Control method and apparatus, scheduling platform, landing platform, aircraft, and medium

Abstract

A control method and apparatus, a scheduling platform, a landing platform, an aircraft, and a medium. The method comprises: determining state information of a target terminal control area corresponding to a target landing platform, the target terminal control area being determined on the basis of take-off and landing channels of multiple landing platforms, the multiple landing platforms comprising the target landing platform and an interfering landing platform having a take-off and landing conflict with the target landing platform, the spatial dimensions of the target terminal control area being changeable on the basis of a change in the number of interfering landing platforms, and the state information of the target terminal control area being used to indicate whether the target terminal control area is occupied (S11); and controlling a target aircraft and / or the target landing platform on the basis of the state information of the target terminal control area, the target aircraft being an aircraft intending to land on the target landing platform or to take off from the target landing platform (S12).

Description

Control methods and devices, dispatching platforms, parking platforms, aircraft and media Technical Field

[0001] This application relates to the field of aircraft control technology, and in particular to a control method and device, a scheduling platform, a parking platform, an aircraft, and a medium. Background Technology

[0002] With technological advancements, aircraft are increasingly being used across various industries. Aircraft need to take off and land on parking platforms, and to improve safety, the takeoff and landing processes on these platforms need to be scheduled. Current aircraft takeoff and landing scheduling schemes only focus on the takeoff and landing processes of aircraft on a single parking platform. However, as the application of aircraft in various industries continues to increase, parking platforms often need to be densely deployed to improve operational efficiency and coverage. Therefore, there is a need for joint scheduling of takeoff and landing processes across multiple parking platforms.

[0003] Summary of the Invention

[0004] In a first aspect, embodiments of this application provide a control method, the method comprising: determining the status information of a target terminal control area corresponding to a target parking platform, wherein the target terminal control area is determined based on the take-off and landing channels of multiple parking platforms, the multiple parking platforms including the target parking platform and interfering parking platforms that have take-off and landing conflicts with the target parking platform, the spatial size of the target terminal control area can change based on the number of interfering parking platforms, and the status information of the target terminal control area is used to indicate whether the target terminal control area is occupied; and controlling a target aircraft and / or the target parking platform based on the status information of the target terminal control area, wherein the target aircraft is an aircraft intended to land on the target parking platform or to take off from the target parking platform.

[0005] Secondly, embodiments of this application provide a control method, the method comprising: determining whether the take-off and landing passage of a target parking platform interferes with the take-off and landing passages of other parking platforms; and, in response to interference between the take-off and landing passages of the target parking platform and the take-off and landing passages of other parking platforms, controlling a target aircraft and / or the target parking platform based on the status information of a target terminal control area formed by the take-off and landing passages of the target parking platform and the take-off and landing passages of the other parking platforms, wherein the status information of the target terminal control area is used to indicate whether the target terminal control area is occupied; and, in response to no interference between the take-off and landing passages of the target parking platform and the take-off and landing passages of other parking platforms, controlling the target aircraft and / or the target parking platform based on the status information of the target terminal control area formed by the take-off and landing passages of the target parking platform, wherein the status information of the target terminal control area is used to indicate whether the target terminal control area is occupied; wherein the target aircraft is an aircraft intended to land on the target parking platform or intended to take off from the target parking platform.

[0006] Thirdly, embodiments of this application provide a control method, the method comprising: acquiring the location information of one or more parking platforms; and automatically determining a terminal control area above the one or more parking platforms based on the location information of the one or more parking platforms, the terminal control area being used to restrict the take-off or landing behavior of the aircraft corresponding to the parking platform through the terminal control area.

[0007] Fourthly, embodiments of this application provide a control device, the control device comprising: at least one processor; and at least one memory including computer program code; wherein the at least one memory and the computer program code are configured together with the at least one processor to enable the control device to execute at least the method described in the first aspect, the second aspect, or the third aspect.

[0008] Fifthly, embodiments of this application provide a scheduling platform, the scheduling platform including: the control device described in the fourth aspect; and a communication device for communicating with the aircraft and / or parking platform.

[0009] In a sixth aspect, embodiments of this application provide a parking platform, the parking platform comprising: a take-off and landing channel for take-off and landing of an aircraft; the control device described in the fourth aspect; and a communication device for communicating with the aircraft and / or a scheduling platform.

[0010] In a seventh aspect, embodiments of this application provide an aircraft, the aircraft comprising: a power system; an energy system; the control device described in the fourth aspect; and a communication device for communicating with a parking platform and / or a scheduling platform.

[0011] Eighthly, embodiments of this application provide a flight system comprising an aircraft, a landing platform, a scheduling platform, and a control device as described in the fourth aspect. The aircraft is capable of landing or taking off from the landing platform; the scheduling platform is capable of communicating with the landing platform and / or the aircraft.

[0012] In a ninth aspect, embodiments of this application provide a computer-readable storage medium having computer instructions stored thereon, which, when executed by a processor, implement the steps of the method described in the first, second, or third aspect. Attached Figure Description

[0013] The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments consistent with this application and, together with the description, serve to explain the technical solutions of this application.

[0014] Figure 1 is a schematic diagram of an aircraft according to an embodiment of this application.

[0015] Figure 2 is a schematic diagram of a shutdown platform according to an embodiment of this application.

[0016] Figure 3 is a schematic diagram of a scheduling platform according to an embodiment of this application.

[0017] Figure 4 is a flowchart of a control method according to an embodiment of this application.

[0018] Figure 5 is a schematic diagram of the take-off and landing channel of a parking platform according to an embodiment of this application.

[0019] Figures 6A and 6B are schematic diagrams of an interference shutdown platform according to an embodiment of this application.

[0020] Figures 7A and 7B are schematic diagrams of the terminal control area corresponding to the shutdown platform in one embodiment of this application.

[0021] Figure 8 is a schematic diagram of a landing waiting position according to an embodiment of this application.

[0022] Figure 9 is a schematic diagram of the terminal control area corresponding to each shutdown platform of the target terminal control area according to an embodiment of this application.

[0023] Figures 10A and 10B are general flowcharts of an embodiment of this application.

[0024] Figure 11 is a flowchart of a control method according to another embodiment of this application.

[0025] Figure 12 is a flowchart of a control method according to another embodiment of this application. Detailed Implementation

[0026] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0027] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items. Additionally, the term “at least one” herein means any combination of at least two of any one or more of a plurality.

[0028] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0029] To enable those skilled in the art to better understand the technical solutions in the embodiments of this application, and to make the above-mentioned objectives, features and advantages of the embodiments of this application more apparent and understandable, the technical solutions in the embodiments of this application will be further described in detail below with reference to the accompanying drawings.

[0030] Please refer to Figures 1, 2, and 3, where Figure 1 shows a schematic diagram of an aircraft 110 according to an embodiment of this application. The aircraft 110 may include a power system 150 and an energy system 170. The power system 150 provides power to the aircraft 110, enabling it to perform operations such as takeoff, flight, and heading control. The energy system 170 stores and supplies energy, ensuring the normal operation of the power system 150 and other equipment on the aircraft 110. The aircraft 110 may also include a control device for controlling the aircraft 110. This control device may be a flight control system 160 of the aircraft 110, or deployed within the flight control system 160. Furthermore, the aircraft 110 may also include a frame (not shown) and a gimbal 120 mounted on the frame. The aircraft 110 can wirelessly communicate with external devices (such as remote control devices, parking platforms 210, and / or scheduling platforms 310). Aircraft 110 can be any type of drone, such as agricultural drones or industrial application drones, which have the need for cyclical operations.

[0031] The frame may include a fuselage and landing gear (also known as landing gear). The fuselage may include a center frame and one or more arms connected to the center frame, with the arms extending radially from the center frame. The landing gear is connected to the fuselage and serves to provide support during the landing of the aircraft 110.

[0032] The power system 150 may include one or more electronic speed controllers (ESCs) 151, one or more propellers 153, and one or more motors 152 corresponding to the propellers 153. The ESC 151 receives drive signals generated by the flight control system 160 and provides drive current to the motors 152 according to the drive signals to control the rotational speed of the motors 152. The motors 152 drive the propellers to rotate, thereby providing power for the flight of the aircraft 110, enabling the aircraft 110 to achieve one or more degrees of freedom of motion. In some embodiments, the aircraft 110 may rotate about one or more rotation axes. For example, the rotation axes may include a roll axis, a yaw axis, and a pitch axis. It should be understood that the motors 152 may be DC motors or AC motors. Additionally, the motors 152 may be brushless motors or brushed motors.

[0033] The flight control system 160 may include a flight controller 161 and a sensor system 162 of the aircraft 110. The sensor system 162 of the aircraft 110 is used to measure the attitude information of the aircraft 110, that is, the position and state information of the aircraft 110 in space, such as three-dimensional position, three-dimensional angle, three-dimensional velocity, three-dimensional acceleration, and three-dimensional angular velocity. The sensor system 162 of the aircraft 110 may include at least one of the following sensors: gyroscope, ultrasonic sensor, electronic compass, inertial measurement unit (IMU), visual sensor, radar sensor, global navigation satellite system, and barometer. For example, the global navigation satellite system may be the Global Positioning System (GPS). The flight controller 161 is used to control the flight state of the aircraft 110; for example, it can control the flight of the aircraft 110 based on the attitude information measured by the sensor system 162. It should be understood that the flight controller 161 can control the aircraft 110 according to pre-programmed instructions, or it can control the aircraft 110 in response to one or more control signals from external devices.

[0034] The gimbal 120 may include a motor 122. The gimbal can be used to carry an imaging device 123. The flight controller 161 can control the movement of the gimbal 120 via the motor 122. Optionally, as another embodiment, the gimbal 120 may also include a controller for controlling the movement of the gimbal 120 by controlling the motor 122. It should be understood that the gimbal 120 may be independent of the aircraft 110 or may be part of the aircraft 110. It should be understood that the motor 122 may be a DC motor or an AC motor. Additionally, the motor 122 may be a brushless motor or a brushed motor.

[0035] The imaging device 123 may be, for example, a camera or video camera, a device used to capture images. The imaging device 123 can communicate with the flight controller 161 and take pictures under the control of the flight controller 161. In this embodiment, the imaging device 123 includes at least a photosensitive element, such as a complementary metal-oxide-semiconductor (CMOS) sensor or a charge-coupled device (CCD) sensor. It is understood that the imaging device 123 may also be directly fixed to the aircraft 110, thus the gimbal 120 can be omitted.

[0036] The energy system 170 may include one or more batteries and a battery management system (BMS), wherein the batteries can be used to power the power system 150, the flight control system 160, the gimbal 120 and loads on the gimbal 120 (e.g., imaging device 123), and the battery management system is used to manage and control the charging and discharging process of the batteries.

[0037] Figure 2 shows a schematic diagram of a parking platform 210 according to an embodiment of this application. The parking platform 210 can provide a safe space for parking at least one aircraft 110. In some embodiments, the parking platform 210 is an airport that can provide at least one of the following services to the aircraft 110:

[0038] Charging services; the airport can provide charging facilities, which can charge the aircraft 110 when it is parked at the airport, to ensure that the aircraft 110 has sufficient power before takeoff and extend the aircraft 110's range.

[0039] Battery swapping service; When using battery-powered aircraft 110, users can quickly swap the batteries of aircraft 110 at the airport to reduce the time aircraft 110 spends on the ground and improve operational efficiency.

[0040] Cleaning services; including tidying up the interior of the aircraft 110 and / or cleaning the exterior of the aircraft 110 to maintain the aircraft 110 in good condition and improve the user experience;

[0041] Shielding service; In severe weather conditions, the airport can provide shielding for aircraft 110 to protect it from environmental factors such as wind, rain, and sunlight, ensuring the safety and maintenance of aircraft 110;

[0042] Location services; Airports can deploy location facilities to assist aircraft 110 in positioning, such as positioning aircraft 110 during flight to ensure the correctness of aircraft 110's flight path, or positioning aircraft 110 during landing to assist aircraft 110 in precise parking at the airport.

