Flight procedure generation and control method and system for an electric vertical take-off and landing aircraft in an airport airspace

Abstract

The application provides a flight procedure generation and control method and system of an electric vertical take-off and landing aircraft in an airport airspace. Through multi-source data preprocessing, running scene recognition, flight procedure parameter generation, airspace conflict detection, target flight strategy determination, runway crossing scene judgment, and standardized flight instruction issuance, the eVTOL can automatically obtain an adapted flight procedure according to the real-time running state of the airport, and realize safe control and scheduling efficiency improvement of eVTOL departure, approach and runway crossing on the basis of normal operation of the transport flight.

Description

Technical Field

[0001] This application relates to the field of aircraft control, and more specifically, to a method and system for generating and controlling flight procedures for electric vertical takeoff and landing aircraft in airport airspace. Background Technology

[0002] With the gradual opening of low-altitude airspace resources and the rapid development of electric vertical take-off and landing (eVTOL) technology, eVTOL is increasingly being used in urban air traffic, airport shuttles, and other scenarios. When eVTOLs conduct take-off and landing operations at civil aviation transport airports, they need to share airport airspace with civil aviation transport flights. Their flight paths may intersect with the airspace where the departure and approach wings of transport flights are located, or they may need to cross the runway perpendicularly to reach the take-off and landing area on the other side of the runway.

[0003] Currently, the operation of eVTOL in airport airspace mainly relies on pre-planned fixed routes and manual approval methods: flight procedures are designed offline by designers based on the airport layout, and during operation, controllers manually coordinate the interval between eVTOL and transport flights based on experience, and transmit instructions to the crew through voice communication.

[0004] However, the airport operating environment is dynamic and constantly changing. Operational data such as runway occupancy status, transport flight traffic, and airspace restrictions are updated in real time, making it difficult for offline-designed fixed flight procedures to adapt in a timely manner. Manual coordination is not only inefficient but also highly dependent on the experience of controllers, making it difficult to accurately determine whether the safe separation requirements are met between the eVTOL and transport flights. Voice commands cannot be directly executed by the eVTOL airborne flight control system, making it difficult to meet the needs of automated operation.

[0005] Therefore, how to automatically identify the current operating scenario of eVTOL based on multi-source operational data from airports, generate flight procedures adapted to the operating scenario, and perform airspace conflict detection and control command issuance for the flight procedures has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0006] The purpose of this application is to provide a method and system for generating and controlling flight procedures for electric vertical takeoff and landing (eVTOL) aircraft in airport airspace, so as to realize safe and coordinated operation of eVTOL and civil aviation flights in airport airspace.

[0007] To achieve the above objectives, the technical solutions adopted in the embodiments of this application are as follows: In a first aspect, embodiments of this application provide a method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, including: Acquire multi-source operational data of the target airport and preprocess the multi-source operational data to generate valid operational data; The current operating scenario type is determined based on the valid operating data; Generate initial flight procedure parameters based on the current operating scenario type and the valid operating data; Airspace conflict detection is performed based on the initial flight procedure parameters and the effective operational data, and the target flight strategy is determined based on the conflict detection results. Determine whether the current running scenario type is a vertical runway crossing scenario, and obtain the scenario determination result; Based on the scenario assessment results, the corresponding flight strategy to be issued is determined; Based on the flight strategy to be issued, a standardized flight command is generated and the standardized flight command is issued to the eVTOL airborne flight control system.

[0008] Secondly, embodiments of this application provide a flight procedure generation and control system for an electric vertical takeoff and landing aircraft in airport airspace, including: an environmental perception data processing module, a flight conflict analysis module, and a flight strategy issuance and execution module; The environmental perception data processing module is used to acquire multi-source operational data of the target airport and preprocess the multi-source operational data to generate effective operational data. The flight conflict analysis module is used to determine the current operating scenario type based on the valid operating data; generate initial flight procedure parameters based on the current operating scenario type and the valid operating data; perform airspace conflict detection based on the initial flight procedure parameters and the valid operating data, and determine the target flight strategy based on the conflict detection results; determine whether the current operating scenario type is a vertical runway crossing scenario, and obtain a scenario judgment result; and determine the corresponding flight strategy to be issued based on the scenario judgment result. The flight strategy issuance and execution module is used to generate standardized flight commands based on the flight strategy to be issued, and to issue the standardized flight commands to the eVTOL airborne flight control system, so that the eVTOL airborne flight control system controls the eVTOL to perform flight actions according to the standardized flight commands.

[0009] Compared to existing technologies, the flight procedure generation and control method and system for electric vertical takeoff and landing (eVTOL) aircraft in airport airspace provided in this application embodiment enables eVTOL to automatically obtain an appropriate flight procedure based on the real-time operating status of the airport through multi-source data preprocessing, operation scenario identification, flight procedure parameter generation, airspace conflict detection, target flight strategy determination, runway crossing scenario judgment, and standardized flight command issuance. This also improves the safety control and scheduling efficiency of eVTOL departure, approach, and runway crossing while ensuring the normal operation of transport flights.

[0010] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0011] To more clearly illustrate the technical solutions of the embodiments of this application, 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 this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1 A flowchart illustrating a method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided as an embodiment of the present invention. Figure 2 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 3 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 4A A schematic diagram of an exit scenario traversing a long pentagon provided in an embodiment of the present invention. Figure 4B A schematic diagram of an approach scene traversing a long pentagon provided in an embodiment of this application; Figure 4C A schematic diagram of a vertical runway exit scenario provided in an embodiment of this application; Figure 4D A schematic diagram of a vertical runway approach scenario provided in an embodiment of this application; Figure 5 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 6A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 7A A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 7B A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 8 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 9 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 10 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 11 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 12 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 13 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 14 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing aircraft in airport airspace, provided as an embodiment of the present invention. Figure 15 This is a schematic diagram of the flight procedure generation and control system for an electric vertical takeoff and landing aircraft in airport airspace, provided in an embodiment of the present invention. Detailed Implementation

[0013] 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. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0014] 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.

[0015] In the description of this application, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0016] The following detailed description of some embodiments of this application is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0017] In existing technologies, civil aviation airport flight procedures are mainly established around the standard instrument departure, standard instrument approach, and five-sided operation of transport flights. Runway scheduling, approach sequencing, and airspace management are also based on the performance parameters of transport flights. eVTOL has vertical takeoff and landing, low-speed maneuvering, and low-altitude operation capabilities, and can undertake the connection tasks between airports and urban low-altitude air routes, but its operating altitude, speed envelope, and route requirements differ from those of transport flights. Among related concepts, long five-sided operation refers to the relatively long segment of the final approach or departure initial flight performed by an aircraft after aligning with the runway; vertical runway crossing refers to eVTOL flying from one side of the runway to the other in a direction perpendicular to the runway centerline; altitude stratification refers to configuring different altitude ranges for different types of aircraft to form vertical safety separations; and long-distance parallel runway airports refer to airports where the distance between parallel runways meets the requirements for long-distance operation, for example, a runway distance of not less than 1035 meters.

[0018] However, existing airport flight procedures lack a unified generation and control process for eVTOL covering departure, approach, and runway crossing. Directly adopting transport flight procedures would increase detour distance and energy consumption; relying solely on manual coordination for runway crossings makes it difficult to promptly utilize runway status, transport flight predicted tracks, and eVTOL real-time status for conflict resolution. This results in potential horizontal, vertical, or time-interval issues between eVTOL and transport flights, and a lack of automatically issued alternative flight strategies in abnormal situations.

[0019] To address the aforementioned technical challenges, the core improvement approach of this application is as follows: acquire and preprocess multi-source operational data, including airport runway, transport flights, basic routes, and eVTOL status; identify the current operational scenario based on mission direction, origin and destination positions, and runway crossing requirements; generate initial flight procedure parameters containing route, altitude, speed, and time constraints according to the scenario; sequentially conduct conflict detection in the horizontal, vertical, and time dimensions, and adjust waypoints, altitudes, or speeds based on conflict types; switch to an emergency flight strategy when conflicts cannot be resolved; perform release verification for runway crossing scenarios; and finally convert the flight strategy to be issued into standardized flight commands and issue them for execution.

[0020] Specifically, Figure 1 A flowchart illustrating a method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 1 The method includes: Step 100: Obtain multi-source operational data of the target airport and preprocess the multi-source operational data to generate valid operational data.

[0021] This multi-source operational data can include runway operational data, transport flight operational data, airport basic airway data, and eVTOL's own operational data. Runway operational data is used to characterize runway occupancy status, future takeoff and landing plans, and ground vehicle activity; transport flight operational data is used to characterize the position, altitude, speed, heading, and predicted trajectory of transport flights; airport basic airway data is used to characterize runway thresholds, runway ends, runway midpoints, takeoff and landing fields, basic waypoints, restricted airspace, and no-fly zones; and eVTOL's own operational data is used to characterize the eVTOL's position, altitude, attitude, ground speed, mission status, and onboard collision avoidance system status.

[0022] Step 101: Determine the current running scenario type based on valid running data.

