Method and device for constructing airspace structure of multiple descent units, electronic equipment and medium

Abstract

The application provides a multi-take-off and landing unit airspace structure construction method and device, electronic equipment and medium, relates to the field of air traffic management, and scientifically determines the sector area by acquiring the basic data of the take-off and landing unit and the aircraft, effectively isolates the multi-take-off and landing unit traffic flow, and avoids intersection conflicts; the horizontal safety distance and the vertical safety distance are calculated based on the attribute data of the aircraft, and the safety distance between the hovering aircrafts is ensured; the containing number is determined in combination with the radiation diameter, and the airspace carrying capacity is quantified. The overall implementation of the multi-take-off and landing unit airspace hierarchical zoning management improves the low-altitude airspace operation safety and resource utilization rate, and solves the bottleneck and conflict problems of the traditional single-take-off and landing unit or multi-take-off and landing unit airspace.

Description

Technical Field

[0001] This application relates to the field of air traffic management, and more specifically, to a method, apparatus, electronic equipment, and medium for constructing an airspace structure with multiple takeoff and landing units. Background Technology

[0002] With the rapid development of the low-altitude economy, the application of low-altitude transportation tools such as drones and electric vertical takeoff and landing (eVTOL) aircraft is becoming increasingly widespread. Aircraft traffic flow within low-altitude airspace continues to grow, and existing low-altitude airspace structure design schemes are no longer sufficient to meet the demands of large-scale, safe, and efficient operations. Current airspace structure design studies primarily focus on single-takeoff and landing unit terminal areas, employing a centralized scheduling model. All aircraft must enter and exit from a single takeoff and landing unit and undergo centralized scheduling, which easily leads to a single-point bottleneck effect, resulting in prolonged aircraft takeoff and landing waiting times, wasted airspace resources, and increased operational safety due to concentrated traffic flow. The inherent risks result in low-altitude airspace operation having both low safety and utilization rates, failing to meet the continuously growing demand for low-altitude traffic. Furthermore, the few studies on the airspace structure of multi-take-off and landing unit (TOU) terminal areas typically involve simply merging and managing the airspace corresponding to multiple TOUs without effectively isolating the traffic flows of aircraft from different TOUs. This easily leads to multi-directional intersecting traffic flows from aircraft from different TOUs, significantly increasing the probability of safety accidents such as collisions and scrapes between low-altitude aircraft. The safety risks are extremely high, making it difficult to promote and apply in actual large-scale low-altitude aircraft operation scenarios. Summary of the Invention

[0003] The purpose of this application is to provide a method, apparatus, electronic device and medium for constructing airspace structures with multiple take-off and landing units, so as to solve the above-mentioned problems existing in the prior art, avoid traffic flow conflicts, ensure low-altitude operation safety and improve airspace utilization and capacity.

[0004] Firstly, a method for constructing an airspace structure with multiple takeoff and landing units is provided, which may include: Obtain the number of takeoff and landing units, the minimum circle diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft; Based on the number of units, the minimum circle diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, the sector area corresponding to each takeoff and landing unit is determined. Based on the attribute data of each aircraft, determine the horizontal and vertical safe distances of each aircraft in the hovering area corresponding to the sector area; Based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined.

[0005] In one possible implementation, the sector area corresponding to each takeoff and landing unit is determined based on the number of units, the minimum circle diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, including: Based on the number of units, the minimum circle diameter, and the safety distance between adjacent take-off and landing units, the radius of the ring containing the multiple take-off and landing units is determined. Based on the radius of the circular ring, the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, and the number of units, the sector area corresponding to each takeoff and landing unit is determined.

[0006] In one possible implementation, based on the radius of the annulus, the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, and the number of units, the sector area corresponding to each takeoff and landing unit is determined, including: For any takeoff and landing unit, the arc angle corresponding to each takeoff and landing unit is determined based on the radius of the ring, the radiation diameter of the aircraft corresponding to the configured takeoff and landing unit radiating outward from the intermediate approach positioning point, and the number of units. The sector region is determined based on the intermediate approach positioning point, the radiation diameter, and the arc angle.

[0007] In one possible implementation, based on the attribute data of each aircraft, the horizontal and vertical safe distances of each aircraft within the hovering area corresponding to the sector area are determined, including: For any aircraft, the spherical radius of the corresponding spherical protection zone model is determined based on the aircraft's altitude and the minimum circle diameter of its horizontal projection. The horizontal safety distance is determined based on the radius of the sphere and the horizontal braking distance of the aircraft; The vertical safety distance is determined based on the radius of the sphere and the vertical braking distance of the aircraft.

