CN117409617A - Multi-operator urban air traffic management data processing system - Google Patents
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Abstract
The invention discloses a multi-operator urban air traffic management data processing system, which comprises a digital core module, a digital control module and an unmanned aerial vehicle twin flight module, wherein the digital core module is used for constructing a digital virtual entity of a real scene component; the digital control module is used for supporting the whole system; the unmanned aerial vehicle twin flight module is used for constructing a physical map in the digital twin system; the digital core module comprises a multi-operator management module, a digital space information module and a digital situation information module; the digital control module comprises a data fusion module, a space management module and a twin engine module; the space management module is used for space data uploading management, space data format conversion, space data editing and space data export.
Description
The application is a divisional application of an invention patent application with the application number of 202310937270.4, the application date of 2023, month 07 and 28 and the invention name of digital twin-based urban air traffic management data processing system.
Technical Field
The invention relates to the field of intelligent air traffic management, in particular to a digital twinning-based urban air traffic management data processing system.
Background
With the advent of unmanned aerial vehicle systems, urban air traffic management is faced with unprecedented challenges. Urban air traffic management presents a number of difficulties: 1. high dimensional airspace complexity. The air traffic management is not set based on two-dimensional road rules like road traffic, and an airspace is constructed by a three-dimensional space, so that not only the air flight but also the ground taking-off and landing requirements are considered. Besides the dimension of the navigation plane, the design of the channel in the airspace also needs to consider a height layer, and the channel and the track are virtual and have no limitation of physical conditions, so that the emergency problem is more likely to occur. The space domain has more interference factors, and weather, communication, foreign matters and the like can influence the effective execution of the space domain rule. 2. Multiple types of unmanned systems coexist. Unmanned aerial vehicle design manufacturers are all in line with each other, and various multi-rotor, fixed-wing and tilt-rotor systems are rushed into the market. The regulatory authorities record the selling of the existing products and limit the flying of the existing products under the requirement of regulations, but the existing products are difficult to consider such as performance parameters of various unmanned aerial vehicle systems, and unified management cannot be realized according to the performance. 3. Multiple operational service providers coexist. Compared with the situation that an internationalized supervision system of the man-machine passenger transport system is used for constraint and public airport service is engaged, the navigation unmanned aerial vehicle field is provided with services by various operation service providers according to products of the man-machine passenger transport system, and different supervision systems are provided. The functions, the action and the effects of the multi-operation system are different, and the realized flight control and business processes are also completely different. These present problems for the integrated management of urban air traffic.
In the field of urban air traffic, data occupies the most important position, and digital airspace management of air traffic is a big problem. Urban scenes have high complexity, high dynamic property and high density of air-ground combination, and collision between aircrafts and obstacles or between aircrafts is easy to occur, and even personal safety is influenced. For processing complex space information, the best analysis method is to construct a high-precision digital twin space, imagine three-dimensional real scene elements in a virtual world, form labels, conduct classified management, establish indexes with situation data, visualize complex scenes and business processes, conduct statistics and analysis on capacity level, operation characteristics, safety risks, economic elements and the like of the whole complex system through data, give reasonable management suggestions, and achieve intelligent traffic management in a certain sense. The conventional system does not provide a convenient and practical public data processing platform so as to realize data sharing and supervision index delivery.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention provides a digital twinning-based urban air traffic management data processing system, which is used for meeting the information sharing and management requirements of a multi-operator unmanned aerial vehicle operation scene in a city.
The invention is realized by adopting the following technical scheme:
the utility model provides a city air traffic management data processing system based on digital twin, includes digital core module, digital control module and unmanned aerial vehicle twin flight module, wherein: the digital core module is used for constructing a digital virtual entity of the real scene component; the digital control module is used for supporting the whole system; the unmanned aerial vehicle twin flight module is used for constructing a physical map in the digital twin system; the digital core module comprises a multi-operator management module, a digital space information module and a digital situation information module; the digital control module comprises a data fusion module, a space management module and a twin engine module.
The digital twin urban air traffic management data processing system comprises: the multi-operator management module is a system integrated version of a comprehensive management and control platform of an unmanned aerial vehicle operator, which is carried on a digital twin urban air traffic management data processing system.
