A method for calculating a safety elastic capsule for multi-rotor aircraft

Abstract

This invention discloses a method for calculating a safety elastic capsule for multi-rotor aircraft, relating to the field of UAV safety area traffic management technology. The method includes: acquiring the mass M of the multi-rotor aircraft; detecting the real-time flight speed V of the multi-rotor aircraft; calculating the braking distance S of the multi-rotor aircraft using the real-time flight speed V; setting the safety response time τ of the multi-rotor aircraft; constructing a safety capsule model E of the multi-rotor aircraft within the safety response time τ; and projecting the safety capsule model E to obtain a safety elastic capsule model E(V) of the multi-rotor aircraft. This invention utilizes the UAV's safety response time τ, mass M, real-time flight speed V, and braking distance S to construct the safety capsule model E. By combining these parameters to establish the UAV safety capsule model E, a comprehensive assessment of the UAV's flight safety boundaries can be achieved, providing quantitative basis for obstacle avoidance, path planning, and emergency braking.

Description

Technical Field

[0001] This invention relates to the field of traffic management technology for safe areas of unmanned aerial vehicles (UAVs), and more specifically to a method for calculating a safety elastic capsule for multi-rotor aircraft. Background Technology

[0002] As a new economic form, the low-altitude economy is playing an increasingly important role in urban and regional development. Efficient and orderly transportation requires a rigorous and comprehensive management system and a safe and reliable air transport system. Faced with the large and complex low-altitude flight environment, the increasing number of drones and aircraft routes poses higher requirements for management.

[0003] Currently, domestic research on aircraft safety mainly focuses on aircraft flight trajectory prediction, construction of UAV collision probability models, and methods for controlling safe separation on flight routes. Most research approaches rely on existing rail transit and civil air traffic control systems. The basic method is based on calculating minimum separation on fixed routes, and several safety capsule models have been developed based on this. These include a longitudinal safe separation control method for low-altitude aircraft flight routes (CN119559827A), which simplifies the safety capsule envelope into an elliptical model by referencing the moving block concept in rail transit; and a method for calculating the safe protection position of unmanned aerial vehicles (CN119719560A), which simplifies the aircraft's position envelope into an ellipsoidal model by drawing on civil air traffic control principles.

[0004] Currently, international research on aircraft safety primarily focuses on flight control, aerospace materials, and human factors. Flight control research largely resembles that of civil aircraft, simplifying the aircraft into a square or circular shape as a safety capsule for flight control. This simplification fails to consider the complexity of aircraft structures and the unpredictability of flight paths, and is not well-suited to the current low-altitude environment. Therefore, control methods and collision models derived from this simple safety capsule are inherently inaccurate. Consequently, an accurate and reliable safety capsule envelope is crucial for aircraft safety research. Summary of the Invention

[0005] To overcome the shortcomings of the existing technology, this invention discloses a method for calculating a safety elastic capsule for multirotor aircraft. The purpose of this invention is to address the problems of inaccuracies in existing technologies using simple safety capsules, such as their inability to adequately accommodate current low-altitude environments, control methods, or collision models. This invention constructs a safety capsule model E using the UAV's safety response time τ, mass M, real-time flight speed V, and braking distance S, considering the real-time flight speed in various directions. The size of the safety elastic capsule model can be adjusted according to the requirements of actual application scenarios, providing an accurate and reliable safety capsule for aircraft safety research in low-altitude environments. This capsule reflects the structure and performance of the multirotor aircraft itself, matching the complex and variable flight environment.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A method for calculating a safety elastic capsule for multi-rotor aircraft includes the following steps: S1, Collect the mass M of the multirotor aircraft; Preferably, in step S1, the multi-rotor aircraft generates lift and controls its flight attitude through multiple rotors, and achieves autonomous flight through a ground control station or autonomous flight program; the data is collected in real time through a ground control station or autonomous flight program.

[0007] Preferably, in step S1, the mass M of the multirotor aircraft is the total mass of the multirotor aircraft's own structure, onboard equipment, and the energy source or payload it carries.

