CN114548531A

CN114548531A - Construction and operation control method and system of full-automatic flight operation system sharing flight

Info

Publication number: CN114548531A
Application number: CN202210122214.0A
Authority: CN
Inventors: 朱杰
Original assignee: Individual
Current assignee: Individual
Priority date: 2022-02-09
Filing date: 2022-02-09
Publication date: 2022-05-27

Abstract

The invention discloses a construction and operation control method and system of a full-automatic flight operation system sharing flight. A composite elevated airport integrating parking, charging, maintenance and protection and convenient transfer of three networks is built on a highway, a public traffic road, a street and a canal, synchronous stop and release time interval control is adopted, safety and reliability of cut-in, cut-out and switch of a flying longitude and latitude air route are ensured, a full-automatic flying air route from each airport of the same kind of network departure airport to each airport of a destination airport is established, a main control computer is used for storage and calling through an address, passengers swipe cards for boarding, the main control computer calls a corresponding full-automatic flying air route according to the address and transmits the full-automatic flying air route to the flying airport, a flying automatic control device combines positioning navigation according to a given air route to guide the full-automatic flying from flying and cruising to landing, and the composite elevated airport is low in cost and high in benefit.

Description

Construction and operation control method and system of full-automatic flight operation system sharing flight

Technical Field

The invention relates to a method for managing and controlling flight operation based on a universal aircraft longitude and latitude line network, in particular to a method for constructing and operating a full-automatic flight operation system capable of vertically taking off and landing an aircraft to fly taxis over the air between provinces, regions and counties and between cities, towns, villages and villages, also called flying (di) taxi or flying (di) for short, which is applied to the technical field of constructing and operating and controlling the full-automatic flight operation system sharing flying between provinces, regions and counties and between towns and villages.

Background

In the future intelligent full-automatic flight system, the manned aircraft can intelligently execute tasks and realize automatic take-off and landing. In 2018, Guangzhou Yihang Intelligent technology Limited company launched 184-seat and 216-seat electric multi-rotor full-automatic piloting aircraft with Yihang, the maximum speed of 120 km per hour, passengers clicked a takeoff instruction on a given air route, the aircraft can fly to a destination according to a specified place, and a test flight video on the Internet is visible: the test flight is successfully carried out in a specific scenario without interference from simultaneous flight of other aircraft. Hundred million aviation AVV have been published for many times in China, the Netherlands, catals, Austria, and other countries. The hundred million-year-old aviation intelligence in 2019 is the first family published by the China civil aviation administration and is the only unmanned aerial vehicle airworthiness approval and test point unit. In the same year, Guangzhou city government and Yihang intelligence reach strategic cooperation, Guangzhou becomes the first global air traffic test point city of Yihang intelligence, and two parties can carry out deep cooperation around manned automatic piloting aircrafts, unmanned aerial vehicle command and dispatch centers and the like in the air traffic field of the city.

Urban air traffic conforms to the emerging industrial policy which is being promoted in China, and is a emerging industry which encourages development at present.

In the government and enterprises of America, Europe, southeast Asia and the like, and in the fiercely-propelled air traffic construction, 2-seat 18-rotor prototype Volocity developed by Germany company has already completed a great deal of test flight and can achieve autonomous flight with the maximum speed of 110 kilometers per hour. 4 CiTYAIRBUS developed by air passenger fly at 120 km/h.

Many aviation manufacturers worldwide have also introduced various models, such as multi-rotor and fixed-wing (abbreviated as rotor-fixed wing) combination type, tilt-wing type, duct type vertical take-off and landing airborne flight, for example: INJET is a flying vehicle which can be used for 5 persons at the speed of 300 kilometers per hour and has fixed wings, 5 pure electric vehicles are launched by S-A1 of modern automobiles at the speed of 320 kilometers per hour, 5 pure electric vehicles are launched by U.S. JOBY at the speed of 322 kilometers per hour,

in summary, pure electric vertical take-off and landing flying can be classified into 3 types:

1. the flying speed is 110-120 km at the fastest speed, the flying structure is a multi-rotor type, and the flying aircraft is suitable for the air traffic of short-distance cities, towns and villages.

2. The flying speed is 240-300 km at the fastest speed, the flying speed is a rotary fixed wing type or a duct type, and the flying speed is suitable for the air traffic of the middle distance between the prefecture-level and county-level intercity.

3. The flying speed is 300 to 350 kilometers at the fastest speed, and the flying is in a rotating fixed wing type, so that the flying device is suitable for long-distance air traffic between province, prefecture and county level intercity.

Flying is an important component of air traffic, and has the following advantages:

the system is beneficial to people to go out conveniently and quickly and relieve urban traffic congestion; the industrial scale is large, the pulling effect on national economy is strong, and the promotion and the development of high and new technology aspects such as manned unmanned aerial vehicle, automatic driving technology, aviation grade battery, artificial intelligence, high-power quick charging and the like can be driven.

Air traffic in low-altitude open airspace has many advantages, the industry is well developed, the future is long, and the head companies of many industries in China and abroad strive to join the race track, but why the industry cannot rise rapidly and soar rapidly?

To realize the effective control of the commercial operation and government of the flight, at least the following bottleneck problems are still needed to be solved urgently:

1. the collision avoidance problem in the flying process needs to be effectively solved, according to the rapid development trend of the general aviation industry, the collision avoidance problem in the flying process can be inevitably generated in the same controlled airspace, a large number of general aircrafts can fly at the same time, the collision avoidance problem between flying objects and other types of general aircrafts can be rapidly raised to hundreds of frames and thousands of frames from the first dozens of frames with the airspace open, and finally the collision avoidance problem between flying objects and other types of general aircrafts can be generated.

2. The obstacle avoidance problem must be effectively solved. Various obstacles are encountered during flight, such as: the obstacle avoidance problem of super high buildings, overhead transmission lines, mountainous regions, river-crossing overhead bridges and the like.

3. The difficult problem of forbidding must be effectively solved. During the flying process, a fixed no-fly zone is encountered, such as: the difficult problem of avoiding the change of the temporary forbidden flight area is carried out in a certain area according to special requirements.

4. Setting and building problems of flying airports, parking stations and charging maintenance stations. The infrastructure is preferably constructed on a flat, wide and non-sheltered site. In order to facilitate passenger travel, the airport flying is preferably built in a dense area where people flow, such as: in the vicinity of train stations, downtown areas, central squares, civil aviation airports, large hospitals and the like, the airports which are required to fly simultaneously need more distribution points and have large areas. However, land is a precious resource in towns and villages, the infrastructure of towns and villages is formed early, the land expropriation for building numerous airports cannot be realized, and the flying airport land relates to the difficult problems of extreme difficulty in expropriation and high land price.

5. The difficult problem that the flying manned operation cost is high must be effectively solved, if the flying outfit driver, then occupy one seat, mean that 1 seat flies unable to use, 2 seats flies the operation efficiency only 50%, still need increase the cost spending of a flying driver salary, expense etc. simultaneously, the airline operation is difficult to make profit, this can very seriously hinder the development of flying industry. If the passengers fly by themselves, a series of high-difficulty, high-cost and high-complexity processes such as driving training, assessment, obtaining of flight licenses and practice and the like which are necessary for the passengers to fly exist, and the requirements on the quality of self-driving personnel are high. Self-driving flight is only suitable for a small number of people to go out, is not suitable for the ordinary public to go out, and can limit the popularization and development of flying industry.

Disclosure of Invention

In order to solve the problems in the prior art, the invention aims to overcome the defects in the prior art and provide a method and a system for constructing and operating a full-automatic flight operation system sharing flight. A composite elevated airport integrating parking, charging, maintenance and protection and convenient transfer of three networks is built on a highway, a public traffic road, a street and a canal, synchronous stop and release time interval control is adopted to ensure the safety and reliability of cut-in, cut-out and switch of a flying longitude and latitude airline, a full-automatic flying airline from each airport of the same kind of network departure airport to each airport of a destination airport is established, a main control computer is used for storing and calling through an address, passengers swipe cards for boarding, the main control computer calls a corresponding full-automatic flying airline according to the address and transmits the full-automatic flying airline to the flying airport, and a flying automatic control device combines positioning navigation according to a given airline to guide the flying full-automatic flying from flying cruise to landing.

In order to achieve the purpose of the invention, the invention adopts the following technical scheme:

a method for constructing and operating a full-automatic flight operation system sharing flight is applied to the construction and operation control of 5 types of longitude and latitude navigation networks, wherein the 5 types of longitude and latitude navigation networks comprise a medium-small fixed-wing aircraft longitude and latitude navigation network, a helicopter longitude navigation network, a self-rotating gyroplane longitude and latitude navigation network, an electric manned multi-rotor longitude and latitude navigation network and a courier delivery unmanned aerial vehicle longitude and latitude navigation network; the method is characterized in that:

the method comprises the following steps of changing an electric manned multi-gyroplane longitude and latitude line network into a longitude and latitude line network flying at normal speed, namely a normal speed network for short, defining a high-level airspace from 600 +/-15 meters to 400 +/-15 meters, wherein the longitude line is arranged upwards, the latitude line is arranged downwards, the flying fastest speed is 100-130 kilometers/hour, and the side length of the applicable grid air line is 4-8 kilometers;

the method comprises the steps that a high-rise airspace of 1000 +/-15 meters to 800 +/-15 meters is additionally arranged, a longitude and latitude navigation network which flies very fast is set, the high-rise airspace is called as a very fast network for short, the very fast flying is a ducted type and multi-rotor wing and fixed wing combined type electric vertical take-off and landing aircraft, the combination of the multi-rotor wing and the fixed wing is called as a rotary fixed wing for short, the speed is 220-300 kilometers per hour, and the side length of a grid flight path is 12-25 kilometers;

a high-rise airspace of 1400 +/-15 meters to 1200 +/-15 meters is additionally arranged, an ultra-fast flying longitude and latitude navigation network is set, the ultra-fast flying longitude and latitude navigation network is called an ultra-fast network for short, the ultra-fast flying speed is 300-350 kilometers per hour, and the side length of the ultra-fast flying navigation network is 30-70 kilometers;

the positive and negative height values represent the values of the up-and-down fluctuation allowed when the aircraft is cruising at the fixed height on the defined storey height;

setting stop points on 4 side lines of all longitude and latitude airline grids of a fast network, an ultra-fast network and an ultra-fast network, and controlling synchronous stop time periods and release time periods of the networks through a master control electronic computer; implementing the nesting of a fast network, an ultra-fast network 2 network and the nesting of a fast network, an ultra-fast network and an ultra-fast network 3 network; an elevated general express airport integrating parking, charging and maintenance is established above a straight wide public traffic road, an expressway, a street and a drainage river channel which are as close to the center of a general express grid as possible, a two-network-in-one composite elevated airport is established on a central grid nested with two general express nets and two express nets which are convenient for seamless connection transfer, two-network interconnection is realized, or a three-network-in-one composite elevated airport is established on a central grid nested with three general express nets, two-network-in-one composite elevated airport which is convenient for seamless connection transfer, three-network interconnection is realized, 3-network flying is established, a full-automatic flight path flying from any starting airport in the same type of the airport to a single airport in a single-number row and a double-number row which correspond to a target airport through the flying of the same type of the airplane and landing to the single-number in the double-number row, and + the starting airport number + the target airport landing number + the airplane number according to one of the general express net code P, the special express net code T and the super express net code C, compiling a mass of all-automatic flight route addresses, storing and calling the addresses by a master control electronic computer, establishing the master control electronic computer by an air traffic governing department, constructing a longitude and latitude navigation network of a universal fast network, an express fast network and an ultrafast network on a plane electronic map or a three-dimensional electronic map of the master control electronic computer, marking a universal fast airport, a universal fast and ultrafast 2-network integrated composite airport, a universal fast, ultrafast and 3-network integrated composite airport, establishing 3-network all-automatic flight routes among the respective airports, compiling a mass of all-automatic flight route addresses, storing, calling and controlling the addresses by the master control electronic computer, calling all-automatic flight route meridians from a passenger departure airport to an airport landing by the master control electronic computer, giving the transmission of departure flight with the all-automatic flight routes, carrying out synchronous stop time period, control of the flight time period and real-time management of flight scheduling of flight, the air traffic governing department establishes flying rules and relevant laws and regulations and flying network access performance requirements to realize effective control on shared flying.

As the preferred technical scheme of the invention, the 2-network nesting of the fast network and the express network and the 3-network nesting of the fast network, the express network and the ultrafast network; the grid side length of the ultrafast network is odd times of the grid side length of the ultrafast network, if the grid side length of the ultrafast network is TN times, TN × TN ultrafast networks are nested in one ultrafast network, and if the grid side length of the ultrafast network is CN times, CN × CN ultrafast networks are nested in one ultrafast network, and TN × CN ultrafast networks are nested in the same.