The digital twin urban air traffic management data processing system comprises: the multi-operator management module is used for receiving a flight approval application of a comprehensive management and control platform of an unmanned aerial vehicle operator, giving feedback of approval or not, issuing a flight control instruction and sending a flight alarm; dynamic flight information from a comprehensive management and control platform of the unmanned aerial vehicle operator is received.
The digital twin urban air traffic management data processing system comprises: the digital space information module is used for storing three-dimensional model information and geographic information, and is used for constructing a refined model of a city through superposition, fusion and display of a space management module algorithm and displaying a space environment near a landing field related to unmanned aerial vehicle flight.
The digital twin urban air traffic management data processing system comprises: the digital situation information module is used for storing the following information: flight planning, flight path, and restricted airspace information.
The digital twin urban air traffic management data processing system comprises: the data fusion module is used for integrating data information from the multi-source platform, and carrying out unified release and call to form a comprehensive alarm; the input of the data fusion module comprises: the digital situation information module is used for obtaining flight plans, flight tracks and limited airspace information, obtaining space and imaging element model information of a manned and unmanned aerial vehicle by the digital space information module, and obtaining registration information, approval information and operation decision information by the digital multi-operator management module; the output includes: custom domain situation data information, custom domain space information and comprehensive alarm information.
The digital twin urban air traffic management data processing system, wherein applicable scenes of the flight plan information comprise: waypoint flight scenes, route flight scenes, mission flight scenes.
The digital twin urban air traffic management data processing system comprises: under a waypoint flight scene, flight plan information comprises a waypoint sequence; generating flight plan information in a airline flight scene includes: describing a route; discretizing the route to generate a waypoint sequence; generating flight plan information in a mission flight scenario includes: describing task elements; a sequence of tasks is formed.
The digital twin urban air traffic management data processing system comprises: the output of the custom domain space information is used for an operator to carry out route planning, and a special area and a man-machine operation area are avoided, wherein the special area comprises a no-fly area; the man-machine operation area comprises three-dimensional model information of a building and an airport building.
The digital twin urban air traffic management data processing system mainly comprises the following comprehensive alarm information: track deviation alarming; alarming when the capacity exceeds the limit; and (5) track conflict alarm.
Drawings
FIG. 1 is a schematic diagram of a digital twinning-based urban air traffic management data processing system;
FIG. 2 is a schematic diagram of a digital core module structure;
FIG. 3 is a schematic diagram of the spatial domain processing of an urban logistics scene;
FIG. 4 is a schematic view of a top view approach point of the landing field airspace;
FIG. 5 is a schematic illustration of a channel airspace, an aircraft parcel airspace, and an emergency channel airspace.
Detailed Description
The following describes embodiments of the present invention in detail with reference to fig. 1 to 5. The embodiments are exemplary only, and are not to be construed as limiting the invention. It should be apparent that the described embodiments of the invention are only some, but not all 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.
Reference in the specification to "one embodiment" or "some embodiments" or the like means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the invention. Thus, the terms "comprising," "including," "having," and variations thereof herein mean "including but not limited to," unless expressly specified otherwise.
As shown in fig. 1-5, the digital twin-based urban air traffic management data processing system comprises: the unmanned aerial vehicle twin flight system comprises a digital core module, a digital control module and an unmanned aerial vehicle twin flight module. Wherein:
1. digital core module
The digital core module is used for constructing a digital virtual entity (digital twin scene) of the real scene component, and as shown in fig. 2, the module comprises a multi-operator management module, (digital) space information module and (digital) situation information module, and is a core for constructing the digital twin scene. The digital twin scene refers to a digital scene of a real air traffic operation scene, and is a virtual model capable of accurately reflecting the real scene. The digital twin scene is constructed, so that multi-source operation data can be gathered, a low-altitude space model is standardized, the scene is presented with high precision, and operation decision and calculation and execution of an alarm strategy are facilitated. Wherein:
the multi-operator management module is a system integrated version of a comprehensive management and control platform (called an A system for short) which is truly operated by an unmanned aerial vehicle operator and is mounted on a digital twin system, and is also called an unmanned aerial vehicle multi-operator operation system (called an S system for short). And the S system receives the flight approval application of the A system, gives feedback of approval or not, gives a flight control instruction to the A system, sends a flight alarm and receives dynamic flight information from the A system. The digital multi-operator management module is provided with a plurality of S systems so as to adapt to different A systems. And recording all registration information of the aircrafts operated in the A system through the S system, and recording and warehousing names and contact ways of personnel or units such as factories, operators, supervisors and the like for preparing other modules to complete data association. The S system refers to an operation system of the unmanned aerial vehicle. For the aspect of the unmanned aerial vehicle, the digital situation information module receives the data of the unmanned aerial vehicle operation system (F system), and the information of the position, the speed and the like of the aircraft of the unmanned aerial vehicle can be further considered in the unmanned aerial vehicle operation management process to generate comprehensive alarm data service, such as the unmanned aerial vehicle obstacle avoidance is realized when the unmanned aerial vehicle and the unmanned aerial vehicle collide with each other, and the unmanned aerial vehicle flight area is bypassed.