[0043] Signal relay service; airports may set up signal relay facilities to enable signal relay between aircraft 110 and other equipment (such as other aircraft or dispatch platform 310).

[0044] The parking platform 210 can be a fixed parking platform or a mobile parking platform, such as a vehicle-mounted parking platform. Each parking platform 210 can correspond to a take-off and landing lane 211. The take-off and landing lane 211 refers to the area designed for the take-off and landing of the aircraft 110. The aircraft 110 can take off or land via the take-off and landing lane 211. The parking platform 210 can be an independent airport device, including a control device 212 and a communication device 213. The control device can control the parking platform 210 itself or schedule and control the take-off and landing process of the aircraft 110. The communication device 213 can communicate with the aircraft 110 to send the control commands of the control device 212 to the aircraft 110. In addition, the communication device 213 can also communicate with the scheduling platform 310 to realize data exchange with the scheduling platform 310. The parking platform 210 may also include a housing 214, a positioning device 215, and a power device 216. The housing 214 is used to house the control device 212, the communication device 213, the positioning device 215, and the power device 216. The positioning device 215 is used to position the aircraft 110 or assist the aircraft 110 in positioning. The power device 216 is used to provide power to the parking platform 210.

[0045] Figure 3 shows a schematic diagram of the scheduling platform 310. The scheduling platform 310 includes a control device 311 and a communication device 312. The control device 311 can schedule and control the takeoff and landing process of at least one aircraft 110, and the communication device 312 can communicate with the aircraft 110 to send control commands from the control device 311 to the aircraft 110. Furthermore, the communication device 312 can also communicate with the parking platform 210 to control the parking platform 210, exchange data with the parking platform 210, or relay control of the aircraft 110 via the parking platform 210. Further, the scheduling platform 310 may also include a display device 313 and an input component 314. The display device 313 is used to display data and information involved in the control and scheduling process of takeoff and landing tasks, and the input component 314 (such as a keyboard, mouse, touch screen, etc.) is used to receive control commands sent by the user.

[0046] In related technologies, the takeoff and landing scheduling scheme for aircraft 110 only focuses on the takeoff and landing process of aircraft 110 on a single parking platform 210; that is, the takeoff and landing scheduling processes of aircraft 110 on different parking platforms 210 are independent of each other. However, as the application of aircraft 110 in various industries continues to increase, parking platforms 210 often need to be densely deployed to improve operational efficiency and coverage. In this scenario, there is a need for joint scheduling of the takeoff and landing processes of aircraft 110 on multiple densely deployed parking platforms 210.

[0047] Based on this, this application provides a control method, as shown in Figure 4, the method including:

[0048] Step S11: Determine the status information of the target terminal control area corresponding to the target parking platform. The target terminal control area is determined based on the take-off and landing channels of multiple parking platforms. These multiple parking platforms include the target parking platform and interfering parking platforms that have take-off and landing conflicts with the target parking platform. The size of the target terminal control area can change based on the number of interfering parking platforms. The status information of the target terminal control area is used to indicate whether the target terminal control area is occupied.

[0049] Step S12: Control the target aircraft and / or the target parking platform based on the status information of the target terminal control area. The target aircraft is the aircraft that is to land on the target parking platform or take off from the target parking platform.

[0050] To facilitate the distinction between multiple parking platforms and multiple takeoff and landing channels, the target parking platform will be referred to as parking platform A, the takeoff and landing channel of the target parking platform will be referred to as takeoff and landing channel a, and the other parking platforms besides the target parking platform will be referred to as parking platforms B1, B2, B3, etc., and the takeoff and landing channels of the other parking platforms will be referred to as takeoff and landing channels b1, b2, b3, etc. It is understood that each parking platform involved in this application can be implemented based on the architecture of parking platform 210 shown in Figure 2. Furthermore, the target aircraft involved in this application can be implemented based on the architecture of aircraft 110 shown in Figure 1. The control method of this application can be implemented by a control device, which can be deployed on aircraft 110, for example, by the flight control system 160 of aircraft 110. Alternatively, the control device used to implement this control method can be a control device 211 deployed on parking platform 210, or a control device 311 deployed on scheduling platform 310. Furthermore, the control device used to implement this control method can be partially deployed on the aircraft, partially deployed on the dispatch platform, and partially deployed on the parking platform; or, the control device used to implement this control method can be partially deployed on one of the aircraft, the dispatch platform, and the parking platform, and partially deployed on another of the aircraft, the dispatch platform, and the parking platform. It should be noted that "multiple" in this article refers to two or more.

[0051] In step S11, the target landing platform (i.e., landing platform A) includes a take-off and landing channel a. The take-off and landing channel a of landing platform A can be determined based on the position information of landing platform A. In some embodiments, the orthographic projection of the take-off and landing channel a onto the corresponding landing platform A covers landing platform A. This "coverage" can mean that the boundary of the orthographic projection of the take-off and landing channel a onto landing platform A coincides with the boundary of landing platform A, or it can mean that the boundary of the orthographic projection of the take-off and landing channel a onto landing platform A is outside the boundary of landing platform A. For example, the take-off and landing channel a can be a three-dimensional region, such as a cylindrical region, a cubic region, a spherical region, or an irregular three-dimensional region, and landing platform A can correspond to a two-dimensional region on a horizontal plane. In this case, the boundary of the orthographic projection of the take-off and landing channel a onto the horizontal plane coincides with the boundary of the two-dimensional region corresponding to landing platform A, or surrounds the boundary of the two-dimensional region corresponding to landing platform A.

[0052] In other embodiments, the orthographic projection of the landing tunnel a onto the parking platform A is located inside the parking platform A. That is, the boundary of the orthographic projection of the landing tunnel a is within the boundary of the parking platform A. For example, the landing tunnel a can be a three-dimensional region, and the parking platform A corresponds to a two-dimensional region on the horizontal plane. In this case, the boundary of the two-dimensional region corresponding to the parking platform A surrounds the boundary of the orthographic projection of the landing tunnel a onto the horizontal plane.

[0053] In some embodiments, the area extending horizontally by a predetermined distance dx from the position of the parking platform A, and extending vertically by a predetermined distance dy from the position of the parking platform A or from the surface of the parking platform A, can be defined as the landing channel a of the parking platform A. The horizontal and vertical predetermined distances dx and dy can be the same or different. The position of the parking platform A can be its calibrated position, its center of gravity or geometric center, or the center of its surface, etc.

[0054] In some embodiments, the aforementioned preset horizontal distance dx can be determined based on the target aircraft's positioning error. By taking the target aircraft's positioning error into account, the design of the takeoff and landing lane a can reduce the risk of landing in the wrong takeoff and landing lane due to inaccurate positioning of the target aircraft.

[0055] In some embodiments, the horizontal extension includes extending horizontally to the left and right, such that the takeoff and landing passage a is a region extending left and right based on the position of the parking platform A, thereby accommodating aircraft taking off or landing from either side of the parking platform A. In other embodiments, the horizontal extension may also be extending along a single side.

[0056] In other embodiments, the vertical preset distance dy can be of infinite height. By setting an infinitely high vertical preset distance dy, the takeoff and landing channel a has sufficient height to cover various flight altitude scenarios. In some embodiments, the vertical preset distance dy can also be determined based on the maximum flight altitude of the target aircraft, for example, set to a value greater than or equal to the maximum flight altitude of the target aircraft.

[0057] In some embodiments, extending along the vertical direction includes extending upwards along the vertical direction. It should be noted that in other embodiments, extending along the vertical direction may also mean extending both upwards and downwards along the vertical direction.

[0058] Figure 5 shows a schematic diagram of the landing passage a of the parking platform A in some embodiments. The landing passage a is a cylindrical region with a circular base, the radius of which is the aforementioned horizontal preset distance; the height of the cylindrical region is the aforementioned vertical preset distance, which in this embodiment is an infinite height. It is understood that the landing passage a shown in the figure is merely illustrative; in other examples, the landing passage a may be a region of other shapes.

[0059] Parking platform A may have takeoff and landing conflicts with one or more other parking platforms (hereinafter referred to as interfering parking platforms). When the distance between the takeoff and landing passage of other parking platforms and the takeoff and landing passage a of parking platform A is too close, the aircraft on the takeoff and landing passage of other parking platforms may have flight path interference and conflict with the target aircraft on parking platform A. Therefore, it is possible to determine whether other parking platforms are interfering parking platforms of parking platform A based on the distance between the takeoff and landing passage of other parking platforms and the takeoff and landing passage a of parking platform A.

[0060] Specifically, if the distance between the landing and takeoff channels of other parking platforms and the landing and takeoff channels of parking platform A is less than the first preset distance δ, then the other parking platform can be determined to be an interfering parking platform of parking platform A. Otherwise, the other parking platform is determined not to be an interfering parking platform of parking platform A. As shown in Figure 6A, assume that there are two other parking platforms around parking platform A, denoted as parking platform B1 and parking platform B2, where the landing and takeoff channels of parking platform B1 are denoted as landing and takeoff channels b1 and b2, respectively. Assume that the distance between landing and takeoff channels a and b1 is denoted as D1, and the distance between landing and takeoff channels a and b2 is denoted as D2, and assume that D1 < δ and D2 > δ, then parking platform B1 is an interfering parking platform of parking platform A, and parking platform B2 is not an interfering parking platform of parking platform A. If there are other parking platforms besides parking platforms B1 and B2 around parking platform A, the distance between the take-off and landing channels of each other parking platform and take-off and landing channel a can be determined in the manner described above to determine whether each other parking platform is an interfering parking platform of parking platform A. This will not be elaborated further.

[0061] In some embodiments, when the landing channels of one or more other landing platforms besides the target landing platform intersect with the landing channel of the target landing platform, one or more other landing platforms are identified as interfering landing platforms of the target landing platform. As shown in Figure 6B, assuming that there is another landing platform B3 around landing platform A, and the landing channel b3 of landing platform B3 intersects with the landing channel a, then landing platform B3 can be identified as an interfering landing platform of landing platform A.

[0062] In some embodiments, since the distance between takeoff and landing channels is generally positively correlated with the distance between parking platforms, in addition to determining the interfering parking platform based on the distance between the takeoff and landing channels of the target parking platform and the takeoff and landing channels of other parking platforms, the interfering parking platform of the target parking platform can also be determined directly based on the distance between the target parking platform and other parking platforms. For example, if the distance between any other parking platform and the target parking platform is less than a second preset distance, that other parking platform can be determined as an interfering parking platform of the target parking platform; otherwise, that other parking platform is determined not to be an interfering parking platform of the target parking platform.

[0063] The target terminal control area corresponding to the target parking platform can be determined based on the take-off and landing channels of one or more parking platforms. In embodiments where the determination is based on the take-off and landing channels of multiple parking platforms, the take-off and landing channels of the target parking platform and the interfering parking platform can be used as the target terminal control area corresponding to the target parking platform. That is, the target terminal control area corresponding to the target parking platform includes the take-off and landing channels of the target parking platform, as well as the take-off and landing channels of the interfering parking platform. For example, the target terminal control area of ​​the target parking platform can be determined based on the union of the take-off and landing channels of the target parking platform and the interfering parking platform.

[0064] In some embodiments, the size of the target terminal control area is equal to the union of the take-off and landing channels of the target parking platform and the interfering parking platform. As shown in Figure 7A, assuming that the interfering parking platform of parking platform A only includes parking platform B3, the union of the take-off and landing channel a of parking platform A and the take-off and landing channel b3 of parking platform B3 can be determined as the target terminal control area corresponding to parking platform A. As shown in Figure 7B, assuming that the interfering parking platform of parking platform A includes parking platforms B3 and B4, the union of the take-off and landing channel a of parking platform A, the take-off and landing channel b3 of parking platform B3, and the take-off and landing channel b4 of parking platform B4 can be determined as the target terminal control area corresponding to parking platform A.

