Dynamic display method and system of layers of an aircraft and aircraft
Patent Information
- Application Number
- CN202510544596.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-27
- Publication Date
- 2026-10-27
AI Technical Summary
[0004]但是，上述转换得到三维空中地图是采用固定地理图层，导致无法响应实时事件，进而造成飞行器的航路规划的可靠性不高
[0037]本申请提供一种飞行器的图层动态显示方法、系统及飞行器，该方法包括：获取在当前时刻下各实时空域事件的参数信息；根据当前时刻下的各实时空域事件的参数信息，确定各实时空域事件的紧急程度；根据各实时空域事件的紧急程度，确定至少一个目标动态图层；在初始航路上的至少一个基础图层上叠加显示各目标动态图层。在本方案中，在飞行器的飞行过程中，可以实时获取当前时刻下突发的各实时空域事件的参数信息，并基于各实时空域事件的参数信息，计算得到各实时空域事件的紧急程度；然后，根据各实时空域事件的紧急程度，得到各实时空域事件对应的动态图层，并将各实时空域事件对应的动态图层叠加显示至飞行器的初始航路上的至少一个基础图层，优先显示对飞行感和飞行安全更重要的图层，为用户提供动态的三维环境感知，使得用户可以及时了解到初始航路上突发的紧急事件，以便于对初始航路进行优化调整，提高飞行器的路径规划效率与安全性。
Smart Images
Figure CN122990970A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of unmanned aerial vehicle (UAV) airspace management technology, and more specifically, to a method, system, and UAV for dynamic layer display of aircraft. Background Technology
[0002] With the development of the aviation industry, especially the popularization of low-altitude flight, flight navigation is increasingly reliant on three-dimensional spatial data. Traditional two-dimensional maps cannot provide accurate altitude information and three-dimensional features of complex terrain, while three-dimensional control maps make up for this deficiency, providing pilots with more comprehensive geographical and aeronautical information.
[0003] In existing technologies, existing two-dimensional geographic information data (such as satellite images, topographic maps, etc.) are used to convert the two-dimensional geographic information data into three-dimensional aerial maps using Geographic Information System (GIS) technology. Terrain features and obstacles are then analyzed from the three-dimensional aerial maps to mark suitable flight areas for aircraft, thereby enabling flight path planning for aircraft.
[0004] However, the three-dimensional aerial map obtained by the above conversion uses a fixed geographic layer, which makes it unable to respond to real-time events, resulting in low reliability of the aircraft's route planning. Summary of the Invention
[0005] The purpose of this invention is to address the shortcomings of the prior art by providing a method, system, and aircraft for dynamic layer display of an aircraft, thereby resolving the technical problems existing in the prior art.
[0006] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows:
[0007] In a first aspect, embodiments of this application provide a method for dynamically displaying layers of an aircraft, the method comprising:
[0008] Obtain parameter information for each real-time spatial event at the current moment;
[0009] Based on the parameter information of each of the real-time airspace events at the current moment, determine the urgency of each of the real-time airspace events;
[0010] Based on the urgency of each of the aforementioned real-time airspace events, at least one target dynamic layer is determined;
[0011] Each of the target dynamic layers is overlaid on at least one base layer on the initial route.
[0012] Optionally, the parameter information of the real-time airspace event includes: urgency coefficient, overlap area ratio and historical conflict frequency, wherein the overlap area ratio is the spatiotemporal overlap area ratio between the dynamic layer corresponding to the real-time airspace event and each basic layer on the initial route.
[0013] Optionally, determining the urgency of each real-time airspace event based on its parameter information includes:
[0014] Obtain a pre-built emergency event weight model;
[0015] The parameter information of the real-time airspace event is input into the emergency event weight model to obtain the weight of the real-time airspace event output by the emergency event weight model.
[0016] The urgency of the real-time airspace event is determined based on its weight.
[0017] Optionally, the emergency event weighting model includes:
[0018] i.layer_weight=α*(x)+β*(y)-γ*(z);
[0019] Where i.layer_weight is the weight of the real-time airspace event, α, β, and γ are preset coefficients, x is the urgency coefficient in the parameter information of the real-time airspace event, y is the overlap area ratio in the parameter information of the real-time airspace event, and z is the historical conflict frequency in the parameter information of the real-time airspace event.
