A method and device for constructing a route network, an electronic device, and a readable storage medium

Abstract

The application provides a method and device for constructing a route network, electronic equipment and a readable storage medium. An airspace to be planned is divided into at least one grid, and a grid risk value of each grid is determined. At least one start-end grid pair is determined based on start grid requirements, end grid requirements and preset start-end grid selection constraints. For each start-end grid pair, at least one target candidate path corresponding to the start-end grid pair is selected based on a risk cost corresponding to each candidate path corresponding to the start-end grid pair. A plurality of candidate path segments and a maximum traffic capacity corresponding to each candidate path segment are determined. At least one target route path is constructed based on the determined plurality of target candidate paths, the maximum traffic capacity corresponding to each candidate path segment and route network planning constraints. The route network is constructed based on the constructed at least one target route path. In this way, the accuracy of route network construction can be improved.

Description

Technical Field

[0001] This application relates to the field of air traffic technology, and in particular to methods, apparatus, electronic devices and readable storage media for constructing airway networks. Background Technology

[0002] The airway network is a collective term for airways and waypoints within airspace. All air vehicles flying within the airspace need to fly along these airways, so the construction of the airway network is an important part of ensuring the normal flight of flights or drones. At the same time, in order to install corresponding monitoring equipment to monitor the airways, the airway network can also be used as a basis for more accurate positioning.

[0003] In related technologies, the establishment of airway networks generally relies on the experience of professionals, which results in relatively low efficiency. At the same time, it cannot be guaranteed that the constructed airway network is optimal. How to accurately establish an accurate airway network is an urgent problem to be solved. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a method, apparatus, electronic device, and readable storage medium for constructing an airway network. This method involves dividing the airspace to be planned into grids, determining the target risk cost of each path corresponding to the starting and ending grids based on the grid risk value of each grid in the starting and ending grids, and then selecting at least one target candidate path corresponding to each starting and ending grid pair. Based on each target candidate path, at least one candidate segment and the maximum capacity corresponding to each candidate segment are determined. Finally, by combining the maximum capacity of the determined candidate segments, at least one target airway path that meets the airway network planning constraints is determined and constructed to obtain the airway network. This method, by considering the capacity of waiting segments and the airway network planning constraints, ensures that the constructed airway network is the optimal airway network that meets the planning requirements, thereby improving the accuracy of airway network construction.

[0005] In a first aspect, embodiments of this application provide a method for constructing a route network, the method comprising:

[0006] The airspace to be planned is divided into at least one grid, and the available information and grid risk value of each grid are determined.

[0007] Based on the starting grid requirements, the ending grid requirements, and the preset starting and ending grid selection constraints, at least one starting grid and at least one ending grid are determined, and at least one starting and ending grid pair is determined.

[0008] For each start-endpoint grid pair, determine at least one grid that the start-endpoint grid passes through; and based on the grid risk value corresponding to each grid, determine the target risk cost for each path corresponding to the start-endpoint grid pair.

[0009] For each start-endpoint grid pair, based on the risk cost of each candidate path corresponding to the start-endpoint grid pair, at least one target candidate path corresponding to the start-endpoint grid pair is selected.

[0010] Determine multiple candidate road segments located in the multiple target candidate paths and the maximum traffic capacity corresponding to each candidate road segment;

[0011] Based on the identified multiple target candidate routes, the maximum capacity of each candidate route segment, and the constraints of the airway network planning, at least one target airway route is constructed, and an airway network is built based on the constructed target airway route.

[0012] In one possible implementation, determining at least one starting grid and at least one ending grid based on starting grid requirements, ending grid requirements, and preset starting and ending grid selection constraints includes:

[0013] Based on the starting point requirements and the ending point requirements, as well as the maximum flow of each grid in a preset time period, determine the number of starting grids and the number of ending grids.

[0014] Based on the starting position, and based on the distance of each grid cell from the starting point and the adjacency information between grid cells, at least one starting grid cell is selected as the starting grid cell.

[0015] Based on the endpoint location, and based on the distance of each grid cell from the endpoint and the adjacency information between grid cells, at least one endpoint grid cell is selected as the endpoint grid cell.

[0016] In one possible implementation, determining the target risk cost for each path corresponding to the start-end grid pair based on the grid risk value corresponding to each grid includes:

[0017] For each path, the first risk cost of the path is determined based on the sum of the distances to each grid cell traversed by the path and the grid risk value of each grid cell;

[0018] For each path, determine the Euclidean distance from the start point to the end point of the path, and determine at least one Euclidean distance grid that the Euclidean distance from the start point to the end point passes through.

[0019] For each path, the second risk cost of that path is determined based on the Euclidean distance of that path and the grid risk value of each Euclidean distance grid cell;

[0020] For each path, sum the first risk cost and the second risk cost corresponding to that path to determine the target risk cost.

[0021] In one possible implementation, the step of selecting at least one target candidate path corresponding to each start-endpoint grid pair based on the sum of risk costs for each candidate path corresponding to that start-endpoint grid pair includes:

[0022] For each start-endpoint grid pair, determine the first candidate path with the highest risk and cost among the multiple paths corresponding to that start-endpoint grid pair;

[0023] For each start-end grid pair, calculate the path similarity between each candidate path corresponding to the start-end grid pair and the first candidate path, and determine at least one second candidate path whose path similarity with the first candidate path is less than the path similarity threshold.

[0024] For each start-end grid pair, the first candidate path and the at least one second candidate path are determined as at least one target candidate path corresponding to the start-end grid pair.

[0025] In one possible implementation, the construction method further includes:

[0026] For each start-end point grid pair, check whether the number of target candidate paths corresponding to the start-end point grid pair is greater than a preset path number threshold.

[0027] If it is not greater than, for each start-end grid pair, continue to determine the candidate paths located in that start-end grid pair, and calculate the third wind direction cost of each revised candidate path based on the revised parameters;

[0028] For each start-end grid pair, the candidate paths are screened based on the sum of the third wind direction cost and the corresponding sum of the first risk cost for each candidate path, and at least one target candidate path is determined.

[0029] In one possible implementation, determining multiple candidate road segments located in the multiple target candidate paths includes:

[0030] For each target candidate path, at least one hop point located on the target candidate path is determined, and the line connecting two adjacent hop points is determined as the initial road segment;

[0031] For each target candidate path, based on the intersection information, overlap information, road segment traffic direction information, and traffic capacity of multiple initial road segments on the target candidate path, multiple initial road segments are deleted or merged to determine multiple candidate road segments corresponding to the target candidate path.

[0032] In one possible implementation, the maximum capacity corresponding to each candidate road segment is determined through the following steps:

[0033] For each candidate road segment, determine whether there exists a road segment with the same traffic direction as the candidate road segment and a road segment distance greater than a preset road segment distance threshold; if such a road segment exists, match the candidate road segment with the corresponding road segment.

[0034] For each unpaired candidate road segment, a search is performed outward in the vertical direction of the candidate road segment to determine at least one first grid cell passed before encountering an obstacle or a no-fly zone. The product of the number of grid cells in the first grid cell and the grid cell capacity corresponding to each first grid cell is determined as the maximum capacity corresponding to the candidate road segment.

[0035] For each paired candidate road segment, a search is performed outward in a direction away from the candidate road segment paired with it to determine at least one second grid that has passed before encountering an obstacle or a no-fly zone. The maximum capacity corresponding to the candidate road segment is determined by multiplying the number of grids in the second grid by the grid capacity corresponding to each second grid and adding the capacity allocated to the middle of the candidate road segment.

[0036] In one possible implementation, the construction of at least one target airway path based on the determined multiple target candidate paths, the maximum capacity corresponding to each candidate road segment, and airway network planning constraints includes:

[0037] For each target candidate path, determine the starting point and the ending point of the target candidate path, and determine at least one candidate road segment starting from the starting point and / or at least one first candidate road segment ending from the ending point.

