Airline generation method and device, electronic equipment and storage medium

Abstract

The embodiment of the invention provides an air route generation method and device, electronic equipment and a storage medium, and relates to the field of air route generation, and the method comprises the steps: determining an air route parameter, obtaining airspace element data, generating a non-flying region based on the air route parameter and the airspace element data, obtaining a grid carrying a non-flying attribute based on the non-flying region, and generating a route based on the grid carrying the non-flying attribute. Dynamic interception and combination are carried out on the basis of heterogeneous airspace elements such as airline parameters and airspace element data, so that the generated non-flying area completely covers all legal constraint terms of airspace management, illegal flight risks are completely eradicated from the source, the accuracy of airline generation is improved, and the flight safety is improved.

Description

Technical Field

[0001] This invention relates to the field of route generation, and more specifically, to a route generation method, apparatus, electronic device, and storage medium. Background Technology

[0002] Automatic flight path generation is a core enabling technology for low-altitude intelligent flight systems. Its core challenge lies in how to efficiently generate safe, feasible, and executable three-dimensional flight paths while satisfying multi-dimensional airspace constraints. Current mainstream methods generally face three structural bottlenecks: incomplete coverage of airspace elements, excessive 3D computational overhead, and insufficient automation throughout the entire process.

[0003] Existing route generation technologies are mainly divided into two paradigms: Obstacle-driven test route generation: This focuses on collision detection of single or a small number of obstacles in a virtual scene, constructing benchmark test routes through projection modeling and height layering. Essentially, it is an offline, localized, and non-real-time solution for verification scenarios. It does not model real airspace management rules, nor does it consider terrain undulations and the fusion of multi-source heterogeneous data, thus failing to support actual operational tasks.

[0004] Mesh model navigation line extraction: This method extracts intersection lines, edge lines, or layered climbing lines from a 3D mesh model as the navigation skeleton. While this type of method can characterize complex geometric structures, it has significant drawbacks: Directly performing calculations on the original 3D mesh results in computational complexity that increases cubically with mesh precision (O(n³)), making it difficult to meet real-time planning requirements. It only processes geometric topological relationships and does not embed airspace management semantics, which may result in the generated navigation lines being illegal under real air traffic control rules.

[0005] In summary, existing route generation technologies have questionable safety, insufficient timeliness, and difficulties in engineering implementation in real low-altitude operating environments. Summary of the Invention

[0006] The purpose of this invention is to provide a route generation method, apparatus, electronic device, and storage medium that can improve the accuracy of route generation.

[0007] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, embodiments of this application provide a route generation method, the method comprising: Determine the route parameters; Acquire airspace element data; Based on the aforementioned flight route parameters and airspace element data, non-flyable areas are generated. A mesh carrying the non-flyable attribute is obtained based on the aforementioned non-flyable region; Flight routes are generated based on the grid that carries the non-flyable attribute.

[0008] In an optional implementation, the upper altitude layer, lower altitude layer, and intermediate altitude layer are determined based on the flight path parameters; Based on the upper altitude layer, the terrain / surface model data, and the vector data, a first non-flying sub-region is determined; Based on the intermediate height layer, the terrain / surface model data, and the vector data, a second non-flying sub-region is determined; Based on the lower altitude layer, the terrain / surface model data, and the vector data, the first non-flying sub-region is determined. Based on the first non-flying sub-region, the second non-flying sub-region, and the third non-flying sub-region, the non-flying region is obtained.

[0009] In an optional implementation, the flight path parameters include a preset flight altitude and a safe distance, and the step of determining the upper altitude layer, lower altitude layer, and intermediate altitude layer based on the flight path parameters includes: The intermediate altitude layer is obtained based on the flight path parameters; In the vertical direction, based on the preset flight altitude, the intermediate altitude layer is shifted upward by the safety distance to obtain the upper altitude layer; In the vertical direction, based on the preset flight altitude, the intermediate altitude layer is shifted downward by the safety distance to obtain the lower altitude layer.