[0020] Optionally, when the real-time airspace event is a meteorological change event, the emergency event weighting model includes:
[0021] i.layer_weight(t)=e -ut [α*(x)+β*(y)-γ*(z)];
[0022] Where t is the time between the occurrence of the meteorological change event and the current moment, and e is the duration of the event. -ut This represents the decay rate of a meteorological event over time.
[0023] Optionally, determining the urgency of the real-time airspace event based on its weight includes:
[0024] The weights of each of the aforementioned real-time spatial events are sorted in descending order to obtain the sorting result;
[0025] The first real-time airspace event that ranks first in the sorting results is determined to have the highest urgency.
[0026] Optionally, the step of overlaying each of the target dynamic layers onto at least one base layer on the initial flight path of the aircraft includes:
[0027] The target base layer corresponding to each target dynamic layer is determined based on the overlap area ratio of the real-time spatial events corresponding to each target dynamic layer.
[0028] The target display style of each target dynamic layer is determined based on the urgency of the real-time spatial events corresponding to each target dynamic layer.
[0029] The target dynamic layer is overlaid on each of the target base layers according to the target display style.
[0030] Optionally, acquiring parameter information of various real-time airspace events of the aircraft at the current moment includes:
[0031] Send a real-time differential mode request to the real-time airspace analysis server. The real-time differential request is used to instruct the acquisition of parameter information of each real-time airspace event of the aircraft at the current moment.
[0032] Receive parameter information of each real-time airspace event sent by the real-time airspace analysis server.
[0033] Secondly, embodiments of this application also provide a dynamic layer display system for an aircraft, the system comprising: an aircraft, a real-time airspace analysis server, and a map server; the aircraft is communicatively connected to the real-time airspace analysis server and the map server respectively;
[0034] The aircraft is used to perform the dynamic layer display method for the aircraft as described in any of the first aspects.
[0035] Thirdly, embodiments of this application also provide an aircraft, the aircraft including: a processor, a storage medium and a bus, the storage medium storing machine-readable instructions executable by the processor, when the aircraft is running, the processor and the storage medium communicate via the bus, the processor executes the machine-readable instructions to perform the steps of the dynamic layer display method for the aircraft as provided in any of the first aspects.
[0036] The beneficial effects of this application are:
[0037] This application provides a method, system, and aircraft for dynamic layer display of an aircraft. The method includes: acquiring parameter information of various real-time airspace events at the current moment; determining the urgency of each real-time airspace event based on the parameter information; determining at least one target dynamic layer based on the urgency of each real-time airspace event; and overlaying each target dynamic layer onto at least one base layer on the initial flight path. In this solution, during the flight of the aircraft, parameter information of various sudden real-time airspace events at the current moment can be acquired in real time, and the urgency of each real-time airspace event can be calculated based on the parameter information; then, based on the urgency of each real-time airspace event, the corresponding dynamic layer is obtained, and the dynamic layer corresponding to each real-time airspace event is overlaid onto at least one base layer on the initial flight path of the aircraft, prioritizing the display of layers that are more important to flight feel and flight safety, providing users with dynamic three-dimensional environmental perception, enabling users to promptly understand sudden emergencies on the initial flight path, so as to optimize and adjust the initial flight path, and improve the efficiency and safety of the aircraft's path planning. Attached Figure Description
[0038] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0039] Figure 1 This application provides a schematic diagram of the structure of a dynamic layer display system for an aircraft.