[0038] Based on the multiple first candidate road segments corresponding to the multiple target candidate paths, at least one candidate road segment that is not adjacent to any other first candidate road segment is removed from the multiple first candidate road segments to determine at least one second candidate road segment;

[0039] Based on at least one second candidate road segment, at least one candidate path to be constructed is determined, which is composed of the at least one second candidate road segment;

[0040] The candidate routes to be constructed that have a capacity greater than the capacity of each origin-end grid pair are identified as the target airway routes to be constructed.

[0041] Secondly, embodiments of this application also provide an apparatus for constructing a route network, the apparatus comprising:

[0042] The grid division module is used to divide the airspace to be planned into at least one grid and determine the available information and grid risk value of each grid.

[0043] The start-end grid pair determination module is used to determine at least one start grid and at least one end grid based on the start grid requirements, end grid requirements and preset start-end grid selection constraints, and to determine at least one start-end grid pair.

[0044] The target risk cost determination module is used to determine, for each start-end grid pair, at least one grid that the start grid passes through to the end grid in the start-end grid pair; and based on the grid risk value corresponding to each grid, determine the target risk cost for each path corresponding to the start-end grid pair.

[0045] The candidate path determination module is used to select at least one target candidate path corresponding to each start-end point grid pair based on the risk cost of each candidate path corresponding to the start-end point grid pair.

[0046] The candidate road segment determination module is used to determine multiple candidate road segments located in the multiple target candidate paths and the maximum traffic capacity corresponding to each candidate road segment;

[0047] The route network construction module is used to construct at least one target route based on multiple determined target candidate routes, the maximum capacity corresponding to each candidate route segment, and route network planning constraints, and to construct a route network based on the constructed target route.

[0048] Thirdly, embodiments of this application also provide an electronic device, including: a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the steps of the route network construction method as described in any of the first aspects.

[0049] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the steps of the airway network construction method as described in any of the first aspects.

[0050] The airway network construction method, apparatus, electronic device, and readable storage medium provided in this application divide the airspace to be planned into at least one grid, and determine the availability information and grid risk value of each grid; based on the starting grid requirements, ending grid requirements, and preset starting and ending grid selection constraints, at least one starting grid and at least one ending grid are determined, and at least one starting and ending grid pair is determined; for each starting and ending grid pair, at least one grid passed from the starting grid to the ending grid in the starting and ending grid pair is determined; and based on the grid risk value corresponding to each grid, the grids connected to the starting and ending grids are determined. The target risk cost is summed for each path corresponding to a grid pair; for each origin-endpoint grid pair, based on the risk cost summed for each candidate path corresponding to that origin-endpoint grid pair, at least one target candidate path corresponding to that origin-endpoint grid pair is selected; multiple candidate road segments located in multiple target candidate paths and the maximum capacity corresponding to each candidate road segment are determined; based on the determined multiple target candidate paths, the maximum capacity corresponding to each candidate road segment, and the airway network planning constraints, at least one target airway path is constructed, and an airway network is constructed based on the constructed at least one target airway path. In this way, by dividing the airspace to be planned into grids, and based on the grid risk value of each grid in the starting and ending grids, the target risk cost of each path corresponding to the starting and ending grids is determined. Then, at least one target candidate path corresponding to the starting and ending grid pairs is selected. Based on each target candidate path, at least one candidate road segment and the maximum capacity corresponding to each candidate road segment are determined. Finally, by combining the maximum capacity of the determined candidate road segments, at least one target airway path that meets the constraints of airway network planning is determined and constructed to obtain the airway network. In this way, by considering the capacity of waiting segments and the constraints of airway network planning, the constructed airway network can be guaranteed to be the optimal airway network that meets the planning requirements, thereby improving the accuracy of airway network construction.

[0051] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0052] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0053] Figure 1A flowchart illustrating a method for constructing an airway network as provided in an embodiment of this application;

[0054] Figure 2 This is a schematic diagram of the selected starting point grid provided in the embodiments of this application;

[0055] Figure 3 This is a schematic diagram of an unselected start point grid provided in an embodiment of this application;

[0056] Figure 4 A schematic diagram of the structure of a route network construction device provided in an embodiment of this application;

[0057] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. Based on the embodiments of this application, every other embodiment obtained by those skilled in the art without inventive effort falls within the scope of protection of this application.

[0059] First, the applicable scenarios for this application will be introduced. This application can be applied to the field of air traffic technology.

[0060] The airway network is a collective term for airways and waypoints within airspace. All air vehicles flying within the airspace need to fly along these airways, so the construction of the airway network is an important part of ensuring the normal flight of flights or drones. At the same time, in order to install corresponding monitoring equipment to monitor the airways, the airway network can also be used as a basis for more accurate positioning.

[0061] In related technologies, the establishment of airway networks generally relies on the experience of professionals, which results in relatively low efficiency. At the same time, it cannot be guaranteed that the constructed airway network is optimal. How to accurately establish an accurate airway network is an urgent problem to be solved.

[0062] Based on this, embodiments of this application provide a method for constructing a route network to improve the accuracy of route network construction.

[0063] Please see Figure 1 , Figure 1This is a flowchart illustrating a method for constructing an airway network as provided in an embodiment of this application. Figure 1 As shown in the figure, the method for constructing a route network provided in this application includes:

[0064] S101. Divide the airspace to be planned into at least one grid and determine the available information and grid risk value for each grid.

[0065] S102. Based on the starting grid requirements, the ending grid requirements, and the preset starting and ending grid selection constraints, determine at least one starting grid and at least one ending grid, and determine at least one starting and ending grid pair.

[0066] S103. For each start-end grid pair, determine at least one grid that the start grid passes through to the end grid in the start-end grid pair; and based on the grid risk value corresponding to each grid, determine the target risk cost for each path corresponding to the start-end grid pair.

[0067] S104. For each start-endpoint grid pair, based on the risk cost of each candidate path corresponding to the start-endpoint grid pair, select at least one target candidate path corresponding to the start-endpoint grid pair.

[0068] S105. Determine multiple candidate road segments located in the multiple target candidate paths and the maximum traffic capacity corresponding to each candidate road segment.

[0069] S106. Based on the determined multiple target candidate routes, the maximum capacity corresponding to each candidate route segment, and the airway network planning constraints, construct at least one target airway route and build an airway network based on the constructed at least one target airway route.

[0070] This application provides a method for constructing an airway network. The method involves dividing the airspace to be planned into grids, determining the target risk cost of each path corresponding to the starting and ending grids based on the grid risk value of each grid, and then selecting at least one target candidate path corresponding to each starting and ending grid pair. Based on each target candidate path, at least one candidate road segment and the maximum capacity corresponding to each candidate road segment are determined. Finally, combining the maximum capacity of the determined candidate road segments, at least one target airway path that meets the airway network planning constraints is determined and constructed to obtain the airway network. This method, by considering the capacity of waiting segments and the airway network planning constraints, ensures that the constructed airway network is the optimal airway network that meets the planning requirements, thereby improving the accuracy of airway network construction.

[0071] The exemplary steps of the embodiments of this application are described below:

[0072] S101. Divide the airspace to be planned into at least one grid and determine the available information and grid risk value for each grid.

[0073] In this embodiment of the application, the airway network is a general term for airways and waypoints within the airspace. All air vehicles flying within the airspace need to fly along the airways. Therefore, the construction of the airway network is an important link to ensure the normal flight of flights or UAVs. At the same time, in order to install corresponding monitoring equipment to monitor the flight routes, the airway network can also be used as a basis for more accurate positioning.

[0074] In related technologies, the establishment of airway networks generally relies on the experience of professionals, which results in relatively low efficiency. At the same time, it cannot be guaranteed that the constructed airway network is optimal. How to accurately establish an accurate airway network is an urgent problem to be solved.