[0008] In one possible implementation, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, including: Based on the radiation diameter and the maximum horizontal safety distance among multiple horizontal safety distances, a first number of aircraft that can be accommodated in the horizontal direction of the hovering area is determined. Based on the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, and the maximum vertical safety distance among multiple vertical safety distances, a second number of aircraft that can be accommodated in the vertical direction of the hovering area is determined.

[0009] In one possible implementation, the expression for the first quantity is:

[0010] in, The diameter of the radiation. For the maximum horizontal safety distance, Let [] be the first quantity, and [] denotes the floor function.

[0011] In one possible implementation, the expression for the second quantity is:

[0012] in, The first altitude of the intermediate approach positioning point. The second altitude for the final approach positioning point. For the maximum vertical safety distance, The second quantity is []. [] represents the floor function.

[0013] Secondly, a multi-takeoff and landing unit airspace structure construction device is provided, which may include: The acquisition unit is used to acquire the number of takeoff and landing units, the minimum circle diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft. A determining unit is used to determine the sector area corresponding to each takeoff and landing unit based on the number of units, the minimum circle diameter, and the radiation diameter of each configured aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area. In addition, based on the attribute data of each aircraft, the horizontal and vertical safe distances of each aircraft in the hovering area corresponding to the sector area are determined; Furthermore, based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined.

[0014] Thirdly, an electronic device is provided, which includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; When a processor executes a program stored in memory, it implements any of the steps described in the first aspect above.

[0015] Fourthly, a computer-readable storage medium is provided, wherein a computer program is stored therein, and when executed by a processor, the computer program implements the steps of any of the methods described in the first aspect above.

[0016] This application provides a method, apparatus, electronic device, and medium for constructing an airspace structure for multiple takeoff and landing units. The method includes: acquiring the number of takeoff and landing units, the minimum circular diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft; determining the fan-shaped area corresponding to each takeoff and landing unit based on the number of units, the minimum circular diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area; determining the horizontal and vertical safety distances of each aircraft in the hovering area corresponding to the fan-shaped area based on the attribute data of each aircraft; and determining the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances. This application scientifically determines the fan-shaped area by acquiring basic data of the takeoff and landing units and aircraft, effectively isolating traffic flows from multiple takeoff and landing units and avoiding cross-traffic conflicts; calculates the horizontal and vertical safety distances based on aircraft attribute data to ensure safe spacing between hovering aircraft; and determines the accommodating number by combining the radiation diameter, quantifying the airspace carrying capacity. The system enables hierarchical and zoned management of airspace for multiple take-off and landing units, improving the operational safety and resource utilization of low-altitude airspace, and resolving bottlenecks and conflicts in traditional single or multiple take-off and landing unit airspace. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application 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.

[0018] Figure 1 A system architecture diagram of an airspace structure construction method for multiple takeoff and landing units provided in this application embodiment; Figure 2 A flowchart illustrating a method for constructing an airspace structure for multiple takeoff and landing units, provided in an embodiment of this application; Figure 3 An example diagram showing the layout design of the four take-off and landing units provided in an embodiment of this application; Figure 4 A schematic diagram of the airspace structure modeling of the four take-off and landing units provided in the embodiments of this application; Figure 5 A schematic diagram illustrating the division of the hovering area and sub-areas of the four take-off and landing units provided in this embodiment of the application; Figure 6 A schematic diagram of an airspace structure construction device for multiple take-off and landing units provided in this application embodiment; Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0019] 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 a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0020] The airspace structure construction method for multiple takeoff and landing units provided in this application embodiment can be applied to... Figure 1 In the system architecture shown, such as Figure 1 As shown, the system may include: an aircraft cluster, a terminal, and a processor.