[0023] The operational scenario types can include departure scenarios involving crossing the long five-edge, approach scenarios involving crossing the long five-edge, departure scenarios involving perpendicularly crossing the runway, and approach scenarios involving perpendicularly crossing the runway. A departure scenario involving crossing the long five-edge refers to an eVTOL taking off from the airport and whose planned path intersects with the airspace containing the departure five-edge of a transport flight. A departure scenario involving crossing the long five-edge refers to an eVTOL entering the airport from a low-altitude urban airway and whose planned path intersects with the airspace containing the approach five-edge of a transport flight. A departure scenario involving perpendicularly crossing the runway refers to an eVTOL flying from one side of the runway to the other and performing a departure mission. A landing scenario involving perpendicularly crossing the runway refers to an eVTOL crossing the runway from the outer airspace of the airport and performing an approach and landing mission.

[0024] Step 102: Generate initial flight procedure parameters based on the current operating scenario type and valid operating data.

[0025] The initial flight procedure parameters describe the complete flight constraints that the eVTOL must follow to perform its current flight mission. These include the waypoint sequence, the plane coordinates of each waypoint, the altitude constraints of each waypoint, segment speed constraints, turning constraints, runway crossing time limits, and safety separation requirements with transport flights. These initial flight procedure parameters can be waypoint parameters for either a long pentagonal crossing scenario or a runway perpendicular crossing scenario.

[0026] Step 103: Perform airspace conflict detection based on the initial flight procedure parameters and valid operational data, and determine the target flight strategy based on the conflict detection results.

[0027] The airspace conflict refers to a situation where the planned route of eVTOL and the real-time or predicted trajectory of a transport flight do not meet preset safety requirements in terms of horizontal separation, vertical separation, or time interval between arrival at the same airspace point. Airspace conflict detection is used to determine whether the initial flight procedure parameters can be directly executed; if no conflict exists or the conflict is eliminated through adjustment, the corresponding flight strategy is determined as the target flight strategy; if the conflict cannot be eliminated, the matched emergency flight strategy is determined as the target flight strategy.

[0028] Step 104: Determine whether the current running scenario type is a vertical runway crossing scenario, and obtain the scenario determination result.

[0029] In scenarios involving perpendicular runway crossings, where eVTOL directly passes through the runway operating area, in addition to routine airspace conflict detection, it is also necessary to confirm runway occupancy status, future takeoff and landing plans, ground vehicle activity, and the status of the eVTOL collision avoidance system. Therefore, it is necessary to first determine whether the current operating scenario falls under the category of perpendicular runway crossings. The scenario determination result is used to determine whether to perform runway crossing clearance verification and further decide whether to determine the target flight strategy or the holding / avoidance strategy as the flight strategy to be issued.

[0030] Step 105: Based on the scenario judgment results, determine the corresponding flight strategy to be issued; Step 106: Generate standardized flight commands based on the flight strategy to be issued, and issue the standardized flight commands to the eVTOL airborne flight control system.

[0031] The method for generating and controlling flight procedures for electric vertical takeoff and landing (eVTOL) aircraft in airport airspace provided in this application embodiment enables eVTOL to automatically obtain appropriate flight procedures based on the real-time operating status of the airport through multi-source data preprocessing, operation scenario identification, flight procedure parameter generation, airspace conflict detection, target flight strategy determination, runway crossing scenario judgment, and standardized flight command issuance. It also improves the safety control and scheduling efficiency of eVTOL departure, approach, and runway crossing while ensuring the normal operation of transport flights.

[0032] Optionally, to improve the reliability of multi-source data and avoid misjudgments caused by inconsistent time bases in runway occupancy information, transport flight locations, and eVTOL status, this application provides a possible implementation method for generating valid operational data. Specifically, in Figure 1 On this basis, Figure 2 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 2 Step 100 includes: Step 100-1: Collect runway operation information, civil aviation flight operation information, airport basic airway information, and the self-operation information of electric vertical takeoff and landing (eVTOL) aircraft at the target airport.

[0033] Among them, runway operation information is used to indicate whether the runway is occupied, whether there are subsequent take-off and landing plans, and whether there are ground vehicle activities; civil aviation transport flight operation information is used to indicate the real-time position, altitude, speed, heading, and predicted trajectory of transport flights; airport basic airway information is used to indicate the position of runways, take-off and landing fields, basic waypoints, airspace restriction areas, and obstacle no-fly zones; eVTOL itself operation information is used to indicate the position, altitude, attitude, ground speed, mission status, and airborne collision avoidance system status of eVTOL.

[0034] Step 100-2: When there is a runway crossing mission for eVTOL, receive the crossing application information submitted by the eVTOL airborne control system and obtain the runway control information sent by the air traffic control dispatch system.

[0035] The runway crossing application information is used to explain the eVTOL's runway crossing requirements to the airport, and may include, for example, aircraft parameters, takeoff position, planned route, estimated crossing time, expected target flight point, and expected parking position. Runway control information is used to explain the constraints imposed on the eVTOL by the airport, and may include, for example, runway usage plans, airspace restrictions, and airspace protection requirements.

[0036] Step 100-3: Filter, denoise, align time sequence, and verify validity of the collected information.

[0037] Step 100-4: Extract runway status, predicted flight trajectory, airspace restrictions, and eVTOL flight status from the verified information to generate valid operational data.

[0038] Among them, runway status is used to characterize whether the runway is currently permissible for crossing; flight prediction trajectory is used to characterize the trend of the position change of transport flights in the future; airspace restriction conditions are used to characterize the airspace range that eVTOLs are not allowed to enter or need to restrict entry into; eVTOL flight status is used to characterize whether eVTOLs currently have the ability to fly safely according to the planned procedures.

[0039] The effective operational data generation method provided in this application improves the accuracy of subsequent scene recognition, route calculation and conflict detection by filtering, denoising, aligning time sequence and verifying the validity of multi-source data, eliminating abnormal data and unifying the data time base.

[0040] Optionally, in order to automatically select the corresponding flight procedure based on the characteristics of the eVTOL mission and avoid different departure, approach, and runway crossing missions sharing the same processing logic, this application provides a possible implementation method for determining the current operational scenario type. Specifically, in Figure 1 On this basis, Figure 3 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 3 Step 101 includes: Step 101-1: Read the eVTOL task direction, task start position, and task target position based on the valid running data.

[0041] Step 101-2: Determine if eVTOL has a runway crossing mission.

[0042] If a runway crossing mission exists, step 101-6 or step 101-7 is executed according to the mission direction to determine the corresponding perpendicular runway crossing scenario; if no runway crossing mission exists, step 101-4 or step 101-5 is executed according to the mission direction and the intersection relationship of the pentagonal airspace to determine the corresponding long pentagonal crossing scenario.

[0043] Step 101-3: Determine the current running scenario type based on the mission direction, mission starting position, mission target position, and runway crossing mission judgment results.

[0044] Step 101-4: When the eVTOL takes off from the target airport and the planned path intersects with the airspace where the departure pentaplane of a civil aviation transport flight is located, the current operation scenario type is determined to be a departure scenario that crosses the long pentaplane.

[0045] Step 101-5: When eVTOL enters the target airport from the urban low-altitude route and the planned path intersects with the airspace where the approach five-sided approach of civil aviation transport flights is located, the current operation scenario type is determined to be the approach scenario of crossing the long five-sided approach.

[0046] Step 101-6: When eVTOL moves from one side of the runway to the other side of the runway and performs a departure task, determine that the current running scenario type is a vertical runway departure scenario.

[0047] Step 101-7: When eVTOL crosses the runway from the low-altitude airspace outside the airport and performs an approach mission, determine that the current operating scenario type is a vertical runway crossing approach scenario.

[0048] Optionally, to better illustrate the various scenarios in this example, specific examples will be provided below. Specifically, Figure 4A This is a schematic diagram of an exit scenario involving traversing a long pentagon, provided in an embodiment of the present invention. See also... Figure 4A The diagram shows the departure route, which is formed sequentially by the departure takeoff point, departure initiation point, departure midpoint, departure turning point, and airspace merging point. The departure route first extends along the runway direction, then turns in a direction perpendicular to the runway centerline, and finally connects to the urban low-altitude airway.

[0049] exist Figure 4A In the example shown, point F corresponds to the departure takeoff point, point G corresponds to the departure initiation point, point H corresponds to the departure midpoint, point I corresponds to the departure turning point, and point J corresponds to the airspace merging point. Point F is located within the airport apron and is situated between the center extensions of two parallel runways, corresponding to the same eVTOL takeoff and landing position as the approach landing point. The distance between point G and point F is the straight-line distance from the takeoff and landing field to the end of the runway plus 3.6 kilometers, and the flight segment containing point G is parallel to and does not intersect with the initial departure path of the transport flight. Point H is 18.5 kilometers from the end of the runway along the runway extension; point I is 10 kilometers from point H; point J is 10 kilometers from point I; points H, I, and J are located on the same straight line, and this straight line is perpendicular to the runway center extension. Additionally, in the relevant examples of this application, the two purple rectangles L and R represent the left and right runways, respectively. The black dashed line is the extension of the runway centerline along the end of the runway. The blue line is the flight path of the eVTOL.