[0040] Figure 2 A flowchart illustrating a method for dynamically displaying layers of an aircraft, provided in an embodiment of this application;
[0041] Figure 3 A flowchart illustrating another method for dynamically displaying layers of an aircraft, provided in an embodiment of this application;
[0042] Figure 4 A flowchart illustrating another method for dynamically displaying layers of an aircraft, provided in an embodiment of this application;
[0043] Figure 5 A flowchart illustrating another method for dynamically displaying layers of an aircraft, provided in an embodiment of this application;
[0044] Figure 6 A flowchart illustrating another method for dynamically displaying layers of an aircraft, provided in an embodiment of this application;
[0045] Figure 7 This is a schematic diagram illustrating the result of an aircraft provided in an embodiment of this application. Detailed Implementation
[0046] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. It should be understood that the accompanying drawings in this application are for illustrative and descriptive purposes only and are not intended to limit the scope of protection of this application. Furthermore, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of this application. It should be understood that the operations in the flowcharts may not be implemented in sequence, and steps without logical contextual relationships may be reversed or implemented simultaneously. In addition, those skilled in the art, guided by the content of this application, may add one or more other operations to the flowcharts, or remove one or more operations from the flowcharts.
[0047] Furthermore, the described embodiments are merely some, not all, of the embodiments of this application. The components of the embodiments of this application described and illustrated herein can typically be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely to illustrate selected embodiments of the application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.
[0048] It should be noted that the term "comprising" will be used in the embodiments of this application to indicate the presence of the features declared thereafter, but does not exclude the addition of other features.
[0049] First, the background technology involved in this application will be introduced.
[0050] In existing technologies, existing two-dimensional geographic information data (such as satellite images and topographic maps) are used to convert the two-dimensional geographic information data into a three-dimensional aerial map using Geographic Information System (GIS) technology. Terrain features and obstacles are then analyzed from the three-dimensional aerial map. Terrain features can include slope, surface flatness, etc., and obstacles can include buildings, trees, power lines, etc. Then, based on the terrain features and obstacles, suitable flight areas for aircraft are marked on the three-dimensional aerial map, thereby realizing flight path planning for the aircraft.
[0051] However, the existing aerial map layering technology has the following drawbacks:
[0052] 1. Static and rigid layering: The three-dimensional aerial map obtained by the above conversion uses a fixed geographic layer, which makes it unable to respond to real-time events, such as traffic congestion events or severe weather events, resulting in low reliability of the aircraft's route planning;
[0053] 2. Urgency conflict: When multiple real-time spatial events are dynamically layered, there is a lack of dynamic weight management, and urgent events may be obscured by low-priority layers.
[0054] 3. Waste of resources: Full data transmission leads to excessive computing load on the aircraft, affecting real-time decision-making.
[0055] To address the aforementioned issues, this application proposes a method for dynamically displaying aircraft layers. During the flight of the aircraft, the dynamic layer corresponding to each real-time airspace event can be determined in real time based on the urgency of each event. This dynamic layer is then overlaid onto at least one base layer on the aircraft's initial flight path, providing users with dynamic 3D environmental awareness. This allows users to promptly understand any sudden emergencies on the initial flight path, facilitating optimization and adjustment of the initial route and improving the efficiency and safety of the aircraft's path planning.
[0056] The structure of the dynamic layer display system for aircraft provided in this application will be described below through several specific embodiments.
[0057] refer to Figure 1 The diagram shown is a structural schematic of a dynamic layer display system for an aircraft provided in this application. Figure 1 As shown, the system includes: an aircraft, a real-time airspace analysis server, and a map server; wherein the aircraft is communicatively connected to the real-time airspace analysis server and the map server respectively; such communication can be achieved through wireless communication.
[0058] The real-time airspace analysis server is used to acquire at least one real-time airspace event that occurs in real time, such as traffic congestion, weather, or airspace restriction. It calculates the parameter information of each real-time airspace event and then pushes the parameter information of each real-time airspace event to all online aircraft. The parameter information of the real-time airspace event includes: urgency coefficient, overlap area ratio, historical conflict frequency, and decay rate.
[0059] Map servers are used to store, process, and distribute geospatial data along the flight paths of aircraft. Geospatial data includes terrain layers, fixed no-fly zone layers, and city building layers.
[0060] The aircraft comprises a base layer, an event response layer, and a decision layer. The base layer uses a differential method to obtain at least one base layer along the initial flight path from the map server, such as a terrain layer, a fixed no-fly zone layer, or a city building layer, and stores the base layer using lossless compression.
