate the alternative landing risk value of the candidate alternative landing point grid.

[0119] Based on the diversion risk value, the third execution module 130 determines the first diversion area for the aircraft in the grid of candidate diversion points.

[0120] When the type of flight plan airspace is route airspace, the fourth execution module 140 filters the first alternate landing area of ​​the aircraft according to the preset emergency reachability range of the aircraft, and uses the screening result as the second alternate landing area of ​​the aircraft.

[0121] When the type of flight plan airspace is non-route airspace, the fourth execution module 140 directly uses the aircraft's first alternate landing area as the second alternate landing area.

[0122] The fourth execution module 140 obtains available public take-off and landing sites in the flight plan airspace from the preset basic data.

[0123] In the case of an aircraft classified as a Category 1 aircraft, the fourth execution module 140 determines a preset number of alternate landing points in the available public take-off and landing fields and / or the second alternate landing area.

[0124] In the case of a Category 2 aircraft, the fourth execution module 140 determines a preset number of alternate landing points in the second alternate landing area.

[0125] Figure 4 A block diagram of an electronic device according to an example embodiment of this application is shown.

[0126] like Figure 4 As shown, the electronic device 600 is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0127] like Figure 4 As shown, the electronic device 600 is manifested in the form of a general-purpose computing device. The components of the electronic device 600 may include, but are not limited to: at least one processing unit 610, at least one storage unit 620, a bus 630 connecting different system components (including the storage unit 620 and the processing unit 610), a display unit 640, etc. The storage unit stores program code, which can be executed by the processing unit 610, causing the processing unit 610 to perform the methods described in this specification according to the various exemplary embodiments of this application. For example, the processing unit 610 can perform, for example... Figure 1 The method shown.

[0128] Storage unit 620 may include a readable medium in the form of a volatile storage unit, such as random access memory (RAM) 6201 and / or cache memory 6202, and may further include a read-only memory (ROM) 6203.

[0129] Storage unit 620 may also include a program / utility 6204 having a set (at least one) program module 6205, such program module 6205 including but not limited to: operating system, one or more application programs, other program modules and program data, each or some combination of these examples may include an implementation of a network environment.

[0130] Bus 630 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0131] Electronic device 600 can also communicate with one or more external devices 700 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 600, and / or with any device that enables electronic device 600 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 650. Furthermore, electronic device 600 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 660. Network adapter 660 can communicate with other modules of electronic device 600 via bus 630. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 600, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0132] Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. The technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, mobile terminal, or network device, etc.) to execute the methods according to the embodiments of this application.

[0133] Software products may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example,, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: electrical connections with one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0134] Computer-readable storage media may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A readable storage medium may also be any readable medium other than a readable storage medium that can transmit, propagate, or transfer a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the readable storage medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0135] Program code for performing the operations of this application can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0136] The aforementioned computer-readable medium carries one or more programs, which, when executed by a device, cause the computer-readable medium to perform the aforementioned functions.

[0137] Those skilled in the art will understand that the above modules can be distributed in the device as described in the embodiments, or they can be modified accordingly and placed in one or more devices that are unique to this embodiment. The modules in the above embodiments can be combined into one module, or they can be further divided into multiple sub-modules.

[0138] The embodiments of this application have been described in detail above. These descriptions are solely for the purpose of helping to understand the method and core ideas of this application. Furthermore, any changes or modifications made by those skilled in the art based on the ideas of this application, its specific implementation methods, and its application scope, are all within the scope of protection of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for determining an alternate landing point for an aircraft, characterized in that, include: Based on preset basic data, determine the flight plan airspace of the aircraft and the grid of alternative landing points in the flight plan airspace; The selected alternative landing point grid is then filtered for controlled airspace. Calculate the diversion risk value of the candidate diversion point grid after screening by controlled airspace to determine the first diversion area of ​​the aircraft; Based on the flight plan airspace and the first alternate landing area, the alternate landing point of the aircraft is determined.

2. The method according to claim 1, characterized in that, The basic data includes the aircraft's flight plan and its corresponding airspace type; Based on preset basic data, the flight plan airspace of the aircraft and the grid of candidate alternate landing points within the flight plan airspace are determined, including: Based on the flight plan and the airspace type, the airspace for the flight plan is determined using preset airspace calculation rules.

3. The method according to claim 2, characterized in that, The basic data also includes the product category of the aircraft; Based on preset basic data, the flight plan airspace of the aircraft and the grid of candidate alternate landing points within the flight plan airspace are determined, including: Based on the product category, determine the corresponding landing and departure areas, final approach and takeoff areas, and safety areas for the aircraft; The grid of candidate alternate landing points is determined in the flight plan airspace based on the grounding and departure areas and the final approach and takeoff areas.

4. The method according to claim 1, characterized in that, The basic data includes controlled airspace information; The controlled airspace screening of the candidate alternate landing point grid includes: Based on the controlled airspace information, determine the controlled airspace grid within the flight plan airspace; Determine whether the grid of candidate alternate landing points intersects with the grid of controlled airspace; Filter out candidate alternate landing point grids that intersect with the controlled airspace grid.

5. The method according to claim 1, characterized in that, The basic data includes geographic environment information and population density information; Calculating the diversion risk value of the candidate diversion point grid screened by controlled airspace to determine the first diversion area for the aircraft includes: Based on the aforementioned geographical environment information, calculate the geographical environment impact index of the candidate alternative landing point grid; Based on the population density information, calculate the population density impact index of the candidate alternative landing point grid; The diversion risk value is calculated using the geographical environment impact index and the population density impact index to determine the first diversion area for the aircraft.

6. The method according to claim 5, characterized in that, The diversion risk value is calculated using the geographical environment impact index and the population density impact index to determine the first diversion area for the aircraft, including: Obtain the preset weights corresponding to the geographical environment impact index and the population density impact index, respectively; The alternate landing risk value is calculated based on the geographical environment impact index, the population density impact index, and the preset weights. Based on the alternate landing risk value, the first alternate landing area is determined in the grid of candidate alternate landing points.

7. The method according to claim 6, characterized in that, Based on the flight plan airspace and the first alternate landing area, the alternate landing point of the aircraft is determined, including: Based on the aforementioned basic data, the category of the flight plan airspace and the product category of the aircraft are obtained; Based on the type of airspace in the flight plan, a second alternate landing area is determined within the first alternate landing area; Based on the product category of the aircraft, a predetermined number of alternate landing points are determined in the flight plan airspace and / or the second alternate landing area.

8. A device for determining an alternate landing point for an aircraft, characterized in that, include: The first execution module is used to determine the flight plan airspace of the aircraft and the grid of alternative landing points in the flight plan airspace based on preset basic data. The second execution module is used to perform controlled airspace screening on the grid of candidate alternative landing points; The third execution module is used to calculate the diversion risk value of the candidate diversion point grid after screening by controlled airspace, so as to determine the first diversion area of ​​the aircraft. The fourth execution module is used to determine the alternate landing point of the aircraft based on the flight plan airspace and the first alternate landing area.

9. An electronic device, characterized in that, include: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, When the computer program or instructions are executed by a processor, they implement the method as described in any one of claims 1-7.

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