[0050] exist Figure 4AIn the altitude configuration shown in the example, the field pressure altitude at point F is 0 meters, serving as the initial altitude for eVTOL vertical takeoff; the field pressure altitude at point G is 120 meters, used to complete the initial vertical climb for departure and avoid airport surface obstacles and the ground taxiing airspace for transport flights; the altitude at point H is the departure reference point for civil aviation flight procedures minus 450 meters, used to achieve altitude stratification with the initial stage of transport flight departure; the altitude at point I is the departure reference point for civil aviation flight procedures minus 300 meters, used for continuous climb and further widening the altitude difference with transport flights; and the field pressure altitude at point J is the reference altitude for urban low-altitude operating airspace, 300 meters, used to complete altitude adaptation with urban eVTOL low-altitude routes.

[0051] For example, Figure 4B This is a schematic diagram of a traversing a long pentagonal approach scene provided in an embodiment of the present invention. See also... Figure 4B The diagram shows the approach route, which consists of the path adjustment point, initial approach point, intermediate approach point, final approach point, and approach landing point. This approach route allows the eVTOL to descend gradually from the city's low-altitude airway towards the airport and reduces the risk of path crossings by being parallel to the final approach segment of transport flights.

[0052] exist Figure 4B In the example shown, point A corresponds to the approach landing point, point B corresponds to the final approach point, point C corresponds to the intermediate approach point, point D corresponds to the initial approach point, and point E corresponds to the path adjustment point. Point A is located within the airport apron and is situated between the center extensions of two parallel runways; point B is parallel to and does not intersect with the segment containing the final approach point of the airport's transport flight procedure; point C is 18.5 kilometers from the runway threshold; point D is 10 kilometers from point C; point E is 10 kilometers from point D; points C, D, and E are located on the same straight line, and this straight line is perpendicular to the runway center extension.

[0053] exist Figure 4B In the example altitude configuration shown, the field pressure altitude corresponding to point A is 60 meters; the altitude of point B is the greater of the minimum descent altitude minus 75 meters and 60 meters; the altitudes of points C and D are the corresponding civil aviation approach procedure altitude minus 450 meters, respectively; and the altitude of point E is the corresponding civil aviation approach procedure altitude minus 300 meters. eVTOL performs a progressive descent in the order of points E, D, C, B, and A, and performs a terminal vertical descent after reaching the approach control altitude corresponding to point A.

[0054] For example, Figure 4C This is a schematic diagram of a vertical runway departure scenario provided in an embodiment of the present invention. See also... Figure 4CThe diagram shows the runway crossing departure route, which is formed sequentially by the runway crossing takeoff point, the runway midpoint crossing point, and the departure connection point. After taking off from the airport's dedicated vertical takeoff and landing field, the eVTOL crosses the runway in a straight line perpendicular to the runway centerline and connects to the urban low-altitude airway on the other side of the runway.

[0055] exist Figure 4C In the example shown, the runway crossing takeoff point is the airport's dedicated eVTOL vertical takeoff and landing field; the runway midpoint crossing point is selected at the runway midpoint, the crossing direction is perpendicular to the runway centerline, the crossing path is a straight line without heading adjustment, and a backup path is reserved for emergency avoidance; the departure connection point is located on the other side of the runway and is connected to the urban low-altitude airspace route.

[0056] exist Figure 4C In the example altitude configuration shown, the field pressure altitude at the runway crossing takeoff point is 0 meters. After eVTOL takeoff, it first rises to a field pressure altitude of 60 meters. The true altitude at the runway midpoint crossing point is maintained at 120 meters, and the crossing time is controlled to not exceed 10 seconds based on the flight ground speed. The field pressure altitude at the departure connection point is 300 meters, and a safe distance of 450 meters is maintained from the airport flight procedure altitude.

[0057] For example, Figure 4D This is a schematic diagram of a vertical runway approach scenario provided in an embodiment of the present invention. See also... Figure 4D The diagram shows the runway crossing approach route, which consists of the approach holding point, the runway midpoint crossing point, and the runway crossing landing point. After waiting for clearance in the low-altitude airspace surrounding the airport, the eVTOL crosses the runway in a straight line perpendicular to the runway centerline, then descends and enters the airport's dedicated takeoff and landing field.

[0058] exist Figure 4D In the example shown, the approach holding point is located in the low-altitude airspace outside the airport. It is the preset point for eVTOL to receive air traffic control crossing instructions and does not intersect with the approach path of transport flights. The runway midpoint crossing point is selected at the runway midpoint, and the crossing direction is perpendicular to the runway centerline. The runway crossing landing point is the airport's dedicated eVTOL take-off and landing field.

[0059] exist Figure 4D In the example altitude configuration shown, the field pressure altitude of the approach holding point is 450 meters less than the altitude of the airport flight procedure initiation approach positioning point, which is used to achieve altitude stratification with the approach phase of transport flights; the true altitude of the runway midpoint crossing point is maintained at 120 meters, the entire process takes no more than 10 seconds, the path is a pure straight line without heading or altitude adjustments, and a redundant emergency avoidance path is reserved; the field pressure altitude of the runway crossing landing point is 60 meters.

[0060] The scenario recognition method provided in this application distinguishes four types of operational scenarios based on mission direction, origin and destination positions, and runway crossing requirements. This enables the subsequent invocation of corresponding waypoint generation rules, conflict detection rules, and release control rules according to the scenario, thereby improving the relevance of flight procedure generation.

[0061] Optionally, in order to shorten the eVTOL departure path without interfering with the departure operations of transport flights and enable it to access urban low-altitude air routes, this application provides a possible implementation for generating initial flight procedure parameters. Specifically, in Figure 3 On this basis, Figure 5 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 5 Step 102 includes: Step 102-1a: Determine the departure point based on the location of the eVTOL dedicated take-off and landing area of ​​the target airport.

[0062] Step 102-2a: Calculate the departure start point based on the departure takeoff point and the runway end position, so that the flight segment between the departure takeoff point and the departure start point is spatially separated from the initial departure path of civil aviation transport flights.

[0063] Step 102-3a: Calculate the departure midpoint, departure turning point, and airspace merging point in sequence based on the runway centerline extension.

[0064] Step 102-4a: Generate a sequence of departure waypoints in the order of departure takeoff point, departure start point, departure intermediate point, departure turning point and airspace merging point.

[0065] Step 102-5a: Configure altitude constraints for each waypoint in the departure waypoint sequence based on airport surface obstacle constraints, departure altitude of civil aviation flights, and low-altitude operating altitude of cities.

[0066] Step 102-6a: Write the departure waypoint sequence and the corresponding altitude, speed and time constraints into the initial flight procedure parameters.

[0067] For example, see the previous text. Figure 4A The departure takeoff point can be located in the airport's dedicated eVTOL takeoff and landing area; the distance between the departure origin and the departure takeoff point can be the straight-line distance from the takeoff and landing field to the end of the runway plus 3.6 kilometers; the departure midpoint can be located 18.5 kilometers from the end of the runway along the runway centerline; the departure turning point and the departure midpoint, as well as the airspace integration point and the departure turning point, can be spaced 10 kilometers apart. The altitudes of each point can be, in order, 0 meters above the air pressure altitude, 120 meters above the air pressure altitude, 450 meters below the transport flight departure reference altitude, 300 meters below the transport flight departure reference altitude, and 300 meters below the urban low-altitude operation reference altitude.

[0068] The departure parameter generation method for crossing the long pentagon provided in this application determines the departure takeoff point, departure starting point, departure intermediate point, departure turning point and airspace fusion point in sequence, and configures corresponding altitude constraints, so that the eVTOL departure route and the transport flight departure route form spatial and altitude layers.

[0069] Optionally, to enable eVTOL to safely access the airport approach area from urban low-altitude routes and complete landing without interfering with the final approach of transport flights, this application provides a possible implementation for generating initial flight procedure parameters. Specifically, in Figure 3 On this basis, Figure 6 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 6 Step 102 includes: Step 102-1b: Determine the approach and landing point based on the location of the target airport's eVTOL dedicated take-off and landing area.

[0070] Step 102-2b: Determine the final approach point based on the final approach segment of the civil aviation transport flight, so that the final approach segment corresponding to eVTOL is spatially separated from the final approach segment of the civil aviation transport flight.

[0071] Step 102-3b: Calculate the intermediate approach point, initial approach point, and path adjustment point in sequence based on the runway threshold location and the runway centerline extension.

[0072] Step 102-4b: Generate the approach waypoint sequence in the order of path adjustment point, initial approach point, intermediate approach point, final approach point, and approach landing point.

[0073] Step 102-5b: Configure altitude constraints for each waypoint in the approach waypoint sequence based on the approach altitude of civil aviation flights, the minimum descent altitude of eVTOL, and the airport safety altitude.

[0074] Step 102-6b: Write the approach waypoint sequence and the corresponding altitude, speed and time constraints into the initial flight procedure parameters.

