A low altitude flight third party injury risk assessment method and medium
By constructing a multi-level risk assessment indicator system and using the entropy weight method for calculation, the problem of risk quantification for low-altitude flight routes in urban environments has been solved, achieving accurate assessment and scientific management.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SOUTHEAST UNIV
- Filing Date
- 2026-05-09
- Publication Date
- 2026-07-31
AI Technical Summary
Existing risk assessment methods for low-altitude flight routes lack refined and quantitative indicators in complex urban environments, have insufficient adaptability to different scenarios, lack objectivity in indicator weighting, and are difficult to accurately quantify the risk of harm to third parties.
A risk assessment system is constructed, which includes four primary indicators and 13 secondary indicators, namely, the harmful energy of drones, operating environment, communication, navigation, monitoring and backup landing support, and operational reliability. The secondary safety coefficient is calculated using real-time operational data, and the primary global weight and final safety coefficient are calculated using the entropy weight method to achieve accurate quantitative risk assessment.
It enables precise quantitative risk assessment of low-altitude flight routes, providing scientific data support for differentiated pricing of low-altitude insurance and refined management by regulatory authorities.
Smart Images
Figure CN122491918A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of low-altitude operation risk assessment, and more particularly to a method and medium for assessing third-party injury risks during low-altitude flight. Background Technology
[0002] In urban applications such as medical sample transfer, rapid transport of blood products, and last-mile commercial delivery, the low-altitude economy is rapidly emerging, with drone logistics gaining advantages in terms of high efficiency and controllable costs. However, the large-scale commercialization of low-altitude logistics is still constrained by severe safety challenges, especially the lack of scientific and quantitative risk assessment models, which makes it difficult for insurance institutions to offer accurate pricing and for regulatory authorities to implement refined management.
[0003] The existing flight route risk assessment methods have the following limitations: (1) Insufficient scenario adaptability. Mainstream SORA (Site-Specific Unmanned Aerial Vehicle Operation Risk Assessment) and other models focus on qualitative analysis and lack refined quantitative indicators for complex urban underlying surface environments, high-frequency and routine operation characteristics, and the reliability of operation management systems. (2) Lack of objectivity in indicator weighting. Existing methods mostly rely on expert scoring or arithmetic average methods to determine weights, which makes it difficult to objectively reflect the discrete characteristics between actual operation data and the real differences in their impact on system safety.
[0004] Therefore, there is an urgent need to propose a route risk assessment method for routine urban low-altitude logistics operations to address the aforementioned technical bottlenecks. Summary of the Invention
[0005] To overcome the above-mentioned shortcomings, the purpose of this invention is to provide a method and medium for assessing third-party injury risks during low-altitude flight, which can accurately quantify the risks of flight route operation.
[0006] To achieve the above objectives, the technical solution adopted by this invention is: a method for assessing third-party injury risks during low-altitude flight, comprising: Construct a risk assessment indicator system, which includes primary indicators and secondary indicators under the primary indicators; The system acquires real-time operational data of the UAV's flight path and calculates the secondary safety coefficient for each secondary indicator based on the operational data. The operational data includes aircraft type parameter information, geographic information of the underlying surface of the flight path, flight schedule, distribution of communication, navigation and monitoring equipment, distribution of alternate landing points, statistics of historical anomalies, historical flight trajectory, flight mode, management qualifications of the operating company's platform, and configuration mode of the flight personnel. Based on the secondary security coefficient, the primary global weight of the primary indicator and the primary security coefficient of the primary indicator are calculated using the entropy weight method. Based on the first-level global weight and the first-level security coefficient, a final security coefficient is calculated for risk assessment.
[0007] Furthermore, based on the secondary safety coefficient, the primary global weight of the primary indicator and the primary safety coefficient of the primary indicator are calculated using the entropy weight method, specifically including: The secondary safety coefficients are grouped according to the primary indicators to construct an original data matrix that corresponds one-to-one with the primary indicators; Based on the original data matrix, the secondary weights of the secondary indicators are calculated using the entropy weight method; The primary safety factor of the primary indicator is calculated based on the secondary weights of the secondary indicators; Construct an intermediate evaluation matrix with a number of columns corresponding to the primary indicators based on the primary safety coefficients of the primary indicators; Based on the intermediate evaluation matrix, the first-level global weight of the first-level indicator is calculated using the entropy weight method.
[0008] Furthermore, calculating the final safety factor for risk assessment specifically includes: The first-level global weight and the first-level security coefficient are used to calculate the final security coefficient through a multi-level linear weighting formula. The risk level is determined based on the range of the final safety factor.