[0021] An aircraft cluster consists of multiple aircraft, each of which sends its own attribute data to a processor. The terminal is used to send the number of takeoff and landing units in the terminal area of ​​the takeoff and landing field to the processor; In this context, a takeoff and landing unit can be understood as an independent operational unit built around the core functions of aircraft takeoff and landing, possessing both ground facilities and airspace attributes. It serves as the fundamental scheduling and operational node in the airspace structure of a multi-takeoff and landing unit terminal area. The core function of a takeoff and landing unit is to facilitate the entire process of an aircraft transitioning from a stationary position on the ground to flight (takeoff) and from flight back to a stationary position on the ground (landing), essentially providing dedicated independent takeoff and landing stations for low-altitude aircraft such as UAVs and eVTOL aircraft. In this application, multiple takeoff and landing units operate independently, with each unit corresponding to a dedicated traffic flow (aircraft only enter and exit through their corresponding takeoff and landing unit). This effectively diverts airspace traffic, avoiding the single-point bottleneck effect caused by centralized scheduling of a single takeoff and landing unit, and is fundamental to improving airspace utilization.

[0022] For any takeoff and landing unit, there are three zones: the Touchdown and Departure Zone (TLOF), the Final Approach and Takeoff Zone (FATO), and the Safety Zone (SA).

[0023] A. The grounding and takeoff areas are the core functional areas where aircraft actually complete takeoff, takeoff, landing, and grounding operations.

[0024] B. The final approach and takeoff area is the connecting area for the aircraft's attitude adjustment before landing and the initial transition after takeoff.

[0025] C. The Safety Zone (SA) is a protective area for takeoff and landing operations that surrounds the grounding and departure areas and the final approach and takeoff areas, isolating them from external interference.

[0026] The processor is used to receive attribute data and unit numbers of each aircraft in order to execute the airspace structure construction method for multiple take-off and landing units provided in this application.

[0027] With the rapid development of the low-altitude economy, the application of low-altitude transportation tools such as drones and electric vertical takeoff and landing (eVTOL) aircraft is becoming increasingly widespread. Aircraft traffic flow within low-altitude airspace continues to grow, and existing low-altitude airspace structure design schemes are no longer sufficient to meet the demands of large-scale, safe, and efficient operations. Current airspace structure design studies primarily focus on single-takeoff and landing unit terminal areas, employing a centralized scheduling model. All aircraft must enter and exit from a single takeoff and landing unit and undergo centralized scheduling, which easily leads to a single-point bottleneck effect, resulting in prolonged aircraft takeoff and landing waiting times, wasted airspace resources, and increased operational safety due to concentrated traffic flow. The inherent risks result in low-altitude airspace operation having both low safety and utilization rates, failing to meet the continuously growing demand for low-altitude traffic. Furthermore, the few studies on the airspace structure of multi-take-off and landing unit (TOU) terminal areas typically involve simply merging and managing the airspace corresponding to multiple TOUs without effectively isolating the traffic flows of aircraft from different TOUs. This easily leads to multi-directional intersecting traffic flows from aircraft from different TOUs, significantly increasing the probability of safety accidents such as collisions and scrapes between low-altitude aircraft. The safety risks are extremely high, making it difficult to promote and apply in actual large-scale low-altitude aircraft operation scenarios.

[0028] Therefore, this application provides a method for constructing an airspace structure with multiple take-off and landing units, which solves the above-mentioned problems in the prior art, avoids traffic flow conflicts, ensures low-altitude operation safety, and improves airspace utilization and capacity.

[0029] The preferred embodiments of this application are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit this application. Furthermore, the embodiments and features in the embodiments of this application can be combined with each other without conflict.

[0030] Figure 2 This is a flowchart illustrating a method for constructing an airspace structure for multiple takeoff and landing units, as provided in an embodiment of this application. Figure 2 As shown, the method may include: Step S210: Obtain the number of takeoff and landing units, the minimum circle diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft.

[0031] Specifically, based on the low-altitude traffic demand, geographical space capacity, and aircraft operation scale of the terminal area, the number of takeoff and landing units to be deployed in the terminal area is determined, denoted as M. A takeoff and landing unit is an independent operational unit built around aircraft takeoff and landing. Each takeoff and landing unit includes touchdown and departure areas, final approach and takeoff areas, and a safety area. Furthermore, the centers of multiple takeoff and landing units will be evenly distributed in a circular structure to achieve independent operation. Therefore, determining the number of units M must simultaneously consider airspace resource utilization and traffic flow diversion needs, avoiding a single-point bottleneck effect due to too few units, or excessive fragmentation of airspace allocation due to too many units.