[0075] For example, see the previous text. Figure 4BThe approach and landing point can be located in the airport's dedicated eVTOL takeoff and landing area; the eVTOL approach segment corresponding to the final approach point can be parallel to and not intersect with the final approach segment of the transport flight; the intermediate approach point can be 18.5 kilometers from the runway threshold; the initial approach point and intermediate approach point, and the path adjustment point and initial approach point can be spaced 10 kilometers apart. The altitude of the final approach point can be the greater of the minimum descent altitude minus 75 meters and 60 meters; the intermediate approach point and initial approach point can be 450 meters below the corresponding civil aviation approach procedure altitude; and the path adjustment point can be 300 meters below the corresponding civil aviation approach procedure altitude.

[0076] The approach parameter generation method for crossing the long pentagon provided in this application generates path adjustment points, initial approach points, intermediate approach points, final approach points, and approach landing points in sequence, and configures descent altitude constraints for each point, enabling eVTOL to enter the airport's dedicated take-off and landing area according to a progressive descent path.

[0077] Optionally, in order to shorten the detour path of the eVTOL from one side of the runway to the other while ensuring runway operational safety, this application provides a possible implementation method for generating initial flight procedure parameters. Specifically, in Figure 3 On this basis, Figure 7A A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 7A Step 102 includes: Step 102-1c: When the current operating scenario is a vertical runway departure scenario, determine the runway crossing takeoff point based on the location of the eVTOL dedicated vertical takeoff and landing field, determine the runway midpoint crossing point based on the runway midpoint location, and determine the departure connection point based on the location of the urban low-altitude air route connection.

[0078] Step 102-2c: Generate a runway crossing departure route that connects the runway crossing takeoff point, the runway midpoint crossing point, and the departure connection point in sequence.

[0079] Step 102-3c: When the current operating scenario is a vertical runway crossing approach scenario, determine the approach holding point based on the low-altitude airspace surrounding the airport, determine the runway midpoint crossing point based on the runway midpoint location, and determine the runway crossing landing point based on the location of the eVTOL dedicated take-off and landing field.

[0080] Step 102-4c: Generate a runway crossing approach route that connects the approach holding point, the runway midpoint crossing point, and the runway crossing landing point in sequence.

[0081] Step 102-5c: Set the flight direction of the eVTOL when it passes through the runway midpoint to be perpendicular to the runway centerline, and set the runway crossing process to use straight flight, constant true altitude and time-limited crossing constraints.

[0082] Step 102-6c: Write the runway crossing departure route or runway crossing approach route, along with the corresponding altitude constraints, speed constraints, and time constraints, into the initial flight procedure parameters.

[0083] For example, see the previous text. Figure 4C and Figure 4D The vertical runway departure scenario can include crossing the runway takeoff point, the runway midpoint crossing point, and the departure connection point; the vertical runway approach scenario can include the approach holding point, the runway midpoint crossing point, and the runway landing point. The runway midpoint crossing point can be set at the runway midpoint, with the crossing direction perpendicular to the runway centerline, the crossing height can be maintained at 120 meters, the crossing time can not exceed 10 seconds, and a backup emergency avoidance path can be reserved.

[0084] The vertical runway crossing parameter generation method provided in this application improves the controllability of the runway crossing process by fixing the runway midpoint crossing position, crossing direction, crossing height, and crossing time limit, thereby reducing the heading and altitude adjustments of eVTOL in the runway area.

[0085] Optionally, to clarify the independent processing logic of the vertical runway approach scenario and avoid unclear strategy boundaries after merging it with the vertical runway departure scenario, this application also provides a possible implementation for generating initial flight procedure parameters. This implementation can be used as... Figure 7A Another branch of the process shown is executed, and see [link / reference]. Figure 4D To understand. Specifically, in Figure 3 On this basis, Figure 7B A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 7B Step 102 includes: Step 102-1d: When the current operating scenario is a vertical runway crossing approach scenario, determine the approach holding point based on the low-altitude airspace surrounding the airport.

[0086] The approach holding point does not intersect with the approach path of transport flights, and its field pressure altitude is the altitude of the airport's flight procedure initiation approach positioning point minus 450 meters.

[0087] Step 102-2d: Determine the runway midpoint crossing point based on the runway midpoint location.

[0088] When the eVTOL passes through the runway midpoint, its flight direction is perpendicular to the runway centerline, the crossing altitude is 120 meters, the crossing time is no more than 10 seconds, and the crossing path is a straight line without heading or altitude adjustments.

[0089] Steps 102-3d: Determine the runway crossing landing point based on the location of the airport's dedicated eVTOL takeoff and landing field.

[0090] The runway crossing landing point corresponds to a field pressure altitude of 60 meters. After reaching this approach control altitude, the eVTOL will perform a vertical descent landing.

[0091] Step 102-4d: Generate a runway crossing approach route that connects the approach holding point, the runway midpoint crossing point, and the runway crossing landing point in sequence, and write the corresponding altitude constraints, speed constraints, and time constraints into the initial flight procedure parameters.

[0092] The vertical runway approach parameter generation method provided in this application embodiment breaks down approach holding, runway crossing, and terminal landing into continuous constraints, enabling eVTOL to complete the crossing and approach along a fixed path after the runway release conditions are met.

[0093] Optionally, in order to proactively detect potential gap risks between eVTOL and transport flights before flight instructions are issued, this application provides a method for determining possible implementations of a target flight strategy. Specifically, in Figure 1 On this basis, Figure 8 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 8 Step 103 includes: Step 103-1: Traverse each planned flight segment corresponding to the initial flight procedure parameters.

[0094] Step 103-2: For the current planned flight segment, calculate the horizontal separation between eVTOL and civil aviation transport flights, and compare the horizontal separation with the preset horizontal safety threshold.

[0095] If the horizontal separation meets the preset horizontal safety threshold, step 103-3 is executed; otherwise, the current planned flight segment is identified as a horizontal path conflict segment, the conflict detection result is added, and the subsequent separation judgment for the current planned flight segment ends. For example, the preset horizontal safety threshold can be 1000 meters. The horizontal separation is calculated using the following formula: D

[0096] Where X1 and Y1 are the plane coordinates of the transport flight, and X2 and Y2 are the plane coordinates of the eVTOL.

[0097] Step 103-3: Calculate the vertical separation between eVTOL and civil aviation transport flights, and compare the vertical separation with the preset vertical safety threshold.

[0098] If the vertical separation meets the preset vertical safety threshold, then step 103-4 is executed; otherwise, the current planned flight segment is identified as a height conflict segment, conflict detection results are added, and subsequent separation judgment for the current planned flight segment ends. For example, the preset vertical safety threshold can be 300 meters. The vertical separation ΔH can be calculated according to ΔH = |H²|. H1| is calculated, where H1 is the altitude of the transport flight and H2 is the altitude of the eVTOL.

[0099] Step 103-4: Calculate the time interval between the eVTOL and the arrival of civil aviation transport flights at the same airspace point, and compare the time interval with the preset time safety threshold.

[0100] For example, the time interval ΔT can be calculated as ΔT = |T² T1 is calculated, where T1 is the estimated arrival time of the transport flight at the same airspace point, and T2 is the estimated arrival time of the eVTOL at that airspace point. The preset time safety threshold can be 60 seconds; when ΔT is less than 60 seconds, the current planned flight segment is identified as a time-conflicting flight segment.

[0101] Step 103-5: When any comparison result does not meet the corresponding safety threshold, the current planned flight segment is identified as a potential conflict flight segment, and a conflict detection result containing the potential conflict flight segment is generated.

[0102] The airspace conflict detection method provided in this application can identify potential conflict segments before flight commands are issued by judging each segment in the order of horizontal interval, vertical interval and time interval, thus avoiding the delay in conflict detection caused by relying solely on manual monitoring.

[0103] Optionally, in order to prioritize preserving the original flight mission through parameter adjustments after a potential conflict is detected, and to promptly switch to an emergency strategy when the conflict cannot be eliminated, this application provides a possible implementation method for conflict adjustment. Specifically, in Figure 8 On this basis, Figure 9 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 9 Following step 103-5, the following is also included: Step 103-6: Identify the conflict type based on the conflict detection results.

[0104] The conflict types include horizontal path conflicts, height conflicts, and time conflicts.

[0105] Step 103-7: When the conflict type is a horizontal path conflict, adjust the waypoint positions within the conflicting flight segment and verify whether the adjusted flight path meets the airport airspace constraints and obstacle constraints.

[0106] Specifically, the airport airspace constraint means that the adjusted route must not exceed the height or range restrictions corresponding to the airport's airspace protection zone; the obstacle constraint means that the adjusted route must not enter the no-fly zones corresponding to buildings, control towers, light poles, or other obstacles. Furthermore, if the adjusted route simultaneously meets both the airport airspace constraint and the obstacle constraint, the waypoint position is updated and conflict detection is re-executed; if either constraint is not met, the lateral adjustment result is abandoned, and an emergency flight strategy is determined based on preset adjustment termination conditions.

[0107] For example, when adjusting for horizontal conflicts, the minimum safe horizontal offset distance can be calculated based on the conflict segment, and the waypoint coordinates within the conflict segment can be reconstructed laterally so that the horizontal distance between the adjusted eVTOL and the transport flight is not less than 1,000 meters.

[0108] Step 103-8: When the conflict type is altitude conflict, adjust the flight altitude of the eVTOL in the conflict segment and verify whether the adjusted flight altitude meets the minimum safe altitude constraint.