As the preferred technical scheme of the invention, a universal fast elevated airport, a universal fast and express 2-network-in-one composite airport and a universal fast, express and ultrafast 3-network-in-one composite airport are arranged; wherein, the general express elevated airport is arranged in a selected grid of the general express network, and the airport A, B, C, D, E, F is arranged to select a section of straight and wide public traffic road, an expressway, a straight and wide street or a straight and wide drainage river channel which is close to the center of the grid as much as possible; the method for constructing the elevated road comprises the steps of constructing a straight elevated platform with the length of 100-500 m, the width of 30-40 m and the clearance height of 10-20 m as a general airport, arranging cover beams and upright posts, and arranging at least 2 upright posts in each row along the longitudinal direction of the airport flying overhead; the airport landing system is characterized in that a platform convenient for passengers to get on and off an airport is arranged, a first elevator and a second elevator are arranged on two sides of the longitudinal middle part of a flying airport, a first stair and a second stair for getting on and off the airport platform are respectively arranged near one side of each elevator, and a connecting channel platform is arranged between the elevators and the stairs and used for path-selectable three-dimensional traffic of the stairs and the elevators; arranging safety railings at the periphery of the platform; a longitudinal safety channel which penetrates through the platform, is 4-5 m in width and 4-5 m in net height and is provided with a steel structure canopy is symmetrically arranged on the longitudinal central line of the airport platform; a transverse safety channel of the canopy with the steel strip structure in the same specification is arranged between two elevator outlets of the platform, and a maintenance room and a charging and power distribution room are arranged on one side of the transverse safety channel; separating individual parking positions every 12-18 m along the airport platforms with blanks at both sides of the longitudinal safety channel, so that a row of parking positions are respectively arranged at both sides of the airport longitudinal safety channel; a route selector and a charging pile function selecting and charging platform are arranged beside each machine position, a charging plug is arranged, and a charging cable is laid to the selecting and charging platform from a charging distribution room; the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer and has a card swiping payment function; each airport is also provided with one or at least two berth plane positioning wireless signal transmitters, and accurate positioning landing is realized by an automatic flight control device on the flight;

setting an express airport, wherein the length of the side line of the express grid is equal to odd times of the length of the side line of the express grid, arranging an express grid in the center of the express grid, so that the express airport is arranged in the central express grid, one end of the express airport of the central grid is extended to be connected with an overhead platform with a height of 120-400 m, a width of 75-85 m and a clearance height of 10-20 m as the express airport, the longitudinal center line of the platform is superposed with the extension line of the longitudinal center line of the express airport platform, and a through platform with a width of 3-5 m and a clear height of 4-5 m is symmetrically arranged by taking the longitudinal center line of the express airport platform as the express airport platform; adding T before the serial number of the airport position of the express airport; the safety channel of the canopy with the steel structure is connected with the longitudinal safety channel of the ordinary airport platform, and airport positions are separated every 30-45 meters along the airport platforms with blanks at the two sides of the longitudinal safety channel, so that a row of airport positions are respectively arranged at the two sides of the longitudinal safety channel of the airport; a route selector and a charging pile function selecting and charging platform are arranged beside each machine position, a charging plug is arranged, and a charging cable is laid to the selecting and charging platform from a charging distribution room; the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer, and is also attached with a card swiping payment function; each airport is also provided with one or more berth aircraft positioning wireless signal transmitters, and accurate positioning landing is realized by virtue of an automatic flight control device on the flight; the express airport and the express airport are called a two-network-in-one composite airport collectively, and the two-network-in-one composite airport is a transfer point of the express airport and the express airport, namely a two-network interconnection point of the express airport and the express airport;

setting an ultrafast airport, wherein the side line length of the ultrafast grid is equal to odd times of the side length of the ultrafast grid, and setting a central grid in the center of the ultrafast grid so that the ultrafast airport is arranged in the central grid; the ultrafast airport and the express airport share the same size division, and C is added before the number of the ultrafast airport; the ultra-fast airport, the ultra-fast airport and the common airport are integrated into a whole, which is called a three-in-one composite airport; the three-in-one composite airport is a transfer point of an ultrafast airport, an express airport and a general airport, namely an interconnection point of three networks of the ultrafast network, the express network and the general airport.

As a further preferable technical scheme of the invention, when the isolation belt is arranged in the middle of the road and the upright columns (80) can be arranged, each row of upright columns (80) has at least 3, and the other part of the structure is designed and adjusted by combining the design specification of the elevated road and the platform (87) of the airport which flies under the gravity load.

As a preferred technical scheme of the method, respective stop points, stop periods and release periods of a universal network, an ultra-fast network and an ultra-fast network are set, and synchronous stop and release control signals are sent;

the stop points of the express net are arranged at the points where the course of all the express grid side lines points to the grid intersection points and the distances between the points and the intersection points are 200 meters to 400 meters, the stop points of the express net are arranged at the points where the course of all the express grid side lines points to the grid intersection points and the distances between the points and the intersection points are 500 meters to 1000 meters, and the stop points of the ultrafast net are arranged at the points where the course of all the ultrafast grid side lines points to the grid intersection points and the distances between the points and the intersection points are 1000 meters to 2000 meters; the method comprises the steps that the stop time period of the fast network is 1-2 minutes, the release time period is 3-6 minutes, the stop time period of the ultra-fast network is 1-2 minutes, the release time period is 5-10 minutes, the stop time period of the ultra-fast network is 1-3 minutes, and the release time period is 7-20 minutes, and synchronous control signals of the stop time and the release time of the fast network, the ultra-fast network and the ultra-fast network are all sent to a three-network flying airport by a master control electronic computer.

As the preferred technical scheme, the method comprises the steps of setting the cut-in, cut-out and switch of longitude and latitude air routes during the stop time period and the release time period of the respective flight of the three nets;

when waiting for the cut-in route section to hover for waiting for flying, cutting in the cut-in route section in the stop period; when the line stopping time period is behind a line stopping point of a meridian route, waiting for flying of a cut-out route section in line and hovering waiting, entering a next expected grid to land, vertically flying for H meters to cut out in the line stopping time period, wherein the H meters are not less than 20 meters, and then flatly flying a 45-degree fold line to cut into an extension line of the next expected grid to enter the grid; when the next grid is switched from a warp airline to a weft airline, the next grid needs to be vertically flown down for H meters to be cut out in a stop time period, then a 45-degree horizontal flight broken line is cut into a switching airline section, the horizontal flight is vertically flown down to the layer height of the weft airline after 2L to 3L of the weft airline is crossed, the horizontal flight enters a switching airline, the horizontal flight is queued and hovered before the weft airline along the airline, and the next stop time period is started, namely the 45-degree horizontal flight broken line is cut into a designated weft airline; waiting for flying after cutting out the route section and waiting for hovering in line after a stopping point of a weft route in a stopping period, and entering a next expected grid to land, cutting out the flying H meters vertically in the stopping period, and then cutting a folding line with a 45-degree angle of horizontal flight into an extension line of a route section of the next expected grid to enter the grid; when the next grid is switched from a weft route to a warp route, the next grid needs to fly upwards for H meters vertically in the stop time period to cut out, then a 45-degree angle folding line is cut into a switching route section, the switching route section passes through 2L to 3L of the warp route and then vertically flies upwards to the layer height of the warp route, the switching route enters the switching route, the switching route section flies horizontally to the warp route along the route and is queued for hovering waiting, and the 45-degree angle folding line can be cut into the planned warp route when the next stop time period begins.

As the preferred technical scheme, a flying full-automatic flight route is set, in the similar networks of a common express network, an ultra-fast network and an ultra-fast network, the flying takes off from a certain position of a certain number row of an airport, a series of full-automatic flights are cut in, cut out and switched through the similar networks, the flying route to any position of the certain number row of any airport lands, and the flight route matched with each turning point, stop time period, flight time period, taking off, landing and corresponding speed matching of each flight route section on the flight route is the full-automatic flight route; flying take-off, landing, hovering, steering, queuing to one end of the flight path and gathering, and the speed and the acceleration and deceleration of flying to one end of the flight path can refer to the similar maneuvering flight speed and acceleration and deceleration of a helicopter.

As the preferred technical scheme, the manned flying device is modified into the flying device for carrying goods, a plurality of cargo aircraft positions with the same size are respectively arranged beside the express, express and ultrafast aircraft positions on two sides of the longitudinal safety passage, a transverse through platform with the net height of 15 m and the width of 5 m is respectively arranged beside the cargo aircraft positions, a cargo passage of a strip steel structure canopy is arranged at two ends of the passage, cargo ladders of an upper and a lower elevated airports are respectively arranged at two ends of the passage, and a transfer warehouse and transfer equipment are arranged on the ground, so that the full-automatic flying transportation of the freight unmanned aerial vehicle can be realized.

The invention discloses a construction and operation control system of a full-automatic flight operation system sharing flight, and implements a construction and operation control method of the full-automatic flight operation system sharing flight.

Compared with the prior art, the invention has the following obvious and prominent substantive characteristics and remarkable advantages:

1. the invention effectively solves the problems of collision avoidance, obstacle avoidance and prohibition avoidance of flying aircraft of other types during flying on the longitude and latitude airline network based on the technical scheme of the invention patent 'general aircraft longitude and latitude airline network construction and operation control method';

2. the invention provides a method for constructing integrated high-rise general airport and express and compound airport with two networks in fast and general and ultrafast, express and general three networks in one, which is mainly selected to be constructed above a straight and wide public traffic road, a highway, a straight and wide street in town and country and a straight drainage river channel in rural area of plain, thereby not only occupying valuable land resources but also being capable of reasonably configuring and constructing a plurality of high-rise airports with low cost and facilitating the trip of the public;

3. the invention provides respective mass full-automatic flight routes of general flight, very quick flight and ultrafast flight, mass data of the full-automatic flight routes are stored in the database of the main control electronic computer and are called by addresses when flying, so that the complexity of each flying electronic device is greatly reduced, and the manufacturing cost of flying is reduced;

4. the invention can realize full-automatic flight, can save 1 pilot, the airline company can save cost expenses such as wage, expense, etc. of the pilot, raise the economic benefits;

5. the invention realizes full-automatic flight in the air and can reduce the manufacturing difficulty of flying equipment. Because the dead time of continuous flying, hovering and taking off and landing of the flying rated load is generally not less than 1 hour, the method can be realized by slightly improving the prior art of 1 multi-gyroplane, 1 full-automatic flying is more suitable for the operation of shared flying, the fee is charged according to the number of frames and the voyage, and if the number of people is the same, the number of frames is multiplied;

6. the longitude and latitude line network, the mass full-automatic flight line and the main control electronic computer which fly in the air are all constructed and controlled by a government three-dimensional traffic governing department, and the air traffic rules, laws and regulations and the like are formulated to realize effective government control. The commercial operation of the full-automatic flight system for sharing flight can be managed by national enterprises or private enterprises;

7. the universal fast network is suitable for short-range travel, the ultra-fast network is suitable for medium-range travel, the ultra-fast network is suitable for long-range travel, the three networks are nested and interconnected, passengers can transfer from a composite airport to the composite airport to realize three-network seamless connection, and travel is greatly facilitated;

8. the invention can effectively solve the 6 major bottleneck problems of the full-automatic flight operation system which restricts the shared air flight, and the development of the industry can enter a new stage of implementing verification and accelerating the promotion construction;

9. the invention is easy to be expanded to the industry of full-automatic unmanned freight transportation flight;

10. the method is simple and easy to implement, low in cost and suitable for popularization and application.

Drawings

Fig. 1 is a schematic diagram illustrating the construction of a category 5+2 main general aircraft transit net according to the present invention.

Fig. 2 is a top view of the universal net and the ultra-fast net.

Fig. 3 is a schematic structural diagram of the universal fast, ultra fast and ultra fast flying three-network-one composite integrated elevated airport of the invention.

Fig. 4 is a schematic diagram of a departure airport A, B, C, D, E, F departure flight path segment for general fast flight and a schematic diagram of a departure airport departure flight path segment for ultra-fast flight and ultra-fast flight.

Fig. 5 is a schematic diagram of switching of a general fast flying A, B, C, D, E, F inter-grid latitudinal and longitudinal routes and a schematic diagram of switching of an ultra fast flying and ultra fast flying inter-grid latitudinal and longitudinal routes.

Fig. 6 is a schematic diagram of a landing route segment of a general fast flying landing destination airport A, B, C, D, E, F and a schematic diagram of an extra fast flying and ultrafast flying landing destination airport landing route segment.

FIG. 7 is a schematic diagram of a central grid of the inventive prompter mesh.

Fig. 8 is a schematic diagram of the nested ultrafast mesh with the ultrafast mesh side length of 5 times the ultrafast mesh side length of the present invention.

Fig. 9 is a schematic diagram of an ultrafast mesh nested ultrafast mesh in which the side length of the ultrafast mesh is 3 times that of the ultrafast mesh of the present invention.

Detailed Description

The above-described scheme is further illustrated below with reference to specific embodiments, which are detailed below:

the first embodiment is as follows:

in the embodiment, the construction and operation control method of the full-automatic flight operation system sharing flight is applied to construction and operation control of 5-type longitude and latitude navigation networks, wherein the 5-type longitude and latitude navigation networks comprise a medium-small fixed-wing aircraft longitude and latitude navigation network 1, a helicopter longitude and latitude navigation network 2, a self-rotation gyroplane longitude and latitude navigation network 3, an electric manned multi-rotor longitude and latitude navigation network 4 and a express delivery unmanned aerial vehicle longitude and latitude navigation network 5;

setting stop points on 4 side lines of all longitude and latitude airline grids of a fast network, an ultra-fast network and an ultra-fast network, and controlling synchronous stop time periods and release time periods of the networks through a master control electronic computer; implementing the nesting of a universal network, an ultra-fast network 2 and the nesting of a universal network, an ultra-fast network and an ultra-fast network 3; an elevated general express airport integrating parking, charging and maintenance is established above a straight wide public traffic road, an expressway, a street and a drainage river channel which are as close to the center of a general express grid as possible, a two-network-in-one composite elevated airport is established on a central grid nested with two general express nets and two express nets which are convenient for seamless connection transfer, two-network interconnection is realized, or a three-network-in-one composite elevated airport is established on a central grid nested with three general express nets, two-network-in-one composite elevated airport which is convenient for seamless connection transfer, three-network interconnection is realized, 3-network flying is established, a full-automatic flight path flying from any starting airport in the same type of the airport to a single airport in a single-number row and a double-number row which correspond to a target airport through the flying of the same type of the airplane and landing to the single-number in the double-number row, and + the starting airport number + the target airport landing number + the airplane number according to one of the general express net code P, the special express net code T and the super express net code C, compiling a mass of all-automatic flight route addresses, storing and calling the addresses by a master control electronic computer, establishing the master control electronic computer by an air traffic governing department, constructing a longitude and latitude navigation network of a universal fast network, an express fast network and an ultrafast network on a plane electronic map or a three-dimensional electronic map of the master control electronic computer, marking a universal fast airport, a universal fast and ultrafast 2-network integrated composite airport, a universal fast, ultrafast and 3-network integrated composite airport, establishing 3-network all-automatic flight routes among the respective airports, compiling a mass of all-automatic flight route addresses, storing, calling and controlling the addresses by the master control electronic computer, calling all-automatic flight route meridians from a passenger departure airport to an airport landing by the master control electronic computer, giving the transmission of departure flight with the all-automatic flight routes, carrying out synchronous stop time period, control of the flight time period and real-time management of flight scheduling of flight, the air traffic governing department establishes flying rules and relevant laws and regulations and flying network access performance requirements to realize effective control on shared flying.