[0032] Each takeoff and landing unit can serve multiple aircraft types (such as multi-rotor UAVs, electric vertical takeoff and landing (eVTOL) aircraft, etc.). The minimum circular diameter of the aircraft's projected profile on the horizontal plane is determined through actual measurements or aircraft design parameter documents. This can also be understood as the minimum outer circle diameter of the aircraft's collision protection zone, denoted as D. The minimum circular diameter D must completely enclose the aircraft's maximum horizontal profile dimension. It can be understood that when each takeoff and landing unit serves multiple aircraft of different types, if the minimum circular diameters of the multiple aircraft corresponding to different aircraft types are different, the largest minimum circular diameter is selected as the minimum circular diameter of each takeoff and landing unit. Combined with... Figure 3 As shown, taking four takeoff and landing units as an example, the diameter of the touchdown and departure areas is the same as the minimum circle diameter, which is D; the diameter of the circle formed by the touchdown and departure areas and the final approach and takeoff area is 2D; the diameter of the circle formed by the touchdown and departure areas, the final approach and takeoff area and the safety area is 3D.

[0033] The attribute data should include at least: the aircraft's altitude, horizontal braking distance in the horizontal direction, and vertical braking distance in the vertical direction.

[0034] Step S220: Based on the number of units, the minimum circle diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, determine the sector area corresponding to each takeoff and landing unit.

[0035] Specifically, step 1: Based on the number of units, the minimum circle diameter, and the configured safe distance between adjacent take-off and landing units, determine the radius of the ring containing multiple take-off and landing units; Since the centers of the M take-off and landing units need to be evenly distributed on the same ring, the radius r of the ring is calculated based on the sine theorem in plane geometry and the constraint of the safe distance (center-to-center distance) 4D between adjacent take-off and landing units.

[0036] Combination Figure 3As shown, taking four take-off and landing units as an example, the centers of the four take-off and landing units need to be evenly distributed on the same circular ring. According to the sine theorem in plane geometry, combined with the constraint of the safety distance 4D between adjacent take-off and landing units, the radius r of the circular ring is calculated.

[0037] The centers of the M take-off and landing units uniformly distributed on the annulus are considered as vertices of a regular M-gon. The distance between adjacent vertices (i.e., the safety distance between adjacent take-off and landing units) is 4D. The radius r of the circumcircle of the regular M-gon (i.e., the annulus containing the take-off and landing units) satisfies:

[0038] The circular radius r calculated in this way can ensure that the centers of the M take-off and landing units are evenly distributed on the circular ring, and the center-to-center distance between adjacent take-off and landing units meets the 4D safety distance, providing a horizontal spatial reference for subsequent sector-shaped airspace division.

[0039] Step 2: Based on the radius of the circular ring, the radiation diameter and number of units of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, determine the sector area corresponding to each takeoff and landing unit.

[0040] Step 2-1: For any takeoff and landing unit, based on the radius of the circle, the radiation diameter of the aircraft corresponding to the configured takeoff and landing unit radiating outward from the intermediate approach positioning point, and the number of units, determine the arc angle corresponding to each takeoff and landing unit.

[0041] Among them, combined Figure 4 As shown, the horizontal projection positions of the intermediate approach positioning point (MF1) and the final approach positioning point (MF2) are completely aligned with the center of the corresponding takeoff and landing unit. Simply put, on the horizontal plane (ignoring altitude), directly above the center of each takeoff and landing unit, there is an MF1 and an MF2 respectively. The two are not offset from the center of the takeoff and landing unit in the horizontal direction, ensuring that the aircraft's approach path from the positioning point to the takeoff and landing unit is direct and without additional turning deviation, avoiding complex approach paths or conflicts caused by horizontal position misalignment.

[0042] It should be noted that the intermediate approach ring is a virtual ring formed on the horizontal plane by the intermediate approach positioning points MF1 corresponding to all take-off and landing units: since the horizontal position of each MF1 is consistent with the center of the take-off and landing unit, and the centers of all take-off and landing units are distributed on the ring with a radius of r, the horizontal projection of all MF1s also naturally constitutes a ring with a radius of r. All MF1s are uniformly set to the first altitude H. The first altitude is the initial transition altitude after the aircraft enters the terminal area. When the aircraft flies from the external airspace to the MF1, it first flies steadily at the first altitude to complete preparation operations such as heading alignment and speed adjustment, and then transitions to the final approach positioning point below.