[0065] In other embodiments, the size of the target terminal control area may be slightly larger than the union of the take-off and landing channels of the target parking platform and the interference parking platform. For example, the area formed by the union of the take-off and landing channels of the target parking platform and the interference parking platform can be expanded outward by a predetermined distance along the boundary of the area to obtain the target terminal control area.

[0066] After determining the target terminal control area corresponding to the target parking platform, the status information of that target terminal control area can be determined. The status information of the target terminal control area indicates whether it is occupied. For example, the status information can be represented using binary numbers. If the binary number is 0, it indicates that the target terminal control area is not occupied and is in an idle state; if the binary number is 1, it indicates that the target terminal control area is occupied and is in an occupied state. Of course, the above is just an example. The status information of the target terminal control area can also be represented in other ways, such as using letters or symbols, or using a combination of at least two of numbers, letters, and symbols.

[0067] The status information of the target terminal control area can be determined based on the occupancy status of the take-off and landing lanes of the multiple parking platforms included in the target terminal control area. For example, when all take-off and landing lanes in the target terminal control area are unoccupied, the status information of the target terminal control area can be determined as idle. As another example, when at least one take-off and landing lane in the target terminal control area is occupied, the status information of the target terminal control area can be determined as occupied. Here, occupying a take-off and landing lane means that at least one aircraft is performing a take-off mission from that take-off and landing mission, or at least one aircraft is performing a landing mission to that take-off and landing lane. Taking the target terminal control area shown in Figure 7A as an example, the target terminal control area includes take-off and landing lane a of parking platform A and take-off and landing lane b3 of parking platform B3. When both take-off and landing lanes a and b3 are unoccupied, the target terminal control area is idle. When either take-off and landing lane a or b3 is occupied, the target terminal control area is occupied.

[0068] In step S12, takeoff and landing missions can be scheduled based on the status information of the target terminal control area. Here, takeoff and landing missions refer to either takeoff or landing missions, not round trip missions. By determining the target terminal control area and its status information, this application can schedule takeoff and landing missions as a whole for the target parking platform and its intervention parking platform.

[0069] In some embodiments, when the status information of the target terminal control area is idle, it indicates that none of the take-off and landing channels within the target terminal control area are occupied. Therefore, the target aircraft can be controlled to occupy the target terminal control area to perform take-off and landing tasks. Simultaneously, the status information of the target terminal control area can be changed to occupied to prevent the target terminal control area from being occupied by aircraft other than the target aircraft, thus avoiding interference and flight path conflicts with the target aircraft's take-off and landing tasks.

[0070] When the status information of the target terminal control area is "occupied", it means that there is an occupied take-off and landing channel in the target terminal control area. Therefore, the target aircraft can be controlled to suspend take-off and landing missions to avoid interference and flight path conflicts between the target aircraft and the take-off and landing missions being performed in the target terminal control area.

[0071] In some embodiments, when the target terminal control area is in an occupied state, the takeoff and landing tasks of the target aircraft can be inserted into the current task queue so that the target aircraft can queue up to wait for its takeoff and landing tasks to be executed. Each parking platform can have its own task queue, and the current task queue can be the task queue of the target parking platform. Alternatively, the takeoff and landing tasks of the target parking platform and the intervention parking platform can be added to a total task queue, which is the task queue of the target terminal control area, and the current task queue can be the task queue of the target terminal control area.

[0072] The control methods of this application will be explained below using the takeoff and landing phases as examples.

[0073] takeoff phase

[0074] When the target terminal control area is in an idle state and the target aircraft is in the pre-takeoff phase, the target aircraft can be controlled to take off, and the state information of the target terminal control area can be changed to an occupied state. The pre-takeoff phase refers to the stage where the target aircraft has completed its pre-takeoff preparations and is queuing for takeoff.

[0075] Controlling the takeoff of the target aircraft includes sending a flight path mission to the target aircraft, enabling the target aircraft to take off upon receiving the mission. When controlling the takeoff of the target aircraft, a flight path mission can be sent to the target aircraft, enabling it to take off upon receiving the mission. The flight path mission includes at least some of the following information: mission type, operation type, target aircraft identifier, target parking platform identifier, takeoff time information, destination information, monitoring strategy for executing the flight path mission, and flight restriction information. The mission type includes takeoff and landing missions; since the current operation is controlling the target aircraft to take off, the mission type is a takeoff mission. The operation type indicates the specific mission requirements of the target aircraft when performing this flight path mission, including but not limited to image transmission, surveying, de-icing, and transportation missions. The target aircraft identifier uniquely identifies the target aircraft, facilitating verification that the flight path mission is its own mission. The target parking platform identifier uniquely identifies the target parking platform, facilitating verification that the flight path mission originates from the target parking platform. Takeoff time information indicates the time the target aircraft takes off from the target parking platform. Destination information indicates the flight destination of the mission and can also be used to indicate the actions the target aircraft will perform at the destination, such as returning to base or landing on the parking platform. The monitoring policy for performing the mission indicates whether the target aircraft will monitor itself by communicating with a monitoring server and by broadcasting information. Flight restriction information may include altitude restrictions, speed restrictions, and / or flight duration restrictions.

[0076] The aforementioned flight path task can be sent to the target aircraft by a control device. For example, the control device could be control device 311 on the scheduling platform 310, which can directly communicate with the target aircraft to send the flight path task. Alternatively, control device 311 can also communicate with the target parking platform or the target aircraft's control terminal, thereby forwarding the flight path task to the target aircraft through the target parking platform or the target aircraft's control terminal. Again, for example, the control device could be a control device on the target parking platform, which can directly communicate with the target aircraft to send the flight path task. Alternatively, the control device can communicate with the scheduling platform 310 or the target aircraft's control terminal, thereby forwarding the flight path task to the target aircraft through the scheduling platform 310 or the target aircraft's control terminal. After sending the flight path task to the target aircraft, the target aircraft can take off and execute the flight path task according to the information carried in the flight path task.

[0077] In some embodiments, controlling the takeoff of the target aircraft further includes sending the location information of the target terminal control area (TWA) of the target parking platform corresponding to the flight route mission to the target aircraft. Since the target aircraft needs to return after takeoff, the location information of the TWA of the target parking platform corresponding to the flight route mission can be sent to the target aircraft so that the target aircraft can determine a landing waiting position based on the location information of the TWA during the return process. The landing waiting position can be an area or location point outside or on the boundary of the TWA. When the target aircraft is preparing to land in the TWA, the TWA may be occupied by other aircraft. In this case, the target aircraft can wait in the landing waiting position (e.g., hovering or flying). After the TWA is released by other aircraft, the target aircraft re-enters the TWA and lands on the target parking platform. The location information of the TWA can be the coordinates of the TWA, the relative distance between the TWA and the target aircraft, or other information that can indicate the location of the TWA.

[0078] Specifically, during the period from the start of takeoff to the departure of the target aircraft from the target aircraft from the target terminal control area, the status information of the target terminal control area is determined to be occupied. This allows the target aircraft to exclusively occupy the target terminal control area during the period from takeoff to departure, avoiding flight path conflicts caused by other aircraft performing takeoff and landing operations within the target terminal control area after takeoff but before leaving the target aircraft.

[0079] After the target aircraft takes off, and once it is confirmed that the target aircraft has left the target terminal control area, the status information of the target terminal control area can be changed to an idle state. After the status of the target terminal control area is changed to an idle state, the target terminal control area can continue to be occupied by other aircraft, allowing other aircraft to perform take-off and landing missions within the target terminal control area.

[0080] In some embodiments, whether a target aircraft has left the target terminal control area can be determined based on the distance between the target aircraft and at least one parking platform within the target terminal control area. Specifically, if it is determined that the horizontal distance between the target aircraft and at least one parking platform corresponding to the target terminal control area is greater than a preset horizontal distance, it can be determined that the target aircraft has left the target terminal control area. For example, whether the target aircraft has left the target terminal control area can be determined based on the distance between the target aircraft and the parking platform within the target terminal control area that is closest to the target aircraft. Specifically, it is determined that the target aircraft has left the target terminal control area when the distance between the target aircraft and the parking platform within the target terminal control area that is closest to the target aircraft is greater than a preset horizontal distance.

[0081] In a further embodiment, whether the target aircraft has left the target terminal control area can be determined based on the distance between the target aircraft and each parking platform within the target terminal control area. Specifically, if it is determined that the horizontal distance between the target aircraft and each parking platform corresponding to the target terminal control area is greater than a preset horizontal distance, it can be determined that the target aircraft has left the target terminal control area.

[0082] The horizontal distance between the target aircraft and a certain parking platform is the horizontal component of the distance between the target aircraft and the parking platform. Taking the target terminal control area shown in Figure 7A as an example, if the following conditions are met, it is determined that the target aircraft has flown away from the target terminal control area: distance(drone,A)>r, distance(drone,B3)>r;

[0083] Where distance represents the operation of calculating horizontal distance, drone represents the target aircraft, A and B3 represent parking platform A and parking platform B3 respectively, and r represents the preset horizontal distance.

[0084] If at least one of distance(drone,A) and distance(drone,B3) is less than or equal to r, then the target aircraft is determined not to have left the target terminal control area.

[0085] In some embodiments, when there are no takeoffs or landings within the target terminal control area, the target parking platform can be controlled to close. For example, the target parking platform may include a canopy; when there are no takeoffs or landings within the target terminal control area, the canopy of the target parking platform can be controlled to close, thereby closing the reception space for the target aircraft. In practical applications, there may be situations where the target parking platform has similar visual characteristics to other parking platforms. When the target parking platform is in the open state, aircraft intending to land on other parking platforms may mistakenly land on the target parking platform due to the similarity in visual characteristics between the target parking platform and other parking platforms. By controlling the target parking platform to close, the aforementioned risk of mistaken landing can be reduced.

[0086] When the target terminal control area is in an idle state and the target aircraft is in the pre-takeoff phase, the target parking platform can be opened to release the target aircraft and control its takeoff. This embodiment only controls the target parking platform to open when the target aircraft needs to perform a takeoff mission, which can reduce the risk of an aircraft performing a landing mission accidentally landing on the target parking platform.

[0087] landing phase

[0088] When the target terminal control area is in an idle state and the target aircraft is in the return-to-home phase, the target aircraft can be controlled to land, and the state information of the target terminal control area can be changed to an occupied state. The return-to-home phase refers to the stage where the target aircraft returns from its current position to the target parking platform.

[0089] During the period from the start of the target aircraft's descent to the completion of landing on the target parking platform, the target terminal control area is in an occupied state. This allows the target aircraft to exclusively occupy the target terminal control area during the descent process, preventing other aircraft from performing take-off and landing operations within the target terminal control area after the target aircraft has begun descent but before it has completed landing, thus avoiding flight path conflicts with the target aircraft.

[0090] After the target aircraft lands on the target landing platform, the status information of the target terminal control area can be changed to idle. After the target terminal control area is changed to idle, it can continue to be occupied by other aircraft, allowing them to perform take-off and landing missions within the target terminal control area.

[0091] In some embodiments, the landing of a target aircraft on a target parking platform can be determined in response to the target aircraft landing at a designated parking position. In other embodiments, the landing of a target aircraft on a target parking platform can be determined in response to the target parking platform closing its hatch. The hatch is used to close the storage space containing the target aircraft. In practical applications, there may be situations where the target parking platform has similar visual characteristics to other parking platforms. When the hatch is open, aircraft intended to land on other parking platforms may mistakenly land on the target parking platform due to the similarity in visual characteristics. Closing the hatch can reduce the risk of such mistaken landings. Additionally, closing the hatch can be used for storage protection of the aircraft.