[0109] For example, the height adjustment amount ΔH can be adjusted according to the "preset vertical safety interval". The current vertical interval is calculated; when ΔH is greater than 0, the eVTOL flight altitude is adjusted downwards, and the eVTOL altitude parameter is updated when the adjusted altitude is not lower than the minimum safe flight altitude of the field; otherwise, the emergency procedure is initiated.

[0110] Step 103-9: When the conflict type is time conflict, adjust the flight speed of eVTOL in the conflict segment and verify whether the adjusted flight speed meets the eVTOL safe speed constraint.

[0111] For example, when adjusting for time conflicts, the eVTOL flight speed can be adjusted so that the time interval between the eVTOL and the transport flight flying over the same airspace point is not less than 60 seconds. If the adjusted speed is within the safe flight speed range allowed by the eVTOL, the segment speed parameters are updated; otherwise, the emergency procedure is initiated.

[0112] Step 103-10: Re-enter the adjusted result that has passed the verification into Step 103-1 for conflict detection.

[0113] Step 103-11: When the adjusted flight procedure parameters still do not meet the safety requirements and the preset adjustment termination condition is reached, the emergency flight strategy that matches the current operating scenario type will be determined as the target flight strategy.

[0114] Step 103-12: When the adjusted flight procedure parameters meet the safety requirements, the flight strategy corresponding to the adjusted flight procedure parameters is determined as the target flight strategy.

[0115] For example, the preset adjustment termination condition can be three iterations of maximum avoidance optimization for a single flight segment. If a conflict still exists after the preset adjustment termination condition is met, the emergency flight strategy during the departure phase can include returning to the airport for an alternate landing, holding in the airspace, turning to avoid transport flights, or temporarily closing the eVTOL departure route; the emergency flight strategy during the approach phase can include diverting to the nearest airport, holding in the outer airspace, or closing the eVTOL approach route; when the airspace conflict risk reaches the warning threshold, the airspace integration operation mode of eVTOL and transport flights can be interrupted, and the operation of transport flights can be prioritized.

[0116] The conflict adjustment method provided in this application embodiment can prioritize the preservation of the original flight mission by adjusting the horizontal path, altitude and speed respectively, and re-performing conflict detection after adjustment; when the adjustment still cannot eliminate the conflict, a safe exit can be achieved through an emergency flight strategy.

[0117] Optionally, in order to automatically identify whether the current task requires runway crossing clearance verification and avoid incorrectly sending ordinary long five-way flight procedures into the runway clearance process, this application provides a possible implementation method for scenario judgment. Specifically, in Figure 1 On this basis, Figure 10 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 10 Step 104 includes: Step 104-1: Read the scene identifier corresponding to the current running scene type.

[0118] The scene identifier is used to uniquely represent the current running scene type, and its source can be the scene identification result in step 101. The scene identifier can be in the form of a number, an enumeration value, or a scene name, as long as it can distinguish between the long five-sided exit scene, the long five-sided approach scene, the perpendicular runway exit scene, and the perpendicular runway approach scene.

[0119] Step 104-2: Match the scene identifier with the departure scene identifier and the approach scene identifier of the vertical crossing runway.

[0120] The vertical runway departure scenario identifier is used to represent the mission of an eVTOL taking off from one side of the runway, crossing the runway, and then departing. Its source can be the eVTOL departure mission plan and runway crossing application information. The vertical runway approach scenario identifier is used to represent the mission of an eVTOL crossing the runway from the outer airspace of the airport and approaching and landing. Its source can be the eVTOL approach mission plan and runway crossing application information.

[0121] Step 104-3: When a scene identifier successfully matches any vertical runway crossing scene identifier, generate a scene judgment result indicating that the current task belongs to the vertical runway crossing scene.

[0122] Step 104-4: When the scene identifier does not match either of the two vertical runway scene identifiers, generate a scene judgment result indicating that the current task does not belong to the vertical runway scene.

[0123] The scenario determination method provided in this application can accurately determine whether runway crossing clearance verification needs to be performed by matching the current scenario identifier with the two types of vertical runway crossing scenario identifiers, thereby improving the accuracy of subsequent strategy selection.

[0124] Optionally, in order to apply different strategy issuance logic to ordinary flight missions and runway crossing missions based on the scenario judgment results, this application provides a possible implementation method for determining the flight strategy to be issued. Specifically, in Figure 10 On this basis, Figure 11 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 11 Step 105 includes: Step 105-1: When the scenario judgment result indicates that the current task does not belong to the vertical runway crossing scenario, the target flight strategy is determined as the flight strategy to be issued.

[0125] After step 105-1 is completed, proceed to step 106.

[0126] Step 105-2: When the scenario judgment result indicates that the current task belongs to the vertical runway crossing scenario, obtain the crossing application information submitted by eVTOL and the runway control information sent by the air traffic control scheduling system.

[0127] Step 105-3: Determine whether the runway is in a usable state based on the valid operational data.

[0128] The availability status is used to characterize whether the runway is currently ready for safe passage by eVTOL. For example, the runway is considered available when it is not occupied by transport flights, has no scheduled take-off or landing operations, and there are no ground vehicle intrusions.

[0129] Step 105-4: Determine whether there are any flight take-off and landing plans or ground vehicle activities that would affect runway crossing within the set time window.

[0130] The set time window is used to limit the future time range covered by the runway crossing clearance judgment. For example, the preset time can be extended forward or backward based on the expected crossing time, or it can only be judged for a preset time after the expected crossing time; in one example, the preset time can be 30 seconds.

[0131] Step 105-5: Determine whether the eVTOL's flight attitude, flight parameters, and onboard collision avoidance system status meet the runway crossing requirements.

[0132] Optionally, stable flight attitude indicates that the eVTOL's attitude angles, angular velocities, and vibration status are within permissible ranges; flight parameters meeting runway crossing requirements indicate that the eVTOL's altitude, ground speed, remaining battery power, and navigation accuracy meet the crossing constraints; and a normal onboard collision avoidance system indicates that the collision avoidance system can detect and output warnings or avoidance information normally. Only when all three are normal does the eVTOL possess the necessary conditions to perform runway crossing.

[0133] If the flight attitude, flight parameters, and airborne collision avoidance system status all meet the runway crossing requirements, proceed to step 105-6; if any status does not meet the runway crossing requirements, proceed to step 105-7, and determine the waiting strategy or avoidance strategy as the flight strategy to be issued.

[0134] Optionally, when the runway is available, there are no flight takeoff and landing plans that affect runway crossing within the set time window, there are no ground vehicle activities that affect runway crossing within the set time window, the eVTOL's flight attitude is stable, the eVTOL's flight parameters meet the runway crossing requirements, and the eVTOL's airborne collision avoidance system is in normal working condition, step 105-6 is executed to determine the target flight strategy as the flight strategy to be issued.

[0135] Optionally, when any of the following situations occur: the runway is not available, there are flight take-off and landing plans affecting runway crossing within the set time window, there are ground vehicle activities affecting runway crossing within the set time window, the eVTOL's flight attitude is unstable, the eVTOL's flight parameters do not meet the runway crossing requirements, or the eVTOL's onboard collision avoidance system is not in normal working condition, step 105-7 is executed: based on the eVTOL's current position and the current operating scenario type, a target control strategy is selected from the waiting strategy and the avoidance strategy, and the target control strategy is determined as the flight strategy to be issued.

[0136] For example, when the runway crossing conditions are not met, an eVTOL at the departure point can remain in place at the runway crossing takeoff point, while an eVTOL in the approach phase can hover at the approach holding point. Once the runway is clear, there are no flight takeoffs or landings planned within the next 30 seconds, no ground vehicles enter the runway, and the eVTOL itself is in normal condition, the release judgment will be re-executed.

[0137] The method for determining the flight strategy to be issued provided in this application embodiment can prevent the eVTOL from performing a crossover when the runway conditions are not met by issuing the target flight strategy only when the runway is available, there is no conflict in the future time window, and the eVTOL itself is in normal condition.

[0138] Optionally, in order to convert the calculated flight strategy into control content that the airborne flight control system can directly execute, and to enable air traffic control to simultaneously grasp the eVTOL flight plan, this application provides a possible implementation method for generating and issuing standardized flight commands. Specifically, in Figure 1 On this basis, Figure 12 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 12 Step 106 includes: Step 106-1: Extract waypoint sequence, altitude constraint, speed constraint, and time constraint from the flight strategy to be issued.

[0139] Among them, the waypoint sequence is the set of functional waypoints that eVTOL passes through in sequence when performing a mission; the altitude constraint is the target altitude, minimum altitude, or altitude change method allowed for each waypoint or segment; the speed constraint is the target speed or speed change range allowed for each segment; and the time constraint is the time condition that must be met to reach a waypoint, complete a runway crossing, or perform a holding maneuver.

[0140] Step 106-2: Encapsulate the extracted parameters into standardized flight commands that can be recognized by the eVTOL airborne flight control system.

[0141] Step 106-3: Send standardized flight commands to the eVTOL airborne flight control system.

[0142] Step 106-4: Simultaneously send standardized flight commands to the air traffic control monitoring platform so that the air traffic control monitoring platform can monitor the execution process of eVTOL commands.