[0009] Furthermore, the primary indicators include the destructive energy of the UAV, the operating environment, communication, navigation, monitoring and emergency landing support, and operational reliability; the destructive energy of the UAV includes two secondary indicators: UAV crash energy and safety redundancy; the operating environment includes two secondary indicators: underlying surface distribution and flight time period; the communication, navigation, monitoring and emergency landing support includes four secondary indicators: communication support, navigation support, surveillance support, and emergency landing point support; and the operational reliability includes five secondary indicators: historical anomalies, flight stability, flight mode, platform management qualifications, and personnel configuration.
[0010] Furthermore, acquiring real-time operational data of the UAV's flight path and calculating the secondary safety coefficient for each secondary indicator based on the operational data specifically includes: The system acquires real-time operational data of the UAV's flight path, calculates and normalizes the secondary indicators according to a preset algorithm model to obtain the secondary safety coefficient. Alternatively, real-time operational data of the UAV's flight path can be acquired, and a pre-stored safety factor database can be traversed to find the secondary safety factor corresponding to the secondary indicator.
[0011] Furthermore, the calculation method for the secondary safety factor of the UAV's crash energy is as follows: calculate the crash energy based on the aircraft model parameter information; normalize the crash energy using the UAV's maximum and minimum crash energy to obtain the secondary safety factor of the UAV's crash energy; The calculation method for the secondary safety factor of the safety redundancy is as follows: traverse the pre-stored safety factor table of safety devices, and find the safety factor corresponding to the aircraft model parameter information as the secondary safety factor of the safety redundancy.
[0012] Furthermore, the calculation method for the secondary safety factor of the underlying surface distribution is as follows: based on the geographical information of the underlying surface of the route, the land use attribute safety factor table is searched to determine the underlying surface distribution safety factor of different road segments traversed by each route; a weighted average is performed with the length of the route as the weight, and the comprehensive value of the safety factor of various land uses along the route is calculated as the secondary safety factor of the underlying surface distribution. The secondary safety factor for the flight period is calculated as follows: the flight period safety factor table is consulted according to the flight timetable to determine the flight safety factor for the flight period; the flight safety factor is calculated by arithmetic average to obtain the secondary safety factor for the flight period.
[0013] Furthermore, the calculation method for the secondary security factor of the communication guarantee is as follows: determine the communication distribution level based on the distribution of the communication monitoring equipment, and find the security factor corresponding to the communication distribution level in the communication security factor table as the secondary security factor of the communication guarantee; The secondary safety factor for navigation protection is calculated as follows: the navigation distribution level is determined based on the distribution of the communication, navigation and monitoring equipment, and the safety factor corresponding to the navigation distribution level is found in the navigation safety factor table as the secondary safety factor for navigation protection. The secondary security factor for the surveillance guarantee is calculated as follows: the actual length of the flight path covered by the signal is calculated based on the distribution of the communication, navigation and monitoring equipment; the ratio of the actual length of the flight path covered by the signal to the total length of the flight path is used as the secondary security factor for the surveillance guarantee. The secondary safety factor for the alternate landing point is calculated as follows: the secondary safety factor for the alternate landing point is calculated based on the distribution of the alternate landing points and the total length of the flight route.
[0014] Furthermore, the secondary safety factor for the historical anomalies is calculated as follows: the percentage of historical anomalies is calculated statistically; the safety factor corresponding to the percentage of historical anomalies is found in the historical anomaly safety factor table and used as the secondary safety factor for the historical anomalies. The secondary safety factor for flight stability is calculated as follows: the percentage of flight instability is calculated using the historical flight trajectory; the safety factor corresponding to the percentage of flight instability is found in the flight stability safety factor table and used as the secondary safety factor for flight stability. The calculation method for the secondary safety factor of the flight operation mode is as follows: traverse the pre-stored flight operation mode safety factor table, and find the safety factor corresponding to the flight operation mode as the secondary safety factor of the flight operation mode; The calculation method for the secondary safety factor of the personnel configuration is as follows: traverse the pre-stored personnel configuration safety factor table, and find the safety factor corresponding to the flight personnel configuration mode as the secondary safety factor of the personnel configuration. The calculation method for the secondary security coefficient of the platform management qualification is as follows: determine the management qualification level based on the platform management qualification of the operating company, and find the security coefficient corresponding to the management qualification level in the management qualification security coefficient table as the secondary security coefficient of the platform management qualification.
[0015] The beneficial effects of this invention are as follows: First, it constructs a comprehensive evaluation system comprising four primary indicators and thirteen secondary indicators, including the destructive power of unmanned aerial vehicles (UAVs), operating environment, communication, navigation, monitoring and emergency landing support, and operational reliability. Second, it calculates the safety coefficient corresponding to each indicator based on real-time operational data. Next, it uses a hierarchical entropy weighting method to calculate the local weights of the secondary indicators and the global weights of the primary indicators sequentially. Finally, it calculates the final safety coefficient of the flight route through a multi-level linear weighted model. This method can accurately quantify the operational risks of logistics routes in high-frequency, time-sensitive, and complex urban environments, providing scientific data support for differentiated pricing of low-altitude insurance and refined management by regulatory authorities. The present invention also discloses a computer-readable storage medium storing computer program instructions, which, when executed by a processor, implement the above-described method for assessing third-party injury risks during low-altitude flight. Attached Figure Description
[0016] Figure 1 The flow of the method in the embodiments of the present invention Figure 1 ; Figure 2 This is a schematic diagram of the risk assessment index system in an embodiment of the present invention; Figure 3 The flow of the method in the embodiments of the present invention Figure 2 ; Figure 4 This is a time-period population distribution map of an urban scene in an embodiment of the present invention. Detailed Implementation
[0017] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby providing a clearer and more explicit definition of the scope of protection of the present invention.