[0092] Referring to Figure 8, controlling the landing of the target aircraft can include controlling the target aircraft to begin its descent from the landing waiting position R. The landing waiting position R can be an area (which can be a two-dimensional or three-dimensional area) or location point outside the target terminal control area, or it can be an area or location point located on the boundary of the target terminal control area. When the target aircraft returns, the target terminal control area may be occupied by other aircraft. In this case, the target aircraft can be controlled to wait at the landing waiting position to determine if the target terminal control area is vacant. If so, the target aircraft is controlled to land, and the target parking platform is controlled to open to receive the target aircraft. If the target terminal control area is occupied, the target aircraft continues to wait at the landing waiting position.

[0093] In some embodiments, as shown in FIG8, the landing waiting position R includes a hovering point P. The hovering point is the location where the aircraft hovers. The hovering point P can be a preset location (for example, the center point, boundary point, or any other arbitrary location point of the landing waiting position R can be set as the hovering point P, but this application is not limited to this). The hovering point P can also be the intersection of the target aircraft's return path and the target terminal control area. When controlling the target aircraft to land, the target aircraft can be controlled to hover at the hovering point P first. If the target terminal control area is idle, the control device can send a landing permission command to the target aircraft. After receiving the landing permission command, the target aircraft can begin its descent from the hovering point P towards the target terminal control area. It should be noted that while waiting at the landing waiting position, the aircraft can either hover or fly.

[0094] After the target aircraft occupies the target terminal control area to perform take-off and landing missions and completes the missions, the target terminal control area is released to an idle state so that other aircraft can continue to perform take-off and landing missions.

[0095] In some embodiments, there may be multiple takeoff and landing tasks to be executed within the target terminal control area. After the target terminal control area is released, the next takeoff and landing task to be executed can be determined based on the current task queue.

[0096] After determining the next takeoff and landing mission to be executed, the status information of the target terminal control area of ​​the target parking platform corresponding to the next takeoff and landing mission can be determined again. Based on the re-determined status information of the target terminal control area, the target aircraft and / or target parking platform corresponding to the next takeoff and landing mission can be controlled. That is, the target parking platform and target terminal control area are re-determined, and the process returns to steps S11, S12, and one or more steps of the above control method.

[0097] In some embodiments, the current task queue can be determined based on the sum of subtasks of one or more parking platforms corresponding to the released (i.e., changing from occupied to idle) target terminal control area and a preset priority rule. For example, in the example shown in Figure 7A, assuming the target terminal control area of ​​parking platform A is released, since the parking platforms corresponding to the target terminal control area include parking platform A and parking platform B3, the current task queue can be determined based on the sum of subtasks of parking platform A and parking platform B3 and a preset priority rule. Assuming parking platform A has 2 subtasks and parking platform B3 has 3 subtasks, these 5 subtasks (including the 2 subtasks of parking platform A and the 3 subtasks of parking platform B3) can be prioritized according to a preset priority rule to obtain the current task queue.

[0098] It is understood that the above is merely an illustrative example. In other examples, the current task queue may be determined solely based on the subtasks of landing platform A and preset priority rules, or solely based on the subtasks of landing platform B3 and preset priority rules. For example, the subtasks of landing platforms A and B3 can be scheduled alternately. For instance, during a particular scheduling session, the current task queue is determined based on the subtasks of landing platform A and preset priority rules, and the next takeoff / landing task to be executed is selected from it. After the target terminal control area is released, during the next scheduling session, the current task queue is determined based on the subtasks of landing platform B3 and preset priority rules, and the next takeoff / landing task to be executed is selected from it. And so on.

[0099] In some embodiments, the status information of the corresponding terminal control area in each parking platform of the target terminal control area can be determined to be an idle parking platform, and the current task queue can be determined based on the sum of the subtasks of the parking platforms whose status information of the terminal control area is idle and a preset priority rule.

[0100] Referring to Figure 9, the target terminal control area is the terminal control area corresponding to parking platform A. The parking platforms within the target terminal control area include parking platform A, parking platform B3, and parking platform B4. Therefore, the terminal control areas corresponding to the parking platforms within the target terminal control area include the terminal control area corresponding to parking platform A (i.e., the target terminal control area), the terminal control area corresponding to parking platform B3, and the terminal control area corresponding to parking platform B4. Specifically, the target terminal control area itself includes landing and takeoff channels a for parking platform A, b3 for parking platform B3, and b4 for parking platform B4; the terminal control area corresponding to parking platform B3 includes landing and takeoff channels b3 for parking platform B3 and a for parking platform A; and the terminal control area corresponding to parking platform B4 includes landing and takeoff channels b4 for parking platform B4, a for parking platform A, and b5 for parking platform B5. Assuming that landing channels a, b3, and b4 of platform B3 and B4 are unoccupied, while landing channel b5 of platform B5 is occupied, then the terminal control areas corresponding to platform B3 and platform A are idle, while the terminal control area corresponding to platform B4 is occupied. Therefore, the current task queue can be determined based on the sum of subtasks of platforms B3 and A and a preset priority rule.

[0101] In the above embodiments, the preset priority rules may include, but are not limited to, at least one of the following:

[0102] Landing missions have a higher priority than takeoff missions. Because aircraft batteries are limited, their battery level is generally low during landing. Setting a lower priority for landing missions could lead to prolonged waiting times and potential loss of power in the air. Therefore, prioritizing landing missions reduces the risk of power loss due to battery depletion. Furthermore, weather and environmental conditions in the air are more complex and variable than on the ground. Prioritizing landing missions ensures timely landings, improving aircraft safety. Additionally, in some regions where flight duration is limited, prioritizing landing missions ensures timely landings, reducing the likelihood of exceeding flight time limits.

[0103] Tasks with low remaining battery power have a higher priority than tasks with high remaining battery power. When an aircraft's remaining battery power is low, it may further decrease while the aircraft is queuing for takeoffs and landings, potentially leading to insufficient power to support the aircraft's flight path and even loss of power during flight, resulting in a crash. Therefore, prioritizing tasks with low remaining battery power reduces the likelihood of aircraft running out of power and being unable to complete their flight path, and also reduces the likelihood of aircraft losing power and crashing during flight, thus improving flight safety.

[0104] It should be noted that priority rules can also be set based on other rules, such as rules related to the existence of faults, rules related to positioning errors, and rules related to the current environment.

[0105] In some embodiments, the status information of the target terminal control area can also be displayed to allow users to observe the status information of the target terminal control area more intuitively. Specifically, the control device may include a display interface for displaying the status information of the target terminal control area. Alternatively, the control device may communicate with the control terminal (such as a remote control device) of the target aircraft, which may include a display interface, and the control device may send the status information of the target terminal control area to the control terminal for display. Furthermore, prompt information may be output on the display interface to indicate the occupancy status of the target terminal control area, such as the identification information of the aircraft occupying the target terminal control area and / or the identification information of the parking platform performing the current task and / or the task queue of take-off and landing tasks in a queue within the target terminal control area.

[0106] The overall flow of a specific embodiment of this application will be described below with reference to Figures 10A and 10B.

[0107] In this application scenario, the target aircraft is a drone, the target parking platform and the intervention parking platform are both drone airports, and the scheduling platform is a cloud platform. This embodiment can be applied to unmanned drone airport systems to realize drone take-off and landing scheduling and sequence planning. Typical application scenarios are densely deployed drone airports or vehicle-mounted multi-airport scenarios.

[0108] Unmanned aerial vehicle (UAV) airports serve as unattended UAV take-off and landing platforms for storing, charging, maintaining, and managing UAVs. They also act as data transmission and control terminals, connecting to UAV cloud platforms to enable remote control and management. With the increasing application of UAVs across various industries, UAV airports in sectors such as municipal administration, energy, and security often require dense deployment to improve operational efficiency and coverage. Currently, UAVs mostly follow pre-planned flight routes. At the start of a mission, the flight route and related parameters are transmitted to the UAV, which then executes flight maneuvers according to the preset route. However, with densely deployed UAV airports, there is a risk of flight route conflicts, especially during take-off and landing, which can easily lead to safety hazards. For example, collisions are more likely to occur when UAVs take off and land at densely deployed UAV airports, causing flight safety accidents. Furthermore, even with visual positioning guidance for landing at UAV airports, the presence of multiple airports with similar visual characteristics in a densely deployed area can lead to visual positioning errors, causing UAVs to land at incorrect airports and triggering further potential safety issues. Current research often focuses only on managing and controlling takeoffs and landings on a single takeoff and landing platform. There is a significant gap in research on takeoff and landing platform clusters composed of multiple UAV airports within the same area. When there are multiple takeoff and landing zones (referred to as takeoff and landing areas, i.e., takeoff and landing channels in the aforementioned embodiments) within the same area, and multiple UAV takeoffs and landings occur in these zones, existing solutions cannot effectively address the potential collision risks between UAV takeoffs and landings from different target takeoff and landing zones. Furthermore, for UAV airports with visual positioning-guided landing, existing solutions cannot address the problem of UAVs being interfered with by other UAV airports besides the intended landing airport, leading to landing deviations.

[0109] For scenarios with dense deployment of drone airports, such as vehicle-mounted deployments with multiple drones per vehicle or fixed deployments of multiple drone airports, this application can group multiple drone airports within a cloud platform operation project into take-off and landing areas. For take-off and landing drone flights, by judging the status information of the terminal control area of ​​the target drone airport, it can achieve take-off and landing scheduling of multiple drone airports in dense deployments, solving the problem of take-off and landing space conflicts for drones in dense deployment scenarios. Furthermore, it can address the issue of landing deviations that drone airports with visual positioning guidance landing functions are prone to during dense deployments. It should be noted that this explanation only uses a specific application embodiment, and this specific application embodiment should not be construed as limiting the scope of protection of this application.

[0110] Referring to Figures 10A and 10B, this application relates to the interaction between a drone cloud platform, a drone airport, and drones, specifically including the following steps:

[0111] Step 1: First, iterate through all drone airports within the cloud platform's operational project. For each drone airport, there is a cylinder with an infinite height, centered on its own location and with a fixed radius (i.e., the horizontal preset distance in the aforementioned embodiment), serving as the take-off and landing area for that drone airport. The horizontal preset distance can be determined based on the drone's positioning error; for example, in some embodiments, it can be determined to be 10 meters. If the take-off and landing areas of this drone airport intersect with those of other drone airports in space, it is considered a dense deployment, and take-offs and landings at these two drone airports are considered to have potential collision and landing error risks, requiring them to be considered together as the terminal control areas of both airports. Taking Figure 7A as an example: the take-off and landing area a of drone airport A and the take-off and landing area b3 of drone airport B3 intersect, so the union of these two areas can be managed as the terminal control area of ​​drone airport A. Similarly, this union area is also the terminal control area of ​​drone airport B3. Therefore, it can be concluded that the terminal control area of ​​each drone airport is the union area composed of its own and the take-off and landing areas of other drone airports within a 20-meter radius.

[0112] Step 2: Based on Step 1, the terminal control areas of all drone airports within the cloud platform's operational project can be obtained. These terminal control areas may overlap. If a user issues a flight route task for a specific drone airport on the cloud platform, the cloud platform first searches for the status information of the terminal control area where that drone airport is located. Specifically, it needs to determine which drone airport take-off and landing areas are included in the terminal control area. If all take-off and landing areas within the terminal control area are in an idle state (i.e., none are occupied), then the terminal control area is in an idle state; otherwise, the terminal control area is in an occupied state.

[0113] Step 2-1: If the terminal control area is occupied, insert the flight route task into the take-off and landing queue of the UAV airport, and the take-off and landing type is take-off task.

[0114] Step 2-2: If the terminal control area is idle, then occupy the terminal control area where the UAV airport is located. Then, send the flight route mission and the terminal control area information of the planned take-off and landing UAV airports to the planned take-off UAV airport.