[0061] The event response layer sends real-time differential requests to the real-time airspace analysis server and receives parameter information for each real-time airspace event from the server. Based on this parameter information, it calculates the urgency of each event. Finally, based on the urgency of each event, it overlays the corresponding dynamic layer onto at least one base layer on the initial flight path, providing users with dynamic 3D environmental perception. The dynamic layer corresponding to each event can be a dynamic no-fly zone layer, a weather change layer, or a traffic congestion layer, etc.
[0062] The decision-making layer is used to dynamically generate path planning buffers and alternative routes based on the conflict probability of various real-time airspace events, so as to optimize the efficiency and safety of UAV path planning.
[0063] The following will illustrate the dynamic layer display method for aircraft provided in this application and the corresponding beneficial effects through several specific embodiments.
[0064] refer to Figure 2 The diagram shown is a flowchart illustrating a method for dynamically displaying layers of an aircraft according to an embodiment of this application; applied to an aircraft in a dynamic layer display system. It should be understood that in other embodiments, the order of some steps in the dynamic layer display method for an aircraft can be interchanged according to actual needs, or some steps can be omitted or deleted. For example... Figure 2 As shown, the method includes:
[0065] S201. Obtain parameter information for each real-time spatial event at the current moment.
[0066] Real-time airspace events are sudden emergencies in the airspace. Examples include weather changes, traffic congestion, and sudden no-fly zones. Parameter information for real-time airspace events can be used to describe or indicate their status. For instance, parameter information for weather changes may include attenuation rate, urgency factor, and overlap area.
[0067] In one feasible approach, a request to obtain real-time airspace events can be sent to a real-time airspace analysis server, and parameter information of each real-time airspace event returned by the real-time airspace analysis server can be received.
[0068] S202. Determine the urgency of each real-time airspace event based on the parameter information of each real-time airspace event at the current moment.
[0069] The level of urgency can be categorized as: general, serious, and urgent.
[0070] The urgency level of real-time airspace events is used to assess the risk of sudden real-time airspace events and to classify these events. For example, if the urgency level of a traffic congestion event is "severe," then the risk of the traffic congestion event is determined to be "high."
[0071] In one feasible approach, in order to quantitatively assess the urgency of each real-time airspace event, the urgency of each real-time airspace event can be calculated based on the parameter information of each real-time airspace event at the current moment. This ensures that the calculation results are accurate and relatively objective.
[0072] S203. Determine at least one target dynamic layer based on the urgency of each real-time airspace event.
[0073] Among them, dynamic layers refer to the layers corresponding to real-time airspace events. That is, dynamic layers are displayed dynamically based on the urgency of real-time airspace events. For example, if the urgency of a traffic congestion event is moderate, the dynamic layer corresponding to the traffic congestion event will be displayed semi-transparently or selectively hidden; if the urgency of a traffic congestion event is urgent, the dynamic layer corresponding to the traffic congestion event will be displayed as a high-contrast bright color block to highlight the risk of the dynamic layer corresponding to the traffic congestion event.
[0074] In one feasible approach, for example, if the urgency level of a traffic congestion event is "urgent," then the layer corresponding to the traffic congestion event is determined as the first dynamic layer; if the urgency level of a weather change event is "moderate," then the layer corresponding to the weather change event is determined as the second dynamic layer.
[0075] S204. Display the dynamic layers of each target on at least one base layer on the initial route.
[0076] The base layer can be represented by static geospatial data along the initial flight path pre-planned for the aircraft. This base layer can be a terrain layer, a fixed no-fly zone layer, or a city building layer, etc.
[0077] It is understandable that the aircraft begins to enter the normal low-altitude flight phase. At this time, the pre-planned initial flight path displayed on the map interface only includes the terrain layer, the fixed no-fly zone layer, and the city building layer.