[0143] Optionally, after completing runway crossing, the eVTOL can fly along a straight path to the departure connection point or runway crossing landing point, and after adjusting its attitude, altitude, and speed, connect to the city's low-altitude airway or perform a vertical landing. After takeoff or landing, the eVTOL can send corresponding confirmation information to the air traffic control system. During operation, the eVTOL can maintain a longitudinal distance of no less than 1 kilometer from preceding and following transport flights, avoid areas with dense cross-flight traffic, and be connected to the airport's low-altitude operation monitoring platform for air traffic control surveillance throughout the entire process.

[0144] Optionally, in order to continuously monitor the execution of standardized flight commands and update the flight procedures in a timely manner when execution deviations or new conflict risks arise, this application provides a possible implementation of closed-loop feedback. Specifically, in Figure 1 On this basis, Figure 13 A flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided by an embodiment of the present invention, is shown below. Figure 13 Following step 106, the following is also included: Step 107: Receive the actual position, actual altitude, actual attitude, actual ground speed, and mission progress transmitted back by the eVTOL airborne flight control system.

[0145] Step 108: Compare the actual flight status of the eVTOL with the planning parameters in the standardized flight instructions.

[0146] The planning parameters refer to the waypoint sequence, target altitude, target speed, target heading, crossing time, and mission completion conditions recorded in the standardized flight instructions. The actual flight status refers to the real position, altitude, attitude, ground speed, and mission progress transmitted back during eVTOL execution. By comparing the planning parameters with the actual flight status, it can be determined whether the eVTOL is flying according to the standardized flight instructions, and re-identification and recalculation can be triggered when deviations or new conflict risks occur.

[0147] Specifically, when the actual flight status deviates from the planned parameters or a new airspace conflict risk occurs, step 109 is executed; when the eVTOL completes the current flight mission, step 110 is executed.

[0148] Step 109: Update the multi-source operation data based on the returned data, and return to step 101 to redetermine the current operation scenario type.

[0149] Step 110: Verify the execution result of the flight strategy to be issued based on the returned data, and update the flight procedure parameters for the corresponding flight scenario based on the verification result.

[0150] The closed-loop feedback method provided in this application embodiment receives the actual flight status of eVTOL and compares it with the planning parameters. When execution deviations or new conflict risks occur, the operating scenario is redefined, thereby improving the dynamic adaptability of the flight procedure execution process.

[0151] Additionally, it should be noted that, in order to enhance the vertical safety separation between eVTOL and transport flights in the above example, a mechanism for a highly layered design throughout the entire process is provided below.

[0152] Specifically, during departure, the eVTOL can first climb vertically to a pressure altitude of 120 meters to avoid airport surface obstacles; in the subsequent departure phase, the eVTOL's altitude is kept 300 to 450 meters below that of transport flights; during airspace integration, the eVTOL is integrated into the urban low-altitude operating airspace at a reference altitude of 300 meters. During the approach phase, transport flights operate according to standard civil aviation flight procedures, with the eVTOL's altitude layer consistently 300 to 450 meters below that of the transport flights; during the terminal approach phase, the approach control altitude can be 60 meters, followed by a vertical descent. Through this altitude layering, a safe vertical separation can be maintained during departure, approach, and airspace integration.

[0153] Optionally, this application may also adopt a standardized design process of static data modeling, operation rule input, practical verification and scheme optimization to form a replicable eVTOL airport flight procedure design template to adapt to the airspace characteristics of different civil aviation single-runway airports or long-distance parallel runway airports.

[0154] In terms of system implementation, the environmental perception data processing module can perform multi-source data acquisition and data preprocessing, the flight conflict analysis module can perform scene recognition, route and altitude calculation, airspace conflict detection and conflict adjustment, and the flight strategy issuance and execution module can perform standardized flight command issuance, execution status reception and closed-loop control.

[0155] In the multi-scenario adaptive branch, the long five-sided exit scenario is used to generate the exit waypoint coordinates, altitude, and ground speed constraints; the long five-sided approach scenario is used to generate the progressive descent parameters; the vertical runway exit scenario is used to lock the runway midpoint crossing position, constant crossing altitude, and timed crossing constraints; and the vertical runway approach scenario is used to determine the fixed crossing path, constant crossing altitude, and terminal descent constraints.

[0156] Optionally, to illustrate the sequential execution relationship of the above examples in the system, the present invention also provides a complete implementation mechanism for a flight procedure generation and control method for electric vertical takeoff and landing aircraft in airport airspace. Specifically, Figure 14 This is a flowchart illustrating another method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided as an embodiment of the present invention. See also... Figure 14 The method includes: Step 200: The environmental perception module collects multi-source operational data. (This corresponds to step 100 above. For details on the multi-source operational data, please refer to the relevant description in step 100-1. It will not be repeated here.) Step 201: The data processing module filters and verifies the validity of the multi-source operational data to obtain valid operational data. (This corresponds to the data filtering process in steps 100-2 to 100-4 above.) Step 202: The flight conflict analysis module identifies the current mission type based on valid operational data. (This corresponds to steps 101-1 to 101-2 above.) Based on the current task type, the current task is divided into four scenarios: exiting through the long five-sided runway, approaching through the long five-sided runway, exiting perpendicularly through the runway, or approaching perpendicularly through the runway. (This corresponds to the scene recognition process in steps 101-3 to 101-7 above.) Step 203: When the scenario involves traversing a long pentagon, calculate the coordinate set of arrival and departure waypoints based on the airport's basic data. (This corresponds to steps 102-1a to 102-2b above; the specific structure and calculation method of the coordinate set will not be repeated here.) Step 204: When the scenario involves a perpendicular runway crossing, calculate the coordinates of the waiting point, the runway midpoint crossing point, and the takeoff and landing points. (This corresponds to steps 102-1c to 102-4d above.) Step 205: Read the eVTOL planned route and the real-time position and predicted trajectory of the transport flight, and calculate the horizontal distance, vertical distance, and time interval for each segment. (This corresponds to the segment traversal and interval calculation in step 103-1 above.) Step 206: Compare each interval with its corresponding safety threshold. (Corresponding to steps 103-2 to 103-4 above, the horizontal distance of 1000 meters, the vertical distance of 300 meters, and the time interval of 60 seconds in the figure are examples of safety threshold values.) Step 207: When any comparison result does not meet the corresponding safety threshold, mark the flight segment as a potential conflict point and generate a set of potential conflict points. (Corresponds to steps 103-5 above.) Step 208: Determine if the set of potential conflict points is empty; if empty, proceed to step 219; if not empty, proceed to step 209. (This corresponds to the previous process of "skipping conflict adjustment and directly determining the target flight strategy if there is no conflict.") Step 209: Identify the conflict types corresponding to potential conflict points. Conflict types include horizontal path conflicts, height conflicts, and time conflicts. (Corresponding to steps 103-6 above.) Step 210: Perform parameter adjustments for the conflicting flight segments and record the number of adjustments. (This corresponds to the adjustment framework in steps 103-6 to 103-12 above. For an example of the maximum number of iterations for a single flight segment, please refer to the relevant description above.) Step 211: When the conflict type is a horizontal path conflict, perform horizontal conflict adjustment to adjust the waypoint positions of the conflicting flight segments. (This corresponds to steps 103-7 above; the calculation of adjustment amounts and the verification of airspace constraints and obstacle constraints will not be repeated here.) Step 212: When the conflict type is altitude conflict, perform altitude conflict adjustment to adjust the flight altitude of the conflicting flight segment. (This corresponds to step 103-8 above; the minimum safe altitude check will not be repeated here.) Step 213: When the conflict type is a time conflict, perform time conflict adjustment to adjust the flight speed of the conflicting segment. (This corresponds to step 103-9 above; the safe speed range verification will not be repeated here.) Step 214: Re-perform conflict detection on the adjusted parameters that have passed the verification to determine if the conflict has been eliminated. If eliminated, proceed to step 219; if not eliminated and the preset adjustment termination condition is met, proceed to step 215. (Corresponds to steps 103-10 and 103-11 above.) Step 215: Activate the emergency response plan. (This corresponds to steps 103-12 above.) Step 216: Determine whether the current mission is a departure or arrival mission to match the appropriate emergency flight strategy. (This corresponds to "emergency flight strategy matching the current operational scenario type" in steps 103-12 above.) Step 217: When it is a departure mission, choose to return to the origin for an alternate landing, hold in the airspace, or temporarily close the departure route. (This is a specific example of the emergency flight strategy described in steps 103-12 above in a departure scenario.) Step 218: When it is an approach mission, choose to make an emergency landing at the nearest airport, wait in the surrounding airspace, or close the approach route. (This is a specific example of the emergency flight strategy described in steps 103-12 above in an approach scenario.) Step 219: The flight strategy distribution module distributes standardized flight procedure commands, waypoint path parameters, altitude constraint parameters, and flight speed constraint parameters to the eVTOL airborne flight control system. (This corresponds to the scenario judgment, release verification, and command distribution chain in steps 104-1 to 106-4 above.) Step 220: The execution module controls the eVTOL to complete actions such as climb, level flight, turn, runway crossing, approach and landing, or departure and takeoff according to the preset flight program, and transmits the execution status and updates multi-source operational data in real time to form closed-loop control, i.e., the return line on the right side of the diagram to step 200. (Corresponds to the closed-loop feedback in steps 107 to 110 above.) Based on the above method examples, this application also provides a possible implementation of a flight procedure generation and control system for electric vertical takeoff and landing (EVTOL) aircraft in airport airspace. Specifically, Figure 15 This is a schematic diagram of the flight procedure generation and control system for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, provided as an embodiment of the present invention. See also... Figure 15 The system includes: an environmental perception data processing module, a flight conflict analysis module, and a flight strategy issuance and execution module.