[0115] Step 3: After receiving the flight path mission, the takeoff drone airport sends the mission and the terminal control area information of the planned takeoff and landing drone airports to the drone. The drone then takes off and executes the flight path mission. After takeoff, the drone needs to report its latitude and longitude coordinates to the drone airport at a certain frequency. The drone airport calculates whether the drone has left the terminal control area based on the reported position information. Assume there is a function `distance(P1,P2)` to calculate the Haversine distance between two points P1 and P2. We can define the drone's position as `drone`, and the positions of the two drone airports within the terminal control area as `dockA` and `dockB`, respectively. The condition for determining whether the drone has left the terminal control area can be expressed as:

[0116] distance(drone,dockA)>10, and distance(drone,dockB)>10

[0117] When the drone airport determines that the drone has flown out of the terminal control area, it reports to the cloud platform the terminal control area where the drone airport is located.

[0118] Step 4: When the cloud platform receives an event notification from the drone airport indicating that it has released the terminal control area where the drone airport is located, it updates the occupancy status of the terminal control area where the drone is located to "idle". Next, it needs to search for all drone airports within the terminal control area of ​​the drone airport, and then sequentially find the terminal control areas of each of these drone airports, determining the occupancy status of these terminal control areas. If the terminal control area of ​​a certain drone airport is in an idle state, then that drone airport is designated as a drone airport to be inspected.

[0119] Step 5: Following Step 4, several drone airports to be inspected are obtained. These airports are iterated through sequentially, and the task queues for takeoff and landing missions at each airport are merged to obtain the task queue to be processed. The takeoff and landing missions in this queue may belong to different target drone airports and may have conflicting takeoff and landing spaces. Therefore, the takeoff and landing missions in the task queue need to be processed sequentially according to priority. In this embodiment, the task priorities are sorted as follows: landing missions have higher priority than takeoff missions, and missions with low remaining battery power have higher priority than missions with high remaining battery power. After sorting, a priority-based task queue is obtained.

[0120] Step 6: Iterate through the priority task queue obtained in Step 5, popping the take-off and landing task from the head of the queue. Then, using the judgment method from Step 2, determine again whether the terminal control area of ​​the UAV airport to which the task belongs is in an idle state. If the terminal control area is determined to be occupied, insert the flight path task back into the task queue of the target UAV airport. If the terminal control area is determined to be idle, occupy the take-off and landing area of ​​the UAV airport, and then determine the take-off and landing type of the task. Determining the take-off and landing type is necessary because the subsequent execution processes of take-off and landing tasks are different.

[0121] Step 6-1: If the mission is a takeoff mission, then send the route mission and the terminal control area information of the planned takeoff and landing UAV airports to the planned takeoff UAV airport. The subsequent steps are the same as in step 3.

[0122] Step 6-2: If the task is a landing mission, the UAV cloud platform sends a command to the corresponding UAV airport allowing the UAV to continue its return-to-home maneuver. Upon receiving the command, the UAV airport then forwards it to its corresponding UAV. After receiving the permission to land, the UAV begins its return-to-home maneuver from its hovering point at the airport, enters the terminal control area of ​​the UAV airport, and continues its planned landing maneuver.

[0123] Step 7: After the drone lands at the drone airport and the airport's hatch is closed, the drone airport reports to the drone cloud platform that it is releasing the terminal control area where the drone airport is located. Upon receiving the notification from the drone airport that it is releasing the terminal control area, the drone cloud platform follows the same steps as in Step 4.

[0124] Step 8: When the UAV completes its flight path mission, as shown in Figure 3, when planning its return path, the UAV will parse the terminal control area sent by the UAV airport at the start of the flight path mission and post-process this terminal control area with the UAV's globally planned return path. Specifically, the UAV will find the intersection point between the planned return path and the computational space of the terminal control area of ​​the UAV airport to be landed, and insert this intersection point as the approach hovering point on the return path into the UAV's return path.

[0125] Step 9: The drone performs a return-to-home maneuver until it reaches the approach hovering point inserted in Step 8. It then hovers and sends an approach hovering point arrival notification to the drone airport awaiting landing. Upon receiving the arrival hovering point notification, the drone airport requests the drone cloud platform to continue the landing process. The drone cloud platform then uses the judgment method from Step 2 to determine again whether the terminal control area of ​​the drone airport to which the task belongs is in an idle state.

[0126] Step 9-1: If the terminal control area is occupied, insert the flight route task into the task queue of the corresponding UAV airport, and the take-off and landing type is landing task.

[0127] Step 9-2: If the terminal control area is idle, then occupy the terminal control area where the UAV airport is located, and then the subsequent steps are the same as in step 6-2.

[0128] It is understood that although the above embodiments use unmanned aerial vehicles (UAVs) as the aircraft and cloud platforms as the scheduling platform as examples, in practical applications, the aircraft in this application can also be manned aircraft, and the scheduling platform can also be any other form of computing or communication device, such as desktop computers, mobile terminals, edge computing nodes, etc. The UAV airport can also be replaced by any other form of parking platform. As long as it involves dense take-off and landing scheduling in a scenario with multiple UAVs and multiple parking platforms, the method proposed in this application can be solved. For example, the UAV airport in the above embodiments can be a fixed open parking platform or a vehicle-mounted mobile parking platform. In the embodiments of this application, the take-off and landing area is defined as a cylindrical area with a fixed radius centered on the UAV airport. This definition of the take-off and landing area can also be replaced by any shape of spatial area, and multiple take-off and landing areas of arbitrary shapes can form a terminal control area on a parking platform.

[0129] In the above implementation, the occupation and release operations of the entire terminal control area mentioned in steps 2 and 4 can be replaced by occupation and release operations of the take-off and landing area to achieve the same control effect. The approach hovering point obtained by finding the intersection of the return path and the terminal control area during UAV return in step 8 can also be replaced by the intersection of the UAV's fixed return route and the terminal control area. This intersection point can be calculated by other system components besides the UAV and a hovering control command can be sent when the UAV moves to this approach hovering point.

[0130] The drone safe take-off and landing scheduling solution provided in this application can achieve the beneficial effects of increasing the number of drone take-offs and landings, improving operational efficiency, and enhancing the safety of drone operations in scenarios with dense drone deployment.

[0131] Current aircraft takeoff and landing scheduling does not take into account the deployment of different parking platforms, which may involve a single parking platform or multiple adjacent parking platforms. Therefore, it is necessary to consider how to schedule takeoffs and landings to adapt to different deployment scenarios. The control method provided in this application takes into account different parking platform deployment scenarios and performs corresponding task scheduling control for different deployment scenarios.

[0132] Referring to Figure 11, this application embodiment also provides a control method, the method comprising:

[0133] Step S21: Determine whether the take-off and landing passage of the target parking platform interferes with the take-off and landing passages of other parking platforms; and Step S22: In response to the existence of interference between the take-off and landing passages of the target parking platform and the take-off and landing passages of other parking platforms, control the target aircraft and / or the target parking platform based on the status information of the target terminal control area composed of the take-off and landing passages of the target parking platform and the take-off and landing passages of other parking platforms, wherein the status information of the target terminal control area is used to indicate whether the target terminal control area is occupied;

[0134] Step S23: In response to the fact that the take-off and landing passage of the target parking platform does not interfere with the take-off and landing passage of other parking platforms, control the target aircraft and / or the target parking platform based on the status information of the target terminal control area formed by the take-off and landing passage of the target parking platform. The status information of the target terminal control area is used to indicate whether the target terminal control area is occupied.

[0135] The target aircraft is the aircraft that is intended to land on or take off from the target parking platform.

[0136] The method of this embodiment can be executed by a control device, which can be deployed on the aircraft 110 shown in FIG1, or on the parking platform 210 shown in FIG2, or on the scheduling platform 310 shown in FIG3.

[0137] This application's embodiments can determine different control strategies based on whether the takeoff and landing passages of the target parking platform interfere with the takeoff and landing passages of other parking platforms; that is, different control strategies are determined based on different deployment strategies of the parking platforms. For example, in the mode of a single parking platform operation, the occupancy of the takeoff and landing passages of that single parking platform can be considered to control the target aircraft and / or the target parking platform; in the case of multiple parking platforms closely deployed, the occupancy of the target terminal control area composed of the takeoff and landing passages of the multiple parking platforms can be considered to control the target aircraft and / or the target parking platform, which can prevent interference between multiple takeoff and landing missions. This application's embodiments are applicable to single-aircraft (single parking platform) mode or multi-aircraft (multiple parking platforms) mode, with a wide range of applications and flexibility.

[0138] In step S21, it can be determined whether the take-off and landing channels of the target parking platform interfere with the take-off and landing channels of other parking platforms based on whether the distance between the take-off and landing channels of one or more other parking platforms (excluding the target parking platform) and the take-off and landing channel of the target parking platform is less than a first preset distance.

[0139] Assuming the target landing platform is denoted as landing platform A, and the other landing platforms are denoted as landing platforms B1, B2, B3, and so on, taking landing platform B1 as an example, if the distance between the landing and takeoff channels of landing platform B1 and landing platform A is less than a first preset distance, then it is determined that the landing and takeoff channels of landing platform B1 and landing platform A interfere with each other. Otherwise, it is determined that the landing and takeoff channels of landing platform B1 and landing platform A do not interfere with each other.

[0140] In some embodiments, interference between the take-off and landing channels of the target parking platform and other parking platforms is determined based on the intersection of the take-off and landing channels of one or more other parking platforms besides the target parking platform with the take-off and landing channel of the target parking platform. Taking parking platform B1 as an example, assuming that the take-off and landing channel of parking platform B1 intersects with the take-off and landing channel of parking platform A, it can be determined that interference exists between the take-off and landing channels of parking platform B1 and parking platform A.

[0141] In some embodiments, it can be determined whether the take-off and landing channel of the target parking platform interferes with the take-off and landing channels of other parking platforms by judging whether there are one or more take-off and landing channels of other parking platforms within the safe distance range of the take-off and landing channel of the target parking platform. The safe distance range can refer to the safe distance range in the horizontal direction, the safe distance range in the vertical direction, or the safe distance range in any other direction, and the safe distance range can be set to any value according to actual needs.

[0142] In some embodiments, the take-off and landing lanes of the parking platform can be determined based on the location information of the parking platform.

[0143] In some embodiments, the orthographic projection of the landing platform's take-off and landing channel onto the corresponding landing platform covers the landing platform, or the orthographic projection of the landing platform's take-off and landing channel onto the corresponding landing platform is located inside the landing platform.

[0144] In some embodiments, the area obtained by extending a predetermined horizontal distance from the position of the parking platform and extending a predetermined vertical distance from the position of the parking platform or the surface of the parking platform is defined as the landing channel of the parking platform.

[0145] In some embodiments, the horizontal preset distance is determined based on the positioning error of the target aircraft.

[0146] In some embodiments, the horizontal extension includes extending left and right along the horizontal direction.

[0147] In some embodiments, the vertical preset distance is infinite height.

[0148] In some embodiments, the extension along the vertical direction is an upward extension along the vertical direction.

[0149] In some embodiments, whether the landing lanes of the target landing platform interfere with the landing lanes of other landing platforms can be determined based on whether the distance between the target landing platform and one or more other landing platforms is less than a second preset distance. Specifically, if the distance between the target landing platform and other landing platforms is less than the second preset distance, it can be determined that the landing lanes of the target landing platform interfere with the landing lanes of other landing platforms. Otherwise, it is determined that the landing lanes of other landing platforms do not interfere with the landing lanes of landing platform A.

[0150] In some embodiments, it can be determined whether the take-off and landing passage of the target parking platform interferes with the take-off and landing passages of other parking platforms by judging whether one or more other parking platforms exist within the safe distance range of the target parking platform. The safe distance range can refer to the safe distance range in the horizontal direction, the safe distance range in the vertical direction, or the safe distance range in any other direction, and the safe distance range can be set to any value according to actual needs.