And the digital space information module is used for storing three-dimensional model information (such as BIM) and Geographic Information (GIS), overlapping, fusing and displaying through a space algorithm, constructing a refined model of any city, and displaying the space environment near the landing field related to the unmanned aerial vehicle flight by a multipoint. The three-dimensional model information includes, in addition to environmental models such as small landing sites, airports, runways, low-altitude obstacles, etc., three-dimensional models of infrastructure (such as communication base stations, navigation and surveillance (CNS) facilities), various unmanned aerial vehicles and unmanned aerial vehicles, and three-dimensional models of imaging elements such as airlines, airspace, restricted flight zones, etc., for rendering displays. The format of the above spatial data may be expressed by the following form: space class: SHP, DWG, MTX, KML, OSGB, 3Dtiles, etc. and file classes: CSV, TXT, JSON, excel, XML, etc.
The digital situation information module is mainly used for storing key information of the following three aspects: 1. flight planning, 2, flight path, 3, restricting airspace. Wherein the flight plan includes: 1. flight planning from the A-system; 2. flight planning from the F system. The content of the flight plan is different according to application scenes, and most abundant is the flight plan considering the four-dimensional flight path of the time dimension.
1. The flight plan information is designed with the following classifications according to different scenarios:
s a1 waypoint flight scene
The unmanned aerial vehicle is suitable for a small multi-rotor unmanned aerial vehicle, and can execute flight tasks according to waypoints. The flight plan consists of a sequence of waypoints, and in the invention, in order to construct a high-precision digital twin scene, a time dimension is required to be increased.
Waypoint sequence:wherein->Representing a waypoint information,/->For initial waypoint, +.>Is the landing waypoint.
Waypoint information:the vector is a one-dimensional vector and comprises 4 elements, namely an expected arrival time value, a waypoint latitude, a waypoint longitude and an altitude.
The low-speed small multi-rotor flying speed control is good, and the single time value can be used for describing the waypoint time information in a flying plan. However, unmanned aerial vehicles with high flying speed after taking off, such as tilting rotor type, have poor time control capability. Then the flight plan consideration time frame will be one interval (t 1, t 2) in order to be suitable for use with multiple drone types. The waypoint information in this case is represented as follows:
t1 and t2 are based on the average cruising speed of the aircraft passing the waypointAnd (3) determining:
l is the length of the fuselage,is the desired time point of arrival, t1 and t2 correspond to the terms +.>The time interval is drawn before and after the center, t being the midpoint between t2 and t 1.
S a2 route flight scene
The method is applied to the operation contents such as line inspection flight and the like, and the flight belongs to the flight with larger requirements on the grip control capability along the line.
The construction of the route flight scene comprises two steps, sa2-1 is a description route, sa2-2 is a discretization of the route, and a waypoint sequence is generated.
S a2-1 describes the route in the following format:
route sequenceWherein->Representing a route information,/->For the initial course>To end the route.
Route information:the vector is a one-dimensional vector and comprises 5 elements, namely an expected arrival time value of an initial point of the route, a latitude of the initial point of the route, a longitude of the initial point of the route, an altitude of the initial point of the route and a direction angle of the route. The altitude in the single route information is set to be unchanged, and the altitude between the route information can be different.
S a2-2 discretizing the route information to obtain waypoint information
The specific method for obtaining the waypoint information is as follows: will beDiscretizing, taking line segments M equally, wherein the value method of M is as follows:
wherein DIST represents a distance function, l d Is the flight distance of the section of the route, t d Is the control instruction transmission period, for example, here taken to be 0.5s.
