CN116151590B - Modularized unmanned aerial vehicle airport planning method for urban air traffic - Google Patents

Modularized unmanned aerial vehicle airport planning method for urban air traffic Download PDF

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CN116151590B
CN116151590B CN202310363068.5A CN202310363068A CN116151590B CN 116151590 B CN116151590 B CN 116151590B CN 202310363068 A CN202310363068 A CN 202310363068A CN 116151590 B CN116151590 B CN 116151590B
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沈舟
李诚龙
黄龙杨
郑远
胡潇瀚
顾文勇
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Abstract

The invention relates to a modular unmanned aerial vehicle airport planning method for urban air traffic, which comprises the following steps: determining the number of reserved tarmac and the number of public airlines; determining the number of take-off and landing channels, determining the size of an apron according to the size of the unmanned aerial vehicle, and initializing an airport of the unmanned aerial vehicle; and finally, a final approach ring, a waiting height layer, a landing height layer, a take-off channel and an emergency landing layer are designed in the terminal area. The terminal area of this scheme advances to leave the ground and the apron sets up and has efficient expansibility, supports unmanned aerial vehicle take-off and land fast adjustment, and public route flow dynamic adjustment supports many unmanned aerial vehicles and takes off and land simultaneously in many public routes, adapts to different throughput capacity demands, has promoted urban air traffic's safe handling and high-efficient operation.

Description

Modularized unmanned aerial vehicle airport planning method for urban air traffic
Technical Field
The invention relates to the technical field of unmanned aerial vehicle traffic safety, in particular to a modular unmanned aerial vehicle airport planning method for urban air traffic.
Background
At present, the flow capacity bottleneck of an unmanned aerial vehicle flying in an urban airspace is concentrated in the take-off, landing, entering and leaving stages. Although the scholars are designed for the unmanned aerial vehicle airport, the scholars aim to adapt to and serve specific unmanned aerial vehicle products, only allow the unmanned aerial vehicle to take off and land singly at a time, and do not meet the use requirements of large capacity and high throughput of the logistics unmanned aerial vehicle in the urban air traffic scene, so that the development process of the small-sized freight unmanned aerial vehicle is severely restricted. Therefore, the real logistics scene needs to be considered, and the high-capacity and high-throughput logistics terminal airport structure with the capabilities of storing, transferring, distributing and the like of materials is designed. Moreover, the existing approach and departure guidance control scheme of the terminal area mainly aims at fixed wing navigation aircrafts and helicopters, and an approach and departure control strategy designed for the terminal area of the high-throughput logistics unmanned aerial vehicle is rarely available.
Disclosure of Invention
The invention aims to design an airport control strategy for high-capacity and high-throughput use requirements of a logistics unmanned aerial vehicle, and provides a modularized unmanned aerial vehicle airport planning method for urban air traffic.
In order to achieve the above object, the embodiment of the present invention provides the following technical solutions:
a modular unmanned aerial vehicle airport planning method for urban air traffic comprises the following steps:
step 1, determining the number of reserved tarmac and the number of public airlines;
step 2, determining the number of take-off and landing channels, determining the size of an apron according to the size of the unmanned aerial vehicle, and initializing an airport of the unmanned aerial vehicle;
and 3, designing a final approach circle, a waiting height layer, a landing height layer, a take-off height layer and an emergency landing layer in a terminal area.
The step 1 specifically comprises the following steps: the number of public airlines is determined to be n, and then n modules are provided, each module comprises one or more tarmac, and the number of the tarmac contained in each module is equal or unequal.