[0075] Based on this, the embodiments of this application divide the airspace to be planned into grids, and determine the target risk cost of each path corresponding to the starting grid and the ending grid based on the grid risk value of each grid in the starting grid and the ending grid. Then, at least one target candidate path corresponding to the starting grid and the ending grid is selected. Based on each target candidate path, at least one candidate road segment and the maximum capacity corresponding to each candidate road segment are determined. Finally, by combining the maximum capacity of the determined candidate road segments, at least one target airway path that meets the constraints of airway network planning is determined and constructed to obtain the airway network. In this way, by considering the capacity of waiting segments and the constraints of airway network planning, the airway network can be built to ensure that the constructed airway network is the optimal airway network that meets the planning requirements, thereby improving the accuracy of airway network construction.

[0076] In one possible implementation, when dividing the planned airspace into grids, the size of each grid cell can be a side length of... The grid is a square, and the side length of each grid can be determined based on the length and width data of the aircraft or drone to be flown. Different aircraft or drones have different grid side lengths, which can improve the accuracy of grid division in different situations.

[0077] For example, taking the scenario of planning a drone's flight over a planned airspace as an example, the side length of each grid cell can be determined using the following formula:

[0078] ;

[0079] in, This represents the side length of each grid cell after division. The length of the drone; The width of the drone; For the longitudinal flight deviation of the drone; This refers to the lateral flight deviation of the drone.

[0080] Furthermore, after dividing the airspace to be planned into at least one grid, it is necessary to determine the availability information of each grid. The availability information of each grid represents whether each grid is an obstacle grid or a usable grid. When it is determined that there is an obstacle in a grid, the grid is determined to be an obstacle grid.

[0081] For each grid cell, the available information of each grid cell can be represented by different values ​​based on the available information of each grid cell. For example, when a grid cell is determined to be an obstacle grid cell, the grid cell can be assigned a value of 1, and when a grid cell is determined to be a usable grid cell, the grid cell can be assigned a value of 0.

[0082] Furthermore, for each grid cell, it is also necessary to determine the risk value of the grid cell. The risk value of each grid cell can be determined by calculating the route confidence level. The higher the route confidence level, the better. The route confidence level is determined by a weighted average of three indicators: safety, reliability, and public acceptance.

[0083] Specifically, the route confidence level can be calculated using the following formula:

[0084] ;

[0085] Where α is the route confidence level; Different influencing factors; Let be the weight corresponding to the i-th influencing factor.

[0086] In one possible implementation, different influencing factors and their corresponding weight indicators can be identified for the aviation field. The confidence level of a flight route can be determined by consulting the flight route confidence level indicator weight table. For example, please refer to Table 1, which shows different influencing factors and their corresponding weight indicators.

[0087] Table 1 Weighting of Route Confidence Index

[0088]

[0089] Furthermore, after dividing the airspace to be partitioned into at least one grid and determining the available information and risk value of each grid, it is necessary to determine the starting point and ending point of the candidate path, as well as the grid positions corresponding to the starting point and ending point, and then perform subsequent path planning based on the grid positions corresponding to the starting point and ending point.

[0090] S102. Based on the starting grid requirements, the ending grid requirements, and the preset starting and ending grid selection constraints, determine at least one starting grid and at least one ending grid, and determine at least one starting and ending grid pair.

[0091] In one possible implementation, the start grid requirement and the end grid requirement refer to the number of grids that satisfy the start requirement at the start point, and the end grid requirement and the end grid requirement refer to the number of grids that satisfy the end requirement at the start point, thereby determining the grid positions corresponding to the start point and the end point.

[0092] Specifically, the step "determine at least one starting grid and at least one ending grid based on the starting grid requirements, the ending grid requirements, and preset starting and ending grid selection constraints" includes:

[0093] a1: Based on the starting point requirements and the ending point requirements, as well as the maximum flow of each grid in a preset time period, determine the number of starting grids and the number of ending grids.

[0094] a2: Based on the starting position, and based on the distance of each grid cell from the starting point and the adjacency information between grid cells, select at least one starting grid cell.

[0095] a3: Based on the endpoint location, and based on the distance of each grid cell from the endpoint and the adjacency information between grid cells, filter out at least one endpoint grid cell.

[0096] Here, the maximum flow rate of each grid in a preset time period can be the maximum flow rate that each grid can pass through per hour.

[0097] In one possible implementation, the number of starting grid cells can be determined using the following formula:

[0098] ;

[0099] in, The starting grid number; As a starting point requirement; The maximum flow rate that can pass through per hour is the starting point.

[0100] In another possible implementation, the number of endpoint grid cells can be determined using the following formula:

[0101] ;

[0102] in, The number of grid cells at the endpoint; For the end-point requirement; This represents the maximum flow rate that can pass through the destination per hour.

[0103] In one possible implementation, taking drones as an example, the starting point demand can characterize the number of drones that take off within a preset time period at the starting point; the ending point demand can characterize the number of drones that land within a preset time period at the ending point.

[0104] For example, if 100 drones need to take off at the starting point within one hour, and the maximum flow of each starting grid is 10 drones per hour, then 10 starting grids are required.

[0105] In one possible implementation, for the starting position, at least one starting grid needs to be selected based on the distance of each grid from the starting point and the adjacency information between grids in the preset starting and ending grid selection constraints; similarly, for the ending position, at least one ending grid needs to be selected based on the distance of each grid from the ending point and the adjacency information between grids in the preset starting and ending grid selection constraints.

[0106] Here, the preset start and end point grid selection constraints are used to ensure that the final selected start and end grids meet the grid filtering requirements. Specifically, the selected start grids are multiple grids within a preset distance from the start point location, and they are clustered together and not scattered. Similarly, the selected end grids are also multiple grids within a preset distance from the end point location, and they are clustered together and not scattered.

[0107] For example, please refer to Figure 2 as well as Figure 3 , Figure 2 This is a schematic diagram of the selected starting point grid provided in an embodiment of this application. Figure 3 This is a schematic diagram of an unselected start point grid provided in an embodiment of this application; as shown Figure 2 as well as Figure 3 As shown, the four selected starting grid cells are four grid cells clustered together, rather than four grid cells that are not connected and scattered.

[0108] In one possible implementation, the grid filtering conditions can be characterized by formulas (1)-(10), and finally the starting point and ending point grid filtering formulas (11) can be obtained.

[0109] ; (1)

[0110] (2)

[0111] ; (3)

[0112] ; (4)

[0113] ; (5)

[0114] ; (6)

[0115] ; (7)

[0116] (8)

[0117] (9)

[0118] ; (10)

[0119] (11)

[0120] in, The starting set; The final set; The set of grid cells contained at starting point h; Let k be the set of graticles contained at endpoint k; Let M be the set of neighboring grid cells of grid cell range h and grid cell i; M is a pre-defined, sufficiently large positive integer. The travel cost from grid i starting at point h to grid j ending at point k, including path distance and cumulative path risk; A binary variable representing whether the starting point (i) of raster h and the ending point (j) of raster k are selected as the start and end points; if yes... , if not ; , These are binary variables representing whether the i-th grid cell (starting from h) and the j-th grid cell (ending from k) are selected as the starting point and ending point, respectively. If yes... ;if not, ; The number of starting grid cells that must be satisfied for the starting point h; The number of endpoint grid cells that must satisfy the endpoint k; Within the starting or ending raster range of h, whether raster i and j are selected simultaneously is a binary variable; if yes... ;if not, .

[0121] Specifically, formula (1) indicates whether the starting point i grid and the ending point j grid are selected as the start and end points. , When both are 1, then the grid from the starting point i to the ending point j is selected as the start and end point. ,otherwise, =0; Formula (2) indicates that the number of selected grid cells at the starting point h must meet the minimum passage requirement; Formula (3) indicates that the number of selected grid cells at the ending point k must meet the minimum passage requirement; Formula (4) indicates whether grid cells i and j are selected simultaneously within the starting or ending grid cell range of h; Formula (5) indicates that when grid cell i is selected, at least one of its adjacent grid cells is selected; Formula (6) indicates whether at least three or more adjacent grid cells of grid cell i are selected within the starting or ending grid cell range of h, if yes... ,otherwise, Formula (7) means that when grid i is selected within the starting or ending grid range of grid h, and only one grid adjacent to grid i is selected, then... Equation (8) indicates that when there are at most two selected grid cells within the starting or ending grid cell range of h, only one adjacent grid cell is selected; Equations (9) and (10) indicate that the horizontal or vertical distance between any two selected grid cells within the starting or ending grid cell range of h is less than , Where is the side length of the grid. and These represent the horizontal or vertical distance between grids i and j, respectively. Formulas (4)-(10) ensure that selected grids within the same starting or ending grid range are closely arranged to avoid scattering.