Thereby willThe average is divided into M points to obtain the navigation point sequence information: />
Wherein the information of each waypoint is;where t represents the desired time to reach that point, it is convenient to calculate the course tracking control capability later.
With such a definition, we can obtain the control effect parameters by comparing the differences between the actual flight path and the flight plan
Wherein,is the distance between the actual position of each discrete point and the planned position, +.>Position information representing the flight plan of the jth discrete waypoint on the ith route,/>Representing the position information of the flight path after the actual flight corresponding to the jth discrete navigation point on the ith section of the route. The two points take the distance value, multiply the average speed of the ith section of route, multiply the transmission period of the control command, take 0.5s here and do integration. Integrating the aviation segments, and integrating the flight plans of the plurality of aviation segments of the whole stripIs the area of deviation. />Is the length of the ith leg.
Here, theEquivalent to the control effect of the actual track when averaging the offset distance, +.>The smaller the track control effect is, the better.
S a3 mission flight scenario
S a3-1 describes task elements
For mission-type flights, defining a flight plan may include the following mission items, such as: hover detection, hover, item delivery, cargo delivery, personnel search, and the like. The task item refers to tasks in the navigation point range program, such as hover point detection, and refers to tasks hovering near a point; the articles are put on a fixed point, and the searcher searches in a range. Then, based on this property, a flight plan is defined, unlike the definition of the course in S a, but rather a range of events and spaces centered at the coordinate point. Explanation follows regarding the following:
first describing task-type set zFor example, one can define +.>For hover detection, <' > for hover detection>For spiraling and/or winding>For fixed point delivery>For dispensing goods at fixed points>For site-directed monitoring, etc.
S a3-2 form a task sequence
Defining a task item as
Matching S a waypoint operations, for example: the mission-containing waypoint sequence is described as:wherein->Represents->Class tasks appear at the 2 nd waypoint sequence position, < >>Represents->Class tasks occur at the 4 th waypoint sequence bit. The group of mission-containing flight plans is then executed by the aircraft from +.>Starting from, first fly ∈ ->Then at +.>The described position performs the z1 class task, refeeded +.>Point, in->The described location performs the z3 class task. Then->The information described is defined as follows:
defining task information for a task z:
is the middle point of the desired execution task time range, < >>And->The length is set according to the length of the expected execution task, and the task is customized according to the task, such as hovering the task, so that the hovering initial time is +.>The end time is. The spatial range of task execution is represented by a rectangle, which is forward with longitude and latitude, i.e. the upper left corner is [ -degree>]The lower right corner coordinates are [ ]>]Thus, a square area is marked out, and tasks are executed in the area. The height of task execution is set to one, alt.
If the flight plan of a mission is roughly estimated, the following stepsDefinition translates into pure point mode, i.e.:
wherein->，/>，/>This allows for integration with other steps.
2. The flight path is essentially the same as the flight plan, and describes the path, but the flight plan refers to a rough path setting before flight, the flight time range of the flight path can be widened (the setting of t1 and t2 mentioned in S a), and the flight path is real-time path information dynamically transmitted in the flight process, mainly comprising information of spatial position, speed, direction and the like of the aircraft, and the accuracy of the flight path is higher than that of the flight plan. At the same time, the front side also describes how to judge whether the track control is good or bad, i.e. useAnd (5) comparing. The flight path also takes into account information from the F system (e.g., flight path and flight plan, etc.).
3. The limited airspace information comprises information of the types of a restricted airspace zone, a limited zone, a dangerous zone and the like, and can be digitally described by adding a height limit to the polygonal geographic position of airspace projection according to the international navigational chart standard.
2. Digital control module
The digital control module supports the framework of the whole system and comprises a data fusion module, a space management module and a twin engine module.
And the data fusion module is used for integrating the data information from the multi-source platform, and carrying out unified release and call to form a comprehensive alarm. Specifically, the inputs to the data fusion module include: 1. the digital situation information module obtains information such as flight plans, flight tracks, limited airspace and the like; 2. the digital space information module obtains space and imaging element model information of the unmanned aerial vehicle; 3. registration information, approval information, operational decision information (including which aircraft He Shiduan is flown, which logistics distribution routes are operated, etc.) and the like obtained by the digital multi-operator management module. The output includes: 1. custom domain situation data information; 2. customizing domain space information; 3. and (5) synthesizing alarm information.