The method can control a vertical take-off and landing multi-rotor aircraft, a ducted aircraft and a rotary fixed wing aircraft, is suitable for operation of short-distance flight, medium-distance flight and long-distance flight, can construct a universal flight network, an ultra-fast network and an ultra-fast network based on a longitude and latitude flight network, is stored and called by a main control computer through an address, is transmitted to a flying aircraft through calling a corresponding full-automatic flight route, and guides the flying full-automatic flight from take-off cruise to landing according to the combination of a given route by a flying automatic control device.

Example two

This embodiment is substantially the same as the first embodiment, and is characterized in that:

in this embodiment, in the original 5 types of longitude and latitude lines of the general aircraft longitude and latitude line network construction and operation control method of the original invention patent, as shown in fig. 1, 1 is a longitude and latitude line network of a small and medium-sized fixed-wing aircraft, 2 is a helicopter longitude line network, 3 is a rotation gyroplane longitude and latitude line network, 4 is an electric manned multi-rotor longitude and latitude line network, and 5 is an unmanned aerial vehicle longitude and latitude line network for takeaway and delivery of express mail, and the following improvements are made:

the original electric manned multi-gyroplane longitude and latitude line network is changed into a longitude and latitude line network flying at normal speed, the ordinary speed network is called as the normal speed network for short, as shown in 4 in figure 1, a high-level airspace of 600 +/-15 meters to 400 +/-15 meters is defined, the highest speed of flying is 100-130 kilometers/hour with warp lines on top and weft lines on bottom, and the side length of the applicable grid air route is 4-8 kilometers.

A layer of high-rise airspace of 1000 +/-15 meters to 800 +/-15 meters is additionally arranged, a longitude and latitude navigation network which flies very fast is set, the longitude and latitude navigation network is called as an extra fast network for short, as shown in 6 in figure 1, the extra fast flying is a ducted type and combination of a plurality of rotors and fixed wings, the combination of the plurality of rotors and the fixed wings is called as a rotor fixed wing for short, the speed is 220-300 kilometers per hour, and the side length of the grid navigation line is 12-25 kilometers.

A high-rise airspace of 1400 +/-15 meters to 1200 +/-15 meters is additionally arranged, as shown in 7 in figure 1, a longitude and latitude air route network which flies at an ultra-fast speed is set, the ultra-fast speed is an electric vertical take-off and landing aircraft of a rotary fixed wing type, the speed is 300-350 kilometers per hour, and the side length of the applicable grid air route is 30-70 kilometers.

The above positive and negative altitude values represent the values that the aircraft is allowed to fluctuate up and down during cruise at the level defined by the defined level.

The embodiment combines the characteristics of the aircraft capable of vertically taking off and landing on the basis of solving the beneficial effects of obstacle avoidance, prohibition and collision avoidance among various aircrafts and the characteristics of the aircraft capable of vertically taking off and landing by arranging the stop points on the 4 side lines of all longitude and latitude route grids of the express net, the express net and the ultrafast net and controlling the synchronous stop time period and the release time period of each net by the main control electronic computer, in order to further solve the problem of safe, reliable and orderly cut-in, cut-out and switch of the longitude and latitude routes when flying on the same longitude and latitude route grids of the same kind in order to realize full-automatic flight, the express net, the ultrafast net 2-net nesting, the express net and the ultrafast net 3-net nesting are further provided, and the elevated express airport integrating parking, charging and maintenance is established above the straight and wide public transportation road, the expressway, the street and the drainage river channel which are as close to the center of the express net, the parking, the charging and the maintenance are integrated is selected, and the express airport convenient for seamless connection and the switching, Establishing two-net-in-one composite elevated airport in central grid of two-net nesting of ultra-fast net to implement two-net interconnection, and establishing three-net-in-one composite elevated airport in central grid of three-net nesting of common net, ultra-fast net and ultra-fast net to implement three-net interconnection, establishing 3-net flying full-automatic flight route which is correspondent to every machine position in single-number row and double-number row from any departure airport in their respective similar nets, and is fallen to every machine position in single-number row and double-number row by means of flight of similar nets, according to one of general-fast net code P, ultra-fast net code T and ultra-fast net code C, utilizing departure airport code, destination airport code and landing airport code, and every full-automatic flight route address, it can be stored and called by main control electronic computer, and set up main control electronic computer by air traffic administrative department, and can construct common net on the main control electronic computer plane electronic map or three-dimensional electronic map, The method comprises the steps that a longitude and latitude line network of an ultra-fast network and an ultra-fast network is used for marking a universal airport, a two-network-in-one composite airport of the universal airport and the ultra-fast network and a three-network-in-one composite airport of the universal airport, the ultra-fast network and the ultra-fast network are established, full-automatic flight routes among the airports of the three networks are established, a large number of full-automatic flight route addresses are compiled and stored, called and controlled by a master control electronic computer, the longitude of the full-automatic flight routes from a passenger departure airport to a landing airport is called by the master control electronic computer, the full-automatic flight routes are given for the transmission of departure flights, the control of synchronous stop periods and release periods of the flights and the flight scheduling of the flights are managed in real time, and the government air traffic governing department effectively manages and controls the shared flights by formulating flight rules, relevant laws and regulations, network-accessing performance requirements of the flights and the like.

The following further describes the fast network, the ultra-fast network and the fast network respectively:

and (4) a fast network. As shown in fig. 2, the side line of each mesh is a course marked with a single heading and height, each mesh is defined to be approximately square or approximately rectangular, and the mesh diagram is provided with a no-fly mesh hole 20 and a mesh hole 21, and the no-fly mesh hole includes an obstacle to be avoided: super high building, overhead transmission line, mountain region, river-crossing overhead bridge etc. and the no-fly zone that will avoid: a control no-fly area, an air above a civil aviation airport, an air above a nuclear power station, and the like, and a changed no-fly area which temporarily prevents flying in a certain area according to special needs.

The general fast flying elevated airport of this embodiment is a general fast airport for short, see fig. 3 is a composite airport, and a narrow section of airport which is built separately is a general fast airport, and is specifically realized as follows: in a selected grid of the express net, as shown in fig. 2, an airport A, B, C, D, E, F selects a straight wide public traffic road, an expressway, a straight wide street or a straight drainage channel near the center of the grid as much as possible, and can be directly placed on a straight site where land resources exist, similarly to the method for constructing an elevated road, a straight elevated platform with a length of 100 m to 500 m, a width of 30 m to 40 m and a clearance height of 10 m to 20 m is constructed as the express airport, as shown in the narrow airport in fig. 3, 81 is a cover beam, 80 is an upright, 2 upright columns can be arranged in each row in the longitudinal direction of the airport flying overhead, as shown in fig. 3, when an isolation strip can be provided in the middle of the road, each row of upright columns can be 3, and other partial structures can be designed, adjusted and modified according to the design specifications of the elevated road and the characteristic that the platform 87 of the airport is subjected to a small load by gravity, in order to facilitate passengers to get on and off the airport platform 87, a first elevator 83 and a second elevator 90 are arranged on two sides of the longitudinal middle part of the flying airport, a first stair 82 and a second stair 91 for getting on and off the airport platform 87 are respectively arranged near one side of each elevator, and a connecting passage platform 85 is arranged between the elevators and the stairs and is used for the selectable path three-dimensional traffic of the stairs and the elevators; arranging safety railings at the periphery of the platform; a longitudinal safety channel 88 which penetrates through the platform, is 4-5 m in width and 4-5 m in net height and is provided with a steel structure canopy is symmetrically arranged by taking the longitudinal center line of the airport platform 87; a transverse safety channel 86 of the canopy with the steel strip structure of the same specification is arranged between two elevator outlets of the platform, and one side of the transverse safety channel 86 is provided with a 1-time maintenance room 84 and a charging and power distribution room 92; the airport platforms 87 which are blank along the two sides of the longitudinal safe passage 88 are separated into one berth every 12-18 meters, so that two rows of berths are arranged on the two sides of the longitudinal safe passage of the airport respectively, one row of berths are numbered in the sequence of single numbers as shown in the figure 101, 103, 105, 107, 109, 111, 113, 115, 117 and 119, the other row of berths are numbered in the sequence of double numbers as shown in the figure 3 102, 104, 106, 108, 110, 112, 114, 116, 118 and 120, a route selector and a charging pile function selecting and charging platform 89 is arranged beside each berth, a charging plug is arranged, and charging cables are laid to the selecting and charging platform 89 from a charging and distributing room 92; the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer and has a card swiping payment function; each airport is also provided with one or at least two berthing wireless signal transmitters, and accurate positioning landing is realized by the aid of an automatic flying control device on the station.

And (5) the flight rule of the fast net. In order to safely and reliably finish cutting in, cutting out and switching over longitude and latitude route automatically after flying takes off, the invention provides a method for setting 4 side route routes of all grids of the ordinary express network to be uniformly and synchronously stopped at a stop point for a period of time, which is equivalent to the red light on duration of land road traffic, generally 1 to 2 minutes, and then synchronously releasing, which is equivalent to the green light on duration, generally 3 to 6 minutes. Calculated at the maximum flying speed of 120 km/h, the average flying grid side length is 4 to 8 km.

In order to make the uniform and synchronous description of the general rapid network simpler and clearer, certain points and route sections with the same function in the network are marked with the same labels, and when a point with a certain label and a route section with a certain label are indicated, the points with the same label and the route sections with the same label in all grids are indicated; when a point with the same mark number and a route section with the same mark number need to be specified, the east, south, west and north directions of a certain grid are added in front of the point.

And setting a stopping point at the point where the course directions of all the grid sideline routes point to the grid intersection point and are 200-400 meters away from the intersection point, wherein the stopping point is uniformly marked with a reference number of 30, the route segment from the stopping point to the grid intersection point is the cut-in route segment of the flying cut-in grid sideline route, and the reference number is uniformly marked with a reference number of 31.

The distance of the average speed of the flies multiplied by the release period is set to be larger than the side length of the grid, the flies waiting in line behind the stop point 30 are hovered, and the flies still waiting in line behind the next stop point 30 are hovered after release and do not exceed.

Each section is arranged on each grid 4 side lines, 4 cut-in flight lines 31 are provided in total, as shown in fig. 4, the height of each grid is the same as that of the cut-in flight line 31, the distance between each grid and the cut-in flight line 31 is L meters, and L is 25 meters to 35 meters, and the following steps are respectively carried out:

1. the parallel line segments of the north side lines in one grid are grid-exiting, namely grid-exiting queuing line segments, are uniformly marked with 33, are in the same direction as the cut-in line segment 31, and are provided with waiting cut-in line segments at one end beside the cut-in line segment, are uniformly marked with 32, and the other end is the entering grid-exiting queuing line segment 33 which is flown and takes off in sequence at each machine position of the single-number row or double-number plate corresponding to the airport;

2. similarly, a parallel line segment of the south side line in the grid is set as a grid-out queuing route segment 33, and the other end is a waiting cut-in route segment 32.

3. Similarly, a parallel line segment of east side line in the grid is set as a grid-out queuing route segment 33, and the other end is a waiting cut-in route segment 32.

4. Similarly, a parallel segment of the west edge in the grid is set as a queue exit segment 33, and the other end is set as a waiting cut-in segment 32.

When the cut-in course 31 is set as a meridian course, the first half of the fly to be cut in course 32 on the side with the large longitude of the meridian course is queued for hovering, and the second half of the fly to be cut in course 32 on the side with the small longitude of the meridian course is queued for hovering, as shown in fig. 4. When the cut-in flight segment 31 is set as a weft flight line, the first half of the flying waiting cut-in flight segment 32 at the side with the large latitude of the weft flight line is queued to hover for waiting, and the second half of the flying waiting cut-in flight segment 32 at the side with the small latitude of the weft flight line is queued to hover for waiting.

And 4. north flying flight segment. As shown in fig. 4. Because the orientation of each airport in the grid is different and the course of the edge line of the grid is different, the flying line segment of each airport is also different, the flying airplane positions of the single-number row or double-number plate corresponding to the airport A, B, C, D, E, F vertically take off in the sequence before the line segment 33 of the outgoing queue, then the flying airplane positions are divided into two paths, one path vertically rises to the height of the latitude line, then the flying airplane horizontally flies to the north according to the route shown in figure 4 to enter the line segment 33 of the outgoing queue in the north, and then the flying airplane horizontally flies to enter the line segment 32 of the incoming waiting route along the route segment to queue and hover for waiting. The other way is vertically raised to the meridian level, then flies flatly according to the route shown in figure 4 to enter a depalleted queuing route 33 which is parallel to east or west meridians, and then flies flatly along the route to enter a waiting cut-in route segment 32 to queue and hover for waiting.

And (5) flying the flight line section in the south. As shown in fig. 4, the flying single-row or double-row airplane corresponding to the slave airport A, B, C, D, E, F takes off vertically in the sequence before entering the grid-leaving queuing flight line segment 33, then is divided into two paths, one path vertically rises to the height of the weft line layer, then flies horizontally to the south according to the flight line shown in fig. 4 to enter the south grid-leaving queuing flight line segment 33, and then flies horizontally along the flight line segment to enter the waiting cut-in flight line segment 32 to wait for queuing and hovering. The other way is vertically raised to the height of a meridian layer, then flies horizontally according to the route shown in figure 4 to enter a depalleted queuing route 33 which is parallel to east or west meridians, and then flies horizontally along the route section to enter a waiting cut-in route section 32 for queuing and hovering waiting.

