WO2020077597A1 - 限飞区生成方法和设备、控制无人飞行器飞行的方法和设备 - Google Patents

限飞区生成方法和设备、控制无人飞行器飞行的方法和设备 Download PDF

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Publication number
WO2020077597A1
WO2020077597A1 PCT/CN2018/110862 CN2018110862W WO2020077597A1 WO 2020077597 A1 WO2020077597 A1 WO 2020077597A1 CN 2018110862 W CN2018110862 W CN 2018110862W WO 2020077597 A1 WO2020077597 A1 WO 2020077597A1
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WO
WIPO (PCT)
Prior art keywords
area
airport
risk
flight
risk level
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2018/110862
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English (en)
French (fr)
Inventor
王庶
舒尔曼布兰登
朱锐意
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SZ DJI Technology Co Ltd
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SZ DJI Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SZ DJI Technology Co Ltd filed Critical SZ DJI Technology Co Ltd
Priority to PCT/CN2018/110862 priority Critical patent/WO2020077597A1/zh
Priority to CN201880038544.3A priority patent/CN111065983B/zh
Priority to CN202311762497.6A priority patent/CN117707124A/zh
Publication of WO2020077597A1 publication Critical patent/WO2020077597A1/zh
Priority to US17/233,449 priority patent/US12131655B2/en
Anticipated expiration legal-status Critical
Priority to US18/929,204 priority patent/US20250054400A1/en
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/02—Aircraft not otherwise provided for characterised by special use
    • B64C39/024—Aircraft not otherwise provided for characterised by special use of the remote controlled vehicle type, i.e. RPV
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U10/00—Type of UAV
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/10—Simultaneous control of position or course in three dimensions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/22—Arrangements for acquiring, generating, sharing or displaying traffic information located on the ground
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/20—Arrangements for acquiring, generating, sharing or displaying traffic information
    • G08G5/26—Transmission of traffic-related information between aircraft and ground stations
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G08G5/55—Navigation or guidance aids for a single aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G08G5/57—Navigation or guidance aids for unmanned aircraft
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft
    • G08G5/50—Navigation or guidance aids
    • G08G5/59—Navigation or guidance aids in accordance with predefined flight zones, e.g. to avoid prohibited zones
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/10—UAVs characterised by their flight controls autonomous, i.e. by navigating independently from ground or air stations, e.g. by using inertial navigation systems [INS]

Definitions

  • the present invention relates generally to the field of unmanned aerial vehicle control, and more particularly to a method and equipment for generating a restricted flight zone, a method and equipment for controlling the flight of an unmanned aerial vehicle, and a control method and equipment for an unmanned aerial vehicle.
  • UAV unmanned aerial vehicles
  • UAV Unmanned Aerial
  • the types of existing airport flight-limiting zones include the following two types: circular flight-limiting zones to cover airports or runways, and polygonal flight-limiting zones that use a large-scale flight ban.
  • a circular no-fly zone is usually drawn in a sense, and an authorization zone and a warning zone are stacked, but such a scheme does not really eliminate the risk of flying near the airport. This is because:
  • the circular flight-limiting zone has not completely eliminated the risk of interference with the operation of the airport.
  • the take-off, landing and empty hovering have great range and height requirements.
  • the current airport flight-restricted zone does not take these circumstances into account, which may still affect the take-off and landing of the aircraft or cause panic pressure to the pilot when taking off outside the no-fly zone.
  • the circular no-fly zone occupies a lot of space on both sides of the runway, but in fact this area has very little interference with the airport ’s circular and aircraft takeoff and landing and hovering, but it greatly prohibits the unmanned aerial vehicle Flight range.
  • the present invention has been proposed to solve at least one of the above problems.
  • the present invention provides a method for generating a flight-restricted zone, which can improve the current flight-restricted zone, which is either too small to ensure airport operation safety, or excessively restricts the flight range of unmanned aerial vehicles and industry development issues, and fully considers the airport
  • the operational protection requirements and the user's use requirements have to a certain extent resolved the conflict between airport operational protection and the use of unmanned aerial vehicles.