[0122] Furthermore, after the above calculations, at least one start-end grid pair can be determined based on at least one start grid and one end grid.

[0123] For example, if the starting grid cells A, B, and C are determined, and the ending grid cells D, E, and F are determined, then the starting and ending grid cell pairs that can be determined are AD, AE, AF, BD, BE, BF, CD, CE, and CF.

[0124] Furthermore, for each start-endpoint grid pair, the target risk cost for each path corresponding to that start-endpoint grid pair can be calculated, and then subsequent path filtering operations can be performed.

[0125] S103. For each start-end grid pair, determine at least one grid that the start grid passes through to the end grid in the start-end grid pair; and based on the grid risk value corresponding to each grid, determine the target risk cost for each path corresponding to the start-end grid pair.

[0126] In one possible implementation, a jump point search algorithm can be used to search from each selected starting grid cell to each selected ending grid cell, and then the target risk cost corresponding to each path can be determined based on the grid risk value of at least one grid cell traversed from the starting grid cell to the ending grid cell in the starting-ending grid cell pair.

[0127] Specifically, the step "based on the grid risk value corresponding to each grid cell, determine the target risk cost for each path corresponding to the start-end grid pair" includes:

[0128] b1: For each path, determine the first risk cost of the path based on the sum of the distances to each grid cell traversed by the path and the grid risk value of each grid cell.

[0129] b2: For each path, determine the Euclidean distance from the start point to the end point of the path, and determine at least one Euclidean distance grid that the Euclidean distance from the start point to the end point passes through.

[0130] b3: For each path, determine the second risk cost of that path based on the Euclidean distance of that path and the grid risk value of each Euclidean distance grid cell.

[0131] b4: For each path, sum the first risk cost and the second risk cost corresponding to that path to determine the target risk cost.

[0132] In one possible implementation, the target risk cost for each path can be determined using the following formula:

[0133] ;

[0134] Where f(n) is the sum of the target risk costs for each path; g(n) is the sum of the first risk costs; and h(n) is the sum of the second risk costs.

[0135] Here, for each path, the first risk cost can be determined by summing the distance to each grid cell traversed by the path and the grid risk value of each grid cell; the second risk cost can be determined by summing the Euclidean distance of the path and the grid risk value of each Euclidean distance grid cell. The second risk cost is represented as the estimated cost of the path.

[0136] In one possible implementation, the second risk cost and the white character represent the estimated cost of the path. When the grid passed through is an obstacle or a no-fly zone and is therefore impassable, the n nearest passable grids are found, and the minimum risk value of the current n passable grids is selected as the risk value of the impassable grid.

[0137] Furthermore, for each start-endpoint grid pair, at least one target candidate path corresponding to that start-endpoint grid pair can be selected based on the risk cost of each candidate path corresponding to that start-endpoint grid pair, which can then be used as the basis for subsequent candidate road segment division.

[0138] S104. For each start-endpoint grid pair, based on the risk cost of each candidate path corresponding to the start-endpoint grid pair, select at least one target candidate path corresponding to the start-endpoint grid pair.

[0139] In one possible implementation, for each start-end grid pair, multiple candidate paths corresponding to the start-end grid pair can be used to determine the candidate path with the highest target risk cost from among the multiple candidate paths, and the subsequent target candidate path screening can be carried out based on this candidate path.

[0140] Specifically, the step "for each start-endpoint grid pair, based on the sum of risk costs corresponding to each candidate path for that start-endpoint grid pair, select at least one target candidate path corresponding to that start-endpoint grid pair" includes:

[0141] c1: For each start-end grid pair, determine the first candidate path with the highest risk and cost among the multiple paths corresponding to that start-end grid pair.

[0142] c2: For each start-end grid pair, calculate the path similarity between each candidate path corresponding to the start-end grid pair and the first candidate path, and determine at least one second candidate path whose path similarity with the first candidate path is less than the path similarity threshold.

[0143] c3: For each start-end grid pair, the first candidate path and the at least one second candidate path are determined as at least one target candidate path corresponding to the start-end grid pair.

[0144] In one possible implementation, for each start-endpoint grid pair, based on the sum of target risk costs of multiple candidate paths corresponding to the start-endpoint grid pair, a first candidate path with the largest sum of target cost risk is selected. This first candidate path is a target candidate path for the start-endpoint grid. Then, the path similarity between each of the other candidate paths corresponding to the start-endpoint grid pair and the first candidate path is calculated. At least one second candidate path with a path similarity less than a path similarity threshold with the first candidate path is determined. Thus, based on the first candidate path and at least one second candidate path, at least one target candidate path corresponding to the start-endpoint grid pair is determined.

[0145] Here, since the path similarity between the second candidate path and the first candidate path is small, multiple candidate paths with certain differences can be selected, which can improve the richness of subsequent candidate segment selection and airway network construction, and further improve the accuracy of airway network construction.

[0146] In one possible implementation, the path similarity between each candidate path and the first candidate path can be calculated using the following formula:

[0147] ;

[0148] Where S is the path similarity between each candidate path and the first candidate path; First candidate path The set of grid points it contains; For other candidate paths The set of grid points it contains.

[0149] In one possible implementation, considering that the future flight path has a certain width, when The i1 grid in If the i1 grid is within the m-neighborhood of the j1 grid, then the i1 grid intersects the j1 grid; the m-neighborhood represents the grids within m grids from the center grid; to ensure that the similarity between two paths is less than 1, when The i1 grid in Within the m-neighborhood of multiple graticles, only graticle i1 is recorded as the neighbor. Intersects with one grid cell.

[0150] Furthermore, based on the above calculation method, a preset number of target candidate paths are selected from other candidate paths of the start-end grid pair for subsequent calculations.

[0151] In one possible implementation, to ensure the accuracy of subsequent path calculations, each start-end grid needs to ensure that a preset number of target candidate paths are selected. If no preset number of target candidate paths are selected at present, it is necessary to continue searching for the start-end grid set and determine the target cost risk of each path after modification based on the cost revision parameter, and then carry out the subsequent path selection process.

[0152] Specifically, the construction method further includes:

[0153] d1: For each start-end point grid pair, check whether the number of target candidate paths corresponding to the start-end point grid pair is greater than the preset path number threshold.

[0154] d2: If not greater than, for each start-end grid pair, continue to determine the candidate paths located in that start-end grid pair, and calculate the third wind direction cost of each revised candidate path based on the revised parameters.

[0155] d3: For each start-end grid pair, based on the third wind direction cost and the corresponding first risk cost of each candidate path, the candidate paths are screened to determine at least one target candidate path.

[0156] In one possible implementation, if it is determined that the number of target candidate paths corresponding to the current start-end grid pair is less than a preset path number threshold, then it is necessary to continue searching for paths using a search algorithm. When calculating the target risk cost of each candidate path, the calculation method for the first risk cost remains unchanged. However, in the calculation of the second risk cost, the grid points traversed by the Euclidean distance can be combined with the previously searched grid points to form a complete new path. The path similarity between the new path and the first candidate path and each second candidate path is calculated, and the value with the highest similarity is selected as the revision parameter in the revised estimated distance cost.

[0157] Specifically, the revision parameters can be calculated using the following formula:

[0158] ;

[0159] Where μ is the revision parameter; β is the maximum path similarity among the path similarities between the new path and the first candidate path and each second candidate path; α is the path similarity threshold; when β < α, the similarity is less than the path similarity threshold, and the larger the difference, the more the Euclidean distance direction should be selected; when β > α, the similarity is greater than the path similarity threshold, and the larger the difference, the more the Euclidean distance direction should be discarded.