[0078] In one feasible approach, if the urgency level of a traffic congestion event is "urgent," and the layer corresponding to the traffic congestion event is determined to be the first dynamic layer, and the area where the first dynamic layer is located overlaps with the area where terrain layer 1 is located, then the first dynamic layer can be overlaid onto terrain layer 1. Simultaneously, the transparency of terrain layer 1 is increased to highlight the newly added traffic congestion event. Similarly, if the urgency level of a weather change event is "moderate," and the layer corresponding to the weather change event is determined to be the second dynamic layer, and the area where the second dynamic layer is located overlaps with the area where city building layer 1 is located, then the second dynamic layer can be overlaid onto city building layer 1. Simultaneously, the transparency of city building layer 1 is increased to highlight the newly added weather change event. This provides users with dynamic three-dimensional airspace awareness, allowing them to promptly understand sudden emergencies on the initial flight path, facilitating optimization and adjustment of the initial flight path, and improving the efficiency and safety of aircraft path planning.
[0079] In summary, this application provides a method for dynamically displaying layers on an aircraft. The method includes: acquiring parameter information of each real-time airspace event at the current moment; determining the urgency of each real-time airspace event based on the parameter information; determining at least one target dynamic layer based on the urgency of each real-time airspace event; and overlaying each target dynamic layer onto at least one base layer on the initial flight path. In this solution, during the aircraft's flight, parameter information of each sudden real-time airspace event can be acquired in real time, and the urgency of each real-time airspace event can be calculated based on the parameter information. Then, based on the urgency of each real-time airspace event, the corresponding dynamic layer is obtained, and the dynamic layer corresponding to each real-time airspace event is overlaid onto at least one base layer on the aircraft's initial flight path. Layers that are more important for flight feel and flight safety are prioritized for display, providing users with dynamic three-dimensional environmental perception. This allows users to promptly understand sudden emergencies on the initial flight path, facilitating optimization and adjustment of the initial flight path and improving the aircraft's path planning efficiency and safety.
[0080] Optionally, the parameter information of real-time airspace events includes: urgency coefficient, overlap area ratio, and historical conflict frequency. The overlap area ratio is the spatiotemporal overlap area ratio between the dynamic layer corresponding to the real-time airspace event and each basic layer on the initial route.
[0081] The urgency coefficient is used to indicate the time urgency of real-time airspace events.
[0082] The overlap area ratio indicates the temporal and spatial overlap between the dynamic layer corresponding to a real-time airspace event and the base layers along the initial flight path. For example, if the dynamic layer corresponding to a traffic congestion event is located in area A1-A2, occurring from 09:00 to 09:10, and the terrain layer 1 along the initial flight path is located in area A1-A2, with a flight time from 09:00 to 09:30, then the dynamic layer corresponding to the traffic congestion event and terrain layer 1 overlap in both time and space. Specifically, there is temporal overlap from 09:00 to 09:10, and spatial overlap in area A1-A2. Based on the temporal and spatial overlap data, the overlap area ratio can be calculated.
[0083] Historical conflict frequency indicates the ratio of the total number of recorded incidents such as dangerous close encounters between aircraft, airspace violations, or equipment malfunctions to the total number of flights within a specific airspace area and time window. A higher historical conflict frequency indicates more complex airspace operations and a greater risk of conflict.
[0084] Secondly, the parameter information for real-time airspace events also includes the decay rate, which is the speed at which a real-time airspace event weakens over time. For example, the urgency of a weather change event will decay over time, such as predicting the risk value for the next 30 minutes.
[0085] Optionally, refer to Figure 3 As shown, step S202 above includes:
[0086] S301. Obtain the pre-built emergency event weight model.
[0087] The emergency event weighting model is used to calculate the weight of real-time airspace events, and can be used to quantitatively assess the urgency of real-time airspace events.
[0088] For example, the emergency event weight model is a pre-constructed weight calculation equation, or a weight network model pre-trained based on sample parameter information of a large number of spatial events; it can also be constructed based on big data, reinforcement learning methods, iterative optimization of weight calculation methods, etc.
[0089] S302. Input the parameter information of the real-time airspace event into the emergency event weight model to obtain the weight of the real-time airspace event output by the emergency event weight model.
[0090] S303. Determine the urgency of real-time airspace events based on their weights.