The fly cuts into the leg 31. Once the stopping period begins, the first half of the stopping period is used for all the grids to queue and hover the flying advanced cut-in route segment 31 waiting for the first half of the cut-in route segment 32, and the second half of the stopping period is used for all the grids to queue and hover the flying cut-in route segment 31 waiting for the second half of the cut-in route segment 32. Thus, all flying airports take off according to time intervals and sequence, and corresponding weft air routes and warp air routes are synchronously cut in uniformly.

Switching of the flight from warp course to weft course. As shown in FIG. 5, flights behind a stop point 30 where A, B grids have a common meridian J3 during a stop period will be sequentially decelerated to a queue hover wait, the flight path is a switched flight path cut-out section 40, flights which are intended to be switched to a weft path W1 at a meridian J3, fly H meters vertically downward from the switched flight path cut-out section 40 in the front-to-back order of the switched flight path cut-out section 40 after the grid A, B has the common stop point 30 in queue hover, then fly in parallel with the meridian J3 at a 45 degree broken line, a switched flight path 41 at a distance of L meters, cross the weft line W2 by a distance of 2L meters along the flight path 41, descend vertically again to the height of a weft line W1 layer, enter the switched flight path 42, and fly in queue in the direction of the weft line W1 along the parallel flight path. Once the stop period begins, the switching flight path 42 hovers the queued flights before the F grid W1, i.e., the 45 degree fold line cut into the weft W1 flies in the queuing order. And switching from the warp route to the weft route is realized.

Flying is to be switched from the weft W1 to the warp J2, as shown in FIG. 5, flying vertically upwards H meters in front-back order of the switching route cutout section 40 after the grid C, D sharing the stopping point 30 is queued to hover, then the flat flying enters a 45-degree broken line parallel to the weft W1 on the side of the heading of the warp J2 to be switched, and the switching route 41 is separated by L meters, passes through the warp J3 by 2L meters, vertically flies to the height of the warp J2 again, enters the switching route 42, and then hovers along the flat flying towards the warp J2. Once the stop period begins, the switching flight line 42 hovers a queued flight in front of the F-grid J2, i.e., the 45 degree fold line cuts into the meridian J2 flying in the queued order. And switching from the weft route to the warp route is realized.

Landing of an airport by a flight path: the flying landing leg entering the grid from north of the grid. As shown in fig. 6, a flight flying a latitudinal line north of grid A, B, C, D, E, F would enter a grid north:

1. when the course of the latitude line route is from east to west, the flying entering the grid A needs to descend vertically H meters from the switching line route cut-out section 40 of the grid B in the sequence of the front and the back of the queue and hover in the stopping period, then the flying flatly enters the grid A by a broken line at an angle of 45 degrees and is parallel to the latitude line route, the entering grid line section 46 at a distance L enters the grid A, and then the flying flatly flies to the position above a reserved and locked standby landing position of the airport according to the landing line section shown in the figure and then vertically lands on the landing position.

2. When the course of the weft route is from west to east, as shown in fig. 6, the flying entering the grid C needs to descend vertically H meters from the switched route cut-out section 40 shared by the grid A, F to be cut out from the switched route cut-out section 40 at the stop time period according to the sequence of queuing and hovering, then the flat flying enters the grid C by a broken line of 45 degrees and is parallel to the weft route, the entering grid route section 46 at the distance L enters the grid C, then the flying is horizontally flown to the position above the reserved and locked airport aircraft position according to the landing route section shown in the figure, and then the flying is vertically descended to the aircraft position.

The flying landing leg section from the south of the grid into the grid. As shown in fig. 6, a flight flying a latitudinal line south of grid A, B, C, D, E, F would enter a grid south:

1. when the course of the latitude line route is from east to west, the flying entering the grid F needs to descend H meters vertically from the switching line cut-out section 40 shared by the grid C, D to be cut out from the switching line cut-out section 40 in the non-driving period according to the sequence of queuing and hovering, then the flat flying enters the grid F by a broken line of 45 degrees and is parallel to the latitude line, the entering grid line section 46 with the distance L enters the grid F, then the flying is horizontally flown to the position above the reserved and locked airport aircraft position according to the landing line section shown in the figure, and then the flying is vertically descended to the aircraft position.

2. When the course of the weft route is from west to east, the flying entering the grid B needs to descend H meters vertically from the switched route cut-out section 40 shared by the grid A, F to be cut out from the switched route cut-out section 40 in the non-driving period according to the sequence of queuing and hovering, then the flying flatly enters the grid entering route section 46 which is parallel to the weft route by the angle of 45 degrees to enter the grid B, then the flying flatly flies to the position above the reserved and locked air position of the airport according to the landing route section shown in the figure and then vertically descends to the position.

A landing leg of a flight from east of the grid into the grid. As shown in FIG. 6, a flight flying by a meridian line east of grid A, B, C, D, E, F enters a grid east:

1. when the course of the meridian course is from north to south, the flying entering the grid F needs to fly H meters away from the switching course cut-out section 40 shared by the grid A, B vertically in the stop period according to the sequence of queuing and hovering, then the flying plane enters the grid F by a broken line of 45 degrees and is parallel to the meridian course J3, the entering grid flight line section 46 with the distance L enters the grid F, then the flying plane flies to the position above the reserved and locked airport space according to the landing flight line section shown in the figure, and then the flying plane vertically descends to the airplane position.

2. When the course of the meridian course is from south to north, the flying entering the grid B needs to fly H meters above the switching course cut-out section 40 at the east side of the grid C in the sequence of the line-up and the hovering, and fly upwards vertically from the switching course cut-out section 40 at the non-heading time period, then fly horizontally to enter the grid B at a broken line of 45 degrees and be parallel to the meridian course J4, and a grid-entering course section 46 at a distance L enters the grid B, then fly horizontally to be above an airport reserved and locked aircraft position according to a landing course section shown in the figure, and then land vertically on the aircraft position.

The landing leg of the flight from west of the grid into the grid. As shown in fig. 6, a flight flying via a course west of grid A, B, C, D, E, F would enter a grid west:

1. when the course of the meridian course is from north to south, the flying entering the grid C needs to fly H meters vertically from the switching course cut-out section 40 shared by the grid A, B to cut out from the switching course cut-out section 40 in the non-driving period according to the sequence of the line arrangement and the hovering, then the flying plane enters the grid C by a broken line of 45 degrees and is parallel to the meridian course J3, the entering-grid flight line section 46 with the distance L enters the grid C, then the flying plane flies to the position above the reserved and locked airport by the landing flight section shown in the figure, and then the flying plane vertically descends to the airplane position

2. When the course of the meridian course is from south to north, the flying entering the grid F needs to fly H meters upwards from the switching course cut-out section 40 shared by J2 and the grid E in the front-back sequence of queuing and hovering, then the flying plane enters the grid F at an angle of 45 degrees and is parallel to the meridian course J2, the grid-entering course section 46 with the distance L enters the grid F, then the flying plane flies to the position above the airport reserved and locked aircraft position according to the landing course shown in the figure, and then the flying plane vertically descends to the aircraft position.

Controlling the speed of the flying according to different points and sections of the flight path:

1. hover, with a speed of 0.

2. Descending and landing to the machine position, and landing with the speed and deceleration referring to the helicopter.

3. And the helicopter is vertically ascended or descended, and the similar maneuvering flight speed of the helicopter is referred when the helicopter is in line, cut out a flight path and cut into the flight path and is in parallel flight in a straight flight path in and out of an airport.

4. The straight cruising speed of the longitude and latitude air route is 100 to 120 kilometers per hour.

5. The acceleration is released, and the acceleration is stably accelerated to the cruising speed, so that the acceleration of the helicopter can be referred to.

6. Hovering before decelerating from cruise to the stop 30, may be referred to as a helicopter-like flight deceleration.

7. In any case the collision avoidance distance control takes precedence. When the flying flies are in line and suspended, the distance between the two flies is kept between 5 and 10 meters, the flying flies get close to one end of the air route in line or fly away from one end of the air route in line, and the radar ranging between the rear fly and the front fly is kept to be larger than the anti-collision safety distance.

Full-automatic flight route: the airplane takes off from a certain airport at a certain airport number row, and the airplane takes off from a single number row or a double number plate. The air route section which is full-automatically flown to any airport of a certain number of rows through the universal fast network and landed at any airport is matched with each turning point, stop point and air route matched with the corresponding speed of each air route section.

A full-automatic flight route when a flight from an airport A to an airport B lands, as shown in figure 4, the flying aircraft vertically flies to the height of a weft layer from the position of a certain row in the south of the airport A, then sequentially enters a route section 33 of a grid south outgoing queue in the south direction of the A grid after flying to the south, then flies to a route section 32 waiting to cut into the route section and hover for waiting along the route, and the stop time period starts, as shown in figure 6, firstly in a A, F grid shared switching route cutting section 40, the vertical downward flight H meters of the flying aircraft which is going into the grid B are cut out, then the horizontal flight enters a route section 2 parallel with a weft route W2 at an angle of 45 degrees, a route section 46 of the south of the B grid at a distance L enters the grid B, once the release time period starts, the vertical downward flight H meters of the flying aircraft which is waiting to enter the grid B in the route section 32 are cut out, then the horizontal flight enters a route section 46 of the south of the B grid, and then the flying aircraft horizontally flies to the pre-locked landing reserve landing aircraft position according to the route, and vertically dropping to the machine position.

A full-automatic flight route from an airport A to an airport F when landing is shown in figure 4, a flying airplane at a certain number of rows in the south of the airport A vertically flies to the height of a meridian layer, then sequentially enters an east grid exit queue flight line section 33 of an A grid according to the plane flight of the flight route, flies to a waiting cut-in flight line section 32 along the flight route to hover for waiting, once the release time period begins, the flying airplane vertically ascends by H meters, flies to the south to enter a grid entry flight line section 46 in the east of the airport F along the line, and as shown in figure 6, the flying airplane horizontally flies to the position above the pre-locked standby landing airplane according to the landing route and vertically lands to the airplane position.

A full-automatic flight route from an airport A to an airport D when landing is shown in figure 4, a flying airplane at a certain number of rows in the south of the airport A vertically flies to the height of a meridian layer, then sequentially enters a grid east outgoing queue route section 33 of the grid A according to the horizontal flight direction of the flight route, flies to a waiting cut-in route section 32 along the flight route to hover for waiting, once the stopping time period begins, a flying cut-in route section 31 flies to a switching route cut-out section 40 shared by the grid F, C along the meridian route J3 to hover for waiting, once the stopping time period begins, the flying vertically ascends by H meters, then horizontally flies to a grid incoming route section 46 in the west of the grid D at an angle of 45 degrees, as shown in figure 6, and then horizontally flies to the position above a pre-locked standby landing position according to the landing route and vertically lands to the airplane position.

Similar to the above analysis, the method of the present embodiment can realize that the flying aircraft takes off from any airplane position in a corresponding certain row of any airport and flies to land on any airplane position in a corresponding certain row of any airport in a full-automatic manner, wherein the turning point and the flight path segment of each flight path are matched with corresponding speed and acceleration and deceleration configurations to form a complete full-automatic flight path.

Number of fully automatic flight paths. The airport A is provided with 20 airplane positions, the single number row is provided with 10 airplane positions, the double number row is provided with 10 airplane positions, the B airport is provided with 40 airplane positions, the single number row is provided with 20 airplane positions, the double number row is provided with 20 airplane positions, flying from any airplane position of a certain airplane position of the airport A can automatically fly and land to any airplane position of a certain airplane position of the airport B, 10 airplane positions are provided, A, B airports are respectively provided with 2 airplane positions, and therefore 2 airplane positions are provided, or the airport A is provided with N airplane positions, the airport B is provided with M airplane positions, and half of N airplane positions are provided between the two airport N positions and M full-automatic flight routes are provided. A fast net can have tens, tens and hundreds of airports, and the sum of full-automatic flight routes between every two airports is a massive quantity.

Basic performance requirements for 1 plane sharing fast flight:

1. the wireless data transmission device has bidirectional wireless data transmission performance with a master control electronic computer.

2. The system has the performance of full-automatic flight by combining positioning navigation or GPS and 5G technologies through an automatic flight control device on the flight on a main control electronic computer given air route.

3. The uninterrupted hold-up time for full-load takeoff, cruising, hovering and landing is not less than 1 hour. The maximum cruising speed is 110 to 130 km per hour.

4. The height difference of the fixed-height flight fluctuation is plus or minus 10 meters, and the relative height difference of adjacent flights is plus or minus 2 meters.

5. A distance-measuring rear-end collision-preventing radar is arranged right in front of the flying vehicle.

6. The full-automatic flight mode is switched into the manual operation mode, and the manual operation is only suitable for emergency situations, so that passengers can safely and manually force to land.

7. The automatic flight control device has the advantages that the independent dual power supplies are provided, the main power supply is used for normal flight, the emergency power supply is used for emergency forced landing, and once the main power supply fails, the flying automatic flight control device is automatically switched to the emergency power supply for power supply.

The main control electronic computer: the method comprises the steps that a traffic administration department flying in the air or an operating airline company sharing the flying in the air establishes a master control electronic computer, a longitude and latitude line interval and a cruising layer height, a latitude line interval and a cruising layer height are set on a large electronic screen according to the requirements of a flying network, a flying operation longitude and latitude line network is generated on a three-dimensional electronic map or a plane electronic map of town and country, as shown in figure 2, airports integrating parking, charging and maintenance of the flying and flying in an overhead manner are marked on the electronic map, unique address codes are compiled for each parking machine position of a single-number row and a double-number row on each flying airport, and full-automatic flying route data which is established in a universal network, takes off from each machine position of a certain row of any airport and takes off to land at each parking machine position of certain rows of other airports through the universal network, compiling the address code of each full-automatic flight route according to the code of the universal express net, the name code of the departure airport of each route, the address code of the departure airport position, the name code of the landing destination airport and the address code of the landing airport position, namely: p + departure airport name code + take-off aircraft position number + destination airport name code + landing position number, the airport name code is formed by the first phonetic alphabet combination of each word forming the name, thus each full-automatic flight route is stored in the main control electronic computer according to the address code for calling. The flying device is provided with an automatic flying control device which realizes bidirectional wireless data transmission with a main control electronic computer.