In the step 2, the step of determining the number of landing channels includes: acquiring the throughput capacity values:
Figure SMS_1
（1）
Figure SMS_2
（2）
Figure SMS_3
（3）
wherein t is window Representing a time window; c (C) surf Represented in time window t window Surface capacity of the unmanned aerial vehicle airport under the condition; c (C) apr Represented in time window t window Inner unmanned plane airportThe maximum take-off number of unmanned aerial vehicles can be ensured; c (C) dep Represented in time window t window The maximum landing number of the unmanned aerial vehicle can be ensured by the internal unmanned aerial vehicle field; n (N) park Representing the number of tarmac; n (N) 1 Representing the number of take-off channels; n (N) 2 The number of landing channels is represented and is equal to the number n of modules; t is t park Representing the time taken by the unmanned aerial vehicle to load cargo on the tarmac; t is t apr The time of the take-off channel occupied by the unmanned aerial vehicle taking off from the take-off channel is represented; t is t dep The time of the landing channel occupied by the unmanned aerial vehicle landing from the landing channel is represented;
selecting the maximum take-off number C apr And maximum drop number C dep Taking the smaller value of the two as the maximum guarantee frame number C of the unmanned aerial vehicle airport apr/dep The method comprises the steps of carrying out a first treatment on the surface of the Initializing maximum takeoff number C of unmanned aerial vehicle apr And the maximum drop number C dep Equal, calculating the number N of take-off channels by the formulas (2) and (3) 1 。
In the step 2, the step of determining the number of the landing channels further includes:
and (3) adjusting the number of reserved tarmac:
when (when)
Figure SMS_4
C is carried out by apr/dep Assignment to C surf Calculating the number N of the tarmac by the formula (1) park ；
When (when)
Figure SMS_5
No adjustment is made.
In the step 2, the step of determining the size of the apron according to the size of the unmanned aerial vehicle and initializing the airport of the unmanned aerial vehicle comprises the following steps:
let unmanned aerial vehicle horizontal dimension be 2R, correspond organism cylinder radius and be R, highly be 2h, calculate and obtain outer ball radius R and be:
Figure SMS_6
designing the radius size of a single apron as R; the individual rotors of the drone have a pitch diameter D and the spacing between adjacent tarmac center points is 2 (r+d).
In the step 3, the final proximal loop includes a first final proximal loop and a second final proximal loop, the height of the second final proximal loop is equal to the first final proximal loop, and the height of the waiting height layer is lower than the second final proximal loop;
the angle of the first final approach loop obliquely flying downwards to the waiting height layer is 30 degrees, and the angle of the second final approach loop obliquely flying to the waiting height layer is 20 degrees; and a plurality of virtual blocks are arranged on the waiting height layer, and the virtual blocks are divided into n areas corresponding to the modules.
The horizontal height difference between the second approach loop and the waiting height layer is 5D, and the number of virtual blocks is equal to the maximum landing number C dep The radius of the waiting height layer is
Figure SMS_7
The radius of the first final approach loop is
Figure SMS_8
The radius of the second final proximal turn is +.>
Figure SMS_9
。
Compared with the prior art, the invention has the beneficial effects that:
the terminal area of this scheme advances to leave the ground and the apron sets up and has efficient expansibility, supports unmanned aerial vehicle take-off and land fast adjustment, and public route flow dynamic adjustment supports many unmanned aerial vehicles and takes off and land simultaneously in many public routes, adapts to different throughput capacity demands, has promoted urban air traffic's safe handling and high-efficient operation.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of the method of the present invention;
FIG. 2 (a) is a single tarmac scenario;
fig. 2 (b) is a four tarmac scenario;
fig. 2 (c) is another four apron scenario;
FIG. 3 (a) is a schematic view of a unmanned collision cell;
fig. 3 (b) is a top view of the unmanned collision box
FIG. 3 (c) is a front view of a drone crash box;
FIG. 4 (a) is a schematic diagram of layers in a terminal area according to an embodiment of the present invention;
FIG. 4 (b) is a schematic diagram illustrating virtual block area division of a waiting height layer according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of a drop height layer rasterization in accordance with an embodiment of the present invention;
FIG. 6 (a) is a single take-off channel scenario;
FIG. 6 (b) is a multiple take-off channel scenario;
fig. 7 is a plan view of a take-off passage area according to an embodiment of the present invention, where (a) in fig. 7 is a plan view of a take-off passage area when one take-off passage is provided, (b) in fig. 7 is a plan view of a take-off passage area when two take-off passages are provided, and (c) in fig. 7 is a plan view of a take-off passage area when three take-off passages are provided.