The user-defined domain situation data information is obtained by integrating the data of the situation information module by the data fusion module, screening, publishing and outputting the areas according to the needs of operators, and the user-defined domain information including the data of tracks, dynamic positions and the like is obtained. The output of the space information of the custom domain is mainly convenient for operators to carry out route planning, avoids special areas such as no-fly areas, man-machine operation areas and the like, and comprises three-dimensional model information of buildings such as buildings, airports and the like. The comprehensive alarm information mainly comprises the following aspects: 1. and (5) warning out of track deviation. 2. And alarming when the capacity exceeds the limit. 3. And (5) track conflict alarm. And the comprehensive alarm information is sent to the A system by the data fusion module through the S system. The urban air traffic management data processing system does not influence the decision of the F system, namely the data fusion module does not output an alarm to the F system.
The method for determining the comprehensive alarm information according to the user-defined domain situation data information comprises the following steps:
s b 1A evaluation of the track that has occurred in the past
Comparing the flight path of the unmanned aerial vehicle generated from the beginning of take-off at each moment with the flight plan of the corresponding stage, and calculating, see S a2-2 step. If->When the number is larger than 1 times of the maximum width of the machine body, a track abnormality alarm is sent out; if a track abnormality alarm is sent, and the course deviation is judged to exceed 90 degrees and the track deviation index is +.>When the maximum width of the machine body is more than 5 times, a track deviation alarm is sent out.
S b2 evaluation of planned tracks from a distance in the future
Due to flyingThe planning, i.e. planning track, is in the present system using four-dimensional data, i.e. information comprising both temporal and spatial three dimensions. Then judging whether future plans collide, and judging whether the space track of the navigation path interferes or not after fixing the time dimension. If any two tracks interfere, a potential track conflict alarm is sent out. If the potential track conflict alarm is sent out, the time dimension is increased to carry out detailed judgment. Dividing the route into unit element blocks (all are marked as cubes and are longitudinal and latitudinal), and the length is as followsFor reference (I)>Is the control instruction transmission period,/->Is the average velocity, e.g. 0.5s 5 m/s=2.5 m length units. Then the spatial position of the unit block is determined at the same flight planning time with the center point thereof beingSign, it occupies space, length occupies range by +.>Determining that the width occupies a range defined byIt was determined that the height occupied range was defined by +.>Where h is 10 times the maximum height of the machine body, and xlat, ylat, zlat is the three-dimensional coordinates of the center point of the unit block.
If it is
I.e. any i, j flight plan in a space domain R (for example Shenzhen city), the unit element blocks of which start from 0 to N at time t, and the sum of the intersection of every two spaces is equal to zero, the future track is not conflicted. If no, namelyThe ith track and the jth track have conflict at the time t, a track conflict alarm is sent out, an early warning is given, and an operator is indicated to need to rearrange future plans.
S b3 evaluation of planned tracks closer to obstacles in future
If the distance m between the collision center position (center position of other aircraft) and the current center position (center position of own aircraft) obtained according to S b is less than 5 times of the maximum length of the aircraft, or the current position of the aircraft is at time t d Then the unit element block where the predicted track position is located conflicts with the unit element blocks of other tracks, and an emergency track conflict alarm is triggered
S b4 evaluation of landing and take-off field planning track
Referring to the processing mode of the S c landing field, for a track approaching a certain landing field in a certain direction, if the landing frame number exceeds a preset frame number in a unit time (for example, 1 h), for example, 60 frame numbers (large-scale junction station), 30 frame numbers (medium-scale junction station) or 10 frame numbers (common landing station) are identified, an out-of-limit capacity flow alarm is sent.
The space management module is used for space data uploading management, space data format conversion, space data editing, space data export and the like, namely, a unified space data processing flow is formed according to elements in the digital space information module, so that a refined twin space of a target city is generated, such as a digital model of a logistics base station and a landing field, a space model of a common logistics route, a three-dimensional model of a house street of a refined city below the route and the like are generated; and for example, generating a cross-city unmanned logistics route model, wherein the cross-city unmanned logistics route model comprises a plurality of city logistics take-off and landing field models, a cross-domain geographic information model, a route element model and the like. The space management module processes the digital twin space by the following steps:
taking the urban unmanned logistics scene as an example, firstly, the space is divided into three parts: take-off and landing airspace, a route airspace, and an aircraft parcel airspace.