[0018] See appendix Figure 1 As shown, the present invention provides a method for assessing third-party injury risks during low-altitude flight, comprising: S100. Construct a risk assessment indicator system.
[0019] Based on the operational characteristics of urban low-altitude logistics routes, a hierarchical risk assessment indicator system is constructed, consisting of 4 primary indicators and 13 secondary indicators, starting from four core dimensions: operation entity, operation environment, operation support, and operation entity.
[0020] See appendix Figure 2 As shown, the primary indicators include four categories: drone-causing energy, operating environment, communication, navigation, surveillance and emergency landing support, and operational reliability. Drone-causing energy includes two secondary indicators: drone crash energy and safety redundancy. The operating environment includes two secondary indicators: underlying surface distribution and flight time period. Communication, navigation, surveillance and emergency landing support includes four secondary indicators: communication support, navigation support, surveillance support, and emergency landing point support. Operational reliability includes five secondary indicators: historical anomalies, flight stability, flight mode, platform management qualifications, and personnel configuration.
[0021] In this embodiment, a risk assessment indicator system with four primary indicators and thirteen secondary indicators is designed based on the circumstances that may affect the safety of the drone.
[0022] S200 acquires real-time operational data of the UAV's flight path and calculates the secondary safety coefficient for each secondary indicator based on the operational data.
[0023] Operational data includes aircraft type parameters, underlying surface geographic information, flight schedules, distribution of communication, navigation, and monitoring equipment, distribution of alternate landing points, statistics of historical anomalies, historical flight trajectories, flight methods, operating company platform management qualifications, and pilot configuration patterns. All of this operational data is acquired during UAV flights.
[0024] Step S200 specifically includes: The system acquires real-time operational data of the UAV's flight path, calculates and normalizes the secondary indicators according to a preset algorithm model to obtain the secondary safety coefficient; or, it acquires real-time operational data of the UAV's flight path, traverses the pre-stored safety coefficient database, and searches for the secondary safety coefficient corresponding to the secondary indicator.
[0025] The safety factor database includes: safety factor tables for safety devices, safety factor tables for land use attributes, safety factor tables for flight periods, safety factor tables for communication, safety factor tables for navigation, safety factor tables for historical anomalies, safety factor tables for flight stability, safety factor tables for flight methods, safety factor tables for personnel allocation, and safety factor tables for management qualifications.
[0026] The calculation method for the secondary safety factor of the drone's crash energy is as follows: calculate the crash energy based on the aircraft model parameter information; normalize the crash energy using the drone's maximum and minimum crash energy to obtain the secondary safety factor of the drone's crash energy.
[0027] For example, the formula for calculating the energy of a drone upon impact is:
[0028] In the formula, E impact The energy released upon the impact of the drone is expressed in J. m Weight of the drone and cargo; v This refers to the drone's impact speed. v TAS For the vacuum speed of drones.
[0029] Combining the equations of motion of the particle:
[0030] In the formula, F g For gravity; F d For air resistance; g =9.8m / s 2 ; R I The drag coefficient is related to the drone model and materials; A The surface area of the drone; ρ air For air density, we take 1.225 kg / m³. 3 Then ultimately v for:
[0031] In the formula, h This represents the average flight altitude of the drone.
[0032] To further process the drone's impact energy to the range of 0 to 1, there exist theoretical maximum and minimum drone impact energies, calculated as follows:
[0033] In the formula, E impact_max andE impact_min These represent the theoretical maximum and minimum drone impact energies, respectively. v TAS_max and v TAS_min These are the maximum and minimum vacuum speeds of the drone, respectively. m max This is the maximum flight weight of the drone, which is the sum of the maximum payload and the drone's weight. m min This is the minimum flight weight of the drone, i.e., the empty weight.
[0034] Level 2 safety factor for drone crash energy R energy The calculation method is as follows:
[0035] Level 2 safety factor for drone crash energy R energy The matrix element x of the subsequent original data matrix 11， The parameters for calculating the secondary safety factor of the drone's crash energy are all included in the aircraft model parameter information.
[0036] The calculation method for the secondary safety factor of safety redundancy is as follows: traverse the pre-stored safety factor table of safety devices, and find the safety factor corresponding to the aircraft model parameter information as the secondary safety factor of safety redundancy.