Reference numerals
The first final approach loop 1-1, the second final approach loop 1-2, the waiting altitude layer 2, the virtual block 2-1, the landing altitude layer 3, the take-off altitude layer 4, the take-off channel 5 and the apron 6.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be made by a person skilled in the art without making any inventive effort, are intended to be within the scope of the present invention.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures. Also, in the description of the present invention, the terms "first," "second," and the like are used merely to distinguish one from another, and are not to be construed as indicating or implying a relative importance or implying any actual such relationship or order between such entities or operations. In addition, the terms "connected," "coupled," and the like may be used to denote a direct connection between elements, or an indirect connection via other elements.
Examples:
the invention is realized by the following technical scheme, as shown in fig. 1, a modular unmanned aerial vehicle airport planning method for urban air traffic comprises the following steps:
and step 1, determining the number of reserved tarmac and the number of public airlines.
According to the scheme, the number of the tarmac is self-adaptive, the tarmac and the terminal area internal airspace are divided in a modularized mode, unmanned aerial vehicles in each module land without interference, unmanned aerial vehicles in a single module land in sequence according to a queuing algorithm, so that the unmanned aerial vehicles can serve multiple public airlines, and meanwhile, multiple unmanned aerial vehicles in the terminal area can be arranged to take off and land simultaneously.
For example, please refer to fig. 2 (a) for a single apron scenario, wherein a single apron is taken as a module, a plurality of modules form an apron of an unmanned aerial vehicle airport, and each module allows a single unmanned aerial vehicle to land; referring to fig. 2 (a), there are four modules, such as No. 1, no. 2, no. 3, and No. 4, then the unmanned aerial vehicle airport allows four unmanned aerial vehicles to land simultaneously. For another example, please refer to fig. 2 (b) for a four-apron scenario, wherein four-apron is used as one module, and a plurality of modules form an apron of an unmanned aerial vehicle airport, and even if one module comprises four-apron, only one unmanned aerial vehicle is allowed to land in one module; fig. 2 (b) has four modules, such as No. 1, no. 2, no. 3, no. 4, and then the unmanned aerial vehicle airport allows four unmanned aerial vehicles to land simultaneously. It will be readily appreciated that referring to fig. 2 (c), the number of tarmac within each module may not be equal and that each tarmac may be divided into another module at any time.
According to the scheme, the unmanned aerial vehicle airport with the parking apron is designed by adopting a modularized framework, the follow-up approach guiding strategy can be adapted to unmanned aerial vehicle airports with different numbers of parking apron, the unmanned aerial vehicle airport with the parking apron has high expansibility, the parking apron is supported to be quickly adjusted, the adaptive capacity expansion and reduction can be carried out according to the number of corresponding airlines and the number of flights of the real-time airport, and different throughput requirements are met.
The quantity of public air route is according to unmanned aerial vehicle airport's commodity circulation demand, if there are n public air route in terminal district, divide into n modules with the air park, can realize n unmanned aerial vehicle landings simultaneously. The number of tarmac in each module can be adjusted according to the actual flow of the individual public airlines. For example, if a certain public route is too busy, the number of tarmac can be planned for the modules corresponding to the public route.
And 2, determining the number of take-off and landing channels, determining the size of an apron according to the size of the unmanned aerial vehicle, and initializing an airport of the unmanned aerial vehicle.
Unmanned aerial vehicle of this scheme lands, takes off and is the model at perpendicular airport, and unmanned aerial vehicle airport's capacity receives the limit of air park quantity and take off and land passageway quantity, has:
Figure SMS_10
（1）
Figure SMS_11
（2）
Figure SMS_12
（3）
wherein t is window Representing a time window; c (C) surf Represented in time window t window Surface capacity of the unmanned aerial vehicle airport under the condition; c (C) apr Represented in time window t window The maximum take-off number of the unmanned aerial vehicles can be guaranteed by the internal unmanned aerial vehicle field; c (C) dep Represented in time window t window The maximum landing number of the unmanned aerial vehicle can be ensured by the internal unmanned aerial vehicle field; n (N) park Representing the number of tarmac; n (N) 1 Representing the number of take-off channels; n (N) 2 Representing the number of drop channels; t is t park Representing the time taken by the unmanned aerial vehicle to load cargo on the tarmac; t is t apr The time of the take-off channel occupied by the unmanned aerial vehicle taking off from the take-off channel is represented; t is t dep The time of the landing channel occupied by the unmanned aerial vehicle landing from the landing channel is represented. It should be noted that, since only one unmanned aerial vehicle is allowed to land at the same time in each module, the number of landing channels N 2 Equal to the number of modules n.