S c1 determination of field of origin and landing airspace
Multiple take-off and landing base stations are densely arranged in a small space range of a city. The scale of the take-off and landing base station is related to the local object genre quantity, the base station can be divided into a large-scale junction station (carrying more than 1/2 of traffic) and a medium-scale junction station (carrying 1/4-1/2 of traffic) and a common take-off and landing station (carrying less than 1/4 of traffic) according to the traffic, and the definition of the junction station can be adaptively adjusted according to different traffic types. The sizes of the landing field airspace displayed in the same city are also different from each other in large, medium and small.
As shown in fig. 3, the numbers A, B, C, D, E, F each represent a landing field airspace, are each shown by a tetragonal body, in which the display space of a is large and represented by a layered tetragonal body, representing a terminal station. Specifically, the size of the field-taking-off and landing airspace should represent the outermost peripheral size of the field-taking-off and landing base station refinement space, and if the field size is determined, the airspace display size is determined; if the field size is uncertain, the measurement is inconvenient or a simulation scene is applied, the virtual size is set according to the display effect or the simulation requirement.
S c2 determination of the airspace element of the landing field
The landing airspace obtained according to S c represents a landing base station for unmanned logistics distribution in a city. The further method steps are to determine three elements of the landing field airspace: a height layer element, a approach point element, and a landing plane element.
As shown in fig. 3, a typical terminal landing gear (e.g., a) includes an arrangement of multiple altitude layers for indicating that an approaching drone enters a landing space from multiple altitude locations. As shown in A, E, F, the landing airspace is formed by two tetragonal blocks, the lower tetragonal block represents the approach height of 0 m-50 m, and the upper tetragonal block represents the approach height of 50-m-100 m (known from the approach point number).
Each altitude layer is provided with a plurality of approach points according to actual needs, and represents that the unmanned aerial vehicle enters the landing space from the range of the points, and a0_100, a180_100, a315_50, f180_50 and the like represent the approach points as shown in fig. 3. The first letter of the entry point represents the landing field number, e.g. a in a180_100 represents that the entry point belongs to the landing field airspace A; the second numeral 180 represents that the relative landing field of the unmanned aerial vehicle enters the landing field space from a direction angle of 180 degrees, namely the direction distribution of the approach point at the 180-degree direction of the landing field is shown in fig. 4, the direction angle is changed from 0 to 360 degrees, and the north direction is 0 degree; the third number represents a height of 100m, i.e. the drone enters the landing space from a height layer of 100 m. Where the approach points of each level are set at the same level.
In addition, a landing space only comprises one landing plane, but can support a plurality of landing points or landing routes, as shown in fig. 3, the arc landing route can have a plurality of landing points or landing routes on the plane of the bottom layer A. The unmanned aerial vehicle operation mode in the take-off and landing field space domain is set according to different take-off and landing programs, and differences are considered in different scenes, wherein the take-off and landing field space domain is a whole, and secondary airspace is not divided in the take-off and landing field space domain.
S c3 determination of airspace
According to regulatory regulations, the route or route of the air flight in the city is to be approved, and the approved route is described by the waypoint sequence and related time information. To comb, display and spatially analyze the approved airlines, the airlines are tetragonally expanded to form a airspace, as shown in fig. 3, where ad.001, ac.001, ab.001, af.001, af.002, af.003, af.004, and ef.001 represent airspace. The size of the air space of the air path should represent the width of the air path which can fly actually at a certain height or the air space range of the matched air path which is approved, if the width or the range is determined, the cross section of the air space of the air path is displayed as the rectangular size of the outermost periphery of the size, for example, if the real air path is determined to be a cylinder, the air space of the air path represented by the method is the circumscribed square of the cylinder; if the size is uncertain, reporting the information that the route size is not contained or the simulation scene is applied, and setting the virtual size according to the display effect or the simulation requirement. The method provides a set of route numbering rules, which comprises the following information, such as ad.001, wherein ad represents a route airspace between a landing field A and a landing field D, the direction is from A to D, and 001 represents a first section of route airspace from A to D; af.004, which is the 4 th section of airspace from the landing field A to F; af.002, i.e., the 2 nd section of airspace from landing sites a to F, and the 2 nd section of airspace from landing sites a to E, may be af.002 or ae.002 as required. Thus, the air space domain is an air space network based on the air route.