[0037] For example, passive safety devices, such as whole-aircraft parachutes, can mitigate the speed of a drone during a potential crash due to malfunction, directly affecting its kinetic energy upon impact. This serves as the last line of defense for ensuring the safety of third parties on the ground. Therefore, the secondary safety factor for safety redundancy is related to the presence or absence of a parachute, and the aircraft model parameters include whether or not a parachute is present. The secondary safety factor for safety redundancy is used as a matrix element x in the subsequent original data matrix. 12 The safety factor table for the safety devices is shown in Table 1. The safety factors in Table 1 serve as the secondary safety factors for safety redundancy.
[0038] Table 1
[0039] The calculation method for the secondary safety factor of the underlying surface distribution is as follows: based on the geographical information of the underlying surface of the route, the land use attribute safety factor table is searched to determine the underlying surface distribution safety factor of different road sections traversed by each route; a weighted average is performed with the length of the route as the weight, and the comprehensive value of the safety factor of various types of land along the route is calculated as the secondary safety factor of the underlying surface distribution.
[0040] Based on urban land use attributes, different land surface types support varying population densities and asset values. The risk of flight routes over densely populated areas (such as residential and commercial districts) is significantly higher than over sparsely populated areas (such as water bodies and green spaces). The geographic information of the underlying surface of flight routes includes three types: urban land, green space, and residential / commercial districts. For example, the land use attribute safety coefficient table is shown in Table 2.
[0041] Table 2
[0042] The secondary safety factor of the underlying surface distribution. R ground The calculation formula is:
[0043] In the formula, L j For the flight route to the first j The length of road segments based on land use type; λ j For the first j Safety factor of land use category L The total length of the route. , j It is a positive integer. n This represents the sum of land use attributes along the flight path of the drone. L j and L The secondary safety factor of the underlying surface distribution, included in the underlying surface geographic information of the flight route. R ground The matrix element x of the subsequent original data matrix 21。
[0044] The secondary safety factor for a flight period is calculated as follows: the flight safety factor table for the flight period is consulted based on the flight schedule to determine the flight safety factor for the flight period; the secondary safety factor for the flight period is calculated using an arithmetic mean.
[0045] Considering the temporal flow of population (e.g., high pedestrian traffic during morning and evening rush hours), the risks of third-party liability on the ground vary depending on the time of day when performing tasks. (Appendix) Figure 3 A typical urban scene population distribution map is shown. As can be seen from the map, population density varies at different times. Therefore, a safety factor table for flight schedules is designed for different time periods. The higher the population density, the lower the safety factor; conversely, the lower the population density, the higher the safety factor. An example flight schedule safety factor table is shown in Table 3.
[0046] Table 3
[0047] Level 2 safety factor during flight hours R time The calculation formula is:
[0048] In the formula, N flight_plan This represents the total number of daily flights on the route. R i flight_plan For transport schedules i The safety factor corresponding to the flight period can be viewed in the flight schedule. i Flight schedule. Level 2 safety factor for the flight schedule. R time For the subsequent matrix elements x of the original data matrix 22。
[0049] The calculation method for the secondary safety factor of communication assurance is as follows: Determine the communication distribution level based on the distribution of communication, navigation, and monitoring equipment, and then find the safety factor corresponding to the communication distribution level in the communication safety factor table as the secondary safety factor for communication assurance. The communication link is the only connection between the flight platform and the ground control station and monitoring platform in beyond-line-of-sight low-altitude logistics scenarios. The assessment of communication assurance is mainly based on two dimensions: signal coverage continuity and link redundancy. For different communication equipment configuration standards, refer to Table 4 for the communication safety factor table; the assessment standards in Table 4 are recorded in the communication, navigation, and monitoring equipment distribution table.
[0050] Table 4
[0051] The security factor matched in Table 4 is the secondary security factor for communication assurance. R C x, as the matrix element of the subsequent original data matrix 31 .
[0052] The calculation method for the secondary safety factor of navigation assurance is as follows: Determine the navigation distribution level based on the distribution of communication, navigation, and monitoring equipment, and then find the safety factor corresponding to the navigation distribution level in the navigation safety factor table as the secondary safety factor for navigation assurance. The reliability of the navigation and positioning system directly affects the physical safety boundary of low-altitude flight operations. The evaluation of navigation assurance is mainly based on two dimensions: positioning accuracy and system robustness. For example, Table 5 shows the navigation safety factor table for different navigation equipment configuration standards, and the evaluation standards in Table 5 are recorded in the communication, navigation, and monitoring equipment distribution table.
[0053] Table 5
[0054] The safety factor matched in Table 5 is the secondary safety factor for navigation assurance. RN x, as the matrix element of the subsequent original data matrix 32 .