[0091] In one feasible approach, the urgency coefficient, overlapping area ratio, and historical conflict frequency of a traffic congestion event can be input into an emergency event weighting model to calculate the weight of the traffic congestion event, such as a weight of 0.8. Then, the traffic congestion event is compared with a preset threshold. If the traffic congestion event is greater than the threshold, the urgency of the traffic congestion event is determined.
[0092] Optionally, the emergency event weighting model includes the following formula (1):
[0093] i.layer_weight=α*(x)+β*(y)-γ*(z)(1)
[0094] In the formula (1) above, i.layer_weight is the weight of the real-time airspace event, α, β and γ are the pre-set coefficients, x is the urgency coefficient in the parameter information of the real-time airspace event, y is the overlap area ratio in the parameter information of the real-time airspace event, and z is the historical conflict frequency in the parameter information of the real-time airspace event.
[0095] In this embodiment, α, β, and γ are preset coefficients, such as α = 0.4, β = 0.3, and γ = 0.3. The urgency coefficient x of the traffic congestion event, the overlap area ratio y, and the historical conflict frequency z can be input into the above formula (1), and the weight of the traffic congestion event can be calculated using the above formula (1).
[0096] Optionally, when the real-time airspace event is a meteorological change event, the emergency event weighting model includes the following formula (2):
[0097] i.layer_weight(t)=e -ut [α*(x)+β*(y)-γ*(z)](2)
[0098] In formula (2) above, t represents the time between the occurrence of the meteorological change event and the current moment, and e represents the time between the occurrence of the meteorological change event and the current moment. -ut This represents the decay rate of a meteorological event over time.
[0099] In another feasible approach, the urgency of weather change events is considered to decrease over time. Therefore, the decay rate e of weather change events is incorporated into the emergency event weighting model. -ut That is, the weights calculated using the formula (1) above are used as the initial weights r(0) of the meteorological change event. Then, based on the occurrence time of the meteorological change event and the duration of the current moment, the decay rate e of the meteorological change event is obtained. -ut And the decay rate e of meteorological change events -utThe product of the initial weight r(0) and the initial weight r(0) is the weight of the meteorological change event at the current time. This ensures the accuracy of the calculated weight of the meteorological change event and improves the accuracy of the assessment of the urgency of the meteorological change event.
[0100] Optionally, refer to Figure 4 As shown, step S303 above includes:
[0101] S401. Sort the weights of each real-time spatial event in descending order to obtain the sorting result.
[0102] S402. Obtain the first real-time spatial event that ranks first in the sorting results, and determine that the urgency of the first real-time spatial event is the highest.
[0103] In another feasible approach, the weights of the first real-time airspace event are 0.6, the second real-time airspace event is 0.3, and the third real-time airspace event is 0.1. The weights of these events can then be arranged in descending order, resulting in the sequence: First Real-Time Airspace Event -> Second Real-Time Airspace Event -> Third Real-Time Airspace Event. The first real-time airspace event, being at the top of the sequence, has the highest weight, indicating it has the highest urgency. Conversely, the third real-time airspace event, being at the bottom of the sequence, has the lowest weight, indicating it has the lowest urgency. The second real-time airspace event has a medium urgency.
[0104] Optionally, refer to Figure 5 As shown, step S204 above includes:
[0105] S501. Determine the target base layer corresponding to each target dynamic layer based on the overlap area ratio of the real-time spatial events corresponding to each target dynamic layer.
[0106] Optionally, considering that the initial flight path includes multiple base layers, and each base layer is located in a different area, it is also necessary to determine which base layers on the initial flight path each target dynamic layer will affect flight safety based on the spatiotemporal overlap ratio between the real-time airspace events corresponding to each target dynamic layer and the areas where each base layer is located. For example, if the calculated spatiotemporal overlap ratio between the dynamic layer corresponding to the traffic congestion event and terrain layer 1 is greater than 0, then the dynamic layer corresponding to the traffic congestion event will affect the safety of the aircraft when flying from terrain layer 1. Therefore, terrain layer 1 can be determined as the target base layer of the dynamic layer corresponding to the traffic congestion event, and the dynamic layer corresponding to the traffic congestion event can be overlaid on terrain layer 1, so that users can be aware of the danger when the aircraft flies from terrain layer 1 and need to bypass terrain layer 1, thereby improving the safety of the aircraft flight.