S c4 determination of airspace element of course
Determining the position of the airspace according to S c, and further determining the elements of the airspace according to the need: the method comprises the steps of route nodes, a flat-layer route airspace, a variable-height route airspace and an emergency route airspace. As shown in fig. 3, a_100, e_100.1, f_50.1 represent route nodes. If e_100.1, the first letter represents the road airspace where the road node is located and is connected with a departure landing field E; the second number 100, representing a road node height of 100m; the third digit, 1, represents that the waynode is the first waynode after connecting to the departure landing site E; 2, representing that the route node is the 2 nd route node after being connected with the departure landing field E, if the third number is not provided, only a section of route is indicated.
The flat-layer air-way airspace and the variable-height air-way airspace belong to the conventional air-way airspace. The flat-layer air space refers to the whole air space which is arranged at one height layer, and the variable-height air space represents the air space in which the entering air nodes and the flying air nodes are arranged at different height layers. The vertical dimension of the space domain of the variable-altitude course covers the range of the variable altitude.
In addition to the normal road airspace, an emergency road airspace, such as a tetragonal airspace with a broken line ab.001.N in fig. 5, needs to be set. The emergency air-way airspace is parallel to the conventional air-way airspace along the direction of the approval air-way, is similar to the parallel emergency lanes of the same road, but does not occupy the space of the conventional air-way airspace. If an unmanned aerial vehicle in a conventional air space has an emergency fault, as shown in fig. 5, the unmanned aerial vehicle selectively enters an emergency air space (as shown in ab.001.N of fig. 5), and decides to drive to one or the next air node, and then flies to the landing air space pointed by the emergency program of the system A. The emergency program can be specially set according to different models of different scenes, and the method is not standardized. The setting of the emergency air-way airspace is used for simulating a scene and displaying and analyzing.
S c5 determination of aircraft parcel airspace
Fig. 5 shows three aircraft flying in the way airspace ab.001, each aircraft being provided with a tetragonal parcel range, i.e. the aircraft parcel airspace. The aircraft parcel airspace represents the safety protection range of different aircraft when traveling in the air way or the take-off and landing airspace, and the aircraft parcel airspace has the functions of: when the used digital twin system detects that the airspace of the package of the unmanned aerial vehicle is overlapped with each other, a display warning is sent out, and warning data are sent to a flight execution system of the unmanned aerial vehicle so as to influence subsequent decisions. The size and the shape of the parcel airspace are different according to different service demands and service scenes, but the parcel airspace of the aircraft described by the invention is all displayed as a square body, and the size of the square body is determined, so that the flight safety can be ensured when the aircraft flies in the range. The maximization principle is selected to determine the size of the square body, namely if the safety range is determined, the square body is the maximum circumscribed range of the safety range of the aircraft; if not, the aircraft size is referred to, the virtual modifiable size is set in consideration of display or simulation requirements, and as shown in fig. 5, the fixed wing aircraft package airspace is slightly larger than that of the multiple rotors. Under normal flight conditions, when the aircraft flies in the aircraft space domain, the aircraft package airspace is not collided in an overlapping way. As shown in FIG. 5, an aircraft package airspace numbering convention is given, such as AIR_A.001, representing aircraft number 001 in AIR manufacturer's A model lot, with different manufacturer's aircraft package airspaces being distinguished by color.
S6 forming integral unmanned aerial vehicle digital twin airspace processing result
As shown in fig. 5, under the urban logistics scene, an airspace set consisting of a plurality of lifting field airspaces and a channel airspace network is constructed, and an aircraft package airspace is nested and operated in the airspace set, so that an integral unmanned aerial vehicle digital twin airspace processing result is formed.
The twin engine module is mainly used for data driving and scene rendering. The space element information (from the digital space information module), the situation information (from the digital situation information module) and the operation information (from the multi-operator management module) are associated, and the three-dimensional scene rendering is driven according to dynamic data (such as real-time flight tracks, newly added flight tracks and the like, for example). The rendering display of the twin engine module needs to meet the update rate of data not lower than 1HZ, and the data interpolation encryption smooth display is carried out according to the scene. S d1 if the system focuses on the panoramic full-range rendering of the target city, the twin engine adopts a high-precision rendering mode, so that urban air traffic scenes are displayed in an immersive mode, and the system has an integral concept on the overall air management and control of the whole city. S d2 if the system focuses on multi-operator track avoidance operation, a real-time alarm is sent out, a supervision instruction is given, and the data is emphasized and transmitted in time, the twin engine adopts a middle-precision rendering mode. S d3 if the system focuses on fast simulation of the flight data, the twin engine adopts a low-precision rendering mode to accelerate the simulation speed, and focuses on realizing data playback and algorithm deduction.