  • the first aspect of the present invention provides a method for generating a restricted flight area, including:
  • the flight restriction level and range of the airport area are generated.
  • the same type of airport area has different flight restriction levels and ranges at airports of different risk levels;
  • the generated flight limit level and range of the airport area are made into data files.
  • the risk level of the airport includes high-risk, medium-risk and low-risk.
  • the flight restriction level includes a warning zone, an enhanced warning zone, an authorized zone, a height restriction zone, and a no-fly zone.
  • the area within the airport includes a first area, and the first area includes an airport runway and a runway extension.
  • the first area is set as a no-fly zone, and the no-fly zone includes the first area and the area above it;
  • the first area is set as an authorized area, and the authorized area includes the first area and the area above it;
  • the first area is set as an enhanced warning area, and the enhanced warning area includes the first area and the area above it.
  • the runway extension area includes areas where both ends of the airport runway extend outward in the direction of the airport runway for a set distance.
  • the area within the airport further includes a second area, and the second area includes a first trapezoidal area that is connected to both ends of the first area and extends in the direction of the airport runway.
  • the second area is set as a height-limiting area, and the height-limiting area includes an area above the second area whose height is greater than a first set height threshold ;
  • the second area is set as an authorized area, and the authorized area includes the second area and the area above it;
  • the second area is set as an enhanced warning area, and the enhanced warning area includes the second area and the area above it.
  • the area within the airport further includes a third area including a second trapezoidal area that is in contact with the second area and extends in the direction of the airport runway.
  • the third area is set as a height-limiting area, and the height-limiting area includes an area above the third area whose height is greater than a second set height threshold ;
  • the third area is set as a warning area, and the warning area includes the third area and the area above it;
  • the second set height threshold is greater than the first set height threshold.
  • the area within the airport further includes a fourth area
  • the fourth area includes a non-intersecting area between the first ellipse area surrounding the airport runway and the first area and the second area, the first ellipse area It includes an area obtained by drawing the arc with the first radius at the midpoint of the two ends of the airport runway, and then connecting the two arcs with a common tangent to the two arcs.
  • the fourth area is set as an authorized area, and the authorized area includes the fourth area and the area above it;
  • the fourth area is set as an enhanced warning area, and the enhanced warning area includes the fourth area and the area above it;
  • the area within the airport further includes a fifth area
  • the fifth area includes a non-intersecting area between the second ellipse area surrounding the airport runway and the first ellipse area
  • the second ellipse area includes Taking the midpoints at both ends of the airport runway as the center of the circle, drawing an arc with a second radius, and then connecting the areas obtained by the two arcs with a common tangent to the two arcs.
  • the fifth area is set as an enhanced warning area, and the enhanced warning area includes the fifth area and the area above it
  • the fifth area is set as a warning area, and the warning area includes the fifth area and the area above it;
  • the second radius is greater than the first radius.
  • the set height threshold of the height limitation zone is the height from the horizontal plane where the airport runway is located.
  • the set height threshold of the height limitation zone is the height from the takeoff point of the aircraft.
  • the second aspect of the present invention also provides a method for controlling the flight of an unmanned aerial vehicle, including:
  • the risk level of the airport includes high-risk, medium-risk and low-risk.
  • the flight restriction level includes a warning zone, an enhanced warning zone, an authorized zone, a height restriction zone, and a no-fly zone.
  • the area within the airport includes a first area, and the first area includes an airport runway and a runway extension area;
  • the first area is set as a no-fly zone, and the no-fly zone includes the first area and the area above it;
  • the first area is set as an authorized area, and the authorized area includes the first area and the area above it;
  • the first area is set as an enhanced warning area, and the enhanced warning area includes the first area and the area above it.