[0151] If it is determined that the take-off and landing passage of the target parking platform interferes with the take-off and landing passages of other parking platforms, step S22 can be executed.

[0152] In some embodiments, controlling the target aircraft and / or the target parking platform based on the status information of the target terminal control area, which consists of the take-off and landing channels of the target parking platform and the take-off and landing channels of other parking platforms, includes: when the status information of the target terminal control area is in an idle state, controlling the target aircraft to occupy the target terminal control area to perform take-off and landing tasks, and changing the status information of the target terminal control area to an occupied state; when the status information of the target terminal control area is in an occupied state, controlling the target aircraft to suspend take-off and landing tasks.

[0153] In some embodiments, when the status information of the target terminal control area is idle and the target aircraft is in the pre-takeoff phase, the target aircraft is controlled to take off, and the status information of the target terminal control area is changed to occupied.

[0154] In some embodiments, controlling the takeoff of a target aircraft includes: sending a route mission to the target aircraft so that the target aircraft takes off after receiving the route mission.

[0155] In some embodiments, controlling the takeoff of the target aircraft further includes: sending the location information of the target terminal control area of ​​the target parking platform corresponding to the route mission to the target aircraft, so that the target aircraft can determine the landing holding position based on the location information of the target terminal control area during the return process.

[0156] In some embodiments, the method further includes: determining that the target aircraft has flown away from the target terminal control area, and changing the status information of the target terminal control area to an idle state.

[0157] In some embodiments, determining that a target aircraft has flown away from the target terminal control area includes: determining that the horizontal distance between the target aircraft and each parking platform corresponding to the target terminal control area is greater than a preset horizontal distance, and thus determining that the target aircraft has flown away from the target terminal control area.

[0158] In some embodiments, during the period from the start of takeoff of the target aircraft to the departure of the target aircraft from the target terminal control area, the status information of the target terminal control area is in an occupied state.

[0159] In some embodiments, when the status information of the target terminal control area is in an idle state and the target aircraft is in the pre-takeoff phase, the target parking platform is controlled to open to release the target aircraft, and the target aircraft is controlled to take off.

[0160] In some embodiments, when the status information of the target terminal control area is idle and the target aircraft is in the return phase, the target aircraft is controlled to land, and the status information of the target terminal control area is changed to occupied.

[0161] In some embodiments, after the target aircraft has landed on the target parking platform, the status information of the target terminal control area is changed to an idle state.

[0162] In some embodiments, in response to the target parking platform completing the closing of the hatch, the target aircraft lands on the target parking platform, and the hatch is used to close the reception space that houses the target aircraft.

[0163] In some embodiments, during the period from the start of the target aircraft's descent to the completion of the descent, the status information of the target terminal control area is in an occupied state.

[0164] In some embodiments, controlling the landing of a target aircraft includes: controlling the target aircraft to begin landing from a landing waiting position.

[0165] In some embodiments, the method further includes: when the target aircraft is returning, controlling the target aircraft to wait at a landing waiting position to determine whether the target terminal control area is idle, wherein the landing waiting position is close to the target control terminal area or located on the boundary of the target terminal control area.

[0166] In some embodiments, the landing waiting position includes a hovering point.

[0167] In some embodiments, the hovering point is the intersection of the target aircraft's return path and the target terminal control area.

[0168] In some embodiments, when the status information of the target terminal control area is idle and the target aircraft is in the return phase, the target aircraft is controlled to land, and the target parking platform is controlled to open to receive the target aircraft.

[0169] In some embodiments, the method further includes: after the target aircraft occupies the target terminal control area to perform a take-off and landing mission and completes the take-off and landing mission, the target terminal control area is released to an idle state.

[0170] In some embodiments, the method further includes: after the target terminal control area is released, determining the next take-off and landing task to be executed based on the current task queue.

[0171] In some embodiments, the method further includes: determining the current task queue based on the sum of subtasks of one or more shutdown platforms corresponding to the released target terminal control area and a preset priority rule.

[0172] In some embodiments, determining the current task queue based on the sum of subtasks of one or more parking platforms corresponding to the released target terminal control area and a preset priority rule includes: determining the parking platforms whose terminal control area status information is idle among the various parking platforms of the target terminal control area; and determining the current task queue based on the sum of subtasks of parking platforms whose terminal control area status information is idle and a preset priority rule.

[0173] In some embodiments, the preset priority rules include at least one of the following: landing missions have a higher priority than takeoff missions; missions with low remaining battery power have a higher priority than missions with high remaining battery power.

[0174] In some embodiments, the method further includes: after determining the next take-off and landing mission to be executed, re-determining the status information of the target terminal control area of ​​the target parking platform corresponding to the next take-off and landing mission; and controlling the target aircraft and / or the re-determined target parking platform corresponding to the next take-off and landing mission based on the re-determined status information of the target terminal control area.

[0175] In some embodiments, when the status information of the target terminal control area is in an occupied state, the target aircraft is controlled to suspend take-off and landing missions, and the take-off and landing missions of the target aircraft are inserted into the current mission queue.

[0176] In some embodiments, the current task queue is the task queue of the target shutdown platform or the task queue of the target terminal control area.

[0177] In some embodiments, the parking platform includes an airport for providing at least one of the following services to aircraft: charging, battery swapping, cleaning, shielding, positioning, and signal relay.

[0178] If it is determined that the take-off and landing channels of the target parking platform do not interfere with the take-off and landing channels of other parking platforms, step S23 can be executed. In this step, since the take-off and landing channels of the target parking platform do not interfere with the take-off and landing channels of other parking platforms, the take-off and landing tasks of other parking platforms will not interfere with the take-off and landing tasks of the target parking platform. Therefore, it is only necessary to schedule and control the take-off and landing tasks of the target parking platform separately.

[0179] Specifically, in some embodiments, the target aircraft and / or the target parking platform can be controlled based on the status information of the terminal control area formed by the take-off and landing passage of the target parking platform. Specifically, when the status information of the terminal control area formed by the take-off and landing passage of the target parking platform is in an idle state, the target aircraft can be controlled to occupy the take-off and landing passage to perform take-off and landing tasks, and the status information of the take-off and landing passage changes to an occupied state. When the status information of the terminal control area formed by the take-off and landing passage is in an occupied state, the target aircraft can be controlled to suspend its take-off and landing tasks.

[0180] It should be noted that the specific details of step S23 can be found in the aforementioned embodiments, and will not be repeated here. The only difference is that the target terminal control area in step S23 includes only the takeoff and landing channels of one parking platform, while the target terminal controller in step S22 includes the takeoff and landing channels of multiple parking platforms. The scheduling of takeoff and landing missions, the control of the target aircraft, and the control of the target parking platforms can all be referenced in step S22 or other aforementioned embodiments.

[0181] It should also be noted that the effects, functions, application scenarios, principles, and interrelationships between steps in the control method of this application can all be referred to any of the foregoing embodiments, and the embodiments of this application will not be repeated here.

[0182] In related technologies, the control area (terminal control area) of the parking platform is generally set in advance. For example, the parking platform, aircraft, control terminal or scheduling platform are set in advance. When the parking platform moves or the deployment between parking platforms changes, the corresponding control area cannot be automatically generated.

[0183] Referring to Figure 12, this application embodiment also provides a control method, the method comprising:

[0184] Step S31: Obtain the location information of one or more parking platforms; and

[0185] Step S32: Based on the location information of one or more parking platforms, automatically determine the terminal control area above the one or more parking platforms. The terminal control area is used to restrict the take-off or landing behavior of the aircraft corresponding to the parking platform through the terminal control area.

[0186] The method of this embodiment can be executed by a control device, which can be deployed on the aircraft 110 shown in FIG1, or on the parking platform 210 shown in FIG2, or on the scheduling platform 310 shown in FIG3.

[0187] In step S31, the control device can communicate with each parking platform and obtain the location information of the parking platform reported by each parking platform through the communication connection. The location information may include the coordinate information of the parking platform.

[0188] In step S32, the control device can determine the terminal control area corresponding to each parking platform based on the location information of each parking platform. The terminal control area and its determination method are detailed in the aforementioned embodiments and will not be repeated here.

[0189] This application's embodiments automatically generate corresponding terminal control areas based on the location information of one or more parking platforms. For example, when there is only one parking platform, a terminal control area belonging to that single parking platform can be generated based on its take-off and landing channels. When there are multiple parking platforms that are closely deployed (and interfere with other parking platforms), a unified terminal control area can be generated based on the multiple take-off and landing channels corresponding to the multiple parking platforms. When there are multiple parking platforms that are not closely deployed, a terminal control area belonging to each of the multiple parking platforms can be generated based on the multiple take-off and landing channels corresponding to each of the multiple parking platforms. Therefore, by obtaining the location information of one or more parking platforms, corresponding terminal control areas can be automatically generated, thereby automating the generation of terminal control areas and facilitating various scenarios such as parking platform movement or changes in the deployment between parking platforms.

[0190] In some embodiments, the method further includes: acquiring status information of the terminal control area, the status information including information indicating whether the terminal control area is occupied; and controlling the aircraft and / or the parking platform based on the status information of the terminal control area.

[0191] The methods for obtaining the status information of the terminal control area and the specific methods for controlling the aircraft and / or parking platform based on the status information of the terminal control area are detailed in the foregoing embodiments and will not be repeated here.

[0192] In some embodiments, the method further includes: in response to the aircraft being located in the terminal control area, prohibiting other aircraft from entering the terminal control area to perform takeoff or landing missions. Specifically, before an aircraft (denoted as aircraft X) enters the terminal control area (e.g., when it reaches or approaches the boundary of the terminal control area), it may send a request to the control device to enter the terminal control area. If another aircraft (denoted as aircraft Y) is present in the terminal control area at this time, the control device may return an instruction to aircraft X prohibiting it from entering the terminal control area to perform takeoff or landing missions. After receiving the instruction, aircraft X may suspend its entry into the terminal control area.

[0193] In some embodiments, automatically determining the terminal control area above one or more parking platforms based on the location information of one or more parking platforms includes: automatically generating the boundary of the terminal control area based on the location information of the one or more parking platforms and a preset terminal control area formation rule. In some embodiments, the terminal control area formation rule includes, but is not limited to: for any one of the one or more parking platforms, if the parking platform has interfering parking platforms, the boundary of the terminal control area of ​​the parking platform can be determined based on the boundary of the union of the landing and takeoff channels of the parking platform and the landing and takeoff channels of the interfering parking platforms. If the parking platform does not have interfering parking platforms, the boundary of the terminal control area of ​​the parking platform is determined based on the boundary of the landing and takeoff channels of the parking platform.

[0194] In some embodiments, the terminal control area includes a three-dimensional space covering the location of the parking platform. For any one of the one or more parking platforms, if the parking platform has an interfering parking platform, then the terminal control area of ​​that parking platform includes the union of the three-dimensional space covered by the landing and take-off channels of that parking platform and the three-dimensional space covered by the landing and take-off channels of the interfering parking platform. If the parking platform does not have an interfering parking platform, then the terminal control area of ​​that parking platform includes the three-dimensional space covered by the landing and take-off channels of that parking platform.

[0195] In some embodiments, the size of the terminal control area varies based on the spacing between the plurality of parking platforms. For example, for any two parking platforms (denoted as parking platform A and parking platform B), when the distance between parking platform A and parking platform B is less than a preset spacing, the terminal control area of ​​parking platform A can be determined based on the union of the take-off and landing channels of parking platform A and parking platform B, in which case the terminal control area is larger. When the distance between parking platform A and parking platform B is greater than or equal to the preset spacing, the terminal control area of ​​parking platform A can be determined based solely on the take-off and landing channel of parking platform A itself, in which case the terminal control area is smaller.