A selecting and charging station 89 integrating the functions of a flight route selector and a charging pile is arranged beside each parking space of an airport, as shown in figure 3, the selector and a master control electronic computer realize bidirectional wireless data transmission, after a passenger arrives at an airport platform 87, the passenger firstly inputs a destination airport to fly to on a screen of a queuing machine (not shown in the figure) arranged at the junction of a longitudinal channel and a transverse channel, the master control electronic computer searches an idle space according to the sequence number of the destination airport space, the idle space is preset as a standby landing space, the number of the passenger to be parked on a single number row or a double number row of a departure airport corresponding to the standby landing space is displayed on the screen of the queuing machine, the queuing number is printed, the passenger arrives beside the designated number of the passenger to be parked, the queuing number is input on the selecting and charging device 89, namely, the relevant information and the price of the passenger to be parked are displayed, the passenger can board after card payment, the master control electronic computer immediately locks the standby landing idle space of the destination airport, for the landing of the machine.

A master electronic computer to: and P + combined full-automatic flight route address codes of the departure airport name code, the takeoff aircraft position number, the destination airport name code and the landing aircraft position number, and a data chain of the full-automatic flight route is called from the memory and is sent to the flying automatic flight control device. After checking and confirming that the passenger rides safely according to the standard, the passenger presses a take-off switch, the deviation of the actual flight path to the given flight path in the flight is corrected in real time through the automatic flight control device under the guidance of the given full-automatic flight path obtained in the automatic flight control device in combination with positioning navigation or GPS and 5G technologies, and the full-automatic flight of the passenger from a departure position to a destination position in the full-automatic flight operation system sharing the air flight is realized through the control of the automatic flight control device on the uniform synchronous stop and release time periods of the fast network.

The embodiment shares the operation scheduling of the full-automatic flight operation system for the fast flight.

1. After the passengers get off the airplane, if the flight traffic is busy and the battery electric quantity is enough, the airplane can be put into the next flight.

2. If the battery is low, the device can continue to park and plug in from the charger 89 near the parking position.

3. If the spare airplane space of a flying airport is not enough, airport staff can select the selector input on the charging station 89 beside the airport flying with sufficient electric quantity to input the information of the flying airplane space to ask for the adjustment of the flying airplane space out of the airport, after the main control electronic computer receives the signal of requesting for adjustment, the spare airplane space of the peripheral airport can be detected and locked, then the information is fed back on the display screen of the airplane selector to allow the adjustment, and the staff can start to fly the automatic adjustment of occupying space flying with sufficient electric quantity to the peripheral station for parking.

4. If there are too many free flight positions in a certain flying airport and the flying to be taken is not enough, airport staff can select a selector on the charging station 89 to input information for saving the flying flight to the flight position, after receiving a request for saving the flight position, the main control electronic computer locks the flight position as a standby flight position and then informs the staff in the peripheral airport to start 1 automatic saving flight with sufficient electric quantity to park for standby.

An express network. As shown in fig. 1 and fig. 2, the side line of each grid is a course marked with a single heading and height, the height of the warp course layer is 1000 meters, the height of the weft course layer is 800 meters, each grid is approximately square or approximately rectangular when being drawn, the side line length of each grid is multiple times of the side line length of the grid of the express grid, and when the side line length of the express grid is n times of the side line length of the express grid, one express grid comprises n × n express grids. Namely, n × n ordinary grids are nested in one express grid, and the express grid map includes no-fly net holes 20 and net holes 21 on the ordinary grids.

An express airport. The length of the side line of the express grid is equal to odd times of the edge length of the express grid, an express grid is arranged in the center of the express grid, an express airport is arranged in the center express grid (the central grid for short), as shown in figures 7 and 8, one end of the express airport of the central grid is extended and connected with an overhead platform with the width of 75-85 m and the clearance height of 10-20 m to be used as the express airport, as shown in figure 3, the longitudinal center line of the platform is superposed with the extension line of the longitudinal center line of the express airport platform, a through platform with the width of 3-5 m and the clearance height of 4-5 m is symmetrically arranged by taking the longitudinal center line of the express airport platform as the extended line, the safety channel T88 of the rain shed with the strip steel structure is connected with the longitudinal safety channel 88 of the express airport platform, the airport platforms T87 which are blank along the two sides of the longitudinal safety channel T88 are separated into airplane positions every 30-45 m, thus, two rows of machine positions are respectively arranged at two sides of the longitudinal safety channel of the airport, one row of machine positions are numbered in a single number sequence, as shown in a T101 and a T103 in figure 3, the other row of machine positions are numbered in a double number sequence, T102 and T104 are limited by the size of a picture, only 4 machine positions are drawn in the figure, a route selecting and charging station T89 with functions of a route collecting selector and a charging pile is arranged beside each machine position, a charging plug is arranged, and a charging cable is laid to the selecting and charging station T89 from a charging distribution room 92; the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer and has a card swiping payment function; each airport is also provided with one or more berthing-plane positioning wireless signal transmitters limited by the drawing, which are not shown in the drawing. The automatic flying control device on the flying robot is used for realizing accurate positioning landing.

The combination of express airports and express airports is called two-in-one composite airport, as shown in fig. 3. The two-in-one composite airport is a transfer point of an express airport and a general airport, namely an interconnection point of two networks of the express network and the general airport.

The express net is an n-time enlarged version of the general net, the two are similar, T is added before the unified label of each route section of the general net, such as a cut-in route section T31, and T is added before each general net, such as TA, and the setting, cut-in, cut-out and switch of longitude and latitude routes of the stop point, the connection of route sections, related schematic diagrams, full-automatic flight route analysis and the like can be used for similar general net analysis.

The stop line point is set. And (3) arranging course heading directions of all express grid sideline routes at grid intersection points 500-1000 meters away from the intersection points, wherein the heading directions of all express grid sideline routes are uniformly marked as T30, route sections from the stop points to the grid intersection points are cut-in route sections of the express flight cut-in grid sideline routes, and the uniform mark is T31. That is, the reference numbers in the schematic diagrams of fig. 4, 5, and 6 of the express network are preceded by T to indicate the similar reference numbers of the express network and the express network.

The fast flying after the stop point T30 is set to be in queue for hovering, and the fast flying after the release is still in queue for hovering after the next stop point T30 and is not overtaken.

The stop time interval of the ultra-fast network is set to be 1-2 minutes, the release time intervals are respectively 5-10 minutes, and the side length of the corresponding grid is 12-30 kilometers.

Each section is arranged on each grid 4 side line, 4 cut-in flight segments T31 are totally arranged, the height of each grid in each grid is the same as that of the cut-in flight segment T31, the distance between each grid and the side line is 2L meters, L is 25 meters to 35 meters, and the following steps are respectively carried out:

1. the parallel line segment of the north side line in one grid is a grid-exiting (namely grid-exiting) queuing line segment, which is marked with a uniform label T33, is in the same direction with the cut-in line segment T31, and is a waiting cut-in line segment at one end beside the cut-in line segment, which is marked with a uniform label T32, and the other end is a grid-exiting queuing line segment T33 which is used for the sequential takeoff of the single-number row or double-number row of the corresponding airport and is the entry of the very fast flying.

2. Similarly, the parallel line segment serving as the south edge in the grid is the outgoing queuing route segment T33, and the other end is the waiting-to-cut route segment T32.

3. Similarly, the parallel line segment that is used as the east edge in the grid is the exit queue leg segment T33, and the other end is the waiting entry leg segment T32.

4. Similarly, the parallel segment that is used as the west edge in the grid is the exit queue leg T33, and the other end is the waiting entry leg T32.

Setting: when the cut-in route segment T31 is a meridian route, it is referred to fig. 4, that the first half of the waiting cut-in route T32 that flies very fast on the side with the large longitude of the meridian route is queued for hovering waiting, and the second half of the waiting cut-in route segment T32 that flies very fast on the side with the small longitude of the meridian route is queued for hovering waiting.

Setting: when the cut-in flight segment T31 is a weft flight, the first half of the waiting cut-in flight segment T32 that flies very fast on the side with the larger latitude of the weft flight line is queued for hovering, and the second half of the waiting cut-in flight segment T32 that flies very fast on the side with the smaller latitude of the weft flight line is queued for hovering.

The north flying leg set is shown in fig. 4. Because the position of each airport in the grid is different and the course of the side line of the grid is different, the flying line sections of each airport are also different, the airplane positions of the single-number or double-number plates corresponding to the extremely fast flying airports TA, TB, TC, TD, TE and TF vertically take off in the order before entering the grid-out queuing line section T33, then the airplane positions are divided into two paths, one path vertically rises to the height of the latitude line, then the airplane is flatly flown to the north by applying the flight path shown in figure 4 to enter the north grid-out queuing line section T33, and then the airplane flies flatly along the section to enter the waiting line section T32 to queue and hover for waiting. The other path vertically rises to the height of a meridian layer, then flatly flies to enter a depacketizing queuing meridian T33 parallel to east or west meridians according to the meridian shown in the set 4, and then flatly flies to enter a waiting cut-in meridian section T32 for queuing and hovering waiting along the meridian.

And (5) flying the flight line section in the south. As shown in the graph 4, the airplane flying at an extra fast speed in single-number rows or double-number plates corresponding to the airports TA, TB, TC, TD, TE and TF vertically takes off in the sequence before entering the grid-exiting queuing flight line segment T33, then is divided into two paths, one path vertically rises to the height of a weft layer, then flatly flies to the south according to the flight line shown in the graph 4 to enter the south grid-exiting queuing flight line segment T33, and flatly flies to enter the waiting grid-exiting flight line segment T32 along the flight line segment to queue and hover for waiting. The other path vertically rises to the height of a meridian layer, then flatly flies to enter a depacketizing queuing meridian T33 parallel to east or west meridians according to the meridian shown in the set 4, and flatly flies to enter a waiting cut-in meridian section T32 to queue and hover for waiting along the meridian section.

The plunge of the ultrafast flight cuts into the leg T31. Once the stop period begins, the first half of the stop period is for the flying lead-in cut-in leg T31 where all the grids are queued to hover waiting for the first half of the cut-in leg T32, and the second half of the stop period is for the flying lead-in cut-in leg T31 where all the grids are queued to hover waiting for the second half of the cut-in leg T32. Therefore, the method can finish the very fast flight of all flying airports taking off according to time intervals and sequences, and uniformly and synchronously cut in corresponding latitude line and longitude line.

The very fast flight switches from warp to weft course. Referring to fig. 5, the flying behind the stopping point T30 of the TA and TB grid common meridian TJ3 in the stopping period is sequentially decelerated to queue and hover waiting, the flight path is a switched flight path cut-out section T40, the flying which wants to be switched to the weft line TW1 at the meridian TJ3 flies vertically down H meters from the switched flight path cut-out section T40 in the sequence before and after the switching flight path cut-out section T40 after the TA and TB common stopping point T30 is queued, then the flying in a parallel manner with the meridian T3 at a 45-degree broken line to the side where the course of the weft line is to be switched, the switching flight path T41 at a distance of 2L meters, crosses over the weft line TW2 by a distance of 3L meters along the flight path T41, vertically descends again to the level of the weft line TW1, enters the switched flight path T42, and then flies in the direction of the weft line TW1 to queue. Once the stop period begins, flies hovering in line before TW1 may fly in line with the 45 degree fold line cut into the weft yarn TW 1. And switching from the warp route to the weft route is realized.

Switching from the weft TW1 to the warp TJ2 for the extra-fast flight, referring to the application of FIG. 5, the flying in line of the switching flight path cut-out section T40 behind the grid TC and TD shared stopping point T30 flies H meters vertically in the front-back order, then the flat flying enters the switching flight path T41 which is parallel to the weft TW1 and is 2L meters away from the heading side of the warp flight path TJ2 at a broken line of 45 degrees, passes through the warp flight TJ3 and is 3L meters away, flies vertically to the height of the warp flight TJ2 layer again, enters the switching flight path T42, and then hovers in line towards the warp flight TJ 2. Once the stop period begins, flights hovering in line ahead of TJ2 may cut into the meridian TJ2 a 45 degree fold line of the plane flight in line order. And switching from the weft route to the warp route is realized.

And the fast flying landing leg section enters the grid from the north side of the grid. Referring to fig. 6, when a flight is flown in the north latitude line of the grids TA, TB, TC, TD, TE, and TF, the flight enters a grid from the north:

1. when the course of the weft route is from east to west, the extra-fast flying entering the grid TA from north is cut out in a switching route cut-out section T40 of the grid TB, and is vertically descended for H meters from the switching route cut-out section T40 in a stopping period according to the sequence of queuing and hovering, then the plane flight enters a grid entering route section T46 which is parallel to the weft route by 2L at a broken line of 45 degrees to enter the grid TA, and then the plane flight is landed to the position above a reserved and locked standby space of the airport according to the landing route section shown in the figure and then vertically descends to the position.

2. When the course of the weft route is from west to east, the extremely fast flight entering the grid TC from north needs to be cut out in a switching route cut-out section T40 shared by the grids TA and TF, the extremely fast flight enters the grid TC from the beginning to the end of the line according to the sequence of queuing and hovering, the extremely fast flight is cut out by descending H meters vertically from the switching route cut-out section T40 in the stopping period, then the plane flight enters a grid entering route section which is parallel to the weft route and has the distance of 2L by a broken line of 45 degrees, the T46 enters the grid TC, then the plane flight is horizontally flown to the position above an air position reserved and locked in an airport according to a landing route section shown in the figure, and then the plane flight is vertically descended to the position.