  • the runway extension area includes areas where both ends of the airport runway extend outward in the direction of the airport runway for a set distance.
  • the area within the airport further includes a second area, and the second area includes a first trapezoidal area that is connected to both ends of the first area and extends in the direction of the airport runway.
  • the second area is set as a height-limiting area, and the height-limiting area includes an area above the second area whose height is greater than a first set height threshold ;
  • the second area is set as an authorized area, and the authorized area includes the second area and the area above it;
  • the second area is set as an enhanced warning area, and the enhanced warning area includes the second area and the area above it.
  • the area within the airport further includes a third area including a second trapezoidal area that is in contact with the second area and extends in the direction of the airport runway.
  • the third area is set as a height-limiting area, and the height-limiting area includes an area above the third area whose height is greater than a second set height threshold ;
  • the third area is set as a warning area, and the warning area includes the third area and the area above it;
  • the third area has no flight restrictions.
  • the second set height threshold is greater than the first set height threshold.
  • the area within the airport further includes a fourth area
  • the fourth area includes a non-intersecting area between the first ellipse area surrounding the airport runway and the first area and the second area, the first ellipse area It includes an area obtained by drawing the arc with the first radius at the midpoint of the two ends of the airport runway, and then connecting the two arcs with a common tangent to the two arcs.
  • the fourth area is set as an authorized area, and the authorized area includes the fourth area and the area above it;
  • the fourth area is set as an enhanced warning area, and the enhanced warning area includes the fourth area and the area above it;
  • the fourth area has no flight restrictions.
  • the area within the airport further includes a fifth area
  • the fifth area includes a non-intersecting area between the second ellipse area surrounding the airport runway and the first ellipse area
  • the second ellipse area includes Taking the midpoints at both ends of the airport runway as the center of the circle, drawing an arc with a second radius, and then connecting the areas obtained by the two arcs with a common tangent to the two arcs.
  • the fifth area is set as an enhanced warning area, and the enhanced warning area includes the fifth area and the area above it
  • the fifth area is set as an enhanced warning area, and the enhanced warning area includes the fifth area and the area above it;
  • the fifth area has no flight restrictions.
  • the second radius is greater than the first radius.
  • the set height threshold of the height limitation zone is the height from the horizontal plane where the airport runway is located.
  • the set height threshold of the height limitation zone is the height from the takeoff point of the aircraft.
  • a third aspect of the present invention also provides a control method for an unmanned aerial vehicle, including:
  • the lifting process is:
  • the server generates a corresponding authorization certificate based on the identity authentication information
  • the identity authentication information includes a mobile phone number or a credit card number.
  • the authorization certificate includes a user server account number, a flight control serial number of the unmanned aerial vehicle, and an authorized flight period.
  • the fourth aspect of the present invention also provides a device for generating a flight-limiting zone, including:
  • One or more processors are One or more processors;
  • Memory used to store one or more programs
  • the one or more processors When the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method for generating a restricted flight area according to the first aspect of the present invention.
  • a fifth aspect of the present invention also provides a device for controlling the flight of an unmanned aerial vehicle, the device including:
  • One or more processors are One or more processors;
  • Memory used to store one or more programs
  • the one or more processors When the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the control method for an unmanned aerial vehicle according to the second aspect of the present invention.
  • a sixth aspect of the present invention also provides a control device for an unmanned aerial vehicle, the device including:
  • One or more processors are One or more processors;
  • Memory used to store one or more programs
  • the one or more processors When the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the control method for an unmanned aerial vehicle according to the third aspect of the present invention.
  • the invention provides a method and equipment for generating a flight-limiting area, and a method and equipment for controlling flight of an unmanned aerial vehicle. Since the flight-limiting level and range of the area within the airport are generated according to the risk level of the airport, the operation protection of the airport can be fully considered The demand and the user's use requirements have resolved the conflict between airport operation protection and the use of unmanned aerial vehicles to a certain extent, which has increased the range of use of unmanned aerial vehicles and is conducive to the development of the industry.