[0055] The secondary security factor for surveillance protection is calculated as follows: the actual length of the flight path covered by the signal is calculated based on the distribution of communication, navigation and monitoring equipment; the ratio of the actual length of the flight path covered by the signal to the total length of the flight path is used as the secondary security factor for surveillance protection.
[0056] Unlike traditional airborne radar, the low-altitude environment is complex, making full radar coverage difficult. Unmanned aerial vehicles (UAVs) proactively report their identity, location, speed, and altitude to the monitoring platform via network or broadcast, making it the primary means of surveillance in low-altitude operations. Here, the reliability of surveillance is primarily measured by the coverage area of Remote ID devices. The total RID coverage area is the geometric union of the coverage areas of all individual devices, i.e.:
[0057] In the formula, Area RID This refers to the total coverage area of all RIDs; Circle ( P i , r ) is the coverage area of a single drone RID device, which is based on P i With the center of the circle, r A circular region with radius [missing information]; N This represents the total number of RID devices.
[0058] Further calculation of the geometric intersection between the planned flight path and the total RID coverage area yields the portion of the flight path actually covered by the signal, i.e.:
[0059] In the formula, L cov This represents the actual length of the flight path covered by the signal. The secondary safety factor for surveillance protection is then determined. R S Calculation formula:
[0060] Level 2 security factor for surveillance and protection R S The matrix element x of the subsequent original data matrix 33 The distribution of communication and monitoring equipment includes Circle ( P i , r The total number of ) and RID devices N .
[0061] Alternate landing point coverage assesses the abundance of emergency landing resources along a flight route, reflecting the route's emergency response capabilities. The secondary safety factor for alternate landing point coverage is calculated based on the distribution of alternate landing points and the total length of the flight route. Specifically, the secondary safety factor for alternate landing point coverage... R alt The calculation formula is as follows:
[0062] In the formula, N alt The number of available alternate landing points along the route; S alt As a safety standard for alternate landing point density, based on industry experience or expert advice, a density of 0.5 points / km is adopted here, meaning that an average of one alternate landing point every 2 kilometers is considered a very safe standard. Alternate landing points provide a secondary safety factor. R alt The matrix element x of the subsequent original data matrix 34 Alternate landing point distribution includes the number of available alternate landing points along the flight route.
[0063] The secondary safety factor for historical anomalies is calculated as follows: the percentage of historical anomalies is calculated through historical anomaly statistics; the safety factor corresponding to the percentage of historical anomalies is found in the historical anomaly safety factor table and used as the secondary safety factor for historical anomalies.
[0064] The secondary safety factor for historical anomalies reflects the reliability of the platform's historical operation. For example, the percentage of historical anomalies... P abnormal Calculation formula:
[0065] In the formula, N abnormal This represents the number of abnormal events in the flight route history. N total_flights This refers to the total number of flights on this route throughout history, including statistics on historical anomalies. N abnormal The historical anomaly safety factor table is shown in Table 6.
[0066] Table 6
[0067] The safety factor matched in Table 6 is the secondary safety factor for historical anomalies, and it will be used as the matrix element x of the subsequent original data matrix. 41 .
[0068] The secondary safety factor for flight stability is calculated as follows: the percentage of flight instability is calculated from historical flight trajectories; the safety factor corresponding to the percentage of flight instability is found in the flight stability safety factor table and used as the secondary safety factor for flight stability.
[0069] During drone flight, trajectory points may deviate from the planned route, and the potential risks of this are difficult to assess. Therefore, it is necessary to analyze the deviation between the actual drone trajectory and preset values based on recent historical flight data. If the deviation exceeds a specified threshold, it is recorded as an unstable trajectory point. (Percentage of Unstable Flights) P dev Calculation formula:
[0070] In the formula, N dev The number of trajectory points where the actual trajectory of the drone deviates too much from the preset route value; N trajectory This refers to the total number of track points along the flight path; historical flight tracks contain... N trajectory And can be compared with the threshold to calculate N dev The specific flight stability safety factor table is shown in Table 7.
[0071] Table 7
[0072] The safety factor matched in Table 7 is the secondary safety factor for flight stability, and it will be used as the matrix element x of the subsequent original data matrix. 42 .
[0073] The secondary safety factor of the flight mode is calculated as follows: traverse the pre-stored flight mode safety factor table, and find the safety factor corresponding to the flight mode as the secondary safety factor of the flight mode.
[0074] Compared to the reaction lag and status fluctuations inherent in manual control, program control can achieve millisecond-level precise responses and highly consistent flight trajectories through algorithms. Simultaneously, the fully automated system strictly locks onto safety boundaries such as geofences, fundamentally eliminating the risks of human error and illegal flight, significantly improving the reliability of route operations. Flight operation methods include full-process program control, full-process program / manual hybrid control, and full-process manual control. For example, see Table 8 for a safety coefficient table of flight operation methods.