[0157] The environmental perception data processing module is used to acquire multi-source operational data of the target airport and preprocess the multi-source operational data to generate effective operational data.

[0158] Optionally, the environmental perception data processing module includes: a multi-source operational data acquisition unit for acquiring runway operational information of the target airport, civil aviation flight operational information, airport basic airway information, and eVTOL self-operational information; a data processing unit for filtering, denoising, and timing verification of the acquired information; and a data output unit for removing abnormal data and outputting standardized and valid operational data.

[0159] The flight conflict analysis module is used to determine the current operational scenario type based on valid operational data; generate initial flight procedure parameters based on the current operational scenario type and valid operational data; perform airspace conflict detection based on the initial flight procedure parameters and valid operational data, and determine the target flight strategy based on the conflict detection results; determine whether the current operational scenario type is a vertical runway crossing scenario, and obtain the scenario judgment result; and determine the corresponding flight strategy to be issued based on the scenario judgment result.

[0160] Optionally, it includes: a mission scenario identification unit, a scenario adaptive strategy matching unit, a flight conflict calculation unit, and a conflict optimization and emergency decision-making unit.

[0161] The flight strategy issuance and execution module is used to generate standardized flight commands based on the flight strategy to be issued, and to issue the standardized flight commands to the eVTOL airborne flight control system so that the eVTOL airborne flight control system can control the eVTOL to perform flight actions according to the standardized flight commands.

[0162] Optionally, the flight strategy issuance and execution module includes: a flight procedure instruction issuance unit, an eVTOL airborne flight control execution unit, an airspace dynamic cycle detection unit, and a flight status real-time feedback unit; the flight status real-time feedback unit feeds back the execution status of the eVTOL to the environmental perception data processing module to update multi-source operating data and form closed-loop control.

[0163] By integrating the perception and processing of multi-source operational data, flight conflict analysis, and flight strategy issuance and execution into a collaborative closed-loop system, the following technical effects can be achieved: First, the system can automatically identify four types of eVTOL operation scenarios in airport airspace and generate corresponding flight procedures, enabling collaborative operation between eVTOL and civil aviation flights within airport airspace. Second, through segment-by-segment airspace conflict detection and iterative adjustment, the utilization efficiency of airport airspace resources is improved while ensuring a safe distance between eVTOL and civil aviation flights. Third, for scenarios involving perpendicular runway crossings, multi-condition release verification is performed before issuing instructions, reducing the risk of runway incursion. Fourth, through the closed-loop control formed by standardized flight instruction issuance and real-time flight status feedback, flight procedures can be dynamically updated according to changes in the airport operating environment, improving the safety and environmental adaptability of eVTOL airport airspace operation.

[0164] Optionally, the specific implementation methods of the steps executed by each module in the above system can be found in the relevant descriptions of the aforementioned method embodiments: the data acquisition and preprocessing process executed by the environmental perception data processing module can be found in steps 100-1 to 100-4; the scene recognition process executed by the flight conflict analysis module can be found in steps 101-1 to 101-7; the initial flight procedure parameter generation process can be found in steps 102-1a to 102-6c; the airspace conflict detection and conflict adjustment process can be found in steps 103-1 to 103-12; the scene judgment and flight strategy determination process can be found in steps 104-1 to 105-7; the standardized flight command generation and issuance process executed by the flight strategy issuance and execution module can be found in steps 106-1 to 106-4; and the closed-loop feedback process can be found in steps 107 to 110. This embodiment will not elaborate further on these aspects.

[0165] From a hardware deployment perspective, the above system can adopt a deployment architecture that combines ground-based and airborne components.

[0166] Among them, the environmental perception data processing module and the flight conflict analysis module can be deployed on ground equipment, such as the server in the airport operation management center or the ground station equipment of the low-altitude operation management platform. They can be connected to data sources such as surface surveillance radar, automatic dependent surveillance ground station, air traffic control dispatch system and meteorological information system through communication links to obtain multi-source operation data.

[0167] The flight procedure instruction issuing unit in the flight strategy issuing and execution module can be deployed in the instruction issuing equipment of the ground station, such as the ground data link communication gateway.

[0168] The eVTOL airborne flight control execution unit is deployed in the airborne flight control computer of the eVTOL aircraft. It receives standardized flight commands from the ground via an airborne data link and controls the eVTOL to perform corresponding flight maneuvers.

[0169] The real-time flight status feedback unit is jointly implemented by the airborne communication equipment on the eVTOL and the receiving equipment on the ground station.

[0170] In addition, the air traffic control monitoring platform can be deployed on the monitoring terminals of the air traffic control operation department to monitor the execution process of eVTOL commands.

[0171] Optionally, the above-mentioned ground-based modules can also be deployed partially or entirely on cloud servers, which will not be elaborated here.

[0172] In the embodiments provided in this application, it should be understood that the disclosed systems and methods can also be implemented in other ways. The system embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0173] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0174] If a function is implemented as a software module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0175] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

[0176] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this application. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A method for generating and controlling flight procedures for an electric vertical takeoff and landing (EVTOL) aircraft in airport airspace, characterized in that, include: Acquire multi-source operational data of the target airport and preprocess the multi-source operational data to generate valid operational data; The current operating scenario type is determined based on the valid operating data; Generate initial flight procedure parameters based on the current operating scenario type and the valid operating data; Airspace conflict detection is performed based on the initial flight procedure parameters and the effective operational data, and the target flight strategy is determined based on the conflict detection results. Determine whether the current running scenario type is a vertical runway crossing scenario, and obtain the scenario determination result; Based on the scenario assessment results, the corresponding flight strategy to be issued is determined; Based on the flight strategy to be issued, a standardized flight command is generated and the standardized flight command is issued to the eVTOL airborne flight control system.

2. The method according to claim 1, characterized in that, The steps of acquiring multi-source operational data of the target airport and preprocessing the multi-source operational data to generate valid operational data include: Collect runway operation information, civil aviation flight operation information, airport basic airway information, and electric vertical takeoff and landing (eVTOL) aircraft's own operation information for the target airport; When eVTOL has a runway crossing mission, it receives the crossing application information submitted by the eVTOL airborne control system and obtains the runway control information sent by the air traffic control dispatch system. The collected information is filtered, denoised, time-series aligned, and validated. The valid operational data is generated by extracting runway status, predicted flight tracks, airspace restrictions, and eVTOL flight status from the verified information.

3. The method according to claim 1, characterized in that, The step of determining the current running scenario type based on the valid running data includes: Based on the valid operational data, read the eVTOL's task direction, task start position, and task target position; Determine if eVTOL has a runway crossing mission; The current running scenario type is determined based on the task direction, task start position, task target position, and runway crossing task judgment result; When an eVTOL takes off from the target airport and its planned path intersects with the airspace where the departure pentagram of a civil aviation transport flight is located, the current operating scenario type is determined to be the departure scenario of crossing the long pentagram. When eVTOL enters the target airport from an urban low-altitude route and the planned path intersects with the airspace where the approach five-sided approach of a civil aviation transport flight is located, the current operating scenario type is determined to be the approach scenario of crossing the long five-sided approach. When eVTOL moves from one side of the runway to the other side of the runway and performs a departure mission, the current operating scenario type is determined to be the vertical runway departure scenario. When an eVTOL crosses the runway from the low-altitude airspace surrounding the airport and performs an approach mission, the current operating scenario type is determined to be the vertical runway crossing approach scenario.

4. The method according to claim 3, characterized in that, The step of generating initial flight procedure parameters based on the current operating scenario type and the valid operating data includes: The departure point is determined based on the location of the eVTOL dedicated takeoff and landing area of ​​the target airport; The departure start point is calculated based on the departure takeoff point and the runway end position, so that the flight segment between the departure takeoff point and the departure start point is spatially separated from the initial departure path of civil aviation transport flights; Calculate the departure midpoint, departure turning point, and airspace merging point sequentially based on the runway centerline extension line; A departure waypoint sequence is generated in the order of the departure takeoff point, the departure initiation point, the departure intermediate point, the departure turning point, and the airspace merging point; Based on airport surface obstacle constraints, departure altitude of civil aviation flights, and low-altitude urban operating altitude, altitude constraints are configured for each waypoint in the departure waypoint sequence. The departure waypoint sequence, along with the corresponding altitude, speed, and time constraints, are written into the initial flight procedure parameters.