[0010] In an optional implementation, the flight path parameters further include the origin coordinates and the destination coordinates, and the step of obtaining the intermediate altitude layer based on the flight path parameters includes: Determine the distance between the starting point coordinates and the ending point coordinates; The buffer distance is determined based on the aforementioned distance; Based on the buffer distance and the preset flight altitude, an intermediate altitude layer is determined.

[0011] In an optional implementation, the step of determining the third non-flyable sub-region based on the lower altitude layer, the terrain / surface model data, and the vector data includes: The terrain / surface model data is extracted based on the lower height layer to obtain the first extraction range; Determine multiple first intersection regions between the lower height layer and the vector data; For each first intersection region, determine the first height information of the first intersection region; Compare the first height information with the height information of the lower height layer; When the first height information is greater than or equal to the height information of the lower height layer, a second interception range is obtained; The first interception range and the second interception range are used as the third non-flying sub-region.

[0012] In an optional implementation, the step of determining the second non-flyable sub-region based on the intermediate height layer, the terrain / surface model data, and the vector data includes: The terrain / surface model data is cropped based on the intermediate height layer to obtain a third cropping range; Determine multiple second intersection regions between the intermediate height layer and the vector data; For each second intersection region, determine the second height information of the second intersection region; Compare the second height information with the height information of the intermediate height layer; When the second height information is greater than or equal to the height information of the intermediate height layer, a fourth interception range is obtained; The third and fourth intercept ranges are designated as the second non-flying sub-regions.

[0013] In an optional implementation, the step of obtaining a mesh carrying the non-flyable attribute based on the non-flyable region includes: The non-flyable region is mapped to a regular orthogonal grid to obtain multiple grid cells; Each of the aforementioned grid cells is assigned a binary attribute, thereby constructing a grid carrying the non-flying property.

[0014] Secondly, embodiments of this application provide a route generation apparatus, the apparatus comprising: The determination module is used to determine the route parameters; The acquisition module is used to acquire spatial feature data; The generation module is used to generate non-flyable areas based on the flight route parameters and airspace element data; obtain a grid carrying non-flyable attributes based on the non-flyable areas; and generate flight routes based on the grid carrying non-flyable attributes.

[0015] Thirdly, embodiments of this application provide an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the route generation method.

[0016] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the route generation method.

[0017] This application has the following beneficial effects: This application determines flight route parameters, acquires airspace element data, generates no-fly zones based on the flight route parameters and airspace element data, obtains grids carrying no-fly attributes from the no-fly zones, and generates flight routes based on the grids carrying no-fly attributes. By dynamically extracting and combining heterogeneous airspace elements such as flight route parameters and airspace element data, the generated no-fly zones fully cover all legal constraints of airspace management, eliminating the risk of illegal flights at the source, thereby improving the accuracy of flight route generation and ultimately improving flight safety. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, 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 the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A block diagram of an electronic device provided in an embodiment of the present invention; Figure 2 This is one of the flowcharts illustrating a route generation method provided in an embodiment of the present invention; Figure 3 This is a second schematic flowchart of a route generation method provided in an embodiment of the present invention; Figure 4 A schematic diagram of the upper height layer, middle height layer, and lower height layer provided in an embodiment of the present invention; Figure 5 The third flowchart illustrates a method for generating flight routes according to an embodiment of the present invention. Figure 6 The fourth flowchart illustrates a method for generating flight routes according to an embodiment of the present invention. Figure 7 This is a schematic diagram showing the horizontal cropping of the height information corresponding to the above height layers provided in the embodiments of the present invention using Z values; Figure 8 This is a schematic diagram of the first interception range provided in an embodiment of the present invention; Figure 9 The fifth flowchart illustrates a method for generating flight routes according to an embodiment of the present invention. Figure 10 A schematic diagram of a non-flyable area provided in an embodiment of the present invention; Figure 11 A flowchart illustrating a route generation method provided in an embodiment of the present invention is shown in Figure 6. Figure 12This is a structural block diagram of a route generation device provided in an embodiment of the present invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0021] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0022] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0023] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed, they are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0024] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0025] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "set up," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0026] After extensive research, the inventors discovered that existing route generation technologies have questionable safety, insufficient timeliness, and difficulties in engineering implementation in real low-altitude operating environments.