Selecting the maximum take-off number C apr And maximum drop number C dep Taking the smaller value of the two as the maximum guarantee frame number C of the unmanned aerial vehicle airport apr/dep . When the surface capacity C of the unmanned aerial vehicle airport surf And maximum guaranteed times C apr/dep When the tarmac is equal, the Rong Liuping balance point of the unmanned aerial vehicle airport is reached, and the number of the tarmac at the moment is the optimal number of the tarmac.
Before the unmanned aerial vehicle airport is formally started, the take-off and landing capacity of the unmanned aerial vehicle is required to be initialized, and the maximum take-off quantity and the maximum landing quantity of the unmanned aerial vehicle are equal, namely C apr =C dep Then the number N of take-off channels can be calculated by the formulas (2) and (3) 1 (if the calculation result contains decimal, the integer part is reserved and then 1 is added as the calculation result). In the scene, the maximum guarantee frame times are equal to the maximum take-off number and the maximum landing number, and the situation that the maximum guarantee frame times are limited by the maximum take-off number and the maximum landing number does not exist.
After obtaining the throughput capacity values, the number of reserved tarmac can be adjusted:
（1）
Figure SMS_13
the unmanned aerial vehicle field is capable of meeting the normal entering and leaving tasks of the unmanned aerial vehicle, but part of the parking apron has idle conditions, and C is as follows apr/dep Assignment to C surf Calculating the number N of the tarmac by the formula (1) park 。
（2）
Figure SMS_14
The unmanned aerial vehicle airport is not satisfied with the normal entering and leaving tasks of the unmanned aerial vehicle, is limited by the number of the parking apron, and is C apr/dep Assignment to C surf Calculating the number N of the tarmac by the formula (1) park The corresponding number of tarmac is increased.
（3）
Figure SMS_15
Illustrating that the number of the reserved tarmac of the unmanned aerial vehicle airport is exactly equal to the number N of the tarmac park 。
The unmanned aerial vehicle collision box is a space entity which takes the unmanned aerial vehicle with multiple rotors as the center and comprises a certain surrounding area. The shape of a multi-rotor unmanned aerial vehicle is generally complex and irregular, and therefore causes a lot of inconvenience in calculating the collision probability, and modeling of the collision area is required to simplify the calculation process. Referring to fig. 3 (a), the smallest outer sphere of the unmanned plane body cylinder is taken as a collision box of the unmanned plane, fig. 3 (b) is a top view of the collision box, and fig. 3 (c) is a front view of the collision box. Let unmanned aerial vehicle horizontal dimension maximum value be 2R, its corresponding organism cylinder radius then be R, highly be 2h, can calculate and obtain outer ball radius R and be:
Figure SMS_16
the radius size of the individual tarmac is designed as R (circular tarmac).
The pneumatic interference among the rotor wings in the unmanned aerial vehicle can lead to the reduction of the single rotor wing pulling force of the whole machine and the increase of the torque, so that the pneumatic efficiency of the whole machine is reduced. When the double-aircraft has a transverse interval of X=1D (D is the pitch diameter of a single rotor wing), the pulling force of the rotor wing positioned at one side of the wake zone is reduced, the pitching moment acting on the rear aircraft is obvious, and the unmanned aircraft has a side turning risk; when the transverse interval X is more than or equal to 2D, the aerodynamic interference between two machines is weak, so that the interval between the center points of adjacent tarmac is 2 (R+D).
And 3, designing a final approach circle, a waiting height layer, a landing height layer, a take-off channel and an emergency landing layer in a terminal area.