And the fast flying landing leg section enters the grid from the south of the grid. Referring to fig. 6, when a flight is flown on the south latitude line of the grids TA, TB, TC, TD, TE, and TF, the flight enters a certain grid from south:

1. when the course of a weft line flight path is from east to west, a very fast flight entering a grid TF from south needs to be cut out by H meters from a switched flight path cut-out section T40 shared by grids TC and TD, vertically descends from the switched flight path cut-out section T40 to be cut out in a stop time period according to the sequence of queuing and hovering, then horizontally flies to enter a grid-entering flight path section T46 which is parallel to the weft line flight path by 2L at an angle of 45 degrees to enter the grid TF, then horizontally flies to the position above an air position reserved and locked in an airport according to a landing flight section shown in the figure, and then vertically descends to the air position.

2. When the course of the latitude line course is from west to east, the extra-fast flight entering the grid TB from south needs to descend H meters vertically from the switching line cut-out section T40 shared by the grid TA and the grid TF to cut out from the switching line cut-out section T40 in the stopping period according to the sequence of queuing and hovering, then the plane flight enters the grid TB by a broken line at an angle of 45 degrees and is parallel to the latitude line, the grid entering line section T46 with the distance of 2L enters the grid TB, then the plane flight is horizontally flown to the position above the reserved and locked air position of the airport according to the landing line section shown in the figure and then vertically descends to the position.

A landing leg of the ultrafast fly-through from the east of the grid into the grid. Referring to fig. 6, when a flight is flown along the east meridian route in the grids TA, TB, TC, TD, TE, and TF, the flight enters a certain grid from the east:

1. when the course of the warp flight path is from north to south, a very fast flight entering the grid TF from east needs to be cut out by a switching flight path cut-out section T40 shared by grids TA and TB, according to the sequence of queuing and hovering, the very fast flight entering the grid TF flies H meters vertically from the switching flight path cut-out section T40 at the stopping time period, then the plane flight enters the grid TF by a broken line with an angle of 45 degrees and is parallel to the warp flight path TJ3, a grid-entering flight path section T46 with the distance of 2L enters the grid TF, then the plane flight enters the airport reserved locking air position according to the landing flight path section shown in the figure, and then the plane flight vertically falls on the airplane position.

2. When the course of the meridian route is from south to north, a very fast flight entering the grid TB from east needs to fly H meters vertically from the switched route cut-out section T40 on the east side of the grid TC to cut out the switched route cut-out section T40 according to the sequence of queuing and hovering, and then the plane flight enters the grid T4 in a broken line at an angle of 45 degrees and is parallel to the meridian route TJ4, a grid entering route section T46 with a distance of 2L enters the grid TB, then the plane flight is carried out to the position above an air level reserved and locked in an airport according to a landing route section shown in the figure, and then the plane flight vertically falls on the aircraft level.

And the landing leg section of the express flight entering the grid from the west of the grid. Referring to fig. 6, when the aircraft flies very fast with meridian routes in west of the grids TA, TB, TC, TD, TE, and TF, the aircraft enters a certain grid from west:

1. when the course of the meridian course is from north to south, a very fast flying route entering a grid TC from west needs to be cut out in a switching route cut-out section T40 shared by the grids TA and TB, according to the sequence of queuing and hovering, the very fast flying route cut-out section T40 flies upwards vertically for H meters and is cut out in a stopping period, then the plane flight enters a grid route TJ3 parallel to the meridian course at an angle of 45 degrees, a grid-entering route section T46 with a distance of 2L enters the grid TC, then the plane flight is horizontally flown to be above an air position reserved and locked by an airport according to a landing route section shown in the figure, and then the plane flight vertically falls on the air position

2. When the course of the meridian course is from south to north, a very fast flying route entering a grid TF from the west needs to fly H meters vertically from a switching route cut-out section T40 to a grid TE and a T J2 shared switching route cut-out section T40 according to the sequence of queuing and hovering, then the plane flight enters a grid entering route T46 with the distance of 2L from a 45-degree broken line to be parallel to the meridian route TJ2, enters the grid TF according to a landing route section T46 shown in the figure, then the plane flight is horizontally flown to be above an airport reserved and locked aircraft position, and then the plane flight is vertically descended to the aircraft position.

A full-automatic flight route when a flight from a TA airport to a TB airport lands, as shown in the application of figure 4, a plane of a certain row of a very fast flying TA airport vertically flies to a weft layer height, then sequentially enters a south grid exit queue flight line segment T33 of the TA grid to fly to south, then flies to a waiting cut flight line segment T32 along the flight route to hover for waiting, and a stop period starts, as shown in the application of figure 6, a TA and TF grid common switching flight line cut-out segment T40 is firstly used, the vertical down flight H meters of the very fast flying entering the grid TB are cut out, then the plane flies to enter the parallel with a weft flight TW2 by a broken line at an angle of 45 degrees, a grid entry flight line segment T46 of the south of the TB grid at a distance of 2L enters the grid TB, once the release period starts, the vertical down flight H meters of the very fast flying H to enter the grid B in the waiting cut flight line segment T32 are cut out, then the plane to east to enter the grid entry flight T46 of the south of the TB grid, and then land the plane of the flight line segment above the standby flight line segment locked in advance, and vertically dropping to the machine position.

When a full-automatic flight route takes off from a TA airport to land at a TF airport, referring to the application of figure 4, a flying position in a certain number of rows in the south of the TA airport vertically takes off to the height of a meridian layer, then the flying position horizontally flies to the east according to the flight route and sequentially enters a TA grid east grid exit queuing flight line segment T33, then the flying position flies to a waiting cut-in flight line segment T32 to hover for waiting along the flight route, once the stop time period begins, the flying position vertically rises by H meters, then the flying position horizontally flies to the south and enters a grid entry flight line segment T46 in the east of the TF of the airport, as shown in figure 6, and then the flying position horizontally flies to the position above the pre-locked standby landing position according to the landing flight route and vertically reaches the landing position.

When the full-automatic flight route flies from a TA airport to a TD airport and lands, the flying aircraft at a certain number of rows in the south of the TA airport vertically flies to the height of a meridian layer, then the flying aircraft horizontally flies to the east according to the flight route and sequentially enters a TA grid east grid exit queue flight section T33, then flies to a waiting cut-in flight section T32 along the flight route to hover for waiting, once the stopping time period starts, the cut-in flight section T31 flying at a very fast speed flies to a grid TF and TC shared flight route switching cut-out section T40 to hover for waiting along the flight route TJ3, as shown in figure 6, once the stopping time period starts, the flying aircraft vertically ascends by H meters, then horizontally flies to a grid TD west grid flight section T46 at an angle of 45 degrees, then horizontally flies to the position above the pre-locked standby aircraft position according to the flight route, and vertically lands to the aircraft position.

Similar to the above analysis, the present embodiment can realize that the flying airplane takes off from any airport in a certain row of any airport and flies to land at any airport in the extra-fast network in a full-automatic manner, wherein the turning point and the flight path segment of each flight path form a complete full-automatic flight path by matching with corresponding speed configurations.

Number of fully automatic flight paths. The TA airport is provided with TN airplane positions, the TB airport is provided with TM airplane positions, and a half TN x TM full-automatic flight route is shared between the TN airplane position and the TM airplane position. An express network may have tens, hundreds of airports, and the sum of their full-automatic flight paths between each other is a huge quantity.

A master control electronic computer. The express network and the universal network can share one main control electronic computer or can be established independently. The invention sets up a master control electronic computer by a traffic governing department flying in the air or an airline company sharing the operation state flying in the air, sets up a longitude and latitude line interval and a cruising layer height, as well as a latitude line interval and a cruising layer height on a large electronic screen according to the requirements of a net flying in the air, generates a longitude and latitude line net for the operation of the flying in the air on a three-dimensional electronic map or a planar electronic map in cities and towns, marks airports integrating parking, charging and maintenance for the flying in the air on the electronic map as shown in a set chart 2, compiles unique address codes for each parking machine position of a single row and a double row on each airport flying in the air, establishes full-automatic flying line data of each parking machine position flying from each machine position in a certain row of any airport to each other airport in all airport flying in the air through the air, compiling the address code of each full-automatic flight route according to the ultra-fast network code, the starting airport name code, the address code of the take-off position, the target airport name code and the address code of the landing position, namely: t + departure airport name code + takeoff aircraft position number + destination airport name code + landing position number, the airport name code is formed by combining the first phonetic alphabet of each word forming the name, thus storing each full-automatic flight route flying at a very fast speed in a master control electronic computer according to the address code. The fast flying robot is provided with an automatic flying control device which realizes bidirectional wireless data transmission with a main control electronic computer.

A selecting and charging station T89 integrating functions of a route selector and a charging pile is arranged beside each parking space of an airport, as shown in figure 3, the selector and a master control electronic computer realize bidirectional wireless data transmission, after a passenger arrives at an airport platform T87, the passenger firstly inputs a destination airport to fly to on a screen of a queuing machine arranged at the junction of a longitudinal channel and a transverse channel, the master control electronic computer searches an idle space according to the sequence number of the destination airport space, the idle space is preset as a standby landing space, the number of the passenger to be parked on a single number row or a double number row of a departure airport corresponding to the standby landing space is displayed on the screen of the queuing machine, the queuing number is printed, the passenger arrives beside the designated number of the passenger to be parked, the queuing number is input on a selector T89, namely, the relevant information and the price of the passenger to be parked are displayed, the passenger can board after card payment, the master control electronic computer immediately locks the standby landing space of the destination airport, for the landing of the machine.

A master electronic computer to: t + departure airport name code + take-off aircraft position number + destination airport name code + landing position number, the data chain of the full-automatic flight path is transferred from the memory and sent to the automatic flight control device flying at a very fast speed. After checking and confirming that the passenger takes the airplane safely according to the standard, the passenger presses a take-off switch, the deviation of the actual flight route to the given route in the flight is corrected in real time through the automatic flight control device under the guidance of the given full-automatic flight route acquired in the automatic flight control device in combination with Beidou positioning navigation or GPS and 5G technologies, and the full-automatic flight of the passenger from a departure position to a destination position in the full-automatic flight operation system sharing the air flight is realized through the control of the automatic flight control device on the uniform synchronous stop and release time periods of the express network.

And (5) government regulation. In the embodiment, mass full-automatic flight route data of the ultrafast flight and the general fly and main control electronic computer equipment are constructed and controlled by a government air traffic governing department, and the effective control of the government is realized by formulating air traffic rules, laws and regulations, technical performance standards of the fly of the online flight and the like. The commercial operation of the full-automatic flight system sharing the flight can be operated by nationally owned enterprises or civil enterprises.

The full-automatic flying mode of the airplane flying in an emergency is switched into a passenger manual operation safe forced landing mode, and the requirement is the same as that of the fast network.

The requirement of the passenger on manual operation safety forced landing training is the same as that of the general express network.

An ultrafast network. Referring to fig. 1 and fig. 2, the side line of each grid is a course marked with a single course and height, the height of the course layer of the warp is 1400 meters, the height of the course layer of the weft is 1200 meters, each grid is approximately square or approximately rectangular when being drawn, the side line length of each grid is several times of the side line length of the grid of the express grid, and when the side line length of the ultrafast grid is m times of the side line length of the express grid, one express grid comprises m express grids. I.e. it is equivalent to an ultrafast mesh in which m × m ultrafast meshes are nested.

An ultrafast airport. The ultrafast grid edge length is equal to an odd multiple of the ultrafast grid edge length, there will be a central grid in the center of the ultrafast grid, see fig. 9, in which the ultrafast airport is located. And the ultrafast airport shares with the express airport, and the machine position size division is the same, except that C is added before the machine position serial number, as shown in figure 3, C101 is arranged in the single number row, and C102 is arranged in the double number row (limited by the size of the figure, only 2 machine positions are drawn in the ultrafast airport).

The ultra-fast airport, the ultra-fast airport and the general airport are integrated into a whole, which is called a three-in-one composite airport, and is shown in figure 3. The three-in-one composite airport is a transfer point of an ultrafast airport, an express airport and a general airport, namely an interconnection point of three networks of the ultrafast network, the express network and the general airport.

The ultrafast network is an m-time amplification version of the ultrafast network, the ultrafast network is an n-time amplification version of the common fast network, the ultrafast network, the common fast network and the common fast network are similar, C is added before the unified label of each route section of the common fast network, such as a cut-in route section C31 and the like, C is added before each common fast network, such as CA and the like, the setting, the cut-in, the cut-out and the switch of longitude and latitude routes of the common fast network are realized, the route sections are connected, and related schematic diagrams, full-automatic flight route analysis and the like can be used for analysis and application similar to the common fast network.

The following is a brief description of the similarities, except for the differences from the express network.

The stop line point is set. And (3) arranging course heading directions of all ultrafast grid side lines at grid intersection points and at positions 1000-2000 meters away from the intersection points, wherein the heading points are uniformly marked with a reference number C30 as shown in fig. 4, namely, C is added before the reference numbers in the schematic diagrams of fig. 4, 5 and 6 of the universal network to indicate that the ultrafast network and the universal network have similar reference numbers.

The flyers who fly in line for hovering behind the stop point C30 are set to fly, and after being released, the flyers still queue for hovering behind the next stop point C30 and do not overrun.

The line stopping time interval of the ultra-fast network is set to be 1-3 minutes, the line releasing time intervals are respectively 7-20 minutes, and the side length of the corresponding grid is 30-70 kilometers.

The following descriptions about the switching in, switching out and switching over of the longitude and latitude flight paths of the ultra-fast net and the full-automatic flight path are the same as the descriptions only by changing the T in front of the numbers and the letters in the ultra-fast net into the C in the ultra-fast net.

The number of ultrafast network fully automatic flight paths. The CA airport is provided with CN airplane positions, the CB airport is provided with CM airplane positions, and the CN airport and the CM airplane positions share one half of CN × CM full-automatic flight paths. An express network may have tens, hundreds of airports, and the sum of their full-automatic flight paths between each other is a huge quantity.

A master control electronic computer. The ultrafast network, the express network and the universal network share one master control electronic computer or are respectively and independently established.