[0027] In view of the aforementioned problems, this embodiment provides a route generation method, apparatus, electronic device, and storage medium. It can determine route parameters, acquire airspace element data, generate no-fly zones based on the route parameters and airspace element data, obtain a grid carrying no-fly attributes based on the no-fly zones, and generate routes based on the grid carrying no-fly attributes. By dynamically capturing and combining heterogeneous airspace elements such as route parameters and airspace element data, the generated no-fly zones completely cover all legal constraints of airspace management, eliminating the risk of illegal flights at the source, thereby improving the accuracy of route generation and ultimately improving flight safety. The solution provided in this embodiment will be described in detail below.

[0028] This embodiment provides an electronic device capable of generating flight routes. In one possible implementation, the electronic device can be a user terminal, such as, but not limited to, a server, smartphone, personal computer (PC), tablet computer, personal digital assistant (PDA), mobile internet device (MID), etc.

[0029] Please refer to Figure 1 , Figure 1 This is a schematic diagram of the structure of the electronic device 100 provided in the embodiments of this application. The electronic device 100 may further include... Figure 1 The more or fewer components shown, or having the same Figure 1 The different configurations shown. Figure 1 The components shown can be implemented using hardware, software, or a combination thereof.

[0030] The electronic device 100 includes a route generation device 110, a memory 120, and a processor 130.

[0031] The components of the memory 120 and processor 130 are electrically connected directly or indirectly to achieve data transmission or interaction. For example, these components can be electrically connected to each other through one or more communication buses or signal lines. The route generation device 110 includes at least one software function module that can be stored in the memory 120 in the form of software or firmware or embedded in the operating system (OS) of the electronic device 100. The processor 130 is used to execute the executable modules stored in the memory 120, such as the software function modules and computer programs included in the route generation device 110.

[0032] The memory 120 may be, but is not limited to, Random Access Memory (RAM), Read Only Memory (ROM), Programmable Read-Only Memory (PROM), Erasable Programmable Read-Only Memory (EPROM), Electrically Erasable Programmable Read-Only Memory (EEPROM), etc. The memory 120 is used to store programs, and the processor 130 executes the programs after receiving execution instructions.

[0033] Please refer to Figure 2 , Figure 2 For application Figure 1 The flowchart below shows a method for generating flight routes for an electronic device 100. The method includes a detailed explanation of each step.

[0034] S201: Determine route parameters.

[0035] S202: Obtain airspace element data.

[0036] S203: Generate no-fly zones based on flight route parameters and airspace element data.

[0037] S204: Obtain a mesh with non-flyable properties based on non-flyable regions.

[0038] S205: Generate flight routes based on grids carrying non-flyable attributes.

[0039] Route parameters include, but are not limited to, preset flight altitude, origin coordinates, destination coordinates, and safety distance.

[0040] Airspace element data includes, but is not limited to, terrain / surface model DEM or DSM data, building vector data, no-fly zone vector data, restricted flight zone vector data, and custom no-fly zone vector data; each vector data contains spatial extent information and corresponding altitude constraint information.

[0041] Based on flight path parameters and airspace element data, no-fly zones are generated. Existing technologies generally use airspace elements in their original three-dimensional form for path planning, which leads to two fundamental defects: no-fly zones, buildings, and terrain belong to different data models, and their spatial expression dimensions, accuracy scales, and update mechanisms are incompatible with each other, making it impossible to process them uniformly under the same computing framework; simply extracting based on flight path height will miss vertical proximity risks.