[0043] The final approach circle is a virtual circle formed by the final approach positioning points MF2 corresponding to all landing and takeoff units on the horizontal plane: Since the horizontal position coincides with the center of the landing and takeoff unit, its horizontal projection also forms a circle with a radius of r, and the final approach circle is coaxial (same center) with the intermediate approach circle and the landing and takeoff unit center circle, ensuring that the three are completely aligned horizontally; The altitude of all MF2 is uniformly set to the second altitude h, and h < H. The second altitude is the final transition altitude for the aircraft's approach. After the aircraft descends from MF1 (the first altitude H) to MF2 (the second altitude h), it can directly enter the final approach and takeoff area of the landing and takeoff unit to complete the subsequent landing operation.

[0044] The radiation diameter is the maximum horizontal span of the fan-shaped airspace formed by radiating from the intermediate approach positioning point to the outside of the terminal area, denoted as R. It needs to cover the complete approach path of the aircraft from the outside of the terminal area to the intermediate approach positioning point to ensure that the aircraft can stably complete attitude adjustment and speed control.

[0045] The expression for the arc angle is:

[0046] Among them, is the arc angle, is the number of units, is the radiation diameter, is the minimum circle diameter.

[0047] Step 2-2: Determine the fan-shaped area according to the intermediate approach positioning point, radiation diameter and arc angle.

[0048] Specifically, this step takes the intermediate approach positioning point as the radiation starting point, and combines the horizontal range of the radiation diameter and the angular range of the arc angle to define the spatial boundary of the fan-shaped area.

[0049] Each landing and takeoff unit corresponds to 1 intermediate approach positioning point (MF1). The horizontal position of this positioning point is at a horizontal distance of the circle radius r from the center of the corresponding landing and takeoff unit, and the altitude is set to a fixed altitude suitable for the aircraft's approach, that is, the first altitude, which is used as a transition node after the aircraft enters the terminal area. After the aircraft flies from the external airspace to MF1, it then approaches the landing and takeoff unit along the fan-shaped area.

[0050] Combined with Figure 4 As shown, taking MF1 as the radiation center, draw two rays towards the outside of the terminal area (away from the landing and takeoff unit). The included angle between the two rays is the arc angle, forming the angular boundary of the fan-shaped area.

[0051] Starting from MF1, extend along the above two rays towards the outside of the terminal area. The maximum horizontal extension distance is R / 2 (since the radiation diameter R is the maximum horizontal span of the fan-shaped area), forming the radial boundary of the fan-shaped area.

[0052] The height range of the sector area is limited to the altitude layer where the first altitude of the intermediate approach positioning point is located, ensuring that the sector area is compatible with the altitude requirements of aircraft approach.

[0053] By defining the arc angle, radial boundary, and altitude as described above, a dedicated and independent sector area is ultimately formed for each takeoff and landing unit. This sector area serves only the aircraft traffic flow of the corresponding takeoff and landing unit, achieving effective isolation of multi-directional traffic flow.

[0054] Step S230: Based on the attribute data of each aircraft, determine the horizontal and vertical safe distances of each aircraft in the hovering area.

[0055] The attribute data includes: aircraft altitude, minimum circle diameter of the aircraft's horizontal projection, horizontal braking distance, and vertical braking distance. The hovering area is a designated waiting area for aircraft with waiting needs, designed to improve airspace resource utilization.

[0056] Furthermore, in combination Figure 5 As shown, firstly, a sector-shaped cross-section is constructed using the sector region as the horizontal base and the height L as the vertical range, and the area containing this sector-shaped cross-section is defined as the hovering region. Here, L = Hh. Then, based on the aircraft's attribute data, this hovering region is divided into multiple independent sub-regions.

[0057] Obtaining multiple independent sub-regions may specifically include: Step 1: For any aircraft, based on the aircraft's altitude and the minimum circle diameter of the aircraft's horizontal projection, determine the spherical radius of the spherical protection zone model corresponding to the aircraft; The expression for the radius of a sphere is:

[0058] in, The radius of the sphere is 1. It is a quantified form of the aircraft's maximum vertical dimension (i.e., twice the height of the aircraft).

[0059] Step 2: Determine the horizontal safety distance based on the radius of the sphere and the aircraft's horizontal braking distance;

[0060] in, For horizontal safety distance, This refers to the horizontal braking distance.

[0061] Step 3: Determine the vertical safety distance based on the radius of the sphere and the aircraft's vertical braking distance.