[0196] In some embodiments, the number of terminal control areas changes in response to a change in the position of one of the plurality of parking platforms. A change in the position of one of the plurality of parking platforms results in a change in the distance between the parking platforms. For any two parking platforms (denoted as parking platform A and parking platform B), if the position of parking platform B changes, causing the distance between parking platform A and parking platform B to be less than a preset distance, then the terminal control area of ​​parking platform A can be determined based on the union of the take-off and landing channels of parking platform A and parking platform B. In this case, the terminal control area of ​​parking platform A and the terminal control area of ​​parking platform B belong to the same terminal control area; therefore, the number of terminal control areas is one. If the position of parking platform B changes, causing the distance between parking platform A and parking platform B to be greater than or equal to the preset distance, then the terminal control area of ​​parking platform A can be determined solely based on its own take-off and landing channels, and the terminal control area of ​​parking platform B can be determined solely based on its own take-off and landing channels; therefore, the number of terminal control areas is two.

[0197] It should be noted that the control method of this application embodiment can refer to any of the foregoing embodiments. For example, multiple steps or multiple specific descriptions of the foregoing embodiments can be introduced into the embodiments of this application, and the effects, functions, application scenarios, principles, interrelationships between steps, etc. in the embodiments of this application can all refer to any of the foregoing embodiments. The embodiments of this application will not be repeated here.

[0198] It should also be noted that each step in all embodiments of the control method in this application can be implemented by a single entity, such as a scheduling platform, an aircraft, or a parking platform. Alternatively, each step can be implemented by different entities, such as some steps being implemented by one entity and others by another entity.

[0199] This application embodiment also provides a control device, the control device comprising:

[0200] At least one processor; and

[0201] At least one memory containing computer program code;

[0202] In this embodiment, at least one of the memory and the computer program code are configured together with the at least one processor to enable the control device to execute the method described in at least any embodiment of the present application.

[0203] This application also provides a shutdown platform, including the control device described above, as detailed in the foregoing embodiments.

[0204] This application also provides an aircraft including the control device described above, as detailed in the foregoing embodiments.

[0205] This application also provides a scheduling platform, including the control device described above, as detailed in the foregoing embodiments.

[0206] This application also provides a flight system, including a parking platform, an aircraft, a dispatch platform, and the aforementioned control device. The aircraft can land or take off from the parking platform, and the dispatch platform can communicate with the parking platform and / or the aircraft to send control commands and transmit data. The function of the control device is described in the foregoing embodiments. The control device can exist independently of the parking platform, aircraft, and dispatch platform, or it can be deployed on any one of the parking platform, aircraft, and dispatch platform, or it can be divided into different parts and deployed on two or three of the parking platform, aircraft, and dispatch platform.

[0207] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the methods described in any of the foregoing embodiments.

[0208] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0209] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that the embodiments of this application can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the embodiments of this application, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of this application.

[0210] The systems, devices, modules, or units described in the above embodiments can be implemented by computer devices or entities, or by products with certain functions. A typical implementation device is a computer, which can take the form of a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email sending and receiving device, game console, tablet computer, wearable device, or any combination of these devices.

[0211] The various embodiments in this application are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the device embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The device embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate. When implementing the embodiments of this application, the functions of each module can be implemented in one or more software and / or hardware. Alternatively, some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0212] The above description is only a specific implementation of the embodiments of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the embodiments of this application, and these improvements and modifications should also be considered as the protection scope of the embodiments of this application.

Claims

1. A control method, characterized in that, The method includes: The status information of the target terminal control area corresponding to the target parking platform is determined, wherein the target terminal control area is determined based on the take-off and landing channels of multiple parking platforms, the multiple parking platforms including the target parking platform and interfering parking platforms that have take-off and landing conflicts with the target parking platform, the size of the target terminal control area can change based on the number of interfering parking platforms, and the status information of the target terminal control area is used to indicate whether the target terminal control area is occupied; and The target aircraft and / or the target parking platform are controlled based on the status information of the target terminal control area. The target aircraft is an aircraft that is to land on the target parking platform or take off from the target parking platform.

2. The method according to claim 1, characterized in that, The determination of the status information of the target terminal control area corresponding to the target shutdown platform includes: The status information of the target terminal control area is determined based on the occupancy status of the take-off and landing channels of the multiple parking platforms included in the target terminal control area.

3. The method according to claim 2, characterized in that, When all takeoff and landing channels within the target terminal control area are unoccupied, the status information of the target terminal control area is determined to be in an idle state; and / or, When at least one take-off and landing channel within the target terminal control area is occupied, the status information of the target terminal control area is determined to be occupied.

4. The method according to claim 1, characterized in that, The method further includes: Based on the fact that the distance between the take-off and landing channels of one or more other parking platforms besides the target parking platform and the take-off and landing channel of the target parking platform is less than a first preset distance, the one or more other parking platforms are determined to be the interference parking platform.

5. The method according to claim 4, characterized in that, When the take-off and landing channels of one or more other parking platforms besides the target parking platform intersect with the take-off and landing channel of the target parking platform, the one or more other parking platforms are identified as the interfering parking platform.

6. The method according to claim 1, characterized in that, The method further includes: Based on the fact that the distance between one or more other parking platforms besides the target parking platform and the target parking platform is less than a second preset distance, the one or more other parking platforms are determined to be the interference parking platforms.

7. The method according to claim 1, characterized in that, The method further includes: The target terminal control area is determined based on the union of the take-off and landing channels of the target parking platform and the take-off and landing channels of the interference parking platform.

8. The method according to claim 7, characterized in that, The size of the target terminal control area is greater than the union of the take-off and landing channels of the target parking platform and the interfering parking platform; or, the size of the target terminal control area is equal to the union of the take-off and landing channels of the target parking platform and the interfering parking platform.

9. The method according to claim 1, characterized in that, The method further includes: The take-off and landing channel for each of the parking platforms is determined based on the location information of each parking platform.

10. The method according to claim 9, characterized in that, The orthographic projection of the take-off and landing channel onto the corresponding parking platform covers the parking platform, or the orthographic projection of the take-off and landing channel onto the corresponding parking platform is located inside the parking platform.

11. The method according to claim 9, characterized in that, The step of determining the take-off and landing channel for each of the parking platforms based on the location information of each parking platform includes: The area extending horizontally by a predetermined distance from the position of the parking platform and extending vertically by a predetermined distance from the position of the parking platform or the surface of the parking platform is defined as the landing channel of the parking platform.

12. The method according to claim 11, characterized in that, The horizontal preset distance is determined based on the positioning error of the target aircraft; and / or, the horizontal extension includes horizontal extension to the left and right.

13. The method according to claim 11, characterized in that, The vertical preset distance is an infinite height; and / or, the extension along the vertical direction is an upward extension along the vertical direction.

14. The method according to claim 1, characterized in that, The control of the target aircraft and / or the target parking platform based on the status information of the target terminal control area includes: When the status information of the target terminal control area is idle, the target aircraft is controlled to occupy the target terminal control area to perform take-off and landing missions, and the status information of the target terminal control area is changed to occupied. When the status information of the target terminal control area is occupied, control the target aircraft to suspend the take-off and landing mission.

15. The method according to claim 14, characterized in that, in, When the target terminal control area is in an idle state and the target aircraft is in the pre-takeoff phase, control the target aircraft to take off and change the status information of the target terminal control area to an occupied state.

16. The method according to claim 15, characterized in that, The control of the target aircraft to take off includes: The flight path mission is sent to the target aircraft so that the target aircraft can take off after receiving the flight path mission.

17. The method according to claim 16, characterized in that, The control of the target aircraft to take off also includes: The location information of the target terminal control area of ​​the target parking platform corresponding to the route mission is sent to the target aircraft, so that the target aircraft can determine the landing holding position based on the location information of the target terminal control area during the return process.

18. The method according to claim 15, characterized in that, The method further includes: Once it is determined that the target aircraft has flown away from the target terminal control area, the status information of the target terminal control area is changed to idle status.

19. The method according to claim 18, characterized in that, The step of determining that the target aircraft has left the target terminal control area includes: If the horizontal distance between the target aircraft and at least one parking platform corresponding to the target terminal control area is greater than a preset horizontal distance, then the target aircraft is determined to have flown away from the target terminal control area.

20. The method according to claim 18, characterized in that, During the period from when the target aircraft takes off until it leaves the target terminal control area, the target terminal control area is in an occupied state.

21. The method according to claim 15, characterized in that, in, When the status information of the target terminal control area is idle and the target aircraft is in the pre-takeoff phase, control the target parking platform to open to release the target aircraft, and control the target aircraft to take off.

22. The method according to claim 14, characterized in that, in, When the target terminal control area is in an idle state and the target aircraft is in the return phase, control the target aircraft to land and change the status information of the target terminal control area to an occupied state.

23. The method according to claim 22, characterized in that, After the target aircraft completes landing on the target parking platform, the status information of the target terminal control area is changed to idle.

24. The method according to claim 23, characterized in that, In response to the target parking platform completing the closing of the hatch, the target aircraft lands on the target parking platform, and the hatch is used to open or close the containment space that houses the target aircraft.

25. The method according to claim 23, characterized in that, During the period from the start of the target aircraft's descent to the completion of the descent, the target terminal control area is in an occupied state.

26. The method according to claim 22, characterized in that, The control of the target aircraft to land includes: Control the target aircraft to begin landing from the landing waiting position.

27. The method according to claim 26, characterized in that, The method further includes: When the target aircraft returns, it is controlled to wait at the landing waiting position to determine whether the target terminal control area is in an idle state, wherein the landing waiting position is close to the target control terminal area or located on the boundary of the target terminal control area.

28. The method according to claim 27, characterized in that, The landing waiting position includes the hovering point.

29. The method according to claim 27 or 28, characterized in that, The hovering point is the intersection of the return path of the target aircraft and the target terminal control area.

30. The method according to claim 22, characterized in that, in, When the status information of the target terminal control area is idle and the target aircraft is in the return phase, control the target aircraft to land and control the target parking platform to open to receive the target aircraft.

31. The method according to claim 14, characterized in that, The method further includes: After the target aircraft occupies the target terminal control area to perform take-off and landing missions and completes the missions, the target terminal control area is released to an idle state.

32. The method according to claim 31, characterized in that, The method further includes: After the target terminal control area is released, the next takeoff and landing task to be executed is determined according to the current task queue.

33. The method according to claim 32, characterized in that, The method further includes: The current task queue is determined based on the sum of subtasks of one or more shutdown platforms corresponding to the released target terminal control area and a preset priority rule.

34. The method according to claim 33, characterized in that, The step of determining the current task queue based on the sum of subtasks of one or more shutdown platforms corresponding to the released target terminal control area and a preset priority rule includes: Determine the status information of the terminal control area corresponding to each parking platform in the target terminal control area as an idle parking platform; and The current task queue is determined based on the sum of subtasks of the idle shutdown platform according to the status information of the terminal control area and the preset priority rules.

35. The method according to claim 33, characterized in that, The preset priority rules include at least one of the following: Landing missions have a higher priority than takeoff missions. Tasks with low remaining battery power have higher priority than tasks with high remaining battery power.

36. The method according to claim 32, characterized in that, The method further includes: After determining the next takeoff and landing mission to be executed, the status information of the target terminal control area of ​​the target parking platform corresponding to the next takeoff and landing mission is determined again; and Based on the status information of the re-determined target terminal control area, control the target aircraft and / or target parking platform corresponding to the next take-off and landing mission to be executed.

37. The method according to claim 14, characterized in that, When the status information of the target terminal control area is occupied, control the target aircraft to suspend the take-off and landing mission, and insert the target aircraft's take-off and landing mission into the current mission queue.

38. The method according to claim 37, characterized in that, The current task queue is either the task queue of the target shutdown platform or the task queue of the target terminal control area.