  • the present invention also provides a control method and equipment for unmanned aerial vehicle flight, so that the unmanned aerial vehicle can obtain the right to enter the authorized area by lifting the ban in real time or in advance, under the premise of giving the user a reasonable warning, Increased user convenience.
  • FIG. 1A is a schematic flowchart of a method for generating a restricted flight zone according to an embodiment of the present invention
  • FIG. 1B is a schematic flowchart of a method for controlling flight of an unmanned aerial vehicle according to an embodiment of the present invention
  • FIG. 2 is a schematic diagram of the division of an area within an airport according to an embodiment of the invention.
  • 3A-3C show schematic diagrams of airports with different risk levels with different flight restriction levels and ranges.
  • FIG. 4 is a schematic flowchart of a control method for an unmanned aerial vehicle according to an embodiment of the present invention.
  • FIG. 1A is a schematic flowchart of a method for generating a restricted flight area according to an embodiment of the present invention. As shown in FIG. 1A, a method for generating a restricted flight area according to an embodiment of the present invention includes:
  • Step S101 Obtain the risk level of the airport, which is related to the airport type and traffic volume.
  • the airport type and airport traffic volume are closely related to the airport risk level. For example, the greater the airport traffic volume, the higher the risk level.
  • the risk level of the airport in this embodiment includes high risk, medium risk, and low risk.
  • High-risk means that the airport is at greater risk, and UAVs at the airport or near the airport will have higher interference to the airport.
  • low-risk means that the airport will have less risk, and the unmanned aerial vehicles will interfere with the airport at or near the airport.
  • Medium risk means a risk level between the two.
  • the classification of airport risk levels is not limited to the three-level classification method of high-risk, medium-risk and low-risk, for example, it may include only the two-level classification method of high-risk and low-risk, or it may include the classification method of more levels.
  • the risk level can also be related not only to the airport type and traffic volume, but also to other parameters, which are not restricted here.
  • the risk level of an airport can be artificially delineated based on information such as airport type and traffic volume, or it can be automatically generated by programs or software based on information such as airport type and traffic volume.
  • the acquisition of the airport risk level may also include the acquisition of airport geographic coordinate information, and the determination of the airport type and traffic volume through the airport geographic coordinate information to determine the airport risk level.
  • Step S102 Generate a flight restriction level and range of the area within the airport according to the risk level of the airport, where the same type of airport area has different flight restriction levels and ranges at airports of different risk levels.
  • the flight restriction level and range of the area in the airport are generated according to the flight restriction strategy of the present invention according to the risk level of the airport. Specifically, for a high-risk level airport, a higher Flight restriction level and range. For airports with low risk levels, set a lower flight restriction level and range for the area within the airport, thereby improving the use range and convenience of unmanned aerial vehicles on the premise of ensuring the safety of airport operations.
  • the flight restriction level includes a warning area, an enhanced warning area, an authorized area, a height restriction area, and a no-fly area in order from low to high.
  • the warning area and the enhanced warning area indicate that the UAV will receive a risk warning when flying in this area.
  • Authorized area means that unmanned aerial vehicles are authorized to fly in this area.
  • the height-restricted area means that the unmanned aerial vehicle can not exceed the set height threshold in this area.
  • the set height threshold of the height-restricted area is the height from the horizontal plane where the airport runway is located or the height from the takeoff point of the UAV.
  • the no-fly zone means that flying is prohibited in this zone.
  • step S103 the generated flight restriction level and range of the airport area are made into a data file.
  • the data file may be generated according to a set format, and the data file may be produced after a flight-restricted area of one airport is generated, or after a flight-restricted area of multiple or all airports is generated.
  • the flight-limiting area adopts a polygon processing scheme, which covers the airport runway area, progressive surface, go-around surface, inner horizontal plane and other areas, including airport aircraft takeoff, landing and emptying, etc.