[0062]

[0063] in, For vertical safety distance, This is the vertical braking distance.

[0064] In summary, the horizontal and vertical safe distances for each aircraft in each takeoff and landing unit were obtained.

[0065] In some embodiments, for the hovering area of ​​any take-off and landing unit, the maximum horizontal safety distance and the maximum vertical safety distance are selected from multiple horizontal safety distances and multiple vertical safety distances corresponding to the take-off and landing unit, and multiple independent sub-regions of the corresponding hovering area are determined based on the maximum horizontal safety distance and the maximum vertical safety distance.

[0066] Horizontally, with MF1 as the center, along the radial direction of the fan-shaped area (away from the takeoff and landing unit), horizontal spacing zones are sequentially divided according to the maximum horizontal safety distance. The first spacing zone is inner zone 1 (close to MF1), the second spacing zone is inner zone 2, and so on, until the radial diameter R of the fan-shaped area is covered. Each horizontal spacing zone can only accommodate one row of aircraft, ensuring that the horizontal distance between adjacent aircraft is not less than the maximum horizontal safety distance.

[0067] In the vertical direction, within the vertical range of height L, starting from the height h closest to MF2, the vertical height layers are divided sequentially according to the maximum vertical safety distance. The first height layer is the bottom layer I (close to h), the second height layer is the bottom layer II, and so on until the coverage height L. Each vertical height layer can only accommodate one layer of aircraft to ensure that the vertical distance between adjacent aircraft is not less than the maximum vertical safety distance.

[0068] Step S240: Based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, determine the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area.

[0069] Specifically, the maximum horizontal safety distance and the maximum vertical safety distance are determined from multiple horizontal safety distances and multiple vertical safety distances, respectively.

[0070] Multiple sub-regions of the hovering area were determined by using the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, the maximum horizontal safety distance, and the maximum vertical safety distance.

[0071] Based on the radiation diameter and the maximum horizontal safety distance among multiple horizontal safety distances, a first number of aircraft that can be accommodated in the horizontal direction of the hovering area is determined; this first number is also the number of first sub-regions.

[0072] Furthermore, the expression for the number of the first sub-regions in the horizontal direction is:

[0073] in, The first subregion is the number of regions, and [] represents the floor function. This is the maximum horizontal safe distance.

[0074] Based on the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, and the maximum vertical safety distance among multiple vertical safety distances, a second number of aircraft that can be accommodated in the vertical direction of the hovering area is determined; this second number is also the number of second sub-regions.

[0075] The expression for the number of second sub-regions in the vertical direction is:

[0076] in, The number of the second sub-regions is [ ], where [ ] represents the floor function. This is the maximum vertical safety distance.

[0077] In other words, the first number of aircraft that can be accommodated in the horizontal direction of the hovering area can be determined based on the radiation diameter and the maximum horizontal safety distance; The second number of aircraft that can be accommodated in the vertical direction of the hovering area can be determined based on the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, and the maximum vertical safety distance. Then, the product of the first quantity and the second quantity (the quantity of the first sub-region and the quantity of the second sub-region) is determined as the total number of aircraft that the hovering area can accommodate.

[0078] In some embodiments, when an aircraft needs to enter the hovering area, the lowest vertical sub-area that is currently unoccupied is selected first: if no aircraft is occupying the lowest vertical sub-area, the aircraft will enter the lowest vertical sub-area first; if the lowest vertical sub-area is occupied, the aircraft will be checked in sequence, including the lowest vertical sub-area, the lowest vertical sub-area, and so on, until the first vacant vertical sub-area is selected. The design of this rule is based on the fact that the lowest vertical sub-areas are closer to the final approach positioning point (MF2) and the takeoff and landing unit, so that when the aircraft transitions from the hovering state to the final approach phase, the vertical adjustment distance is shorter, which can reduce energy consumption and waiting time.

[0079] The aircraft further prioritizes selecting the innermost unoccupied horizontal sub-region: if a vacant vertical sub-region, designated as the bottom layer I, is available, the aircraft will prioritize matching the intersection of the bottom layer I and the inner layer I sub-region; if the inner layer I is already occupied, the aircraft will sequentially check the inner layer II, inner layer III, and so on, until the first vacant horizontal sub-region is selected. This rule is designed because the inner sub-regions are closer to the intermediate approach positioning point (MF1), resulting in a shorter horizontal flight path when the aircraft transitions from hovering to MF1, improving approach efficiency and avoiding traffic flow conflicts caused by outer-layer aircraft intersecting inwards.