[0107] S502. Determine the target display style of each target dynamic layer based on the urgency of the real-time airspace events corresponding to each target dynamic layer.
[0108] Optionally, it is also worth considering which display style to overlay the dynamic layer corresponding to the traffic congestion event onto the terrain layer 1, so as to achieve the purpose of timely reminder to users.
[0109] In one feasible approach, the target display style of each target dynamic layer is determined based on the urgency of the real-time airspace event corresponding to that layer. For example, if a traffic congestion event is deemed urgent, the target display style of the dynamic layer corresponding to that event can be set to high-contrast color blocks and flashing warnings, such as a red traffic congestion zone. Conversely, if a weather change event is deemed moderately urgent, the display style of the dynamic layer corresponding to that event can be semi-transparent or selectively hidden. Therefore, when multiple dynamic layers corresponding to real-time airspace events are simultaneously overlaid on the same base layer, the dynamic layers corresponding to the events with higher urgency are prioritized for optimal display. In other words, by calculating the urgency of the dynamic layers corresponding to real-time airspace events, when multiple dynamic layers corresponding to real-time airspace events are overlaid, the dynamic layers most important to flight feel and flight safety can be prioritized for display on a limited screen.
[0110] S503. Display the target dynamic layer on top of the target base layer according to the target display style.
[0111] Based on the above embodiments, a high-contrast color block and flashing warning display style can be used to overlay the dynamic layer corresponding to the traffic congestion event onto the terrain layer 1. At the same time, the transparency of the terrain layer 1 is increased to highlight the newly added emergency event, so as to alert the user to the sudden traffic congestion event on the terrain layer 1 of the initial flight path and trigger manned / unmanned route replanning to improve flight safety.
[0112] Therefore, based on the urgency of each real-time airspace event, the display of each event is optimized. For example, the original high transparency is adjusted to low transparency, or highlighted in red and accompanied by voice prompts. At the same time, the transparency of the terrain layer and the fixed no-fly zone layer is increased to highlight newly added emergency events and to remind users.
[0113] Optionally, as the emergency progresses, the weight of newly added emergency events decreases, and the urgency level is reduced; the optimization level of the base layer (topographic map, fixed no-fly zone layer) returns to high priority, and the aircraft continues to fly along the normal route.
[0114] Optionally, refer to Figure 6 As shown, step S201 above includes:
[0115] S601, Send a real-time differential mode request to the real-time spatial domain analysis server.
[0116] Among them, the real-time differential request is used to instruct the acquisition of parameter information of each real-time airspace event of the aircraft at the current moment.
[0117] S602. Receive parameter information of each real-time airspace event sent by the real-time airspace analysis server.
[0118] In one feasible approach, to reduce the edge computing load on the aircraft, a differential method is proposed. This involves sending real-time differential requests to a real-time airspace analysis server and receiving parameter information for various real-time airspace events from the server, such as carrier / UAV trajectories, weather radar data, and temporary no-fly zones, as a real-time data stream. Conflict areas are then marked using a spatiotemporal index (such as an H3 grid). The H3 spatial partitioning is suitable for aggregation analysis based on large amounts of flight data.
[0119] Optionally, key layers (such as a dynamic layer within 1km of the current path) can be cached on the aircraft side, and only incremental data can be updated synchronously. Specifically, (1) static base layers can be preloaded on the aircraft side; (2) differential data of the dynamic event response layer can be transmitted on demand through 4G / 5G network slicing to optimize edge computing and improve data processing efficiency.
[0120] Figure 7 This is a schematic diagram of the structure of an aircraft provided in an embodiment of this application. The aircraft can be integrated into a terminal device or a chip of the terminal device. The terminal can be a computing device with data processing capabilities.
[0121] The aircraft 101 includes: processor 701 and memory 702.