[0008] S2. Detect the real-time flight speed V of the multi-rotor aircraft; Preferably, in step S2, the real-time flight speed V is the actual distance traveled by the multirotor aircraft per unit time in a low-altitude environment. The real-time flight speed V includes real-time flight speeds in various directions, including: forward flight speed V... f Rear speed V b Climb rate V u Decline rate V d Lateral movement speed V l Wherein, the climb rate V u The rate of ascent refers to the speed at which the object rises vertically; the rate of descent, V... d It refers to the speed at which something descends in the vertical direction.

[0009] Preferably, in step S2, for the rate of ascent V u Climb rate V of multi-rotor aircraft of different types and purposes u Different factors affect the climb rate V of multirotor aircraft. u Factors include: engine power, propeller efficiency, aerodynamic performance, fuselage mass distribution, and environmental conditions; For the rate of decline V d The descent rate V of different models of multirotor aircraft d Different factors affect the descent rate V of multirotor aircraft. d Factors include: multirotor aircraft model, flight mode, payload weight, and ambient wind speed.

[0010] S3. Calculate the braking distance S of the multirotor aircraft using the real-time flight speed V of the multirotor aircraft; Preferably, in step S3, the braking distance S of the multi-rotor aircraft refers to the spatial distance traversed from the start of the braking operation to the complete cessation of flight motion.

[0011] Preferably, in step S3, the braking distance S of the multi-rotor aircraft is:

[0012] in, Braking distance for multirotor aircraft; Real-time flight speed of multi-rotor aircraft; Braking and deceleration for multirotor aircraft.

[0013] S4. Set the safety response time τ of the multirotor aircraft; Preferably, in step S4, the safety response time τ of the multirotor aircraft is any one of the decision time, communication delay time, control reaction time, and reserved maneuver time.

[0014] S5. Construct a safety capsule model E for the multi-rotor aircraft within the safety response time τ range. The safety capsule model E is based on the mass M, the real-time flight speed V and the braking distance S. Preferably, in step S5, the safety capsule model E is:

[0015] in, A safety capsule model for multi-rotor aircraft; For the mass of multi-rotor aircraft; The real-time flight speed of a multi-rotor aircraft; Braking distance for multirotor aircraft; For the safety response time of multi-rotor aircraft; This is the safety capsule size factor, which can be adjusted based on actual conditions.

[0016] In this invention, a safety capsule model E is constructed using the UAV's safety response time τ, mass M, real-time flight speed V, and braking distance S. The UAV's mass M reflects its inertia and kinetic energy carrying capacity; its real-time flight speed V reflects its dynamic motion state and instantaneous kinetic energy; its braking distance S reflects its braking performance and safety buffer requirements; and its safety response time τ reflects the system's delay characteristics from perception to execution control. By combining these parameters to establish the UAV safety capsule model E, the flight safety boundary of the UAV can be comprehensively evaluated, providing quantitative basis for obstacle avoidance, path planning, and emergency braking.

[0017] S6. Project the safety capsule model E to obtain the safety elastic capsule model E(V) of the multirotor aircraft.

[0018] Preferably, in step S6, the safety elastic capsule model E(V) is:

[0019] in, A safety elastic capsule model for multi-rotor aircraft; For the mass of multi-rotor aircraft; For the safety response time of multi-rotor aircraft; Braking and deceleration for multirotor aircraft; These represent the safety elastic capsule models for the front, rear, top, bottom, and sides, respectively. These represent the safety capsule size coefficients corresponding to the mass of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the safety capsule size coefficients corresponding to the real-time flight speed of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the safety capsule size coefficients corresponding to the braking distance of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the forward speed, backward speed, rate of climb, rate of descent, and lateral movement speed of a multirotor aircraft, respectively.

[0020] In this invention, the safety capsule model E is projected in five directions: front, rear, top, bottom, and side, to obtain the multi-rotor aircraft safety elastic capsule model E(V), mainly based on the following key reasons and advantages: (1) Typical degrees of freedom of motion of a multi-rotor UAV Since multi-rotor drones typically do not roll or pitch at high speeds like fixed-wing aircraft, their main motion safety boundaries can be fully covered in five directions: front, back, up, down, and side.