[0042] The proposed method for generating non-flyable regions involves transforming heterogeneous, discrete, and multidimensional spatial rules and physical obstacles into a single, continuous, and computable two-dimensional plane, providing a mathematically complete and engineering-robust input foundation for subsequent gridding and efficient search.

[0043] There are several ways to generate no-fly zones based on flight route parameters and airspace element data. In one method, such as... Figure 3 As shown, it includes the following steps: S301: Determine the upper altitude layer, lower altitude layer, and intermediate altitude layer based on flight route parameters.

[0044] S302: Based on the upper altitude layer, terrain / surface model data, and vector data, determine the first non-flying sub-region.

[0045] S303: Based on intermediate height layers, terrain / surface model data, and vector data, determine the second non-flying sub-region.

[0046] S304: Based on the lower elevation layer, terrain / surface model data, and vector data, determine the third non-flying sub-region.

[0047] S305: Based on the first non-flying sub-region, the second non-flying sub-region, and the third non-flying sub-region, the non-flying region is obtained.

[0048] To overcome the safety blind spots caused by relying solely on a single flight altitude to determine whether an obstacle poses a threat in existing technologies, for example: if the top elevation of a building is 100 m, the preset flight altitude H0 is set to 101 m, and the safety distance d is set to 10 m; in this case, when viewed as a single layer, the building has no projection on the plane of H0=101 m and is judged to be flyable, but the actual vertical clearance is only 1 m, which is far less than the safety distance of 10 m, posing a serious collision risk, the embodiments of this invention not only consider the horizontal avoidance of the UAV at the preset flight altitude H0, but also actively extend to the vertical safety envelope space, explicitly transforming the three-dimensional airspace conflict risk into a two-dimensional planar set operation.

[0049] There are several ways to determine the upper, lower, and intermediate altitude layers based on flight route parameters. In one method, the intermediate altitude layer is shifted upward and downward by a safe distance in the vertical direction, based on a preset flight altitude, to form the upper and lower altitude layers.

[0050] Specifically, two altitude layers are determined based on the intermediate altitude layer and the safety distance: Lower Height Layer H - = H0 d; Upper Height H + = H0 + d; Where H0 is the preset flight altitude corresponding to the intermediate altitude layer, and d is the safety distance, the value of which is determined by the UAV model, the level of the operating environment, and the civil aviation regulatory requirements.

[0051] like Figure 4 The diagram shows the upper altitude layer, lower altitude layer, and intermediate altitude layer. In the diagram, the middle line represents the intermediate altitude layer corresponding to the preset flight altitude, the upper line represents the upper altitude layer after being offset upwards by a safe distance in the vertical direction, and the lower line represents the lower altitude layer after being offset downwards by a safe distance in the vertical direction.

[0052] The terrain / surface model data and vector data are extracted based on the upper height layer, the middle height layer and the lower height layer respectively to obtain the first non-flying sub-region, the second non-flying sub-region and the third non-flying sub-region. The non-flying region is composed of the first non-flying sub-region, the second non-flying sub-region and the third non-flying sub-region.

[0053] There are several ways to determine the upper, lower, and intermediate altitude layers based on flight path parameters. In one such method, such as... Figure 5 As shown, it includes the following steps: S401: Obtain intermediate altitude layers based on flight path parameters.

[0054] S402: In the vertical direction, based on the preset flight altitude, the intermediate altitude layer is shifted upward by a safe distance to obtain the upper altitude layer.

[0055] S403: In the vertical direction, based on the preset flight altitude, the intermediate altitude layer is shifted downward by a safe distance to obtain the lower altitude layer.

[0056] The method for obtaining intermediate altitude layers based on flight path parameters can be as follows: Determine the distance between the starting point coordinates and the ending point coordinates, determine the buffer distance based on the distance, and determine the intermediate altitude layer based on the buffer distance and the preset flight altitude.