  • the required range and height without excessively occupying the peripheral space on both sides of the airport runway;
  • different flight restriction levels are set according to the airport's risk level, thereby balancing the airport's operational protection needs and users Use requirements.
  • FIG. 2 is a schematic diagram of an area division in an airport according to an embodiment of the present invention. As shown in FIG. 2, in this embodiment, the areas within the airport that need to be restricted by flight control include:
  • the first area includes the airport runway 200 and the runway extension 201.
  • the runway extension area 201 includes an area where both ends of the airport runway 200 extend outward in the direction of the airport runway 200 by a set distance d1.
  • d1 is 3 km. That is, the runway extension area 201 is an area where both ends of the airport runway extend outward for 3 km in the direction of the airport runway.
  • the direction of the airport runway refers to the direction of extension of the airport runway. It can be understood that the runway extension area 201 is part of the progressive and go-around surfaces of the airport.
  • the second area includes a first trapezoidal area 202 that is connected to both ends of the first area and extends in the direction of the airport runway.
  • the first trapezoidal region 202 extends outward from the two ends of the first region by a distance d2.
  • d2 is 3.6km.
  • the angle between the two sides (waist) of the first trapezoidal area 202 and the airport runway is 8.5 degrees.
  • a third area including a second trapezoidal area 203 that is in contact with the second area and extends in the direction of the airport runway.
  • the second trapezoidal area 203 extends outward from the two ends of the second area by a distance of d3.
  • d3 is 8.4km.
  • the angle between the two sides (waist) of the second trapezoidal area 203 and the airport runway is 8.5 degrees.
  • a fourth area includes a non-intersecting area between the first ellipse area surrounding the airport runway 200 and the first area and the second area, the first ellipse area includes the center The point is the center of the circle, draw the arc with the first radius R1, and then connect the two arcs with the common tangent of the two arcs.
  • the non-intersecting area of the first ellipse area and the first area and the second area is the first Four areas.
  • R1 is 4km.
  • the midpoint of the two ends is the center of the circle, draw the arc with the second radius R2, and then connect the area obtained by the two arcs with the common tangent of the two arcs.
  • R2 is 6km.
  • 3A-3C show schematic diagrams of airports with different risk levels having different flight restriction levels and ranges.
  • FIG. 3A shows the flight restriction level and range of the airport area when the airport risk level is high risk.
  • the flight restriction levels and ranges of the first to fifth areas are as follows:
  • the first area is set as a no-fly area, and the no-fly area includes the first area and an area above it. That is, flying unmanned aerial vehicles is prohibited in the first area.
  • the second area is set as a height-limiting area, and the height-limiting area includes an area above the height of the second area greater than a first set height threshold.
  • the first set height threshold is 60m. That is, the flying height of the unmanned aerial vehicle in the second area cannot be higher than 60m.
  • the flying height can be the height of the unmanned aerial vehicle from the airport runway or the height from the takeoff point of the unmanned aerial vehicle.
  • the third area is set as a height-limiting area, and the height-limiting area includes an area above the third area whose height is greater than a second set height threshold. That is, the flying height of the unmanned aerial vehicle in the third area cannot be higher than 120m.
  • the flying height can be the height of the unmanned aerial vehicle from the airport runway or the height from the takeoff point of the unmanned aerial vehicle.
  • the fourth area is set as an authorized area, and the authorized area includes the fourth area and an area above it. That is, the unmanned aerial vehicle flying in the fourth area needs to obtain authorization or need to lift the ban, as for how to lift the ban will be described later.
  • the fifth area is set as an enhanced warning area, and the enhanced warning area includes the fifth area and an area above it. That is, the unmanned aerial vehicle will receive a risk warning when flying in the fifth area.
  • Fig. 3B shows the flight restriction level and range of the airport area when the airport risk level is medium-risk. As shown in FIG. 3B, when the risk level of the airport is medium-risk, the flight restriction levels and ranges of the first to fifth areas are as follows:
  • the first area is set as an authorized area, and the authorized area includes the first area and an area above it. That is, the flight of the unmanned aerial vehicle in the first area needs to be authorized or need to be lifted. As for how to lift the ban, it will be described later.