The situation that a plurality of unmanned aerial vehicles collide when taking off and landing activities are carried out on the unmanned aerial vehicle airport is solved from the top layer angle, the terminal area of the unmanned aerial vehicle airport is planned, and the final approach circle, the waiting height layer, the landing height layer, the take-off height layer and the emergency landing layer are arranged.
(1) Final approach ring
Referring to fig. 4 (a), the final approach circle is a circular boundary of the terminal area, which is highest in height and largest in radius in each layer, and the approach unmanned aerial vehicle slides down from the public route, and reaches the final approach circle first, indicating that the approach unmanned aerial vehicle reaches the terminal area of the unmanned aerial vehicle airport. In one embodiment, the number of the final approach loops is two, the heights of the final approach loops are the same, the final approach loops are the first final approach loop and the second final approach loop, and the unmanned aerial vehicle can be selected to fly to any final approach loop and then slide down to a waiting height layer in a oblique flight.
(2) Waiting for a height layer
The angles of the two final approach loops which obliquely fly down to the waiting height layer are 30 degrees and 20 degrees respectively, the waiting height layer is round, the radius is smaller than that of the final approach loop, and the horizontal height difference between the two final approach loops and the final approach loop with lower height is 5D. A plurality of virtual blocks are arranged on the waiting height layer, a certain safety interval is kept among the virtual blocks, each virtual block holds one unmanned aerial vehicle to hover at the waiting height layer, and the safety interval can be kept when each unmanned aerial vehicle hovers at the waiting height layer.
Referring to fig. 4 (b), if there are 4 public airlines, the apron has 4 modules, the waiting altitude layer also corresponds to 4 areas, such as area No. 1, area No. 2, area No. 3, and area No. 4, wherein the unmanned aerial vehicle of the 1 st public airline is hovered from the final approach circle to the area No. 1 of the waiting altitude layer, the unmanned aerial vehicle of the 2 nd public airline is hovered from the final approach circle to the area No. 2 of the waiting altitude layer, and the rest is the same. Thus, for how many zones the waiting altitude layer has in particular, and how many virtual blocks each zone contains, the modules are divided by the tarmac and the number of tarmac contained in each module, but the number of virtual blocks in a certain zone is not necessarily equal to the number of tarmac of the corresponding module. For example, the unmanned aerial vehicle with the 1 st public route has the largest flow, and the divided 1 st module has the largest number of tarmac and the 1 st area corresponding to the waiting altitude layer has the largest number of virtual blocks.
Assuming n public routes, the number of virtual blocks is equal to the maximum number of landings C dep The radius of the waiting height layer is
Figure SMS_17
. The radius of the first final approach loop is +.>
Figure SMS_18
The radius of the second final approach loop is
Figure SMS_19
。
(3) Landing height layer
Experiments show that when the multi-rotor unmanned aerial vehicle is in a vertical descending state and in a 30 ℃ oblique flying descending state, the multi-rotor unmanned aerial vehicle can enter a vortex ring state, and when the vertical descending speed is 4m/s, the multi-rotor unmanned aerial vehicle is in the vortex ring state, and the pull loss of a rotor can reach 15%, so that the unmanned aerial vehicle needs to complete descending at a small speed and a short distance in the vertical descending stage. The purpose of setting the landing height layer is to set a safe vertical landing height between the waiting height layer and the apron for the multi-rotor unmanned aerial vehicle so as to reduce the influence of the vortex ring state on the operation of the unmanned aerial vehicle. The difference in level between the landing level and the waiting landing level is 5D. Please refer to fig. 5, which is a projection of the ground tarmac on the landing level after rasterization, wherein the vertical line of the hollow origin represents the vertical landing route of the unmanned aerial vehicle.
(4) Flying height layer
The flying height layer is lower than the landing height layer, the configuration of the flying height layer is similar to the landing height layer, and the flying height layer is the projection of the landing height layer after the tarmac is rasterized. And after the unmanned aerial vehicle receiving the take-off instruction climbs to the take-off height layer from the parking apron, the unmanned aerial vehicle goes to the take-off channel.