[0160] Furthermore, for each start-end grid pair, candidate paths located in that start-end grid pair are determined, and the third wind direction cost of each candidate path is calculated based on the revised parameters. For each start-end grid pair, the candidate paths are screened based on the third wind direction cost of each candidate path and the corresponding first risk cost, and at least one target candidate path is determined.

[0161] In one possible implementation, the above-mentioned candidate path screening process is performed for each start-end grid pair to determine multiple target candidate paths, and then multiple candidate road segments and the maximum traffic capacity corresponding to each candidate road segment are determined based on the multiple target candidate paths.

[0162] S105. Determine multiple candidate road segments located in the multiple target candidate paths and the maximum traffic capacity corresponding to each candidate road segment.

[0163] In one possible implementation, for each target candidate path, at least one candidate road segment can be determined based on at least one hop point during the path search process using a search algorithm, and road segments can be merged and deleted based on the overlap between candidate road segments.

[0164] Specifically, the step "determining multiple candidate road segments located in the multiple target candidate paths" includes:

[0165] e1: For each target candidate path, determine at least one hop point on the target candidate path, and determine the line connecting two adjacent hop points as the initial road segment.

[0166] e2: For each target candidate path, based on the intersection information, overlap information, road segment traffic direction information and traffic capacity of each initial road segment on the target candidate path, delete or merge multiple initial road segments to determine multiple candidate road segments corresponding to the target candidate path.

[0167] In one possible implementation, for each target candidate path, at least one hop point is determined when searching the target candidate path using the hop point search algorithm, and the line connecting two adjacent hop points is determined as the initial road segment.

[0168] Furthermore, for multiple initial road segments, it is necessary to determine the intersection information, overlap information, traffic direction information, and capacity of each initial road segment. Initial candidate road segments are then deleted or merged to determine multiple candidate road segments corresponding to the target candidate path. The following sections will describe the processing methods for the intersection information, overlap information, traffic direction information, and capacity of each initial road segment.

[0169] In one possible implementation, for multiple initial candidate road segments, it is determined whether different initial candidate road segments have an intersection point. If they do, the two initial candidate road segments are separated at the intersection point to form four intersecting road segments.

[0170] In another possible implementation, for multiple initial candidate road segments, it is determined whether there are overlapping grids between two initial road segments. If there are, it is determined whether the number of overlapping grids is greater than a preset grid number threshold. If it is greater, the overlapping grid is treated as a separate candidate road segment, and the previous two initial road segments are broken at the overlapping road segment to form 5 new candidate road segments.

[0171] For example, if there are overlapping grids between the current initial road segment AB and the initial road segment CD, and the number of overlapping grids is greater than a preset grid number threshold, the number of overlapping grids is set to the initial road segment EF, thereby obtaining five new candidate paths: AE, EF, FB, CE, and FD.

[0172] In another possible implementation, for multiple initial candidate road segments, it is determined whether two initial road segments have overlapping grids. If they do, it is determined whether the number of overlapping grids is greater than a preset grid number threshold. If it is less, the two initial road segments are moved in a direction away from each other until they do not overlap with the original initial road segment at all. The difference in travel cost between the original initial road segment and each new initial road segment after the move is calculated. The travel cost is the sum of the distance and risk value of all grids in the initial road segment. The initial road segment with the smaller travel cost difference is shifted.

[0173] Here, if there is an obstacle in the direction of an initial road segment that deviates from the direction of the other initial road segment, the other initial road segment will be shifted so that it does not overlap at all.

[0174] Furthermore, if two initial road segments cannot be moved to a point where they do not overlap, it is determined whether there are candidate paths at both ends of a certain initial road segment, and the distance between the candidate path and the path where the initial road segment is located after re-splicing is less than the maximum flight distance of the drone. If both initial road segments meet the above requirements at the same time or do not meet them at the same time, the road segment with the smaller detour distance is selected for deletion. If only one initial road segment meets the above requirements, the initial road segment that meets the requirements is deleted.

[0175] In another possible implementation, each grid cell on the initial road segment is searched outward in a direction perpendicular to the initial road segment. If a no-fly zone, obstacle, or another initial road segment is encountered in a certain direction, the search in that direction is stopped, and the directional offset between the two initial road segments is calculated using the following formula:

[0176] ;

[0177] Where θ represents the directional offset between the two initial road segments; These are the starting and ending points of the two initial road segments; To move the starting point of one initial road segment to the starting point of another initial road segment; The corresponding endpoint coordinates of the road segment are translated accordingly.

[0178] Specifically, if the θ value is less than the preset directional offset threshold, the two initial road segments are determined to be in the same direction; otherwise, the two initial road segments are not in the same direction. If the distance between the two initial road segments in the same direction is less than the preset road segment distance threshold, the two initial road segments are merged into the same candidate road segment, with a width equal to the number of grid cells between the endpoints of the two road segments. If the distance between the two initial road segments in the same direction is greater than the preset road segment distance threshold, they are not merged, and the two candidate road segments are paired as candidate road segments and placed into a set of paired candidate road segments. Then, the maximum traffic capacity corresponding to each candidate path is determined based on the set of paired candidate road segments.

[0179] Specifically, the maximum traffic capacity corresponding to each candidate road segment is determined through the following steps:

[0180] f1: For each candidate road segment, determine whether there exists a road segment with the same traffic direction as the candidate road segment and a road segment distance greater than a preset road segment distance threshold; if such a road segment exists, match the candidate road segment with the corresponding road segment.

[0181] f2: For each unpaired candidate road segment, search outwards in the vertical direction of the candidate road segment to determine at least one first grid cell passed before encountering an obstacle or a no-fly zone. The product of the number of grid cells in the first grid cell and the grid capacity corresponding to each first grid cell is determined as the maximum capacity corresponding to the candidate road segment.

[0182] f3: For each paired candidate road segment, search outwards in a direction away from the candidate road segment paired with it, determine at least one second grid cell passed before encountering an obstacle or no-fly zone, and determine the maximum capacity corresponding to the candidate road segment by multiplying the number of grid cells of the second grid cell by the grid capacity corresponding to each second grid cell and the sum of the capacity allocated to the middle of the candidate road segment.

[0183] In one possible implementation, for each unpaired candidate road segment, a search is performed outward in a vertical direction toward the candidate road segment until an obstacle or no-fly zone is encountered and the search stops. At least one first grid cell is identified before encountering the obstacle or no-fly zone. The product of the number of grid cells in the first grid cell and the grid capacity corresponding to each first grid cell is determined as the maximum capacity corresponding to the candidate road segment.

[0184] In one possible implementation, for each paired candidate road segment, a search is performed outward in a direction away from the candidate road segment paired with it until an obstacle or no-fly zone is encountered and the search stops. At least one second grid cell is determined before encountering the obstacle or no-fly zone. The maximum capacity corresponding to the candidate road segment is determined by multiplying the number of grid cells of the second grid cell by the grid capacity corresponding to each second grid cell and the sum of the capacity allocated to the middle of the candidate road segment.

[0185] Furthermore, after identifying multiple target candidate routes and the maximum capacity corresponding to each candidate route segment, at least one target route is constructed based on the constraints of the airway network planning, and then the airway network is built based on the constructed target route.

[0186] S106. Based on the determined multiple target candidate routes, the maximum capacity corresponding to each candidate route segment, and the airway network planning constraints, construct at least one target airway route and build an airway network based on the constructed at least one target airway route.

[0187] In one possible implementation, a route network planning model is constructed with the goal of minimizing the total flight time in the route network, and then subsequent planning is carried out.

[0188] Specifically, the following formula can be used to represent the construction of a route network planning model with the objective of minimizing the total flight time in the route network:

[0189] ;

[0190] in, ρ represents the demand for W by the starting and ending grid cells; η and ρ are auxiliary variables.

[0191] Specifically, the step "constructing at least one target airway path based on the identified multiple target candidate paths, the maximum capacity corresponding to each candidate path segment, and the airway network planning constraints" includes:

[0192] g1: For each target candidate path, determine the starting point and the ending point of the target candidate path, and determine at least one candidate road segment starting from the starting point and / or at least one first candidate road segment ending from the ending point.