[0075] Table 8
[0076] The safety factor matched in Table 8 is the secondary safety factor for the flight mode, and is used as the matrix element x of the subsequent original data matrix. 43 .
[0077] The calculation method for the secondary safety factor of personnel configuration is as follows: traverse the pre-stored personnel configuration safety factor table, find the safety factor corresponding to the flight personnel configuration mode, and use it as the secondary safety factor of personnel configuration.
[0078] Assessing the size and professionalism of the support team, the "multiple personnel per drone" or "dedicated personnel for specific roles" model is generally considered safer than the "one person per drone" model. "Multiple personnel per drone" refers to multiple qualified personnel simultaneously supporting different stages of a drone transport mission; "dedicated personnel for specific roles" refers to multiple qualified personnel managing different stages of a drone transport mission; "one person per drone" refers to one qualified personnel simultaneously supporting multiple drone transport missions; and "unqualified personnel" refers to personnel supporting drone transport missions lacking operational qualifications. The personnel configuration model includes personnel allocation; see Table 9 for a personnel configuration safety factor table.
[0079] Table 9
[0080] The safety factor matched in Table 9 is the secondary safety factor configured for personnel, and it serves as the matrix element x of the subsequent original data matrix. 44 .
[0081] The calculation method for the Level 2 security coefficient of platform management qualification is as follows: determine the management qualification level based on the platform management qualification of the operating company, and find the security coefficient corresponding to the management qualification level in the management qualification security coefficient table as the Level 2 security coefficient of the platform management qualification.
[0082] The assessment evaluates whether the operating entity holds the Civil Aviation Administration of China's (CAAC) operating qualification certificate, business license, and ISO safety management system certification, and whether it conducts regular drone maintenance and operational risk assessment (SORA) related work. The more complete the above qualifications and procedures, the lower the management risk. A management qualification safety coefficient is introduced here, with a value ranging from [0, 1]. A higher value indicates more standardized management and a lower risk of violations and accidents. For example, the operating company's platform management qualifications include the assessment criteria in Table 10, and the management qualification safety coefficient table is shown in Table 10.
[0083] Table 10
[0084] The security coefficient matched in Table 10 is the level 2 security coefficient of the platform management qualification, and it is used as the matrix element x of the subsequent original data matrix. 45 .
[0085] In step S200, the secondary safety factor for each secondary indicator located between [0,1] is calculated.
[0086] S300. Based on the secondary safety factor, the entropy weight method is used to calculate the primary global weight of the primary indicator and the primary safety factor of the primary indicator.
[0087] In this embodiment, the hierarchical entropy weight method is used to objectively determine the weights, thereby achieving accurate quantification of the risks of flight route operation.
[0088] Step S300 specifically includes: S301. Group the secondary safety factors according to the primary indicators and construct the original data matrix that corresponds one-to-one with the primary indicators.
[0089] For example, this application has four primary indicators, therefore four original matrices [X1, X2, X3, X4] are constructed, where subscripts 1, 2, 3, and 4 represent the four primary indicators: UAV harmful energy, operating environment, communication, navigation, monitoring and alternate landing support, and operational reliability, respectively. Any original matrix X... k All m OK n k A matrix of columns m Indicates the number of routes; n k Indicates the first k The number of secondary indicators covered by each primary indicator. Let X be the original matrix. k The element in is x ij , indicating the first i The route is on the k The first primary indicator j The original value of the second-level indicator, the first i The route has x 11 x 12 x 21 x 22 x 31 x 32 x 33 x 34 x 41 x 42 x 43 x 44 x 45 The secondary safety coefficients of the thirteen secondary indicators are used as matrix elements.
[0090] S302. Based on the original data matrix, calculate the secondary weights of the secondary indicators using the entropy weight method.
[0091] Specifically, this includes: normalizing the four original matrices to obtain the standardized matrix Y. kFor positive indicators (the higher the value, the safer):
[0092] For negative indicators (the larger the value, the more dangerous):
[0093] For each standardized matrix Y k Calculate the information entropy e of each of its internal secondary indicators. j :
[0094] like p ij =0, then define Calculate the coefficient of variation for each secondary indicator:
[0095] Then determine the first k The first primary indicator j Secondary weights of each secondary indicator ω kj Secondary weights ω kj The calculation formula is:
[0096] Through the above calculations, the set of secondary weights for each secondary indicator within the four primary indicators is obtained.
[0097] S303. Calculate the first-level safety coefficient of the first-level indicator based on the second-level weights of the second-level indicators.
[0098] Level 1 safety factor Z ik The calculation formula is:
[0099] S304. Construct an intermediate evaluation matrix with the number of columns corresponding to the primary indicators based on the primary safety coefficients of the primary indicators.
[0100] The column vectors of the intermediate evaluation matrix represent the safety coefficients of the four primary indicators, with a total of four columns, each representing one of the four primary indicators.