[0122] The memory 702 is used to store programs, and the processor 701 calls the programs stored in the memory 702 to execute the above method embodiments. The specific implementation and technical effects are similar, and will not be described again here.
[0123] Optionally, the present invention also provides a program product, such as a computer-readable storage medium, including a program that, when executed by a processor, is used to perform the above-described method embodiments.
[0124] In the several embodiments provided by this invention, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.
[0125] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0126] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or in the form of hardware plus software functional units.
[0127] The integrated units implemented as software functional units described above can be stored in a computer-readable storage medium. These software functional units, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
Claims
1. A method for dynamically displaying layers of an aircraft, characterized in that, The method includes: Obtain parameter information for each real-time spatial event at the current moment; Based on the parameter information of each of the real-time airspace events at the current moment, determine the urgency of each of the real-time airspace events; Based on the urgency of each of the aforementioned real-time airspace events, at least one target dynamic layer is determined; Each of the target dynamic layers is overlaid on at least one base layer on the initial route.
2. The method according to claim 1, characterized in that, The parameter information of the real-time airspace event includes: urgency coefficient, overlap area ratio and historical conflict frequency. The overlap area ratio is the spatiotemporal overlap area ratio between the dynamic layer corresponding to the real-time airspace event and each basic layer on the initial route.
3. The method according to claim 2, characterized in that, The step of determining the urgency of each real-time airspace event based on its parameter information includes: Obtain a pre-built emergency event weight model; The parameter information of the real-time airspace event is input into the emergency event weight model to obtain the weight of the real-time airspace event output by the emergency event weight model. The urgency of the real-time airspace event is determined based on its weight.
4. The method according to claim 3, characterized in that, The emergency event weighting model includes: i.layer_weight=α*(x)+β*(y)-γ*(z); Where i.layer_weight is the weight of the real-time airspace event, α, β, and γ are preset coefficients, x is the urgency coefficient in the parameter information of the real-time airspace event, y is the overlap area ratio in the parameter information of the real-time airspace event, and z is the historical conflict frequency in the parameter information of the real-time airspace event.
5. The method according to claim 4, characterized in that, When the real-time airspace event is a meteorological change event, the emergency event weighting model includes: i.layer_weight(t)=e -ut [α*(x)+β*(y)-γ*(z)]; Where t is the time between the occurrence of the meteorological change event and the current moment, and e is the duration of the event. -ut This represents the decay rate of a meteorological event over time.
6. The method according to claim 3, characterized in that, Determining the urgency of a real-time airspace event based on its weight includes: The weights of each of the aforementioned real-time spatial events are sorted in descending order to obtain the sorting result; The first real-time airspace event that ranks first in the sorting results is determined to have the highest urgency.
7. The method according to any one of claims 1-6, characterized in that, The superimposition of each of the target dynamic layers on at least one base layer along the initial route includes: The target base layer corresponding to each target dynamic layer is determined based on the overlap area ratio of the real-time spatial events corresponding to each target dynamic layer. The target display style of each target dynamic layer is determined based on the urgency of the real-time spatial events corresponding to each target dynamic layer. The target dynamic layer is overlaid on each of the target base layers according to the target display style.
8. The method according to claim 1, characterized in that, The acquisition of parameter information for each real-time spatial event at the current moment includes: Send a real-time differential mode request to the real-time airspace analysis server. The real-time differential request is used to instruct the acquisition of parameter information of each real-time airspace event of the aircraft at the current moment. Receive parameter information of each real-time airspace event sent by the real-time airspace analysis server.
9. A dynamic layer display system for an aircraft, characterized in that, The system includes: an aircraft, a real-time airspace analysis server, and a map server; the aircraft is communicatively connected to the real-time airspace analysis server and the map server, respectively. The aircraft is used to perform the dynamic layer display method for the aircraft according to any one of claims 1-8.
10. An aircraft, characterized in that, The aircraft includes a processor, a storage medium, and a bus. The storage medium stores machine-readable instructions executable by the processor. When the aircraft is running, the processor communicates with the storage medium via the bus. The processor executes the machine-readable instructions to perform the steps of the dynamic layer display method for the aircraft as described in any one of claims 1-8.