[0021] (2) Adapt to typical obstacle avoidance and collision avoidance requirements The most common collision risks for drones in flight come from five directions: front, back, top, bottom, and sides. This division can effectively match the detection range of sensors and facilitate real-time adjustment of flight strategies.

[0022] (3) Improve computational efficiency During model calculations, only constraints in five directions need to be addressed, reducing computational load and facilitating integration with flight controllers for dynamic adjustments.

[0023] S7. Based on the hierarchical safety response mechanism, the safety elastic capsule model E(V) and the early warning threshold E warn and alarm threshold E alert Comparisons are made to determine the status of the multirotor aircraft; Preferably, in step S7, the warning threshold E warn > Alarm threshold E alert Warning threshold E warn and alarm threshold E alert It characterizes the remaining degree of safety redundancy space; the lower the threshold, the more strained the available safety space. Warning threshold E warn and alarm threshold E alert All of these are dynamic variables, and their specific values ​​are dynamically determined by the flight environment, the performance of the multirotor aircraft, and the attributes of the current mission. The flight environment takes into account the environmental complexity coefficient. In densely built-up urban areas, indoor environments, or under severe weather conditions, the environmental complexity coefficient is reduced, thereby increasing the warning threshold and alarm threshold. The performance of the multi-rotor aircraft takes into account the aircraft performance coefficient. When the aircraft load increases, the battery power is insufficient, or the confidence of the sensing system decreases, the value of the aircraft performance coefficient decreases, thereby increasing the warning threshold and alarm threshold. The current task attribute takes into account the task urgency coefficient. When executing high-risk, high-reward tasks, the task urgency coefficient is increased, thereby reducing the warning threshold and alarm threshold.

[0024] Preferably, in step S7, determining the state of the multirotor aircraft includes: When E(V)>E warn At that time, the multirotor aircraft is determined to be in a safe state and is within the absolutely safe zone; When E alert <E(V)≤E warn At that time, the multirotor aircraft was determined to be in a warning state, and the safety redundancy space of the multirotor aircraft was being compressed, posing a potential risk. When E(V)≤E alert At that time, the multirotor aircraft was determined to be in an alarm state, indicating an extremely high risk of collision or loss of control, having reached the minimum safety threshold.

[0025] S8. Utilize the state of the multirotor aircraft to select the optimal avoidance path for the multirotor aircraft.

[0026] Preferably, in step S8, selecting the optimal avoidance path for the multirotor aircraft includes: When a multirotor aircraft is determined to be in a safe state, it is within an absolutely safe zone without any additional warnings. When a multirotor aircraft is determined to be in a warning state, the multirotor aircraft's flight controller will issue a warning to the operator through audible and visual alarms, screen flashing prompts, and highlighting the location of the compressed safety capsule on the ground station control interface; at the same time, it will generate preventive measures, including slowing down, stopping, or making slight adjustments to attitude. When a multirotor aircraft is determined to be in an alarm state, flight control authority is immediately taken over, ignoring current manual control commands, and emergency avoidance strategies are forcibly activated.

[0027] Preferably, in step S8, the forced activation of the emergency avoidance strategy includes: analyzing the specific values ​​of the safety resilience capsule model E(V) in the five directions of front, back, top, bottom, and side, identifying the direction with the most pressing safety space, and selecting the optimal avoidance path, including: Forward Approaching Obstacle: If the Safety Elastic Capsule Model Ahead E f First, the alarm threshold E is triggered. alert If the distance ahead is insufficient, the multirotor aircraft will prioritize strong deceleration. If there is insufficient space for deceleration, it will combine the upward climb command to avoid obstacles in a three-dimensional manner. Lateral intrusion: if the lateral safety elastic capsule model E l Alarm threshold E reached alert Then, control the multirotor aircraft to move laterally to the other side to quickly restore lateral safety space; All-around protection: In extreme cases, if the safety elastic capsule model in multiple directions simultaneously reaches the alarm threshold E... alert Then, it controls the multirotor aircraft to ascend vertically or, if ascent is not possible, to land on the nearest safe plane.