5. The method according to claim 3, characterized in that, The step of generating initial flight procedure parameters based on the current operating scenario type and the valid operating data includes: The approach and landing point is determined based on the location of the eVTOL dedicated take-off and landing area of ​​the target airport; The final approach point is determined based on the final approach segment of the civil aviation transport flight, so that the final approach segment corresponding to eVTOL is spatially separated from the final approach segment of the civil aviation transport flight; Calculate the intermediate approach point, initial approach point, and path adjustment point sequentially based on the runway threshold and the runway centerline; An approach waypoint sequence is generated in the order of the path adjustment point, the initial approach point, the intermediate approach point, the final approach point, and the approach landing point. Based on the approach altitude of civil aviation flights, the minimum descent altitude of eVTOL, and the airport safety altitude, altitude constraints are configured for each waypoint in the approach waypoint sequence. The approach waypoint sequence and the corresponding altitude, speed and time constraints are written into the initial flight procedure parameters.

6. The method according to claim 3, characterized in that, The step of generating initial flight procedure parameters based on the current operating scenario type and the valid operating data includes: When the current operating scenario type is the vertical runway departure scenario, the runway crossing takeoff point is determined according to the location of the eVTOL dedicated vertical takeoff and landing field, the runway midpoint crossing point is determined according to the location of the runway midpoint, and the departure connection point is determined according to the location of the urban low-altitude air route connection. Generate a runway crossing departure route that is sequentially connected by the runway crossing takeoff point, the runway midpoint crossing point, and the departure connection point; When the current operating scenario type is the vertical runway crossing approach scenario, the approach holding point is determined based on the low-altitude airspace surrounding the airport, so that the approach holding point is spatially separated from the approach path of civil aviation transport flights. The runway midpoint crossing point is determined based on the runway midpoint position, and the runway crossing landing point is determined based on the eVTOL dedicated take-off and landing field position. Generate a runway crossing approach route that sequentially connects the approach holding point, the runway midpoint crossing point, and the runway crossing landing point, and configure an approach control altitude constraint for the runway crossing landing point so that the eVTOL performs a vertical descent landing after reaching the approach control altitude. The flight direction of the eVTOL when passing through the runway midpoint is set to be perpendicular to the runway centerline, and the runway crossing process is set to adopt straight flight, constant true altitude and time-limited crossing constraints. The runway crossing departure route or runway crossing approach route, along with the corresponding altitude, speed, and time constraints, are written into the initial flight procedure parameters.

7. The method according to claim 1, characterized in that, The step of performing airspace conflict detection based on the initial flight procedure parameters and the valid operational data, and determining the target flight strategy based on the conflict detection results, includes: Iterate through each planned flight segment corresponding to the initial flight procedure parameters; For the current planned flight segment, calculate the horizontal separation between eVTOL and civil aviation transport flights, and compare the horizontal separation with a preset horizontal safety threshold; When the horizontal interval meets the preset horizontal safety threshold, the vertical interval between the eVTOL and the civil aviation transport flight is calculated, and the vertical interval is compared with the preset vertical safety threshold. When the vertical interval meets the preset vertical safety threshold, the time interval between the eVTOL and the civil aviation transport flight arriving at the same airspace point is calculated, and the time interval is compared with the preset time safety threshold. If any comparison result does not meet the corresponding safety threshold, the current planned flight segment is identified as a potential conflict flight segment, and a conflict detection result containing the potential conflict flight segment is generated.

8. The method according to claim 7, characterized in that, The step of performing airspace conflict detection based on the initial flight procedure parameters and the valid operational data, and determining the target flight strategy based on the conflict detection results, further includes: The conflict type is identified based on the conflict detection results; the conflict type includes horizontal path conflict, height conflict, and time conflict. When the conflict type is the horizontal path conflict, adjust the waypoint positions within the conflicting flight segment and verify whether the adjusted flight path meets the airport airspace constraints and obstacle constraints. When the conflict type is the altitude conflict, adjust the flight altitude of the eVTOL in the conflict segment and verify whether the adjusted flight altitude meets the minimum safe altitude constraint. When the conflict type is the time conflict, adjust the flight speed of the eVTOL in the conflict segment and verify whether the adjusted flight speed meets the eVTOL safe speed constraint. The adjusted results that have passed the verification are re-entered into the step of traversing each planned flight segment corresponding to the initial flight procedure parameters in order to perform conflict detection; When the adjusted flight procedure parameters meet the safety requirements, the flight strategy corresponding to the adjusted flight procedure parameters is determined as the target flight strategy; When the adjusted flight procedure parameters still do not meet the safety requirements and the preset adjustment termination condition is met, the emergency flight strategy that matches the current operating scenario type will be determined as the target flight strategy.

9. The method according to claim 1, characterized in that, The step of determining whether the current running scenario type is a vertical runway crossing scenario and obtaining the scenario determination result includes: Read the scene identifier corresponding to the current running scene type; Match the scene identifier with the departure scene identifier and the approach scene identifier of the vertical crossing runway; When the scene identifier successfully matches any vertical runway crossing scene identifier, a scene judgment result is generated indicating that the current task belongs to the vertical runway crossing scene. When the scene identifier does not match either of the two vertical runway crossing scene identifiers, a scene judgment result is generated indicating that the current task does not belong to the vertical runway crossing scene.

10. The method according to claim 9, characterized in that, The step of determining the corresponding flight strategy to be issued based on the scenario judgment result includes: When the scenario judgment result indicates that the current task does not belong to the vertical runway crossing scenario, the target flight strategy is determined as the flight strategy to be issued; When the scenario judgment result indicates that the current task belongs to the vertical runway crossing scenario, the crossing application information submitted by eVTOL and the runway control information sent by the air traffic control scheduling system are obtained. Determine whether the runway is in a usable state based on the aforementioned valid operational data; Determine whether there are any flight takeoff and landing plans or ground vehicle activities that could affect runway crossing within the set time window; Determine whether the eVTOL's flight attitude, flight parameters, and onboard collision avoidance system status meet the runway crossing requirements; When the runway is available, there are no flight take-off and landing plans that affect runway crossing within the set time window, there are no ground vehicle activities that affect runway crossing within the set time window, the eVTOL's flight attitude is stable, the eVTOL's flight parameters meet the runway crossing requirements, and the eVTOL's airborne collision avoidance system is in normal working condition, the target flight strategy is determined as the flight strategy to be issued. When any of the following situations occur: the runway is not available, there are flight takeoff and landing plans affecting runway crossing within the set time window, there are ground vehicle activities affecting runway crossing within the set time window, the eVTOL's flight attitude is unstable, the eVTOL's flight parameters do not meet the runway crossing requirements, or the eVTOL's onboard collision avoidance system is not in normal working condition, a target control strategy is selected from the waiting strategy and the avoidance strategy based on the eVTOL's current position and the current operating scenario type, and the target control strategy is determined as the flight strategy to be issued.

11. The method according to claim 1, characterized in that, The step of generating standardized flight commands based on the flight strategy to be issued and issuing the standardized flight commands to the eVTOL airborne flight control system includes: Extract waypoint sequence, altitude constraint, speed constraint, and time constraint from the flight strategy to be issued; The extracted parameters are encapsulated into standardized flight commands that can be recognized by the eVTOL airborne flight control system; The standardized flight commands are sent to the eVTOL airborne flight control system; The standardized flight commands are synchronously sent to the air traffic control monitoring platform, enabling the air traffic control monitoring platform to monitor the execution process of eVTOL commands.

12. The method according to claim 11, characterized in that, After the step of generating standardized flight commands based on the flight strategy to be issued and issuing the standardized flight commands to the eVTOL airborne flight control system, the method further includes: Receive the actual position, actual altitude, actual attitude, actual ground speed, and mission progress transmitted back by the eVTOL airborne flight control system; Compare the actual flight status of the eVTOL with the planning parameters in the standardized flight instructions; When the actual flight status deviates from the planned parameters or a new airspace conflict risk occurs, the multi-source operation data is updated based on the returned data, and the step of determining the current operation scenario type based on the valid operation data is returned to redetermine the current operation scenario type. When the eVTOL completes the current flight mission, it verifies the execution result of the flight strategy to be issued based on the returned data, and updates the flight procedure parameters under the corresponding flight scenario based on the verification result.

13. A flight procedure generation and control system for an electric vertical takeoff and landing aircraft in airport airspace, characterized in that, include: The module includes an environmental perception data processing module, a flight conflict analysis module, and a flight strategy issuance and execution module. The environmental perception data processing module is used to acquire multi-source operational data of the target airport and preprocess the multi-source operational data to generate effective operational data. The flight conflict analysis module is used to determine the current operating scenario type based on the valid operating data; and to generate initial flight procedure parameters based on the current operating scenario type and the valid operating data. Airspace conflict detection is performed based on the initial flight procedure parameters and the effective operational data, and the target flight strategy is determined based on the conflict detection results. Determine whether the current operating scenario type is a vertical runway crossing scenario to obtain the scenario determination result; determine the corresponding flight strategy to be issued based on the scenario determination result; The flight strategy issuance and execution module is used to generate standardized flight commands based on the flight strategy to be issued, and to issue the standardized flight commands to the eVTOL airborne flight control system, so that the eVTOL airborne flight control system controls the eVTOL to perform flight actions according to the standardized flight commands.

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