[0101] S305. Based on the intermediate evaluation matrix, calculate the first-level global weight of the first-level indicator using the entropy weight method.
[0102] The calculation method is the same as S302. First, the intermediate evaluation matrix is normalized. Then, the information entropy of the first-level indicators within the normalized intermediate evaluation matrix is calculated. E kand coefficient of difference D k Finally, the first-level global weight of the first-level indicator is calculated. W k :
[0103] S400 calculates the final safety factor based on the first-level global weight and the first-level safety factor to conduct risk assessment.
[0104] Step S400 specifically includes: calculating the final safety factor using a multi-level linear weighting formula based on the first-level global weight and the first-level safety factor; and determining the risk level based on the range of the final safety factor.
[0105] No. i The final safety factor R of the route i The calculation method is as follows:
[0106] The final safety factor is calculated using the above formula, and this final safety factor can be used to quantify the risk of low-altitude flight.
[0107] Given the significant characteristics of routine low-altitude logistics operations in urban areas, such as high frequency, high timeliness, and complex urban environments, existing assessment methods suffer from a lack of scenario-specificity and strong subjectivity in indicator weighting. This embodiment first constructs a comprehensive assessment system comprising four primary indicators and thirteen secondary indicators, including drone-induced damage energy, operating environment, communication, navigation, monitoring and emergency landing support, and operational reliability. Second, it calculates the safety coefficients corresponding to each indicator based on real-time operational data. Next, it uses a hierarchical entropy weighting method to calculate the local weights of the secondary indicators and the global weights of the primary indicators sequentially. Finally, it calculates the final safety coefficient of the flight route using a multi-level linear weighted model. This embodiment can accurately quantify the operational risks of logistics routes in high-frequency, high-timeliness, and complex urban environments, providing scientific data support for differentiated pricing of low-altitude insurance and refined management by regulatory authorities.
[0108] The present invention also discloses a computer-readable storage medium, which can be any form of storage medium that can be read by the processor of a computer device, including but not limited to non-volatile memory, volatile memory, ferroelectric memory, etc. The computer-readable storage medium stores a computer program. When the processor of the computer device reads and executes the computer program stored in the memory, the steps of the above-mentioned method for assessing third-party injury risks during low-altitude flight can be implemented.
[0109] The computer program includes computer program code, which may be in the form of source code, object code, executable file, or some intermediate form. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording media, USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM). Computer-readable media may include only memory, random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media. It should be noted that the content of the computer-readable media may be appropriately added to or subtracted from the content according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media may not include electrical carrier signals and telecommunication signals.
[0110] The above embodiments are only for illustrating the technical concept and features of the present invention. Their purpose is to enable those skilled in the art to understand the content of the present invention and implement it. They should not be used to limit the scope of protection of the present invention. All equivalent changes or modifications made in accordance with the spirit and essence of the present invention should be covered within the scope of protection of the present invention.
Claims
1. A low altitude flight third party injury risk assessment method, characterized in that: include: Construct a risk assessment indicator system, which includes primary indicators and secondary indicators under the primary indicators; The system acquires real-time operational data of the UAV's flight path and calculates the secondary safety coefficient for each secondary indicator based on the operational data. The operational data includes aircraft type parameter information, geographic information of the underlying surface of the flight path, flight schedule, distribution of communication, navigation and monitoring equipment, distribution of alternate landing points, statistics of historical anomalies, historical flight trajectory, flight mode, management qualifications of the operating company's platform, and configuration mode of the flight personnel. Based on the secondary security coefficient, the primary global weight of the primary indicator and the primary security coefficient of the primary indicator are calculated using the entropy weight method. Based on the first-level global weight and the first-level security coefficient, a final security coefficient is calculated for risk assessment.
2. The method for assessing third-party injury risks during low-altitude flight according to claim 1, characterized in that: Based on the secondary safety coefficient, the primary global weight of the primary indicator and the primary safety coefficient of the primary indicator are calculated using the entropy weight method, specifically including: The secondary safety coefficients are grouped according to the primary indicators to construct an original data matrix that corresponds one-to-one with the primary indicators; Based on the original data matrix, the secondary weights of the secondary indicators are calculated using the entropy weight method; The primary safety factor of the primary indicator is calculated based on the secondary weights of the secondary indicators; Construct an intermediate evaluation matrix with a number of columns corresponding to the primary indicators based on the primary safety coefficients of the primary indicators; Based on the intermediate evaluation matrix, the first-level global weight of the first-level indicator is calculated using the entropy weight method.
3. The method for third-party injury risk assessment of low-altitude flight according to claim 1, characterized in that: Calculating the final safety factor for risk assessment includes: The first-level global weight and the first-level security coefficient are used to calculate the final security coefficient through a multi-level linear weighting formula. The risk level is determined based on the range of the final safety factor.