3. Unmanned aerial vehicle twin flight module
The method is used for constructing the physical mapping in the digital twin system, and is a virtual-real combined analog link of digital information (virtual) and real scene state information (real). The twin flight module is established, so that simulation verification can be better realized, the presentation effect is optimized, and the problem of system operation is found through live-action display. The system is used for outputting operation logic to a multi-operator management module under a verification environment, updating situation information (such as dynamic flight path information and the like) and space information perceived by an aircraft (such as pavement information, urban environment information and the like) to a digital core module, and acquiring data from a digital control module to realize field flight corresponding to reality. The operation logic comprises a flight plan approval process, an emergency control program, a take-off and landing program, a service execution program and the like. An approved flight plan trajectory is obtained from the digital control module and the flight is performed in the live-action scene. The twin flight module of the unmanned plane is arranged, so that the whole system can conveniently perform virtual-real combined scale simulation, and the data processing and management and control effects of the system can be improved through gradual improvement of an algorithm.
The invention has the advantages that:
1. the system comprises a multi-operator management module so as to be better compatible with various unmanned aerial vehicle management systems on the market and form unified management of urban air traffic.
2. Comprehensive multi-operator management characteristics are synthesized, more complete unmanned aerial vehicle operation data are mastered, and more comprehensive urban air traffic management data analysis is provided.
3. The three-dimensional rendering twin scene is well presented, the twin flight of the real unmanned aerial vehicle is equipped, the scale simulation can be carried out, and the management and control effect is improved.
And 4, simplifying a complex airspace, and focusing three flight elements of the unmanned aerial vehicle: the point-waypoint, the line-way and the plane-take-off and landing plane form a unified flying space body.
And 5, the adaptability is strong, the complex airspace is described by using the simplified cube configuration, the spatial subtraction can be performed on future refinement standards, and the spatial relationship is clearer.
Claims (8)
1. The utility model provides a many operating personnel city air traffic management data processing system, includes digital core module, digital control module and unmanned aerial vehicle twin flight module, its characterized in that: the digital core module is used for constructing a digital virtual entity of the real scene component; the digital control module is used for supporting the whole system; the unmanned aerial vehicle twin flight module is used for constructing a physical map in the digital twin system; the digital core module comprises a multi-operator management module, a digital space information module and a digital situation information module; the digital control module comprises a data fusion module, a space management module and a twin engine module; the space management module is used for space data uploading management, space data format conversion, space data editing and space data export, namely, a unified space data processing flow is formed according to elements in the digital space information module, so that a refined twin space of the target city is generated.
2. The multi-operator urban air traffic management data processing system according to claim 1, wherein the space management module processes the digital twin space comprising the steps of:
s c1 determining a landing field airspace;
s c2 determining a landing field airspace element;
s c3 determining the airspace of the route;
s c4 the course airspace element is determined.
3. The multi-operator urban air traffic management data processing system according to claim 2, wherein the space management module processes the digital twin space further comprising the steps of:
s c5 determining aircraft parcel airspace;
s c6 the result of the digital twin airspace processing of the whole unmanned aerial vehicle is formed.
4. The multi-operator urban air traffic management data processing system according to claim 1, wherein: the digital space information module is used for storing the three-dimensional model information and the geographic information.
5. The multi-operator urban air traffic management data processing system according to claim 1, wherein: the digital situation information module is used for flight planning, flight path and limited airspace information.
6. The multi-operator urban air traffic management data processing system according to claim 1, wherein: the data fusion module is used for integrating data information from the multi-source platform, and carrying out unified release and call to form a comprehensive alarm.
7. The multi-operator city air traffic management data processing system of claim 6, wherein the applicable scenarios of the flight plan information include waypoint flight scenarios, airline flight scenarios, mission flight scenarios.
8. The multi-operator urban air traffic management data processing system according to claim 7, wherein: in a waypoint flight scenario, the flight plan information includes a sequence of waypoints.
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