[0057] For example, let the starting point coordinates be s and the ending point coordinates be e, where the latitude and longitude are in the WGS84 geographic coordinate system. Calculate the spherical distance Lse between the starting point coordinates and the ending point coordinates on the horizontal plane. Take the half distance b=2 / Lse as the buffer distance. This means that the route planning range covers a range of b meters on both sides of the line connecting the starting point and the ending point. With the spherical great circle connecting the starting point and the ending point as the axis, all points whose shortest spherical distance to this axis does not exceed b constitute the buffer boundary and form an intermediate height layer.

[0058] There are multiple ways to determine the third non-flyable sub-region based on lower elevation layer, terrain / surface model data, and vector data. One such method is... Figure 6 As shown, it includes the following steps: S501: Based on the lower height layer, the terrain / surface model data is cropped to obtain the first cropping range.

[0059] S502: Determine multiple first intersection regions between the lower altitude layer and the vector data.

[0060] S503: For each first intersecting region, determine the first height information of the first intersecting region.

[0061] S504: Compare the first altitude information with the altitude information of the next lower altitude layer.

[0062] S505: When the first height information is greater than or equal to the height information of the lower height layer, obtain the second interception range.

[0063] S506: The first intercept range and the second intercept range are used as the third non-flying sub-region.

[0064] For terrain / surface model data, the gdalwarp or gdal_translate tools in the GDAL library can be used. The height information corresponding to the upper height layer is used as the Z-value for horizontal cropping to obtain the terrain projection contour corresponding to the height of the lower height layer, thus obtaining the first cropping range. Figure 7 He Ru Figure 8 As shown, this is the first intercept range.

[0065] For each vector data, such as buildings, no-fly zones, restricted flight zones, and custom areas, iterate through all its polygonal features and perform spatial intersection judgments one by one. For example, the `intersects()` function of the GEOS library can be used to perform intersection judgments.

[0066] Specifically, the first intersection area between the lower altitude layer and the no-fly zone is determined. When the first intersection area is a no-fly zone, if the first altitude information of the no-fly zone is greater than or equal to the altitude information of the lower altitude layer, the polygon is retained, i.e., the first intersection area is retained. When the first intersection area is a restricted flight zone, if the altitude information of the restricted flight zone is greater than or equal to the altitude information of the lower altitude layer, the polygon is retained. If the first intersection area is a custom area, based on the no-fly type identifier of the custom area and the environmental status at the altitude information of the lower altitude layer, if the meteorological data at the altitude information of the lower altitude layer is lower than the safety threshold, it is dynamically marked as no-fly zone. All retained polygons constitute the second interception range.

[0067] The first and second intercept ranges are used as the third non-flying sub-region.

[0068] There are several ways to determine the second non-flyable sub-region based on intermediate height layers, terrain / surface model data, and vector data. One such method is... Figure 9 As shown, it includes the following steps: S601: Based on the intermediate height layer, the terrain / surface model data is cropped to obtain the third cropping range.

[0069] S602: Determine multiple second intersection regions between the intermediate height layer and the vector data.

[0070] S603: For each second intersection region, determine the second height information of the second intersection region.

[0071] S604: Compare the second altitude information with the altitude information of the intermediate altitude layer.

[0072] S605: When the second height information is greater than or equal to the height information of the intermediate height layer, obtain the fourth interception range.

[0073] S606: The third and fourth intercept ranges are designated as the second non-flying sub-regions.

[0074] For terrain / surface model data, the gdalwarp or gdal_translate tools in the GDAL library can be called to perform horizontal cropping using the height information corresponding to the intermediate height layer as the Z value, thereby obtaining the terrain projection contour corresponding to the height of the intermediate height layer and obtaining the third cropping range.

[0075] Specifically, the second intersection area between the intermediate altitude layer and the no-fly zone is determined. When the second altitude information of the second intersection area is greater than or equal to the altitude information of the intermediate altitude layer, the second intersection area is retained. All retained second intersection areas constitute the fourth interception range.