  • the second area is set as an authorization area, and the authorization area includes the second area and an area above it. That is, the flight of the UAV in the second area needs to be authorized or need to be lifted, and how to lift the ban will be described later.
  • the third area is set as a warning area, and the warning area includes the third area and an area above it. That is, the unmanned aerial vehicle flying in the third area will receive a risk warning.
  • the fourth area is set as an enhanced warning area, and the enhanced warning area includes the fourth area and an area above it. That is, the unmanned aerial vehicle will receive a risk warning when flying in the fourth area.
  • the fifth area is set as a warning area, and the warning area includes the fifth area and an area above it. That is, the unmanned aerial vehicle will receive a risk warning when flying in the fifth area.
  • FIG. 3C shows the flight restriction level and range of the area within the airport when the airport risk level is medium-risk. As shown in FIG. 3C, when the risk level of the airport is low-risk, the flight restriction levels and ranges of the first to fifth areas are as follows:
  • the first area is set as an enhanced warning area, and the enhanced warning area includes the first area and an area above it. That is, the unmanned aerial vehicle will receive a risk warning when flying in the first area.
  • the second area is set as an enhanced warning area, and the enhanced warning area includes the second area and an area above it. That is, the unmanned aerial vehicle will receive a risk warning when flying in the first area.
  • the operational protection needs of the airport and the user's needs can be fully considered, and the airport is solved to a certain extent.
  • the conflict between operation protection and the use of unmanned aerial vehicles has increased the range of use of unmanned aerial vehicles and is conducive to the development of the industry.
  • the present invention also provides a method for controlling the flight of the unmanned aerial vehicle In order to realize the flight restriction strategy according to the present invention.
  • the flying method for controlling the UAV provided by the present invention will be described below with reference to FIG. 1B.
  • FIG. 1B is a schematic flowchart of a method for controlling flight of an unmanned aerial vehicle according to an embodiment of the present invention. The method described in FIG. 1B includes:
  • Step S110 Receive a data file indicating the flight restriction level and range of the airport area generated according to the risk level of the airport, where the same type of airport area has different flight restriction levels and airports at different risk levels range.
  • the data file can be received in various ways as needed.
  • the data file may be downloaded from a server through a control device for an unmanned aerial vehicle, such as a remote controller or an intelligent terminal, and then the unmanned aerial vehicle may receive the data file from the control device to transfer the data file Import unmanned aerial vehicles.
  • an application program for controlling an unmanned aerial vehicle running on a smart terminal is connected to a server, the data file is downloaded from the server, and then uploaded to the unmanned aerial vehicle.
  • the UAV may receive the data file from the server through direct communication with the server.
  • the unmanned aerial vehicle communicates with the server through a mobile network or a wifi network
  • the data file is directly downloaded from the server to complete the import.
  • step S111 the data file is parsed, and a flight restriction strategy is executed according to the generated flight restriction level and range of the airport area.
  • the flight controller of the unmanned aerial vehicle parses the data file and executes the flight restriction strategy according to the generated flight restriction level and range of the airport area, that is, the same type of The area within the airport has different flight restriction levels and ranges at airports with different risk levels.
  • the risk level of the airport includes high-risk, medium-risk and low-risk.
  • the flight restriction level includes a warning zone, an enhanced warning zone, an authorized zone, a height restriction zone, and a no-fly zone.
  • the area within the airport includes a first area, and the first area includes an airport runway and a runway extension area;
  • the first area is set as a no-fly zone, and the no-fly zone includes the first area and the area above it;
  • the first area is set as an authorized area, and the authorized area includes the first area and the area above it;
  • the first area is set as an enhanced warning area, and the enhanced warning area includes the first area and the area above it.