[0080] By using the rule of prioritizing the bottom layer vertically and the inner layer horizontally, the orderly arrangement of aircraft within the hovering area can be achieved.

[0081] This application provides a method for constructing an airspace structure for multiple takeoff and landing units. The method includes: acquiring the number of takeoff and landing units, the minimum circular diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft; determining the fan-shaped area corresponding to each takeoff and landing unit based on the number of units, the minimum circular diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area; determining the horizontal and vertical safety distances of each aircraft in the hovering area corresponding to the fan-shaped area based on the attribute data of each aircraft; and determining the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances. This application scientifically determines the fan-shaped area by acquiring basic data of the takeoff and landing units and aircraft, effectively isolating traffic flows from multiple takeoff and landing units and avoiding intersection conflicts; calculating the horizontal and vertical safety distances based on aircraft attribute data to ensure safe spacing between hovering aircraft; and determining the accommodating number by combining the radiation diameter, thus quantifying the airspace carrying capacity. The system enables hierarchical and zoned management of airspace for multiple take-off and landing units, improving the operational safety and resource utilization of low-altitude airspace, and resolving bottlenecks and conflicts in traditional single or multiple take-off and landing unit airspace.

[0082] Corresponding to the above method, embodiments of this application also provide an airspace structure construction device for multiple takeoff and landing units, such as... Figure 6 As shown, the device includes: The acquisition unit 610 is used to acquire the number of take-off and landing units, the minimum circle diameter of the horizontal projection of the aircraft corresponding to each take-off and landing unit, and the attribute data of each aircraft. The determining unit 620 is used to determine the sector area corresponding to each takeoff and landing unit based on the number of units, the minimum circle diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area. In addition, based on the attribute data of each aircraft, the horizontal and vertical safe distances of each aircraft in the hovering area corresponding to the sector area are determined; Furthermore, based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined.

[0083] The functions of each functional unit in the airspace structure construction device for multiple take-off and landing units provided in the above embodiments of this application can be realized through the above-described method steps. Therefore, the specific working process and beneficial effects of each unit in the airspace structure construction device for multiple take-off and landing units provided in the embodiments of this application will not be repeated here.

[0084] This application also provides an electronic device, such as... Figure 7 As shown, it includes a processor 710, a communication interface 720, a memory 730, and a communication bus 740, wherein the processor 710, the communication interface 720, and the memory 730 communicate with each other through the communication bus 740.

[0085] Memory 730 is used to store computer programs; When the processor 710 executes the program stored in the memory 730, it performs the following steps: Obtain the number of takeoff and landing units, the minimum circle diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft; Based on the number of units, the minimum circle diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, the sector area corresponding to each takeoff and landing unit is determined. Based on the attribute data of each aircraft, determine the horizontal and vertical safe distances of each aircraft in the hovering area corresponding to the sector area; Based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined.

[0086] The communication bus mentioned above can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, only one thick line is used to represent it in the diagram, but this does not mean that there is only one bus or one type of bus.

[0087] The communication interface is used for communication between the aforementioned electronic devices and other devices.

[0088] The memory may include random access memory (RAM) or non-volatile memory (NVM), such as at least one disk storage device. Optionally, the memory may also be at least one storage device located remotely from the aforementioned processor.

[0089] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0090] The implementation methods and beneficial effects of the various components of the electronic device in the above embodiments for solving the problem can be found in [reference needed]. Figure 2 The steps in the illustrated embodiments are used to implement the electronic device. Therefore, the specific working process and beneficial effects of the electronic device provided in this application will not be repeated here.

[0091] In another embodiment provided in this application, a computer-readable storage medium is also provided, which stores instructions that, when executed on a computer, cause the computer to perform a method for constructing an airspace structure for multiple take-off and landing units as described in any of the above embodiments.

[0092] In another embodiment provided in this application, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to execute any of the above embodiments of a method for constructing a multi-take-off and landing unit airspace structure.

[0093] Those skilled in the art will understand that the embodiments in this application can be provided as methods, systems, or computer program products. Therefore, the embodiments in this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the embodiments in this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0094] This application describes embodiments of methods, apparatus (systems), and computer program products according to embodiments of this application with reference to flowchart illustrations and / or block diagrams. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0095] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0096] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0097] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected," "coupled," or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0098] Although preferred embodiments have been described in this application, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the embodiments in this application are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments in this application.