[0028] The beneficial effects of this invention are: This invention constructs a multi-rotor aircraft safety elastic capsule model. It utilizes the UAV's safe response time τ, mass M, real-time flight speed V, and braking distance S to build a safety capsule model E. By combining these parameters to establish the UAV safety capsule model E, a comprehensive assessment of the UAV's flight safety boundaries can be achieved, providing quantitative basis for obstacle avoidance, path planning, and emergency braking. This helps ensure the successful completion of UAV flight missions and the safety of equipment and personnel, providing an accurate and reliable safety elastic capsule model for aircraft safety research.

[0029] The safety elastic capsule of the aircraft of this invention takes into account the flight speed in all directions, and the flight speed is acquired in real time. The size of the safety elastic capsule changes in real time under different directions and speeds, and can dynamically adapt to the narrow airspace restrictions of complex low-altitude environments.

[0030] The safety elastic capsule of this invention provides three size coefficients, which can be adjusted by the user according to different actual needs. The safety response time can also be selected from any one of decision time, communication delay time, control reaction time, and reserved maneuver time according to actual needs, thereby improving the flexibility of the entire safety elastic capsule model while ensuring safety.

[0031] To ensure the safety elastic capsule calculation method proactively safeguards flight safety, this invention integrates a tiered safety response mechanism. The core of this mechanism lies in comparing the calculated real-time safety boundary with a preset dynamic threshold, triggering corresponding early warnings, alarms, and automatic avoidance actions. This mechanism ensures that multirotor aircraft in complex low-altitude environments can not only "see" risks but also "think" and "execute" the most reasonable avoidance actions, achieving closed-loop safety protection from perception and assessment to execution. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the safety elastic capsule calculation method for multi-rotor aircraft according to the present invention; Figure 2 This is a schematic diagram of the aircraft's safety capsule when the aircraft is flying at level speed. Detailed Implementation

[0033] The following will provide a clear and complete description of the concept, specific structure, and technical effects of the present invention in conjunction with the embodiments and accompanying drawings, so as to fully understand the purpose, features, and effects of the present invention.

[0034] A method for calculating a safety elastic capsule for multirotor aircraft, such as Figure 1 As shown, it includes the following steps: Step S1: Collect the mass M of the drone; The aforementioned drone is a multi-rotor aircraft that generates lift and controls flight attitude through multiple rotors, and can achieve autonomous flight through a ground control station or autonomous flight program.

[0035] The data acquisition method described above is real-time acquisition via ground control station or autonomous flight program.

[0036] The mass M refers to the total mass of the drone's own structure, onboard equipment, and carried energy or payload. It describes the drone's basic physical properties and reflects its overall material content. For drones not tasked with delivery, its total mass is fixed; for drones tasked with delivery, its total mass must also include the mass of the delivered items.

[0037] Step S2: Detect the drone's flight status, including its real-time flight speed V; Wherein, the speed V represents the actual distance traveled by the UAV per unit time in a low-altitude environment. This speed includes real-time flight speeds in various directions, including forward flight speed V0. f Afterwards, the speed V b Climb rate V u The rate of decline V d Lateral movement speed V l These speed indicators, taken together, comprehensively reflect the flight performance and motion status of the drone. The climb rate V u The climb rate refers to the vertical ascent speed. Different types and uses of rotary-wing UAVs have different climb rates. The main factors affecting the climb rate of rotary-wing UAVs include engine power, propeller efficiency, aerodynamic performance, fuselage mass distribution, and environmental conditions.

[0038] The rate of decline V d The descent rate refers to the speed at which the drone descends vertically. Different models of rotary-wing drones have different descent rates, and the specific value is affected by various factors such as aircraft model, flight mode, payload weight, and ambient wind speed.

[0039] Step S3: Calculate the braking distance S of the drone; The braking distance S refers to the spatial distance traversed from the start of the drone's braking operation to the complete cessation of flight. The braking distance is obtained based on the real-time flight speed V obtained in step S2, as follows:

[0040] in, Braking distance for multirotor aircraft; Real-time flight speed of multi-rotor aircraft; Braking and deceleration for multirotor aircraft.

[0041] Step S4: Set the drone safety response time τ; The unmanned aerial vehicle (UAV) safety response time τ can be selected from any one of decision-making time, communication delay time, control reaction time, and reserved maneuver time.