The method comprises the steps that a traffic administration department flying in the air or an operating airline company sharing the flying in the air establishes a master control electronic computer, a longitude and latitude line interval and a cruising layer height, a latitude line interval and a cruising layer height are set on a large electronic screen according to the requirements of a network flying in the air, a longitude and latitude line network for the operation of the flying in the air is generated on a three-dimensional electronic map or a plane electronic map of cities and towns, as shown in a set of figure 2, an integrated overhead three-in-one compound airport for parking, charging and maintenance of the flying in the air is marked on the electronic map, unique address codes are compiled for each parking machine position of a single row and a double row on each airport flying in the air, a full-automatic flying air line flying in the ultra-fast network for flying from each machine position in any airport and flying to each parking machine position in any other airport in all ultra-fast flying airports through the ultra-fast network, according to the ultrafast network code + the name code of the departure airport + the address code of the departure airport + the name code of the landing destination airport + the address code of the landing airport, the address code of each full-automatic flight route is compiled, namely: c + departure airport name code + takeoff aircraft position number + destination airport name code + landing position number, the airport name code is formed by combining the first phonetic alphabet of each word forming the name, thus each full-automatic flight route is stored in the master control electronic computer according to the address code for calling. The ultrafast flight is provided with an automatic flight control device which realizes bidirectional wireless data transmission with a master control electronic computer.

A selecting and charging station C89 integrating functions of a flight path selector and a charging pile is arranged beside each parking position of the ultrafast airport, as shown in figure 3, the selector and a master control electronic computer realize bidirectional wireless data transmission, after a passenger arrives at an airport platform C87, the passenger firstly inputs a destination airport to fly to on a screen of a queuing machine arranged at the junction of a longitudinal channel and a transverse channel, the master control electronic computer searches out an idle machine position according to the sequence number of the destination airport position, the idle machine position is preset as a standby landing position, the number of the passenger to be parked on a single-number row or a double-number row of a departure airport corresponding to the standby landing position is displayed on the screen of the queuing machine, the queuing number is printed, the passenger arrives beside the designated number of the passenger to be parked, the queuing number is input on a selecting and charging device C89, namely, the related information and the price of the passenger to be parked on the bus are displayed, the passenger can board after card payment, the master control electronic computer immediately locks the standby landing idle machine position of the destination airport, for the landing of the machine.

A master electronic computer to: c + departure airport name code + take-off aircraft position number + destination airport name code + landing position number, and the data chain of the full-automatic flight path is transferred from the memory and sent to the automatic flight control device flying at an ultrafast speed. After checking and confirming that the passenger takes the airplane safely according to the standard, the passenger presses a take-off switch, under the guidance of the given full-automatic flight route acquired in the automatic flight control device for ultrafast flight, the deviation of the actual flight route to the given flight route in flight is combined with Beidou positioning navigation or GPS and 5G technologies, the automatic flight control device is used for correcting the deviation in real time for automatic pilot flight, and the master control electronic computer is used for controlling the unified synchronous stop and release time period of the ultrafast network, so that the full-automatic flight of the passenger from a departure machine position to a destination machine position in the full-automatic flight operation system for sharing the aerial flight is realized.

Government control, the full-automatic flight mode who flies under the emergency condition switches into passenger's manual operation safety and forces to descend, and passenger's manual operation safety forces to descend the training, and the requirement is the same with the requirement of the net of the speed increasing.

In this embodiment, a flying full-automatic flight route is set, in a similar network of a general express network, an ultra-fast network and an ultra-fast network, the flying takes off from a certain position of a certain number of rows of an airport, a series of full-automatic flights of a longitude and latitude route are switched in, out and switched through the similar network, and a route landing at any position of a certain number of rows of any airport is matched with each turning point, a stop time period, a flight time period, a takeoff, a landing and a route matched with the corresponding speed of each route on the route, so that the full-automatic flight route is obtained; flying take-off, landing, hovering, steering, queuing to one end of the flight path and gathering, and the speed and the acceleration and deceleration of flying to one end of the flight path can refer to the similar maneuvering flight speed and acceleration and deceleration of a helicopter.

The comparative technique of the method of the present example is reviewed as follows:

1. the prior art is as follows: according to internet related reports and video displays, domestic and foreign general aviation leading head companies have realized the flight performances of manned and autopilot 1-seat and 2-seat multi-gyroplanes under the conditions of no simultaneous flight interference of other aircrafts and no special take-off and landing airports, including automatic flight according to a given air route. The invention is different from the following main points: based on the original 5 types of main general aircraft longitude and latitude net flying in a low-altitude open 0-3000 m high-altitude airspace, and the additionally arranged one type of flying express net and one type of flying ultrafast net are taken into consideration as a whole, 7 latitude and longitude net are constructed to standardize the layered and ordered flight of 7 types of main aircraft, and obstacle avoidance, prohibition avoidance and collision avoidance among 7 types of aircraft are realized. The integrated airport is provided with a combined airport for constructing the universal net, the integrated elevated airport, an express net and a general net, the three-in-one combined elevated airport for the ultrafast net, the express net and the general net is realized, three-net nested networking is realized, passengers can transfer seamlessly, the interconnection and full-automatic flight of the ultrafast net, the express net and the general net are realized, and great convenience is brought to the passengers for traveling.

2. The invention patent entitled method and system for constructing unmanned aircraft route applies for the following numbers: 201710107591.6, providing a method for constructing unmanned aerial vehicle flight path with non-visible range automatic flight path, using ground scanning data to obtain elevation and obstacle height information, calibrating Calibration verification and correcting test value of electric wave height sensor of unmanned aerial vehicle, thereby constructing safe flight path of unmanned aerial vehicle. The invention is different from the invention in that the interference problem of other aircrafts in an open airspace is not considered integrally, and the invention only controls automatic flight according to the unified synchronous stop and release time period of a given flight route and a positioning navigation and main control electronic computer, and does not need to scan and sense the change of the ground environment in real time.

EXAMPLE III

This embodiment is substantially the same as the above embodiment, and is characterized in that:

in the embodiment, the net of the fast flight is defined as a high-rise airspace of 600 +/-15 meters to 400 +/-15 meters, the warp is under the latitude, the maximum speed of flight is 110 kilometers, and the side length of the grid route is 4 kilometers.

The construction of the longitude and latitude navigation network of the fast flight is in accordance with the related requirements.

The site selection, design and construction of the general fast flying elevated airport are in accordance with the requirements. Wherein the length of the airport is 165 meters, the width is 35 meters, the clearance height is 15, 2 vertical columns are arranged in each row along the longitudinal direction of the airport flying in an overhead manner, as shown in figure 3, an elevated airport platform 87, a first elevator 83, a second elevator 90, a first stair 82, a second stair 91 and a safety channel 88 and a safety channel 86 which are communicated with the platform, the width is 5 meters, the clearance height is 5 meters are built, and 1 maintenance room 84 and a charging distribution room 92 are arranged on one side of the safety channel; along the airport platform 87 with blank both sides of the longitudinal safe passage 88, every 15 meters separates a parking position, there is a row of positions on both sides of the longitudinal safe passage, number one of them in order of single number, as shown in figure 101, 103, 105, 107, 109, 111, 113, 115, 117, 119, another row in order of double number, as shown in figure 3 102, 104, 106, 108, 110, 112, 114, 116, 118, 120, there is a selecting and charging station 89 beside each position, equipped with charging plug, the selector on the selecting and charging station 89 and the main control electronic computer implement wireless two-way data transmission, and also have the function of payment by swiping card; each airport is also provided with 2 berth aircraft positioning wireless signal transmitters, and accurate positioning landing is realized by virtue of an automatic flight control device on the flying airport.

The set stopping point 30 is set at the point where the course of all the grid sidelines points to the grid intersection point and is 400 meters away from the intersection point, namely, the cut-in flight segment 31 is 400 meters long, the front waiting cut-in flight segment 32 is 200 meters long, and the rear waiting flight segment 32 is 200 meters long, as shown in fig. 4.

All distances L to the sideline are 30 m.

All lifting distances H are 30 meters.

The off period is 2 minutes and the off period is 4 minutes.

And the flying cut-in, cut-out and switch of the longitude and latitude air route are carried out according to the rules.

The speed requirement of the full-automatic flight path is the same as that of the full-automatic flight path.

The fast fly schedule is as described above.

The performance requirements for fast flight are as described above.

The demand of the passengers flying at ordinary speed is as described above.

And constructing the fast net, constructing each full-automatic flight route and managing data according to the requirements.

A plurality of elevated fast airports are built for verification and optimization, and are pushed away gradually after success.

According to the construction and operation control method of the full-automatic flight operation system shared by the embodiments, the vertical take-off and landing multi-gyroplane, the ducted aircraft and the fixed-rotor aircraft are suitable for short-distance and medium-distance flights, and based on a longitude and latitude line network, a universal fast network, an ultra-fast network and an ultra-fast network can be constructed to guide full-automatic flight from take-off cruise to landing.

Example four

in this embodiment, the fast flying net is defined as a high-level airspace of 1000 ± 15 meters to 800 ± 15 meters, and the warp is below the latitude line, and the fastest flying speed is 240 to 300 kilometers.

The side length of the grid in the ultrafast flight is set to be 5 times that of the grid in the express flight, and is 20 kilometers, and the side length is shown in fig. 8 and forms a nesting with the express flight.

An express airport. An express airport is arranged in a central grid, one end of an elevated general airport of the central grid is extended to be connected with an elevated platform which is additionally built by a section of 210 m, 75 m in width and 15 m in clearance height to serve as the express airport, as shown in figure 3, the longitudinal center line of the platform is superposed with the extension line of the longitudinal center line of the general airport platform, a penetrating platform is symmetrically arranged by taking the longitudinal center line of the express airport platform, 5 m in width and 5 m in clear height, a safety channel T88 of a rain shed with a strip steel structure is communicated with a safety channel 88 of the general airport platform, airport platforms T87 which are blank along the two sides of the longitudinal safety channel T88 are separated by parking positions every 35 m, thus, two rows of airplane positions are respectively arranged at the two sides of the longitudinal safety channel of the airport, and are numbered in sequence by single number, as shown in figure 3, T101, T103, T105, T107, T109 and T111, and the other row is numbered in sequence of double numbers, T102 and T102, T104, T106, T108, T110 and T112, the drawing is limited, only 4 machine positions are drawn in the drawing, a line concentration line selector and a charging pile function selecting and charging station T89 are arranged beside each machine position and are provided with charging plugs, and charging cables are laid to the selecting and charging station T89 from the charging and distributing room 92; the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer and has a card swiping payment function; each airport is also provided with 2 berth aircraft positioning wireless signal transmitters, and accurate positioning landing is realized by virtue of an automatic flight control device on the flight.

The stop line point is set. T30 is set at the grid intersection point where the course heading of all grid edges points to the grid, and is 800 m away from the intersection point, that is, the cut-in flight segment T31 is 800 m long, the front waiting cut-in flight segment T32 is 400 m long, and the rear waiting flight segment T32 is 400 m long, as shown in FIG. 4. I.e. adding T before the fast grid A, B, C, D, E, F, and adding T before the

labels

30, 31, 32, 40, 41, 42, 46, fig. 4, 5, 6 can be used as the fast grid-like analysis of the express grid.

All distances L to the sideline are 30 m.

All vertical lifting distances H are 30 meters.

The off period is 2 minutes and the off period is 10 minutes.

The switching in, switching out and switching over the longitude and latitude flight paths of the very fast flight are according to the rule.

EXAMPLE five

in the embodiment, the ultra-fast flying net is defined as a high-level airspace of 1400 +/-15 meters to 1200 +/-15 meters, and the warp is below the latitude line, so that the fastest flying speed of 320-350 kilometers is applicable.

The side length of the ultrafast flying grid is set to be 3 times that of the ultrafast flying grid, which is 60 km, as shown in fig. 9, and is nested with the ultrafast flying grid.

An ultrafast airport. An ultrafast airport is arranged in a central grid, one end of an ultra-fast elevated airport of the central grid is extended to be connected with an elevated platform with a width of 75 meters and a clearance height of 15 meters to be used as the ultrafast airport, the mode of the ultrafast airport is as shown in figure 3, the longitudinal center line of the platform is superposed with the extension line of the longitudinal center line of the platform of the ultrafast airport, a run-through platform with a width of 5 meters and a clear height of 5 meters is symmetrically arranged by taking the longitudinal center line of the platform of the ultrafast airport as the center line, a safety channel C88 of a rain shed with a strip steel structure is communicated with a safety channel T88 of the platform of the ultrafast airport, airport platforms C87 which are blank at two sides of the longitudinal safety channel C88 are separated into parking positions every 35 meters, thus, two rows of the safety channel at two sides of the airport are respectively provided with one row of the airport are numbered in a single number sequence, such as C101, C103, C105, C107, C109 and C111, and the other row is numbered in a double number sequence such as C102, C104, C106, C108, C110 and C112, the drawing is limited, only 4 machine positions are drawn in the drawing, a line concentration selector and a charging pile function selecting and charging station C89 are arranged beside each machine position and are provided with charging plugs, and charging cables are laid to the selecting and charging station C89 from the charging and power distribution room 92; the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer and has a card swiping payment function; each airport is also provided with 2 berth aircraft positioning wireless signal transmitters, and accurate positioning landing is realized by virtue of an automatic flight control device on the flight.

The ultrafast airport, the express airport and the general airport are called three-in-one composite airport collectively, and are transfer points, namely three-in-one interconnection points of the ultrafast network, the express network and the general network.

The stop line point is set. C30 is set at the point where the course heading of all grid edges points to the grid intersection point and is 2000 meters away from the intersection point, that is, the cut-in flight segment C31 is 2000 meters long, the front waiting cut-in flight segment C32 is 1000 meters long, and the rear waiting flight segment C32 is 1000 meters long, as shown in fig. 4. I.e. C is added before the fast grid A, B, C, D, E, F, and C is added before the

labels

30, 31, 32, 40, 41, 42, 46, fig. 4, 5, 6 can be used as the analysis of the fast grid similar to the ultrafast grid.

All distances L to the sideline are 30 m.

All vertical lifting distances H are 30 meters.

The off period is 2 minutes and the off period is 13 minutes.

And switching in, switching out and switching over the longitude and latitude flight paths of the ultrafast flight according to the rules.