  • the runway extension area includes areas where both ends of the airport runway extend outward in the direction of the airport runway for a set distance.
  • the area within the airport further includes a second area, and the second area includes a first trapezoidal area that is connected to both ends of the first area and extends in the direction of the airport runway.
  • the second area is set as a height-limiting area, and the height-limiting area includes an area above the second area whose height is greater than a first set height threshold ;
  • the second area is set as an authorized area, and the authorized area includes the second area and the area above it;
  • the second area is set as an enhanced warning area, and the enhanced warning area includes the second area and the area above it.
  • the area within the airport further includes a third area including a second trapezoidal area that is in contact with the second area and extends in the direction of the airport runway.
  • the third area is set as a height-limiting area, and the height-limiting area includes an area above the third area whose height is greater than a second set height threshold ;
  • the third area is set as a warning area, and the warning area includes the third area and the area above it;
  • the third area has no flight restrictions.
  • the second set height threshold is greater than the first set height threshold.
  • the area within the airport further includes a fourth area
  • the fourth area includes a non-intersecting area between the first ellipse area surrounding the airport runway and the first area and the second area, the first ellipse area It includes an area obtained by drawing the arc with the first radius at the midpoint of the two ends of the airport runway, and then connecting the two arcs with a common tangent to the two arcs.
  • the fourth area is set as an authorized area, and the authorized area includes the fourth area and the area above it;
  • the fourth area is set as an enhanced warning area, and the enhanced warning area includes the fourth area and the area above it;
  • the fourth area has no flight restrictions.
  • the area within the airport further includes a fifth area
  • the fifth area includes a non-intersecting area between the second ellipse area surrounding the airport runway and the first ellipse area
  • the second ellipse area includes Taking the midpoints at both ends of the airport runway as the center of the circle, drawing an arc with a second radius, and then connecting the areas obtained by the two arcs with a common tangent to the two arcs.
  • the fifth area is set as an enhanced warning area, and the enhanced warning area includes the fifth area and the area above it
  • the fifth area is set as an enhanced warning area, and the enhanced warning area includes the fifth area and the area above it;
  • the fifth area has no flight restrictions.
  • the second radius is greater than the first radius.
  • the set height threshold of the height limitation zone is the height from the horizontal plane where the airport runway is located.
  • the set height threshold of the height limitation zone is the height from the takeoff point of the aircraft.
  • the present invention also provides a method for controlling unmanned aerial vehicle flight, which is used to release the banned zone .
  • the method for releasing the ban on the authorized area according to an embodiment of the present invention will be described below with reference to FIG. 4.
  • FIG. 4 is a schematic flowchart of a method for controlling flight of an unmanned aerial vehicle according to an embodiment of the present invention. As shown in FIG. 4, the method for controlling the flight of an unmanned aerial vehicle according to an embodiment of the present invention includes:
  • Step S401 Determine whether the area to be entered by the UAV is an authorized area. If yes, proceed to steps S402-S406 to lift the ban, otherwise, proceed to step S401.
  • the method for judging whether the area to be entered by the UAV is an authorized area can be artificially judged. For example, if the user intends to fly in the authorized area, the area to be entered can be clearly determined as the authorized area. It can also be judged by the unmanned aerial vehicle's flight control or the device that controls the unmanned aerial vehicle (such as a remote control or a mobile device that is communicatively connected to the unmanned aerial vehicle) according to the current position of the unmanned aerial vehicle and the position of the restricted flight zone obtained for each area Whether the area to be entered is an authorized area.
  • the unmanned aerial vehicle's flight control or the device that controls the unmanned aerial vehicle such as a remote control or a mobile device that is communicatively connected to the unmanned aerial vehicle
  • step S402 a request to release the banned access to the authorization area is sent to the server through the APP client or web page.
  • the APP client installed on the mobile device such as a smartphone or tablet
  • the mobile device such as a smartphone or tablet
  • the APP client installed on the mobile device (such as a smartphone or tablet) connected to the UAV will prompt you to enter the authorized area.