[0076] The third and fourth intercept ranges are designated as the second non-flying sub-regions.

[0077] The method for determining the first non-flying sub-region based on the upper height layer, terrain / surface model data, and vector data can be as follows: The terrain / surface model data is truncated based on the upper height layer to obtain a fifth truncated range. Multiple third intersection regions between the upper height layer and the vector data are determined. For each third intersection region, the third height information of the third intersection region is determined. The third height information is compared with the height information of the upper height layer. When the third height information is greater than or equal to the height information of the upper height layer, a sixth truncated range is obtained. That is, this third intersection region is taken as the sixth truncated range, and the fifth and sixth truncated ranges are taken as the first non-flying sub-region.

[0078] like Figure 10 As shown, the final non-flying region can be generated by buffering the distance, the first non-flying sub-region, the second non-flying sub-region, and the third non-flying sub-region.

[0079] There are several ways to obtain a mesh with a non-flyable attribute based on a non-flyable region. In one implementation, such as... Figure 11 As shown, it includes the following steps: S701: Map the non-flyable region to a regular orthogonal grid to obtain multiple grid cells.

[0080] S702: Assign a binary attribute to each grid cell to construct a grid with a non-flying property.

[0081] A two-dimensional orthogonal grid system covering the entire route planning area is pre-defined. Its grid cells are squares with a side length of delta. delta is a configurable parameter with a value range of 5 m–100 m, preferably 20 m. This value comprehensively balances path accuracy; the smaller the delta, the higher the route fit, and computational efficiency; the larger the delta, the fewer the total number of grid cells. The grid origin coordinates (x_0, y_0) are determined by the geographic coordinates of the southwest corner of the smallest bounding rectangle of S through projection transformation, such as WGS84 to UTM, and then rounded down to ensure that all grid cells are strictly aligned in the projected coordinate system. The final generated grid system is a regular matrix.

[0082] For each grid cell in the grid system, perform a binary geometric intersection check once. If the non-flyable region is stored in vector format, call the g1.intersects(g2) function of the GEOS library to perform the intersection check.

[0083] If the non-flying region is stored in raster format, the grid cell is projected onto the raster image coordinate system and all pixels covered by it are extracted; the grid cell is considered to be covered by the non-flying region if and only if the gray value of at least one pixel is >0.

[0084] Based on the above determination results, each grid cell is assigned a unique binary attribute label: if it is determined to be covered by a non-flying area, it is assigned the value of non-flying; if it is determined not to be covered by a non-flying area, it is assigned the value of flyable.

[0085] The mesh cells that have been fully assigned values ​​are treated as meshes with a non-flying property. These non-flying meshes can be directly used as JPS-A. The input map layer for the isograph search algorithm automatically masks obstacle cells as impassable nodes, requiring no additional preprocessing.

[0086] Please refer to Figure 12 This application embodiment also provides an application for Figure 1 The electronic device 100 includes a route generation device 110, which comprises: Module 111 is used to determine the route parameters; Module 112 is used to acquire spatial feature data; The generation module 113 is used to generate a non-flyable area based on the flight route parameters and airspace element data; obtain a grid carrying non-flyable attributes based on the non-flyable area; and generate a flight route based on the grid carrying non-flyable attributes.

[0087] This application also provides an electronic device 100, which includes a processor 130 and a memory 120. The memory 120 stores computer-executable instructions, which, when executed by the processor 130, implement the route generation method.

[0088] This application embodiment also provides a computer-readable storage medium storing a computer program, which, when executed by a processor 130, implements the route generation method.

[0089] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can also be implemented in other ways. The apparatus embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0090] Furthermore, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part. If the function is implemented as a software functional module and sold or used as an independent product, it can be stored in a 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 part 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: USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, optical disks, and other media capable of storing program code.