The speed requirements for matching the ultra-fast flying fully-automatic flight path are the same as the above.

EXAMPLE six

in this embodiment, 2-net nesting of the fast and ultra-fast nets and 3-net nesting of the fast and ultra-fast nets; the grid side length of the ultrafast network is odd times of the grid side length of the ultrafast network, if the grid side length of the ultrafast network is TN times, TN × TN ultrafast networks are nested in one ultrafast network, and if the grid side length of the ultrafast network is CN times, CN × CN ultrafast networks are nested in one ultrafast network, and TN × CN ultrafast networks are nested in the same.

The embodiment can set a universal fast elevated airport, a universal fast and 2-network-in-one composite airport and a universal fast, ultra fast and 3-network-in-one composite airport, and improves the utilization rate of airport resources and the working operation efficiency.

Example eight

in this embodiment, this embodiment very easily expands to the full-automatic flight transportation industry of freight transportation unmanned aerial vehicle, as long as with manned flying change into the flying of year thing, and at safe passageway 88, T88, the ordinary, extra-fast of C88 both sides, establish a plurality of cargo aircraft positions of the same size respectively by the ultrafast aircraft position, respectively establish a horizontal through platform 87, T87, C87 net height 5 meters, width 5 meters, the cargo passageway of belted steel structure canopy, the goods ladder of an overhead airport about two ends of passageway respectively establish, transfer warehouse and transfer equipment are established to ground, can form the full-automatic flight transportation industry of freight transportation unmanned aerial vehicle.

Example nine

in this embodiment, a construction and operation control system of a full-automatic flight operation system sharing a flight implements the construction and operation control method of the full-automatic flight operation system sharing a flight described in the above embodiments. The construction and operation management and control system of the full-automatic flight operation system shared by the embodiments can control the vertical take-off and landing multi-gyroplanes, ducted aircrafts and rotary fixed-wing aircrafts to be suitable for short-distance, medium-distance and long-distance flights, can construct a universal fast network, an ultra-fast network and an ultrafast network based on a longitude and latitude airline network, ensures the safety and reliability of the cutting-in, cutting-out and switching of the longitude and latitude airline of the flights, establishes a full-automatic flight airline from each airport starting with the same network to each airport destination, and guides the full-automatic flight from take-off cruise to landing.

The embodiments of the present invention have been described with reference to the accompanying drawings, but the present invention is not limited to the embodiments, and various changes and modifications can be made according to the purpose of the invention, and any changes, modifications, substitutions, combinations or simplifications made according to the spirit and principle of the technical solution of the present invention shall be equivalent substitutions, as long as the purpose of the present invention is met, and the present invention shall fall within the protection scope of the present invention without departing from the technical principle and inventive concept of the present invention.

Claims

1. A construction and operation control method of a full-automatic flight operation system sharing flight is applied to construction and operation control of 5 types of longitude and latitude navigation networks, wherein the 5 types of longitude and latitude navigation networks comprise a small and medium-sized fixed-wing aircraft longitude and latitude navigation network (1), a helicopter longitude navigation network (2), a self-rotating gyroplane longitude and latitude navigation network (3), an electric manned multi-rotor longitude and latitude navigation network (4) and an express delivery unmanned aerial vehicle longitude and latitude navigation network (5); the method is characterized in that:

the numerical values of the positive and negative heights represent the numerical values of the up-and-down fluctuation of the aircraft during cruise at the set height on the defined story height;

2. The method for managing and controlling the construction and operation of the full-automatic flight operation system for the shared flight according to claim 1, characterized in that: 2-network nesting of a fast network and an ultrafast network and 3-network nesting of the fast network, the ultrafast network and the ultrafast network; the grid side length of the ultrafast grids is an odd multiple of the grid side length of the ultrafast grids, if the grid side length of the ultrafast grids is an odd multiple of the grid side length of the ultrafast grids, one ultrafast grid is nested with CN ultrafast grids, and meanwhile, TN, CN and CN ultrafast grids are nested.

3. The method for managing and controlling the construction and operation of the full-automatic flight operation system for the shared flight according to claim 1, characterized in that: setting a universal fast elevated airport, a universal fast and express 2-network-in-one composite airport and a universal fast, express and ultrafast 3-network-in-one composite airport; wherein, the general express elevated airport is arranged in a selected grid of the general express network, and the airport A, B, C, D, E, F is arranged to select a section of straight and wide public traffic road, an expressway, a straight and wide street or a straight and wide drainage river channel which is close to the center of the grid as much as possible; the method for constructing the elevated road is to construct a section of straight elevated platform with the length of 100 to 500 meters, the width of 30 to 40 meters and the clearance height of 10 to 20 meters as a general airport, and is provided with a cover beam (81) and upright posts (80), and at least 2 upright posts (80) in each row along the longitudinal direction of the airport flying overhead; the airport landing platform is characterized in that a platform (87) convenient for passengers to get on and off an airport is arranged, a first elevator (83) and a second elevator (90) are arranged on two sides of the longitudinal middle part of the airport flying, a first stair (82) and a second stair (91) for getting on and off the airport platform (87) are respectively arranged near one side of each elevator, and a connecting channel platform (85) is arranged between each elevator and the corresponding stair and is used for the selectable-path three-dimensional traffic of the stairs and the elevators; arranging safety railings at the periphery of the platform; a longitudinal safety channel (88) which penetrates through the platform, is 4-5 m in width and 4-5 m in net height and is provided with a steel structure canopy is symmetrically arranged by taking the longitudinal central line of the airport platform (87); a transverse safety channel (86) of the canopy with the same specification and the strip steel structure is arranged between two elevator outlets of the platform, and a maintenance room (84) and a charging and power distribution room (92) are arranged on one side of the channel; separating individual parking positions every 12-18 m along the airport platforms (87) with blanks at both sides of the longitudinal safety channel (88), so that a row of parking positions is respectively arranged at both sides of the airport longitudinal safety channel (88); a route collecting selector and a selective charging platform (89) with the function of a charging pile are arranged beside each machine position, a charging plug is arranged, and a charging cable is laid to the selective charging platform (89) from a charging distribution room (92); the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer and has a card swiping payment function; each airport is also provided with one or at least two berth plane positioning wireless signal transmitters, and accurate positioning landing is realized by an automatic flight control device on the flight;

setting an express airport, wherein the length of the side line of the express grid is equal to odd times of the length of the side line of the express grid, arranging an express grid in the center of the express grid, so that the express airport is arranged in the central express grid, one end of the express airport of the central grid is extended to be connected with an overhead platform with a height of 120-400 m, a width of 75-85 m and a clearance height of 10-20 m as the express airport, the longitudinal center line of the platform is superposed with the extension line of the longitudinal center line of the express airport platform, and a through platform with a width of 3-5 m and a clear height of 4-5 m is symmetrically arranged by taking the longitudinal center line of the express airport platform as the express airport platform; adding T before the serial number of the airport position of the express airport; the safety channel (T88) of the canopy with the steel structure is connected with the longitudinal safety channel (88) of the ordinary airport platform, and airport positions are separated every 30-45 meters along the airport platforms (T87) which are blank at the two sides of the longitudinal safety channel (T88), so that a row of airport positions are respectively arranged at the two sides of the longitudinal safety channel of the airport; a route collecting selector and a charging pile function selecting and charging station (T89) are arranged beside each machine position and are provided with charging plugs, and charging cables are laid to the selecting and charging station (T89) from a charging power distribution room (92); the route selector is provided with a display screen and an input key, carries out wireless bidirectional data transmission with the master control electronic computer, and is also attached with a card swiping payment function; each airport is also provided with one or more berth aircraft positioning wireless signal transmitters, and accurate positioning landing is realized by virtue of an automatic flight control device on the flight; the express airport and the express airport are called a two-network-in-one composite airport collectively, and the two-network-in-one composite airport is a transfer point of the express airport and the express airport, namely a two-network interconnection point of the express airport and the express airport;

setting an ultrafast airport, wherein the side line length of the ultrafast grid is equal to odd times of the side length of the ultrafast grid, and setting a central grid in the center of the ultrafast grid so that the ultrafast airport is arranged in the central grid; the ultrafast airport and the express airport share the same size division, and C is added before the number of the ultrafast airport; the ultra-fast airport, the ultra-fast airport and the common airport are integrated into a whole, which is called a three-in-one composite airport; the three-in-one composite airport is a transfer point of an ultrafast airport, an express airport and a common airport, namely an interconnection point of three networks of an ultrafast network, an express network and a common airport.

4. The method for managing and controlling the construction and the operation of the full-automatic flight operation system based on the shared flight of claim 3, characterized in that: when the isolation belt is arranged in the middle of the road and the upright columns (80) can be arranged, at least 3 upright columns (80) in each row are arranged, and the structures of other parts are designed and adjusted by combining the design specification of the elevated road and the gravity load of the platform (87) of the airport.

5. The method for managing and controlling the construction and operation of the full-automatic flight operation system for the shared flight according to claim 1, characterized in that: setting respective stop points, stop periods and release periods of a universal network, an ultra-fast network and an ultra-fast network, and sending synchronous stop and release control signals;

the stop point of the express net is arranged at the intersection point of course heading pointing grids of all express grid side lines, and the distance point is 200-400 meters, the stop point of the express net is arranged at the intersection point of course heading pointing grids of all express grid side lines, and the distance point is 500-1000 meters, the stop point of the ultrafast net is arranged at the intersection point of course pointing grids of all ultrafast grid side lines, and the distance point is 1000-2000 meters; the method comprises the steps that the stop time period of the fast network is 1-2 minutes, the release time period is 3-6 minutes, the stop time period of the ultra-fast network is 1-2 minutes, the release time period is 5-10 minutes, the stop time period of the ultra-fast network is 1-3 minutes, and the release time period is 7-20 minutes, and synchronous control signals of the stop time and the release time of the fast network, the ultra-fast network and the ultra-fast network are all sent to a three-network flying airport by a master control electronic computer.

6. The method for managing and controlling the construction and operation of the full-automatic flight operation system for the shared flight according to claim 1, characterized in that: setting the cut-in, cut-out and switch of longitude and latitude air routes during the stop time period and the release time period of the respective flight of the three nets;

a cut-in leg (31, T31, C31) during a stop-go period while waiting for a fly to queue a cut-in leg (32, T32, C32) for hover waiting; in the stopping period, after a stopping point of a meridian route, the flying vehicle waits for flying in line and hovering by a cut-out route section (40, T40 and C40), enters a next expected grid to land, the flying vehicle needs to fly upwards for H meters to cut out in the stopping period, the H meters are not less than 20 meters, and then a 45-degree fold line is horizontally flown to cut into an extension line of a next expected grid entering route section (46, T46 and C46) to enter the grid; when the next grid is switched from a warp flight line to a weft flight line, the next grid needs to be vertically flown downwards for H meters to be cut out in a stop period, then a 45-degree horizontal flight broken line is cut into a switching flight line segment (41, T41 and C41), the horizontal flight is vertically flown downwards to the layer height of the weft flight line after 2L to 3L of the weft flight line is crossed, the horizontal flight enters a switching flight line (42, T42 and C42), the switching flight line segment is queued and hovered before the horizontal flight to the weft flight line along the flight line, and the next stop period begins, namely the 45-degree horizontal flight broken line is cut into an appointed weft line; in the stopping period, after a stopping point of a weft route, waiting for the flying of a cut-out route section (40, T40, C40) waiting for queue hovering, entering the next expected grid to land, vertically flying for H meters to cut out in the stopping period, and then flatly flying the extension line of a 45-degree fold line cut-in next expected grid entering route section (46, T46, C46) to enter the grid; when the next grid is switched from a weft route to a warp route, the next grid needs to fly upwards vertically for H meters to cut out in a stop time period, then a 45-degree horizontal-flight broken line is cut into a switching route segment (41, T41 and C41), the switching route segment vertically flies upwards to the layer height of the warp route after passing through 2L to 3L of the warp route, the switching route segment enters a switching route (42, T42 and C42), the switching route segment horizontally flies to the warp route and then queues and hovers for waiting, and the next stop time period begins, namely the 45-degree horizontal-flight broken line is cut into the predetermined warp route.

7. The method for managing and controlling the construction and operation of the full-automatic flight operation system for the shared flight according to claim 1, characterized in that: setting a flying full-automatic flight route, wherein in the similar networks of a common fast network, an ultra-fast network and an ultra-fast network, the flying takes off from a certain machine position of a certain number of rows of a certain airport, cuts in, cuts out and switches a series of full-automatic flying of longitude and latitude routes through the similar networks, and the flying route to any machine position of any one row of any airport is matched with each turning point, stop time period, flight time period, taking off, landing and the route matched with the corresponding speed of each route section is the full-automatic flight route; flying take-off, landing, hovering, steering, queuing to one end of the flight path and gathering, and the speed and the acceleration and deceleration of flying to one end of the flight path can refer to the similar maneuvering flight speed and acceleration and deceleration of a helicopter.

8. The method for managing and controlling the construction and operation of the full-automatic flight operation system for the shared flight according to claim 1, characterized in that: the unmanned aerial vehicle is characterized in that the manned flying is converted into the flying carrying, a plurality of cargo aircraft positions with the same size are respectively arranged beside the universal fast, the express fast and the ultrafast aircraft positions on two sides of a longitudinal safety channel (88, T88 and C88), a transverse through platform (87, T87 and C87) with the net height of 15 meters and the width of 5 meters is respectively arranged beside the cargo aircraft positions, a cargo channel of a strip steel structure canopy is arranged at two ends of the channel, cargo ladders of an upper elevated airport and a lower elevated airport are respectively arranged at two ends of the channel, a transfer warehouse and transfer equipment are arranged on the ground, and the full-automatic flying transportation of the cargo unmanned aerial vehicle can be realized.

9. The utility model provides a full-automatic flight operation system's that sharing flies structure and operation management and control system which characterized in that: the method for constructing and operating the full-automatic flight operation system for sharing the flight according to claim 1 is implemented.