(5) Takeoff channel
Referring to fig. 6 (a), the take-off channel is configured as a cylindrical airspace, located in the central zone of the terminal area, and the unmanned aerial vehicle arriving at the take-off channel vertically climbs to a corresponding height to complete departure, and goes to the public route of the mission (the take-off altitude layer and the landing altitude layer are omitted). The number of take-off channels results from step S2, when there are a plurality of take-off channels, as shown in fig. 6 (b), each of which is located in the center zone of the terminal area. In the top view, the take-off channel area is circular and comprises one or more take-off channels, as shown in (a) of fig. 7, when only 1 take-off channel exists, the cylinder where the take-off channel exists is the take-off channel area; when there are 2 take-off channels, the dotted circle in (b) in fig. 7 is the take-off channel area; when there are 3 take-off channels, the dotted circle in (c) of fig. 7 is the take-off channel region. When a plurality of take-off channels exist, the interval between the central points of each take-off channel is 2 (R+D), the take-off channel area is circumscribed with each take-off channel, and the distance between the central point of each take-off channel and the nearest central point of the apron is more than or equal to 2 (R+D).
(6) Emergency landing layer
Besides the normal flight of the unmanned aerial vehicle, the object in emergency treatment transported by the unmanned aerial vehicle or the unmanned aerial vehicle is not good in self state, emergency landing is required, an emergency landing layer is arranged to be lower than a take-off height layer, and the unmanned aerial vehicle emergency landing route should fly to an apron along the shortest path so as to ensure that the unmanned aerial vehicle can rapidly complete safe landing.
To sum up, unmanned aerial vehicle airport planning is completed. Under a single apron scene, after an approaching unmanned aerial vehicle arrives at any final approach circle, the unmanned aerial vehicle obliquely flies downwards to slide to a virtual block of a waiting height layer, descends to a projection position vertically corresponding to the apron in the landing height layer after receiving a confirmation instruction, and then vertically descends to the corresponding apron to finish the approach. After the unmanned aerial vehicle leaving the ground loads goods, the unmanned aerial vehicle climbs to a flying height layer from the parking apron, or the unmanned aerial vehicle climbs to the height layer and then loads the goods, then goes to a take-off channel, and finally climbs to complete leaving the ground. The scene principle of the multiple tarmac is the same and will not be described again.
In a further scheme, when the overall approach flow of the unmanned aerial vehicle airport increases, the landing time t is set dep Shortened to t dep1 The throughput capacity values can be calculated by the formulas (1), (2) and (3): c (C) surf 、C dep 、C apr 、C apr/dep . If it is
Figure SMS_20
The method shows that although the unmanned aerial vehicle field can meet the normal entering and exiting tasks of the unmanned aerial vehicle, the maximum guarantee of the frame number C apr/dep Subject to maximum take-off number C apr (i.e. number of take-off channels N 1 ) Is limited by the number of (a). Thus, the number N of take-off channels can be increased 1 To improve the maximum guarantee period of the unmanned aerial vehicle airport by calculating the obtained C dep Assigned C apr Then calculate new N by the formula (2) 1 . If->
Figure SMS_21
No adjustment is made. Like step S2, C is surf And C apr/dep The comparison is made to adjust the number of tarmac.
In a further scheme, when the incoming flow of a certain public route in the unmanned aerial vehicle airport is increased, the difference from the integral incoming flow increase of the unmanned aerial vehicle airport is that only the number of take-off and landing channels and the number of tarmac corresponding to the route are adjusted, so that only the integral number of take-off and landing channels and the number of tarmac are converted into the number of take-off and landing channels and the number of tarmac under the route.
In a further aspect, steps S1-S3 are repeated when the number of common airlines in the unmanned airport changes.
To sum up, the terminal area entering and leaving field and the apron setting of this scheme have efficient expansibility, support unmanned aerial vehicle take-off and land fast adjustment, public route flow dynamic adjustment supports many unmanned aerial vehicles to take off and land simultaneously in many public routes, adapts to different throughput capacity demands, has promoted the safe use and the high-efficient operation of urban air traffic.