[0193] g2: Based on the multiple first candidate road segments corresponding to the multiple target candidate paths, remove at least one candidate road segment from the multiple first candidate road segments that is not adjacent to any other first candidate road segment, and determine at least one second candidate road segment;

[0194] g3: Based on at least one second candidate road segment, determine at least one candidate path to be constructed, which is composed of the at least one second candidate road segment.

[0195] g4: The candidate path to be constructed that has a capacity greater than the capacity of each start-end grid pair is determined as the target route path to be constructed.

[0196] In this embodiment of the application, the constraints of the airway network planning may include that each path start point has a corresponding candidate road segment starting from that path start point, each path end point has a corresponding candidate road segment ending from that path end point, the intermediate candidate road segments have adjacent candidate road segments, and the candidate road segments to be constructed established based on the selected candidate road segments have a capacity greater than the capacity corresponding to each start-end point grid pair.

[0197] Specifically, each path starting point has a corresponding candidate road segment that starts from that path starting point, and each path ending point has a corresponding candidate road segment that ends at that path ending point, which are identified as first candidate road segments. Then, from the identified at least one candidate road segment, at least one candidate road segment that is not adjacent to any other first candidate road segment is removed, and at least one second candidate road segment is identified. At least one candidate path to be constructed is identified, which consists of at least one second candidate road segment. The candidate path to be constructed whose capacity is greater than the capacity of each starting point and ending point grid pair is identified as the target airway path to be constructed.

[0198] In one possible implementation, the constraints of the airway network planning can be characterized by formulas (12)-(32) to finally determine the target airway route to be constructed.

[0199] ; (12)

[0200] (13)

[0201] (14)

[0202] ; (15)

[0203] ; (16)

[0204] ; (17)

[0205] ; (18)

[0206] ;[(i,j),(l,m)]∈Ω_P; (19)

[0207] ; (20)

[0208] ;i,j∈Ω_N,w∈Ω_W; (21)

[0209] ;i∈Ω_O,w∈Ω_W; (22)

[0210] ; ;(twenty three)

[0211] ; ;(twenty four)

[0212] ; (25)

[0213] ; (26)

[0214] ; (27)

[0215] ; (28)

[0216] ; (29)

[0217] ; (30)

[0218] ; (31)

[0219] ; (32)

[0220] in, It is the set of all candidate nodes in the airway network; The set of origins in the airway network; For the set of destinations in the air route network; A set of start and end grid pairs; A set of paired airway segments; To indicate whether route (i,j) has been selected for construction; if so, =1; if not, =0; Determine whether route node i has been selected for construction; if so,... =1; if not, =0; The number of airway lanes to be built for airway (i,j) is an integer variable; Let (i,j) be the traffic capacity of each lane of the route. The flow value assigned to the route (i,j) for the start and end grid pair w; The demand for w for the starting and ending grid cells; Let (i,j) be the travel time for the segment of route (i,j). Let (i,j) be the free-flow travel time of the route segment (i,j). Let (i,j) be the segment capacity of the route. The construction cost of the route segment (i,j); Let be the length of the route (i,j); ρ and η are auxiliary variables.

[0221] Specifically, formula (12) indicates that for each starting point, at least one exit segment is selected for route construction; formula (13) indicates that for each ending point, at least one entrance segment is selected for route construction; formula (14) indicates that for each starting and ending point, a route node will be selected for route node construction; formula (15) indicates that for each non-starting / ending point candidate route node, if one of its connected candidate segments is selected for route construction, then the candidate route node will be selected for route node construction; formulas (16) and (17) respectively indicate that for each non-starting / ending point candidate route node, if it is selected for route node construction, then at least one connected exit and entrance candidate route segment will be selected for route segment construction to ensure the connectivity of the route network; formula (18) indicates that when route (i,j) is not selected as a construction route, the number of route lanes constructed is 0; formula (19) indicates that when paired routes (i,j) and (l,m), their The number of airway lanes constructed must be less than the total number of airway lanes allowed to be constructed; Formula (20) indicates that when airway (i,j) is not selected as a construction airway, the segment flow allocated to it is 0; Formula (21) indicates that when airway (i,j) is selected as a construction airway, the segment flow allocated to it must be less than the maximum capacity of the segment; Formulas (22) and (23) indicate that for each origin and destination, the total flow allocated to its connected segments must be equal to its demand; Formula (24) indicates that for intermediate airway node j, the flow into it from the origin and destination grid pair w is equal to the flow out of it; Formula (25) indicates that the UAV flow on airway (i,j) is equal to the sum of the flow allocated to each origin and destination grid pair; Formula (26) indicates that the travel time on airway (i,j) varies with the flow; Formula (27) indicates that the construction cost of the airway network must be less than the total construction cost; Formulas (28) and (29) indicate that the travel time of the origin and destination grid pair w selected for the path is The travel time for the unselected routes is longer than... Formulas (30) to (32) are constraints on the range of values ​​of the variables.

[0222] Furthermore, after constructing the airway network, monitoring equipment can be set up on selected target sections based on the constructed airway network to monitor the flight trajectories or flight data of drones or aircraft, thereby improving the accuracy of equipment monitoring.

[0223] The airway network construction method provided in this application divides the airspace to be planned into at least one grid, and determines the availability information and grid risk value of each grid; based on the starting grid demand, the ending grid demand, and preset starting and ending grid selection constraints, at least one starting grid and at least one ending grid are determined, and at least one starting and ending grid pair is determined; for each starting and ending grid pair, at least one grid passed from the starting grid to the ending grid in the starting and ending grid pair is determined; and based on the grid risk value corresponding to each grid, the grid risk value corresponding to each starting and ending grid pair is determined. The target risk cost is calculated for each path; for each origin-endpoint grid pair, based on the risk cost of each candidate path corresponding to that origin-endpoint grid pair, at least one target candidate path corresponding to that origin-endpoint grid pair is selected; multiple candidate road segments located in the multiple target candidate paths and the maximum capacity corresponding to each candidate road segment are determined; based on the determined multiple target candidate paths, the maximum capacity corresponding to each candidate road segment, and the airway network planning constraints, at least one target airway path is constructed, and an airway network is constructed based on the constructed at least one target airway path. In this way, by dividing the airspace to be planned into grids, and based on the grid risk value of each grid in the starting and ending grids, the target risk cost of each path corresponding to the starting and ending grids is determined. Then, at least one target candidate path corresponding to the starting and ending grid pairs is selected. Based on each target candidate path, at least one candidate road segment and the maximum capacity corresponding to each candidate road segment are determined. Finally, by combining the maximum capacity of the determined candidate road segments, at least one target airway path that meets the constraints of airway network planning is determined and constructed to obtain the airway network. In this way, by considering the capacity of waiting segments and the constraints of airway network planning, the constructed airway network can be guaranteed to be the optimal airway network that meets the planning requirements, thereby improving the accuracy of airway network construction.

[0224] Based on the same inventive concept, this application also provides an airway network construction device corresponding to the airway network construction method. Since the principle of the device in this application is similar to the airway network construction method described above in this application, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be described again.

[0225] Please see Figure 4 , Figure 4 This is a schematic diagram of a route network construction apparatus provided in an embodiment of this application. Figure 4 As shown, the construction device 400 includes:

[0226] The grid division module 410 is used to divide the airspace to be planned into at least one grid and determine the available information and grid risk value of each grid.

[0227] The start-end grid pair determination module 420 is used to determine at least one start grid and at least one end grid based on the start grid requirements, end grid requirements and preset start-end grid selection constraints, and to determine at least one start-end grid pair.

[0228] The target risk cost determination module 430 is used to determine, for each start-end grid pair, at least one grid that the start grid passes through to the end grid in the start-end grid pair; and to determine the target risk cost for each path corresponding to the start-end grid pair based on the grid risk value corresponding to each grid.