4. The method for third-party injury risk assessment of low-altitude flight according to any one of claims 1-3, characterized in that: The primary indicators include the destructive energy of the UAV, the operating environment, communication, navigation, surveillance and emergency landing support, and operational reliability; the destructive energy of the UAV includes two secondary indicators: UAV crash energy and safety redundancy; the operating environment includes two secondary indicators: underlying surface distribution and flight time period; the communication, navigation, surveillance and emergency landing support includes four secondary indicators: communication support, navigation support, surveillance support, and emergency landing point support; and the operational reliability includes five secondary indicators: historical anomalies, flight stability, flight mode, platform management qualifications, and personnel configuration.
5. The method for assessing third-party injury risks during low-altitude flight according to claim 1, characterized in that: Real-time acquisition of operational data during the UAV's flight path, and calculation of the secondary safety coefficient for each secondary indicator based on the operational data, specifically including: The system acquires real-time operational data of the UAV's flight path, calculates and normalizes the secondary indicators according to a preset algorithm model to obtain the secondary safety coefficient. Alternatively, real-time operational data of the UAV's flight path can be acquired, and a pre-stored safety factor database can be traversed to find the secondary safety factor corresponding to the secondary indicator.
6. The method for assessing third-party injury risks during low-altitude flight according to claim 4, characterized in that: The method for calculating the secondary safety factor of the UAV's crash energy is as follows: calculate the crash energy based on the aircraft model parameter information; normalize the crash energy using the UAV's maximum and minimum crash energy to obtain the secondary safety factor of the UAV's crash energy; The calculation method for the secondary safety factor of the safety redundancy is as follows: traverse the pre-stored safety factor table of safety devices, and find the safety factor corresponding to the aircraft model parameter information as the secondary safety factor of the safety redundancy.
7. The method for assessing third-party injury risks during low-altitude flight according to claim 4, characterized in that: The calculation method for the secondary safety factor of the underlying surface distribution is as follows: based on the geographical information of the underlying surface of the route, the land use attribute safety factor table is searched to determine the underlying surface distribution safety factor of different road sections passed by each route; a weighted average is performed with the length of the route as the weight, and the comprehensive value of the safety factor of various types of land along the route is calculated as the secondary safety factor of the underlying surface distribution. The calculation method for the secondary safety factor of the flight time slot is as follows: the flight time slot safety factor table is looked up according to the flight time slot to determine the flight safety factor of the flight time slot; The flight safety factor is calculated using an arithmetic average method to obtain the secondary safety factor for the flight period.
8. The method for assessing third-party injury risks during low-altitude flight according to claim 4, characterized in that: The secondary security factor for communication assurance is calculated as follows: the communication distribution level is determined based on the distribution of the communication monitoring equipment, and the security factor corresponding to the communication distribution level is found in the communication security factor table as the secondary security factor for communication assurance. The secondary safety factor for navigation protection is calculated as follows: the navigation distribution level is determined based on the distribution of the communication, navigation and monitoring equipment, and the safety factor corresponding to the navigation distribution level is found in the navigation safety factor table as the secondary safety factor for navigation protection. The secondary security factor for the surveillance guarantee is calculated as follows: the actual length of the flight path covered by the signal is calculated based on the distribution of the communication, navigation and monitoring equipment; the ratio of the actual length of the flight path covered by the signal to the total length of the flight path is used as the secondary security factor for the surveillance guarantee. The secondary safety factor for the alternate landing point is calculated as follows: the secondary safety factor for the alternate landing point is calculated based on the distribution of the alternate landing points and the total length of the flight route.
9. The method for third-party injury risk assessment of low-altitude flight according to claim 4, characterized in that: The secondary safety factor for the aforementioned historical anomalies is calculated by statistically analyzing the percentage of historical anomalies. The safety factor corresponding to the percentage of the historical anomalies in the historical anomaly safety factor table is used as the secondary safety factor for the historical anomalies. The secondary safety factor for flight stability is calculated as follows: the percentage of flight instability is calculated using the historical flight trajectory; the safety factor corresponding to the percentage of flight instability is found in the flight stability safety factor table and used as the secondary safety factor for flight stability. The calculation method for the secondary safety factor of the flight operation mode is as follows: traverse the pre-stored flight operation mode safety factor table, and find the safety factor corresponding to the flight operation mode as the secondary safety factor of the flight operation mode; The calculation method for the secondary safety factor of the personnel configuration is as follows: traverse the pre-stored personnel configuration safety factor table, and find the safety factor corresponding to the flight personnel configuration mode as the secondary safety factor of the personnel configuration. The calculation method for the secondary security coefficient of the platform management qualification is as follows: determine the management qualification level based on the platform management qualification of the operating company, and find the security coefficient corresponding to the management qualification level in the management qualification security coefficient table as the secondary security coefficient of the platform management qualification.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer program instructions, which, when executed by a processor, implement the low-altitude flight third-party injury risk assessment method as described in any one of claims 1-9.