[0042] Step S5: Construct a safety capsule model E for the UAV based on mass M, flight speed V, and braking distance S within the safe response time τ. Among them, the drone safety capsule model E:

[0043] in, A safety capsule model for multi-rotor aircraft; For the mass of multi-rotor aircraft; The real-time flight speed of a multi-rotor aircraft; Braking distance for multirotor aircraft; For the safety response time of multi-rotor aircraft; This is the safety capsule size factor, which can be adjusted based on actual conditions.

[0044] Step S6: Project model E to five positions: front, rear, top, bottom, and side, to obtain the multi-rotor aircraft safety elastic capsule model E(V):

[0045] in, A safety elastic capsule model for multi-rotor aircraft; For the mass of multi-rotor aircraft; For the safety response time of multi-rotor aircraft; Braking and deceleration for multirotor aircraft; These represent the safety elastic capsule models for the front, rear, top, bottom, and sides, respectively. These represent the safety capsule size coefficients corresponding to the mass of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the safety capsule size coefficients corresponding to the real-time flight speed of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the safety capsule size coefficients corresponding to the braking distance of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the forward speed, backward speed, rate of climb, rate of descent, and lateral movement speed of a multirotor aircraft, respectively. It indicates the different safety capsule size coefficients in five directions: front, back, top, bottom, and side, and can be customized and modified.

[0046] In this embodiment, the constructed safety elastic capsule model takes into account the real-time flight speed in five directions: front, back, up, down, and side, which significantly improves the dynamic safety performance of the UAV.

[0047] In this embodiment, the size of the safety elastic capsule model can be varied according to the actual application scenario requirements, i.e., the safety capsule size coefficient. The size can be changed according to the actual situation, and the safety envelope range in each direction can be adjusted in real time to dynamically adapt to different flight conditions.

[0048] The final result is a safety elastic capsule model for multi-rotor aircraft, such as... Figure 2 As shown, it is the aircraft's safety capsule when the aircraft is flying at level speed. Step S7: To ensure that this safety elastic capsule calculation method can proactively safeguard flight safety, this invention integrates a graded safety response mechanism. The core of this mechanism lies in comparing the calculated real-time safety boundary with a preset dynamic threshold and triggering corresponding early warning, alarm, and automatic avoidance actions.

[0049] The system sets two key thresholds: the warning threshold E warn and alarm threshold E alert And satisfy E warn >E alert These two thresholds are not fixed values, but rather dynamic safety limits. Their values ​​are determined by the flight environment, the aircraft's own performance, and the current mission attributes.

[0050] Environmental complexity coefficient: The value is small in densely built-up urban areas, indoors, or under severe weather conditions, thereby increasing the early warning and alarm thresholds, making the system more sensitive to the shrinking of safe space and responding earlier.

[0051] Aircraft performance factor: If the aircraft load increases, the battery power is insufficient, or the confidence of the perception system (such as vision, radar) decreases, the value will decrease. Similarly, the threshold will be increased to compensate for the potential risks caused by the performance degradation.

[0052] Mission urgency coefficient: When performing high-risk, high-reward missions such as firefighting and emergency rescue, the value is appropriately increased to lower the threshold and provide greater flight flexibility to complete the mission within an acceptable risk range.

[0053] The system compares the safety elastic capsule E(V) with these two thresholds in real time: Safe state: E(V)>E warn The aircraft is within an absolutely safe zone, and the system will not issue any further warnings.

[0054] Warning status: E aler <E(V) ≤E warnThe system determines that the safety redundancy space is being compressed, posing a potential risk. At this point, the flight controller will warn the operator through audible and visual alarms, screen flashing prompts, and highlighting the location of the compressed safety capsule on the ground station control interface. Simultaneously, the system will recommend preventative measures such as slowing down, stopping, or making minor attitude adjustments.

[0055] Alarm status: E(V)≤E aler The system determines that the risk of collision or loss of control is extremely high, having reached the minimum safety threshold. At this point, the system will immediately take over flight control, ignoring current manual control commands, and forcibly activate emergency avoidance strategies.

[0056] Step S8: After entering the alarm state, the system does not simply perform a "hover" operation, but makes intelligent decisions. The system analyzes the specific values ​​of E(V) in the five directions of front, back, top, bottom, and side to find the direction with the most pressing safety space and select the optimal avoidance path.