[0229] The candidate path determination module 440 is used to select at least one target candidate path corresponding to each start-end point grid pair based on the risk cost of each candidate path corresponding to the start-end point grid pair.

[0230] The candidate road segment determination module 450 is used to determine multiple candidate road segments located in the multiple target candidate paths and the maximum traffic capacity corresponding to each candidate road segment;

[0231] The route network construction module 460 is used to construct at least one target route based on the determined multiple target candidate routes, the maximum capacity corresponding to each candidate route segment, and the route network planning constraints, and to construct the route network based on the constructed at least one target route.

[0232] In one possible implementation, when the start-end grid pair determination module 420 determines at least one start grid and at least one end grid based on start grid requirements, end grid requirements, and preset start-end grid selection constraints, the start-end grid pair determination module 420 is used to:

[0233] Based on the starting point requirements and the ending point requirements, as well as the maximum flow of each grid in a preset time period, determine the number of starting grids and the number of ending grids.

[0234] Based on the starting position, and based on the distance of each grid cell from the starting point and the adjacency information between grid cells, at least one starting grid cell is selected as the starting grid cell.

[0235] Based on the endpoint location, and based on the distance of each grid cell from the endpoint and the adjacency information between grid cells, at least one endpoint grid cell is selected as the endpoint grid cell.

[0236] In one possible implementation, when the target risk cost determination module 430 is used to determine the target risk cost for each path corresponding to the start-end point grid pair based on the grid risk value corresponding to each grid, the target risk cost determination module 430 is further used to:

[0237] For each path, the first risk cost of the path is determined based on the sum of the distances to each grid cell traversed by the path and the grid risk value of each grid cell;

[0238] For each path, determine the Euclidean distance from the start point to the end point of the path, and determine at least one Euclidean distance grid that the Euclidean distance from the start point to the end point passes through.

[0239] For each path, the second risk cost of that path is determined based on the Euclidean distance of that path and the grid risk value of each Euclidean distance grid cell;

[0240] For each path, sum the first risk cost and the second risk cost corresponding to that path to determine the target risk cost.

[0241] In one possible implementation, when the candidate path determination module 440 is used to filter at least one target candidate path corresponding to each start-endpoint grid pair based on the sum of risk costs corresponding to each candidate path for that start-endpoint grid pair, the candidate path determination module 440 is used to:

[0242] For each start-endpoint grid pair, determine the first candidate path with the highest risk and cost among the multiple paths corresponding to that start-endpoint grid pair;

[0243] For each start-end grid pair, calculate the path similarity between each candidate path corresponding to the start-end grid pair and the first candidate path, and determine at least one second candidate path whose path similarity with the first candidate path is less than the path similarity threshold.

[0244] For each start-end grid pair, the first candidate path and the at least one second candidate path are determined as at least one target candidate path corresponding to the start-end grid pair.

[0245] In one possible implementation, the construction device 400 further includes a correction module (not shown), the correction module being used for:

[0246] For each start-end point grid pair, check whether the number of target candidate paths corresponding to the start-end point grid pair is greater than a preset path number threshold.

[0247] If it is not greater than, for each start-end grid pair, continue to determine the candidate paths located in that start-end grid pair, and calculate the third wind direction cost of each revised candidate path based on the revised parameters;

[0248] For each start-end grid pair, the candidate paths are screened based on the sum of the third wind direction cost and the corresponding sum of the first risk cost for each candidate path, and at least one target candidate path is determined.

[0249] In one possible implementation, when determining multiple candidate road segments located among multiple target candidate paths, the candidate road segment determination module 450 is configured to:

[0250] For each target candidate path, at least one hop point located on the target candidate path is determined, and the line connecting two adjacent hop points is determined as the initial road segment;

[0251] For each target candidate path, based on the intersection information, overlap information, road segment traffic direction information, and traffic capacity of multiple initial road segments on the target candidate path, multiple initial road segments are deleted or merged to determine multiple candidate road segments corresponding to the target candidate path.

[0252] In one possible implementation, the candidate road segment determination module 450 is used to determine the maximum traffic capacity corresponding to each candidate road segment through the following steps:

[0253] For each candidate road segment, determine whether there exists a road segment with the same traffic direction as the candidate road segment and a road segment distance greater than a preset road segment distance threshold; if such a road segment exists, match the candidate road segment with the corresponding road segment.

[0254] For each unpaired candidate road segment, a search is performed outward in the vertical direction of the candidate road segment to determine at least one first grid cell passed before encountering an obstacle or a no-fly zone. The product of the number of grid cells in the first grid cell and the grid cell capacity corresponding to each first grid cell is determined as the maximum capacity corresponding to the candidate road segment.

[0255] For each paired candidate road segment, a search is performed outward in a direction away from the candidate road segment paired with it to determine at least one second grid that has passed before encountering an obstacle or a no-fly zone. The maximum capacity corresponding to the candidate road segment is determined by multiplying the number of grids of the second grid and the grid capacity corresponding to each second grid by the capacity allocated to the middle of the candidate road segment.

[0256] In one possible implementation, when the airway network construction module 460 is used to construct at least one target airway path based on multiple determined target candidate paths, the maximum capacity corresponding to each candidate path segment, and airway network planning constraints, the airway network construction module 460 is used to:

[0257] For each target candidate path, determine the starting point and the ending point of the target candidate path, and determine at least one candidate road segment starting from the starting point and / or at least one first candidate road segment ending from the ending point.

[0258] Based on the multiple first candidate road segments corresponding to the multiple target candidate paths, at least one candidate road segment that is not adjacent to any other first candidate road segment is removed from the multiple first candidate road segments to determine at least one second candidate road segment;

[0259] Based on at least one second candidate road segment, at least one candidate path to be constructed is determined, which is composed of the at least one second candidate road segment;

[0260] The candidate routes to be constructed that have a capacity greater than the capacity of each origin-end grid pair are identified as the target airway routes to be constructed.

[0261] The airway network construction apparatus provided in this application divides the airspace to be planned into at least one grid, and determines the availability information and grid risk value of each grid; based on the starting grid requirements, the ending grid requirements, and preset starting and ending grid selection constraints, it determines at least one starting grid and at least one ending grid, and determines at least one starting and ending grid pair; for each starting and ending grid pair, it determines at least one grid that the starting grid passes through to the ending grid in the starting and ending grid pair; and based on the grid risk value corresponding to each grid, it determines the grid risk value corresponding to each starting and ending grid pair. The target risk cost is calculated for each path; for each origin-endpoint grid pair, based on the risk cost of each candidate path corresponding to that origin-endpoint grid pair, at least one target candidate path corresponding to that origin-endpoint grid pair is selected; multiple candidate road segments located in the multiple target candidate paths and the maximum capacity corresponding to each candidate road segment are determined; based on the determined multiple target candidate paths, the maximum capacity corresponding to each candidate road segment, and the airway network planning constraints, at least one target airway path is constructed, and an airway network is constructed based on the constructed at least one target airway path. In this way, by dividing the airspace to be planned into grids, and based on the grid risk value of each grid in the starting and ending grids, the target risk cost of each path corresponding to the starting and ending grids is determined. Then, at least one target candidate path corresponding to the starting and ending grid pairs is selected. Based on each target candidate path, at least one candidate road segment and the maximum capacity corresponding to each candidate road segment are determined. Finally, by combining the maximum capacity of the determined candidate road segments, at least one target airway path that meets the constraints of airway network planning is determined and constructed to obtain the airway network. In this way, by considering the capacity of waiting segments and the constraints of airway network planning, the constructed airway network can be guaranteed to be the optimal airway network that meets the planning requirements, thereby improving the accuracy of airway network construction.

[0262] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 5 As shown, the electronic device 500 includes a processor 510, a memory 520, and a bus 530.

[0263] The memory 520 stores machine-readable instructions executable by the processor 510. When the electronic device 500 is running, the processor 510 and the memory 520 communicate via the bus 530. When the machine-readable instructions are executed by the processor 510, they can perform the operations described above. Figure 1 The steps of the airway network construction method in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0264] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, can perform the above-described actions. Figure 1 The steps of the airway network construction method in the method embodiment shown are described in detail in the method embodiment, and will not be repeated here.