The foregoing is merely illustrative of the present invention, and the present invention is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (3)

1. A modular unmanned aerial vehicle airport planning method for urban air traffic is characterized in that: the method comprises the following steps:
step 1, determining the number of reserved tarmac and the number of public airlines;
the step 1 specifically comprises the following steps: determining that the number of public airlines is n, and then, n modules are provided, wherein each module comprises one or more tarmac, and the number of the tarmac contained in each module is equal or unequal;
step 2, determining the number of take-off and landing channels, determining the size of an apron according to the size of the unmanned aerial vehicle, and initializing an airport of the unmanned aerial vehicle;
in the step 2, the step of determining the number of landing channels includes: acquiring the throughput capacity values:
Figure QLYQS_1
wherein t is window Representing a time window; c (C) surf Represented in time window t window Watch of unmanned aerial vehicle airport under conditionSurface capacity; c (C) apr Represented in time window t window The maximum take-off number of the unmanned aerial vehicles can be guaranteed by the internal unmanned aerial vehicle field; c (C) dep Represented in time window t window The maximum landing number of the unmanned aerial vehicle can be ensured by the internal unmanned aerial vehicle field; n (N) park Representing the number of tarmac; n (N) 1 Representing the number of take-off channels; n (N) 2 The number of landing channels is represented and is equal to the number n of modules; t is t park Representing the time taken by the unmanned aerial vehicle to load cargo on the tarmac; t is t apr The time of the take-off channel occupied by the unmanned aerial vehicle taking off from the take-off channel is represented; t is t dep The time of the landing channel occupied by the unmanned aerial vehicle landing from the landing channel is represented;
selecting the maximum take-off number C apr And maximum drop number C dep Taking the smaller value of the two as the maximum guarantee frame number C of the unmanned aerial vehicle airport apr/dep The method comprises the steps of carrying out a first treatment on the surface of the Initializing maximum takeoff number C of unmanned aerial vehicle apr And the maximum drop number C dep Equal, calculating the number N of take-off channels by the formulas (2) and (3) 1 ；
In the step 2, the step of determining the number of the landing channels further includes:
and (3) adjusting the number of reserved tarmac:
when (when)
Figure QLYQS_2
C is carried out by apr/dep Assignment to C surf Calculating the number N of the tarmac by the formula (1) park ；
When (when)
Figure QLYQS_3
No adjustment is made;
in the step 2, the step of determining the size of the apron according to the size of the unmanned aerial vehicle and initializing the airport of the unmanned aerial vehicle comprises the following steps:
let unmanned aerial vehicle horizontal dimension be 2R, correspond organism cylinder radius and be R, highly be 2h, calculate and obtain outer ball radius R and be:
Figure QLYQS_4
designing the radius size of a single apron as R; the diameter of each single rotor wing of the unmanned aerial vehicle is D, and the interval between the center points of adjacent tarmac is 2 (R+D);
and 3, designing a final approach circle, a waiting height layer, a landing height layer, a take-off channel and an emergency landing layer in a terminal area.
2. The modular unmanned aerial vehicle airport planning method for urban air traffic according to claim 1, wherein: in the step 3, the final proximal loop includes a first final proximal loop and a second final proximal loop, the height of the second final proximal loop is equal to the first final proximal loop, and the height of the waiting height layer is lower than the second final proximal loop;
the angle of the first final approach loop obliquely flying downwards to the waiting height layer is 30 ℃, and the angle of the second final approach loop obliquely flying to the waiting height layer is 20 ℃; and a plurality of virtual blocks are arranged on the waiting height layer, and the virtual blocks are divided into n areas corresponding to the modules.
3. The modular unmanned aerial vehicle airport planning method for urban air traffic according to claim 2, wherein: the level difference between the second final approach loop and the waiting level is 5D, and the number of virtual blocks is equal to the maximum landing number C dep The radius of the waiting height layer is
Figure QLYQS_5
The radius of the first final approach loop is
Figure QLYQS_6
The radius of the second final proximal turn is +.>
Figure QLYQS_7
。
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