39. The method according to claim 14, characterized in that, The parking platform includes an airport for providing at least one of the following services to aircraft: charging, battery swapping, cleaning, shielding, positioning, and signal relay.

40. The method according to claim 1, characterized in that, The method further includes: Display the status information of the target terminal control area.

41. A control method, characterized in that, The method includes: Determine whether the takeoff and landing ramps of the target parking platform interfere with the takeoff and landing ramps of other parking platforms; and In response to interference between the take-off and landing channels of the target parking platform and those of other parking platforms, the target aircraft and / or the target parking platform are controlled based on the status information of the target terminal control area, which is composed of the take-off and landing channels of the target parking platform and those of the other parking platforms. The status information of the target terminal control area is used to indicate whether the target terminal control area is occupied. In response to the fact that the take-off and landing passage of the target parking platform does not interfere with the take-off and landing passage of other parking platforms, the target aircraft and / or the target parking platform are controlled based on the status information of the target terminal control area formed by the take-off and landing passage of the target parking platform. The status information of the target terminal control area is used to indicate whether the target terminal control area is occupied. The target aircraft is the aircraft that is intended to land on the target parking platform or take off from the target parking platform.

42. The method according to claim 41, characterized in that, Determining whether the take-off and landing passage of the target parking platform interferes with the take-off and landing passages of other parking platforms includes: Whether the take-off and landing channels of the target parking platform interfere with the take-off and landing channels of other parking platforms is determined based on whether the distance between the take-off and landing channels of one or more other parking platforms (excluding the target parking platform) and the take-off and landing channel of the target parking platform is less than a first preset distance.

43. The method according to claim 42, characterized in that, Based on the fact that the take-off and landing channels of one or more other parking platforms besides the target parking platform intersect with the take-off and landing channel of the target parking platform, it is determined that the take-off and landing channel of the target parking platform interferes with the take-off and landing channels of other parking platforms.

44. The method according to claim 41, characterized in that, Determining whether the take-off and landing passage of the target parking platform interferes with the take-off and landing passages of other adjacent parking platforms includes: If the distance between the target parking platform and one or more other parking platforms is less than a second preset distance, it is determined that the take-off and landing passage of the target parking platform interferes with the take-off and landing passages of other parking platforms; or, it is determined whether the take-off and landing passage of the target parking platform interferes with the take-off and landing passages of other parking platforms based on whether there are one or more other parking platforms within the safe distance range of the target parking platform.

45. The method according to claim 41, characterized in that, The method further includes: The take-off and landing channel for each of the parking platforms is determined based on the location information of each parking platform.

46. ​​The method according to claim 45, characterized in that, The orthographic projection of the take-off and landing channel onto the corresponding parking platform covers the parking platform, or the orthographic projection of the take-off and landing channel onto the corresponding parking platform is located inside the parking platform.

47. The method according to claim 45, characterized in that, The step of determining the take-off and landing channel for each of the parking platforms based on the location information of each parking platform includes: The area defined as the parking area is defined as the area extending horizontally by a predetermined distance from the position of the parking platform and extending vertically by a predetermined distance from the position of the parking platform or the surface of the parking platform. The platform's take-off and landing channels.

48. The method according to claim 47, characterized in that, The horizontal preset distance is determined based on the positioning error of the target aircraft; and / or, the horizontal extension includes horizontal extension to the left and right.

49. The method according to claim 47, characterized in that, The vertical preset distance is an infinite height; and / or, the extension along the vertical direction is an upward extension along the vertical direction.

50. The method according to claim 41, characterized in that, The control of the target aircraft and / or the target parking platform based on the status information of the target terminal control area, which is composed of the take-off and landing channels of the target parking platform and the take-off and landing channels of other parking platforms, includes: When the status information of the target terminal control area is idle, the target aircraft is controlled to occupy the target terminal control area to perform take-off and landing missions, and the status information of the target terminal control area is changed to occupied. When the status information of the target terminal control area is occupied, control the target aircraft to suspend the take-off and landing mission.

51. The method according to claim 50, characterized in that, in, When the target terminal control area is in an idle state and the target aircraft is in the pre-takeoff phase, control the target aircraft to take off and change the status information of the target terminal control area to an occupied state.

52. The method according to claim 51, characterized in that, The control of the target aircraft to take off includes: The flight path mission is sent to the target aircraft so that the target aircraft can take off after receiving the flight path mission.

53. The method according to claim 52, characterized in that, The control of the target aircraft to take off also includes: The location information of the target terminal control area of ​​the target parking platform corresponding to the route mission is sent to the target aircraft so that the target aircraft can determine the landing holding position based on the location information of the target terminal control area during the return process.

54. The method according to claim 51, characterized in that, The method further includes: Once it is determined that the target aircraft has flown away from the target terminal control area, the status information of the target terminal control area is changed to idle status.

55. The method according to claim 54, characterized in that, The step of determining that the target aircraft has left the target terminal control area includes: If the horizontal distance between the target aircraft and each parking platform corresponding to the target terminal control area is greater than a preset horizontal distance, then the target aircraft is determined to have flown away from the target terminal control area.

56. The method according to claim 54, characterized in that, During the period from when the target aircraft takes off until it leaves the target terminal control area, the target terminal control area is in an occupied state.

57. The method according to claim 51, characterized in that, in, When the status information of the target terminal control area is idle and the target aircraft is in the pre-takeoff phase, control the target parking platform to open to release the target aircraft, and control the target aircraft to take off.

58. The method according to claim 50, characterized in that, in, When the target terminal control area is in an idle state and the target aircraft is in the return phase, control the target aircraft to land and change the status information of the target terminal control area to an occupied state.

59. The method according to claim 58, characterized in that, After the target aircraft completes landing on the target parking platform, the status information of the target terminal control area is changed to idle.

60. The method according to claim 59, characterized in that, In response to the target parking platform completing the canopy closing action, the target aircraft lands on the target parking platform, and the canopy is used to close the reception space containing the target aircraft.

61. The method according to claim 59, characterized in that, During the period from the start of the target aircraft's descent to the completion of the descent, the target terminal control area is in an occupied state.

62. The method according to claim 58, characterized in that, The control of the target aircraft to land includes: Control the target aircraft to begin landing from the landing waiting position.

63. The method according to claim 62, characterized in that, The method further includes: When the target aircraft returns, it is controlled to wait at the landing waiting position to determine whether the target terminal control area is in an idle state, wherein the landing waiting position is close to the target control terminal area or located on the boundary of the target terminal control area.

64. The method according to claim 63, characterized in that, The landing waiting position includes the hovering point.

65. The method according to claim 63 or 64, characterized in that, The hovering point is the intersection of the return path of the target aircraft and the target terminal control area.

66. The method according to claim 58, characterized in that, in, When the status information of the target terminal control area is idle and the target aircraft is in the return phase, control the target aircraft to land and control the target parking platform to open to receive the target aircraft.

67. The method according to claim 60, characterized in that, The method further includes: After the target aircraft occupies the target terminal control area to perform take-off and landing missions and completes the missions, the target terminal control area is released to an idle state.

68. The method according to claim 67, characterized in that, The method further includes: After the target terminal control area is released, the next takeoff and landing task to be executed is determined according to the current task queue.

69. The method according to claim 68, characterized in that, The method further includes: The current task queue is determined based on the sum of subtasks of one or more shutdown platforms corresponding to the released target terminal control area and a preset priority rule.

70. The method according to claim 69, characterized in that, The step of determining the current task queue based on the sum of subtasks of one or more shutdown platforms corresponding to the released target terminal control area and a preset priority rule includes: The status information of the terminal control area corresponding to each parking platform in the target terminal control area is determined to be that of an idle parking platform; and The current task queue is determined based on the sum of subtasks of the idle platform in the terminal control area and the preset priority rules.

71. The method according to claim 69, characterized in that, The preset priority rules include at least one of the following: Landing missions have a higher priority than takeoff missions. Tasks with low remaining battery power have higher priority than tasks with high remaining battery power.

72. The method according to claim 68, characterized in that, The method further includes: After determining the next takeoff and landing mission to be executed, the status information of the target terminal control area of ​​the target parking platform corresponding to the next takeoff and landing mission is determined again; and Based on the status information of the re-determined target terminal control area, control the target aircraft and / or target parking platform corresponding to the next take-off and landing mission to be executed.

73. The method according to claim 50, characterized in that, When the status information of the target terminal control area is occupied, control the target aircraft to suspend the take-off and landing mission, and insert the target aircraft's take-off and landing mission into the current mission queue.

74. The method according to claim 73, characterized in that, The current task queue is either the task queue of the target shutdown platform or the task queue of the target terminal control area.

75. The method according to claim 50, characterized in that, The parking platform includes an airport for providing at least one of the following services to aircraft: charging, battery swapping, cleaning, shielding, positioning, and signal relay.

76. The method according to claim 41, characterized in that, The step of controlling the target aircraft and / or the target parking platform based on the status information of the target terminal control area formed by the take-off and landing channel of the target parking platform includes: When the status information of the terminal control area formed by the take-off and landing channel of the target parking platform is in an idle state, the target aircraft is controlled to occupy the take-off and landing channel to perform take-off and landing tasks, and the status information of the take-off and landing channel is changed to an occupied state. When the status information of the terminal control area formed by the take-off and landing channel is occupied, the target aircraft is controlled to suspend the take-off and landing mission.

77. A control method, characterized in that, The method includes: Obtain the location information of one or more shutdown platforms; and Based on the location information of the one or more parking platforms, a terminal control area above the corresponding one or more parking platforms is automatically determined. The terminal control area is used to restrict the take-off or landing behavior of the aircraft corresponding to the parking platform through the terminal control area.

78. The method according to claim 77, characterized in that, The method further includes: Obtain the status information of the terminal control area, the status information including information indicating whether the terminal control area is occupied; The aircraft and / or the parking platform are controlled based on the status information of the terminal control area.

79. The method according to claim 77, characterized in that, The method further includes: In response to the fact that the aircraft is located in the terminal control area, other aircraft are prohibited from entering the terminal control area to perform take-off or landing missions.

80. The method according to claim 77, characterized in that, The automatic determination of the terminal control area above one or more parking platforms based on their location information includes: Based on the location information of the one or more parking platforms and the preset terminal control area formation rules, the boundary of the terminal control area is automatically generated.

81. The method according to claim 77, characterized in that, The terminal control area includes a three-dimensional space covering the location of the parking platform.

82. The method according to claim 77, characterized in that, The size of the terminal control area varies based on the spacing between the multiple parking platforms.

83. The method according to claim 77, characterized in that, The number of terminal control areas changes in response to a change in the location of one of the multiple shutdown platforms.

84. A control device, characterized in that, The control device includes: At least one processor; and At least one memory containing computer program code; In this embodiment, at least one of the memory and the computer program code are configured together with the at least one of the processors such that the control device is at least capable of performing the method according to any one of claims 1 to 83.

85. A scheduling platform, characterized in that, The scheduling platform includes: The control device as claimed in claim 84; and Communication equipment for communicating with aircraft and / or parking platforms.

86. A parking platform, characterized in that, The shutdown platform includes: A takeoff and landing ramp, used for the takeoff and landing of aircraft; The control device as claimed in claim 84; and Communication device for communicating with aircraft and / or dispatch platform.

87. An aircraft, characterized in that, The aircraft includes: Power system; Energy system; The control device as claimed in claim 84; and A communication device for communicating with a shutdown platform and / or a dispatch platform.

88. A flight system, characterized in that, include: Aircraft; A landing platform, on which the aircraft can land or take off; A scheduling platform, which is capable of communicating with the parking platform and / or the aircraft; as well as, The control device as described in claim 84.

89. A computer-readable storage medium storing computer instructions thereon, characterized in that, When executed by a processor, this instruction implements the steps of the method according to any one of claims 1 to 83.

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