[0265] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0266] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. Furthermore, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Additionally, the shown or discussed mutual couplings, direct couplings, or communication connections may be through some communication interfaces; indirect couplings or communication connections between devices or units may be electrical, mechanical, or other forms.

[0267] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0268] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0269] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a processor-executable, non-volatile, computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0270] Finally, it should be noted that the above-described embodiments are merely specific implementations of this application, used to illustrate the technical solutions of this application, and not to limit them. The scope of protection of this application is not limited thereto. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that any person skilled in the art can still modify or easily conceive of changes to the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some of the technical features, within the scope of the technology disclosed in this application. Such modifications, changes, or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for constructing a route network, characterized in that, The construction method includes: The airspace to be planned is divided into at least one grid, and the available information and grid risk value of each grid are determined. Based on the starting grid requirements, the ending grid requirements, and the preset starting and ending grid selection constraints, at least one starting grid and at least one ending grid are determined, and at least one starting and ending grid pair is determined. For each start-end grid pair, determine at least one grid that the start-end grid passes through; and based on the grid risk value corresponding to each grid, determine the target risk cost for each path corresponding to the start-end grid pair. For each start-endpoint grid pair, based on the risk cost of each candidate path corresponding to the start-endpoint grid pair, at least one target candidate path corresponding to the start-endpoint grid pair is selected. Determine multiple candidate road segments located in the multiple target candidate paths and the maximum traffic capacity corresponding to each candidate road segment; Based on the identified multiple target candidate routes, the maximum capacity of each candidate route segment, and the constraints of the airway network planning, at least one target airway route is constructed, and an airway network is built based on the constructed target airway route.

2. The construction method according to claim 1, characterized in that, The process of determining at least one starting grid and at least one ending grid based on starting grid requirements, ending grid requirements, and preset starting and ending grid selection constraints includes: Based on the starting point requirements and the ending point requirements, as well as the maximum flow of each grid in a preset time period, determine the number of starting grids and the number of ending grids. Based on the starting position, and based on the distance of each grid cell from the starting point and the adjacency information between grid cells, at least one starting grid cell is selected as the starting grid cell. Based on the endpoint location, and based on the distance of each grid cell from the endpoint and the adjacency information between grid cells, at least one endpoint grid cell is selected as the endpoint grid cell.

3. The construction method according to claim 1, characterized in that, The determination of the target risk cost for each path corresponding to the start-end grid pair based on the grid risk value corresponding to each grid includes: For each path, the first risk cost of the path is determined based on the sum of the distances to each grid cell traversed by the path and the grid risk value of each grid cell; For each path, determine the Euclidean distance from the start point to the end point of the path, and determine at least one Euclidean distance grid that the Euclidean distance from the start point to the end point passes through. For each path, the second risk cost of that path is determined based on the Euclidean distance of that path and the grid risk value of each Euclidean distance grid cell; For each path, sum the first risk cost and the second risk cost corresponding to that path to determine the target risk cost.

4. The construction method according to claim 1, characterized in that, For each start-endpoint grid pair, based on the sum of risk costs for each candidate path corresponding to that start-endpoint grid pair, at least one target candidate path corresponding to that start-endpoint grid pair is selected, including: For each start-endpoint grid pair, determine the first candidate path with the highest risk and cost among the multiple paths corresponding to that start-endpoint grid pair; For each start-end grid pair, calculate the path similarity between each candidate path corresponding to the start-end grid pair and the first candidate path, and determine at least one second candidate path whose path similarity with the first candidate path is less than the path similarity threshold. For each start-end grid pair, the first candidate path and the at least one second candidate path are determined as at least one target candidate path corresponding to the start-end grid pair.

5. The construction method according to claim 4, characterized in that, The construction method also includes: For each start-end point grid pair, check whether the number of target candidate paths corresponding to the start-end point grid pair is greater than a preset path number threshold. If it is not greater than, for each start-end grid pair, continue to determine the candidate paths located in that start-end grid pair, and calculate the third wind direction cost of each revised candidate path based on the revised parameters; For each start-end grid pair, the candidate paths are screened based on the sum of the third wind direction cost and the corresponding sum of the first risk cost for each candidate path, and at least one target candidate path is determined.

6. The construction method according to claim 1, characterized in that, The determination of multiple candidate road segments located in the multiple target candidate paths includes: For each target candidate path, at least one hop point located on the target candidate path is determined, and the line connecting two adjacent hop points is determined as the initial road segment; For each target candidate path, based on the intersection information, overlap information, road segment traffic direction information, and traffic capacity of multiple initial road segments on the target candidate path, multiple initial road segments are deleted or merged to determine multiple candidate road segments corresponding to the target candidate path.

7. The construction method according to claim 1, characterized in that, The maximum capacity for each candidate road segment is determined using the following steps: For each candidate road segment, determine whether there exists a road segment with the same traffic direction as the candidate road segment and a road segment distance greater than a preset road segment distance threshold. If a candidate road segment exists, it will be matched with the corresponding road segment. For each unpaired candidate road segment, a search is performed outward in the vertical direction of the candidate road segment to determine at least one first grid cell passed before encountering an obstacle or a no-fly zone. The product of the number of grid cells in the first grid cell and the grid cell capacity corresponding to each first grid cell is determined as the maximum capacity corresponding to the candidate road segment. For each paired candidate road segment, a search is performed outward in a direction away from the candidate road segment paired with it to determine at least one second grid that has passed before encountering an obstacle or a no-fly zone. The maximum capacity corresponding to the candidate road segment is determined by multiplying the number of grids in the second grid by the grid capacity corresponding to each second grid and adding the capacity allocated to the middle of the candidate road segment.

8. The construction method according to claim 1, characterized in that, Based on the identified multiple target candidate routes, the maximum capacity corresponding to each candidate route segment, and the airway network planning constraints, at least one target airway route is constructed, including: For each target candidate path, determine the starting point and the ending point of the target candidate path, and determine at least one candidate road segment starting from the starting point and / or at least one first candidate road segment ending from the ending point. Based on the multiple first candidate road segments corresponding to the multiple target candidate paths, at least one candidate road segment that is not adjacent to any other first candidate road segment is removed from the multiple first candidate road segments to determine at least one second candidate road segment; Based on at least one second candidate road segment, at least one candidate path to be constructed is determined, which is composed of the at least one second candidate road segment; The candidate routes to be constructed that have a capacity greater than the capacity of each origin-end grid pair are identified as the target airway routes to be constructed.

9. A device for constructing a route network, characterized in that, The construction apparatus includes: The grid division module is used to divide the airspace to be planned into at least one grid and determine the available information and grid risk value of each grid. The start-end grid pair determination module is used to determine at least one start grid and at least one end grid based on the start grid requirements, end grid requirements and preset start-end grid selection constraints, and to determine at least one start-end grid pair. The target risk cost determination module is used to determine, for each start-end grid pair, at least one grid that the start grid passes through to the end grid in the start-end grid pair; and based on the grid risk value corresponding to each grid, determine the target risk cost for each path corresponding to the start-end grid pair. The candidate path determination module is used to select at least one target candidate path corresponding to each start-end point grid pair based on the risk cost of each candidate path corresponding to the start-end point grid pair. The candidate road segment determination module is used to determine multiple candidate road segments located in the multiple target candidate paths and the maximum traffic capacity corresponding to each candidate road segment; The route network construction module is used to construct at least one target route based on multiple determined target candidate routes, the maximum capacity corresponding to each candidate route segment, and route network planning constraints, and to construct a route network based on the constructed target route.

10. An electronic device, characterized in that, include: The device includes a processor, a storage medium, and a bus, wherein the storage medium stores machine-readable instructions executable by the processor, and when the electronic device is in operation, the processor communicates with the storage medium via the bus, and the processor executes the machine-readable instructions to perform the steps of the airway network construction method as described in any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the airway network construction method as described in any one of claims 1 to 8.

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