[0057] Example 1: Approaching an obstacle forward. If E f If the alarm threshold is reached first, it indicates that the safe distance ahead is insufficient. The system will prioritize strong deceleration. If there is insufficient space for deceleration, it will combine this with an upward climbing command to avoid obstacles in a three-dimensional manner.

[0058] Example 2: Lateral intrusion. If E l If the alarm threshold is reached, the system will control the aircraft to move laterally to the other side to quickly restore lateral safety space.

[0059] Example 3: All-around surround. In extreme cases (such as flying into a narrow courtyard), if multiple directions issue alarms simultaneously, the system will choose the direction with the largest relative safety space to act, usually by ascending vertically or, if ascent is not possible, by executing the command to land on the nearest safe plane.

[0060] This mechanism ensures that multirotor aircraft can not only "see" risks in complex low-altitude environments, but also "think" and "execute" the most reasonable risk avoidance actions, achieving closed-loop safety protection from perception, assessment to execution.

[0061] The embodiments of the present invention have been described in detail above, but the present invention is not limited to the described embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalents or substitutions are all included within the scope defined by the claims of the present invention.

Claims

1. A method for calculating a safety elastic capsule for multirotor aircraft, characterized in that, Includes the following steps: Collect the mass M of the multirotor aircraft; The real-time flight speed V of the multi-rotor aircraft is detected; The braking distance S of the multirotor aircraft is calculated using the real-time flight speed V of the multirotor aircraft; Set the safety response time τ of the multirotor aircraft; Construct a safety capsule model E for the multirotor aircraft within the safety response time τ range. The safety capsule model E is based on the mass M, the real-time flight speed V, and the braking distance S. The safety capsule model E is projected to obtain the safety elastic capsule model E(V) of the multirotor aircraft.

2. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 1, characterized in that, The safety capsule model E is: in, A safety capsule model for multi-rotor aircraft; For the mass of multi-rotor aircraft; The real-time flight speed of a multi-rotor aircraft; Braking distance for multirotor aircraft; For the safety response time of multi-rotor aircraft; This is the safety capsule size factor, which can be adjusted based on actual conditions.

3. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 1, characterized in that, The safety elastic capsule model E(V) is: in, A safety elastic capsule model for multi-rotor aircraft; For the mass of multi-rotor aircraft; For the safety response time of multi-rotor aircraft; Braking and deceleration for multirotor aircraft; These represent the safety elastic capsule models for the front, rear, top, bottom, and sides, respectively. These represent the safety capsule size coefficients corresponding to the mass of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the safety capsule size coefficients corresponding to the real-time flight speed of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the safety capsule size coefficients corresponding to the braking distance of a multirotor aircraft in five directions: front, rear, above, below, and side. These represent the forward speed, backward speed, rate of climb, rate of descent, and lateral movement speed of a multirotor aircraft, respectively.

4. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 1, characterized in that, Also includes: Based on the hierarchical safety response mechanism, the safety elastic capsule model E(V) and the early warning threshold E are combined. warn and alarm threshold E alert The system compares and determines the state of the multirotor aircraft, and uses the state of the multirotor aircraft to select the optimal avoidance path for the multirotor aircraft.

5. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 4, characterized in that, The warning threshold E warn > Alarm threshold E alert Warning threshold E warn and alarm threshold E alert It characterizes the remaining degree of safety redundancy space; the lower the threshold, the more strained the available safety space. Warning threshold E warn and alarm threshold E alert All of these are dynamic variables, and their specific values ​​are dynamically determined by the flight environment, the performance of the multirotor aircraft, and the attributes of the current mission. The flight environment takes into account the environmental complexity coefficient. In densely built-up urban areas, indoor environments, or under severe weather conditions, the environmental complexity coefficient is reduced, thereby increasing the warning threshold and alarm threshold. The performance of the multi-rotor aircraft takes into account the aircraft performance coefficient. When the aircraft load increases, the battery power is insufficient, or the confidence of the sensing system decreases, the value of the aircraft performance coefficient decreases, thereby increasing the warning threshold and alarm threshold. The current task attribute takes into account the task urgency coefficient. When executing high-risk, high-reward tasks, the task urgency coefficient is increased, thereby reducing the warning threshold and alarm threshold.

6. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 4, characterized in that, The safety elastic capsule model E(V) is compared with the early warning threshold E. warn and alarm threshold E alert Comparisons are made to determine the status of the multirotor aircraft, including: When E(V)>E warn At that time, the multirotor aircraft is determined to be in a safe state and is within the absolutely safe zone; When E alert <E(V)≤E warn At that time, the multirotor aircraft was determined to be in a warning state, and the safety redundancy space of the multirotor aircraft was being compressed, posing a potential risk. When E(V)≤E alert At that time, the multirotor aircraft was determined to be in an alarm state, indicating an extremely high risk of collision or loss of control, having reached the minimum safety threshold.

7. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 6, characterized in that, Based on the state of the multirotor aircraft, the optimal avoidance path for the multirotor aircraft is selected, including: When a multirotor aircraft is determined to be in a safe state, it is within an absolutely safe zone without any additional warnings. When a multirotor aircraft is determined to be in a warning state, the multirotor aircraft's flight controller will issue a warning to the operator through audible and visual alarms, screen flashing prompts, and highlighting the location of the compressed safety capsule on the ground station control interface; at the same time, it will generate preventive measures, including slowing down, stopping, or making slight adjustments to attitude. When a multirotor aircraft is determined to be in an alarm state, flight control authority is immediately taken over, ignoring current manual control commands, and emergency avoidance strategies are forcibly activated.

8. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 7, characterized in that, The forced activation of the emergency avoidance strategy includes: analyzing the specific values ​​of the safety elastic capsule model E(V) in the five directions of front, back, top, bottom, and side, identifying the direction with the most pressing safety space, and selecting the optimal avoidance path, including: Forward Approaching Obstacle: If the Safety Elastic Capsule Model Ahead E f First, the alarm threshold E is triggered. alert If the distance ahead is insufficient, the multirotor aircraft will prioritize strong deceleration. If there is insufficient space for deceleration, it will combine the upward climb command to avoid obstacles in a three-dimensional manner. Lateral intrusion: if the lateral safety elastic capsule model E l Alarm threshold E reached alert Then, control the multirotor aircraft to move laterally to the other side to quickly restore lateral safety space; All-around protection: In extreme cases, if the safety elastic capsule model in multiple directions simultaneously reaches the alarm threshold E... alert Then, it controls the multirotor aircraft to ascend vertically or, if ascent is not possible, to land on the nearest safe plane.

9. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 1, characterized in that, The multi-rotor aircraft generates lift and controls flight attitude through multiple rotors, and achieves autonomous flight through a ground control station or autonomous flight program; the data is collected in real time through a ground control station or autonomous flight program. The mass M of the multirotor aircraft is the total mass of the multirotor aircraft's own structure, onboard equipment, and the energy or payload it carries. The real-time flight speed V is the actual distance traveled by the multirotor aircraft per unit time in a low-altitude environment. The real-time flight speed V includes real-time flight speeds in various directions, including forward speed V. f Rear speed V b Climb rate V u Decline rate V d Lateral movement speed V l Wherein, the climb rate V u The rate of ascent refers to the speed at which the object rises vertically; the rate of descent, V... d It refers to the speed at which something descends in the vertical direction; V, which affects the climb rate of multirotor aircraft u Factors include: engine power, propeller efficiency, aerodynamic performance, fuselage mass distribution, and environmental conditions; The effect of V on the descent rate of multirotor aircraft d Factors include: multirotor aircraft type, flight mode, payload weight, and ambient wind speed; The braking distance S of the multirotor aircraft refers to the spatial distance traversed from the start of the braking operation to the complete cessation of flight motion, specifically: in, Braking distance for multirotor aircraft; Real-time flight speed of multi-rotor aircraft; Braking and deceleration for multirotor aircraft.

10. The method for calculating a safety elastic capsule for a multi-rotor aircraft as described in claim 1, characterized in that, The safe response time τ of the multirotor aircraft is any one of the decision time, communication delay time, control reaction time, and reserved maneuver time.

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