[0091] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0092] The above descriptions are merely various embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included 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 route generation method characterized by comprising: The method includes: Determine the route parameters; Acquire airspace element data; Based on the aforementioned flight route parameters and airspace element data, non-flyable areas are generated. A mesh carrying the non-flyable attribute is obtained based on the aforementioned non-flyable region; Flight routes are generated based on the grid that carries the non-flyable attribute.

2. The method of claim 1, wherein, The airspace element data includes terrain / surface model data and vector data. The step of generating a no-fly zone based on the flight path parameters and airspace element data includes: The upper altitude layer, lower altitude layer, and intermediate altitude layer are determined based on the flight path parameters. Based on the upper altitude layer, the terrain / surface model data, and the vector data, a first non-flying sub-region is determined; Based on the intermediate height layer, the terrain / surface model data, and the vector data, a second non-flying sub-region is determined; Based on the lower elevation layer, the terrain / surface model data, and the vector data, a third non-flying sub-region is determined; Based on the first non-flying sub-region, the second non-flying sub-region, and the third non-flying sub-region, the non-flying region is obtained.

3. The method of claim 2, wherein, The flight path parameters include preset flight altitude and safety distance. The steps of determining the upper altitude layer, lower altitude layer, and intermediate altitude layer based on the flight path parameters include: The intermediate altitude layer is obtained based on the flight path parameters; In the vertical direction, based on the preset flight altitude, the intermediate altitude layer is shifted upward by the safety distance to obtain the upper altitude layer; In the vertical direction, based on the preset flight altitude, the intermediate altitude layer is shifted downward by the safety distance to obtain the lower altitude layer.

4. The method of claim 3, wherein, The flight path parameters also include the origin coordinates and the destination coordinates. The step of obtaining the intermediate altitude layer based on the flight path parameters includes: Determine the distance between the starting point coordinates and the ending point coordinates; The buffer distance is determined based on the aforementioned distance; Based on the buffer distance and the preset flight altitude, an intermediate altitude layer is determined.

5. The method of claim 2, wherein, The step of determining the third non-flyable sub-region based on the lower altitude layer, the terrain / surface model data, and the vector data includes: The terrain / surface model data is extracted based on the lower height layer to obtain the first extraction range; Determine multiple first intersection regions between the lower height layer and the vector data; For each first intersection region, determine the first height information of the first intersection region; Compare the first height information with the height information of the lower height layer; When the first height information is greater than or equal to the height information of the lower height layer, a second interception range is obtained; The first interception range and the second interception range are used as the third non-flying sub-region.

6. The method of claim 2, wherein, The step of determining the second non-flyable sub-region based on the intermediate height layer, the terrain / surface model data, and the vector data includes: The terrain / surface model data is cropped based on the intermediate height layer to obtain a third cropping range; Determine multiple second intersection regions between the intermediate height layer and the vector data; For each second intersection region, determine the second height information of the second intersection region; Compare the second height information with the height information of the intermediate height layer; When the second height information is greater than or equal to the height information of the intermediate height layer, a fourth interception range is obtained; The third and fourth intercept ranges are designated as the second non-flying sub-regions.

7. The method of claim 1, wherein, The step of obtaining a mesh carrying the non-flyable attribute based on the non-flyable region includes: The non-flyable region is mapped to a regular orthogonal grid to obtain multiple grid cells; Each of the aforementioned grid cells is assigned a binary attribute, thereby constructing a grid carrying the non-flying property.

8. A route generating apparatus characterized by comprising: The device includes: The determination module is used to determine the route parameters; The acquisition module is used to acquire spatial feature data; The generation module is used to generate non-flyable areas based on the flight route parameters and airspace element data; obtain a grid carrying non-flyable attributes based on the non-flyable areas; and generate flight routes based on the grid carrying non-flyable attributes.

9. An electronic device, comprising: It includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the method according to any one of claims 1-7.

10. A storage medium having stored thereon a computer program, characterized in that When executed by a processor, the computer program implements the steps of the method described in any one of claims 1-7.

Images