[0099] Obviously, those skilled in the art can make various modifications and variations to the embodiments of this application without departing from the spirit and scope of the embodiments of this application. Therefore, if these modifications and variations to the embodiments of this application fall within the scope of the embodiments of this application and their equivalents, then these modifications and variations are also intended to be included in the embodiments of this application.

Claims

1. A method for constructing an airspace structure with multiple takeoff and landing units, characterized in that, The method includes: Obtain the number of takeoff and landing units, the minimum circle diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft; Based on the number of units, the minimum circle diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, the sector area corresponding to each takeoff and landing unit is determined. Based on the attribute data of each aircraft, determine the horizontal and vertical safe distances of each aircraft in the hovering area corresponding to the sector area; Based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined.

2. The method as described in claim 1, characterized in that, Based on the number of units, the minimum circle diameter, and the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, the sector area corresponding to each takeoff and landing unit is determined, including: Based on the number of units, the minimum circle diameter, and the safety distance between adjacent take-off and landing units, the radius of the ring containing the multiple take-off and landing units is determined. Based on the radius of the circular ring, the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, and the number of units, the sector area corresponding to each takeoff and landing unit is determined.

3. The method as described in claim 2, characterized in that, Based on the radius of the annulus, the radiation diameter of each aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area, and the number of units, the sector area corresponding to each takeoff and landing unit is determined, including: For any takeoff and landing unit, the arc angle corresponding to each takeoff and landing unit is determined based on the radius of the ring, the radiation diameter of the aircraft corresponding to the configured takeoff and landing unit radiating outward from the intermediate approach positioning point, and the number of units. The sector region is determined based on the intermediate approach positioning point, the radiation diameter, and the arc angle.

4. The method as described in claim 1, characterized in that, Based on the attribute data of each aircraft, the horizontal and vertical safe distances for each aircraft within the hovering area corresponding to the sector region are determined, including: For any aircraft, the spherical radius of the corresponding spherical protection zone model is determined based on the aircraft's altitude and the minimum circle diameter of its horizontal projection. The horizontal safety distance is determined based on the radius of the sphere and the horizontal braking distance of the aircraft; The vertical safety distance is determined based on the radius of the sphere and the vertical braking distance of the aircraft.

5. The method as described in claim 1, characterized in that, Based on the aforementioned radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined, including: Based on the radiation diameter and the maximum horizontal safety distance among multiple horizontal safety distances, a first number of aircraft that can be accommodated in the horizontal direction of the hovering area is determined. Based on the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, and the maximum vertical safety distance among multiple vertical safety distances, a second number of aircraft that can be accommodated in the vertical direction of the hovering area is determined.

6. The method as described in claim 5, characterized in that, The expression for the first quantity is: in, The diameter of the radiation. For the maximum horizontal safety distance, Let [] be the first quantity, and [] denotes the floor function.

7. The method as described in claim 5, characterized in that, The expression for the second quantity is: in, The first altitude of the intermediate approach positioning point. The second altitude for the final approach positioning point. For the maximum vertical safety distance, The second quantity is []. [] represents the floor function.

8. A device for constructing an airspace structure with multiple takeoff and landing units, characterized in that, The device includes: The acquisition unit is used to acquire the number of takeoff and landing units, the minimum circle diameter of the horizontal projection of the aircraft corresponding to each takeoff and landing unit, and the attribute data of each aircraft. A determining unit is used to determine the sector area corresponding to each takeoff and landing unit based on the number of units, the minimum circle diameter, and the radiation diameter of each configured aircraft radiating outward from the intermediate approach positioning point to the outside of the terminal area. In addition, based on the attribute data of each aircraft, the horizontal and vertical safe distances of each aircraft in the hovering area corresponding to the sector area are determined; Furthermore, based on the radiation diameter, the first altitude of the intermediate approach positioning point, the second altitude of the final approach positioning point, multiple horizontal safety distances, and multiple vertical safety distances, the number of aircraft that can be accommodated in the horizontal and vertical directions of the hovering area is determined.

9. An electronic device, characterized in that, The electronic device includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the steps of the method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the method described in any one of claims 1-7.

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