  • the user can use the APP client to
  • the server issues a request to release the prohibited authorization area.
  • the user can also send a request for lifting the ban to the server through the web page in advance to the authorized area to be flown.
  • the method further includes step S403, selecting the authorized area to be banned through the webpage terminal. That is, the user logs in to the system through the web page to select the authorized area (the authorized area about to enter the flight), and then sends a request to the server through the web page to release the ban on the authorized area, so as to realize the early lifting of the ban.
  • Step S404 sending identity authentication information to the server.
  • the user sends the identity authentication information to the server through the APP client or the web terminal, so that the server is convenient for authentication and making an authorization certificate.
  • the server can record the information of users who use unmanned aerial vehicles in the authorized area, thereby facilitating subsequent processing in the event of an accident.
  • the identity authentication information includes a mobile phone number or a credit card number.
  • Step S405 the server generates a corresponding authorization certificate according to the identity authentication information.
  • the authorization certificate includes a user server account number, a flight control serial number of the unmanned aerial vehicle, and an authorized flight period.
  • Step S406 Download the authorization certificate through the APP client and import it into the flight control of the UAV.
  • the unmanned aerial vehicle can obtain the right to enter the authorized area through real-time lifting or lifting in advance, and the user's convenience is improved under the premise of giving the user a reasonable warning.
  • an embodiment of the present invention further provides a flight-limiting zone generating device, which includes one or more processors; a memory, which is used to store one or more programs; when the one or more programs are When executed by multiple processors, the one or more processors are enabled to implement the method for generating a restricted flight zone shown in FIG. 1 to FIG. 3C.
  • the one or more processors are individually or collectively configured to: obtain the risk level of the airport, the risk level is related to the airport type and traffic volume; and generate the area of the airport according to the risk level of the airport Flight restriction levels and ranges, where the same type of airport area has different flight restriction levels and ranges at airports of different risk levels; the generated flight restriction levels and ranges of the airport area are made into data files.
  • an embodiment of the present invention also provides a device for controlling the flight of an unmanned aerial vehicle, the device including: one or more processors; a memory for storing one or more programs; When executed by the one or more processors, the one or more processors enable the method for controlling the flight of the unmanned aerial vehicle shown in FIG. 1B.
  • the one or more processors are individually or collectively configured to: receive a data file indicating a flight restriction level and range of the area within the airport generated according to the risk level of the airport, wherein, The areas within the same type of airport have different flight restriction levels and ranges at airports of different risk levels;
  • an embodiment of the present invention also provides a control device for unmanned aerial vehicle flight, the device includes: one or more processors; a memory for storing one or more programs; when the one or more When the one program is executed by the one or more processors, the one or more processors implement the control method for unmanned aerial vehicle flight shown in FIG. 4.
  • the one or more processors are individually or collectively configured to: if the area to be entered by the UAV is an authorized area, lift the ban on the authorized area;
  • the lifting process is:
  • the server generates a corresponding authorization certificate based on the identity authentication information
  • the disclosed device and method may be implemented in other ways.
  • the device embodiments described above are only schematic.
  • the division of the unit is only a logical function division.
  • there may be another division manner for example, multiple units or components may be combined or Can be integrated into another device, or some features can be ignored, or not implemented.
  • the various component embodiments of the present invention may be implemented in hardware, or implemented in software modules running on one or more processors, or implemented in a combination thereof.
  • a microprocessor or a digital signal processor (DSP) may be used to implement some or all functions of some modules according to embodiments of the present invention.
  • DSP digital signal processor
  • the present invention can also be implemented as a device program (for example, a computer program and a computer program product) for performing a part or all of the method described herein.
  • a program implementing the present invention may be stored on a computer-readable medium, or may have the form of one or more signals.
  • Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

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Abstract

一种限飞区生成方法和设备、控制无人飞行器飞行的方法和设备，以及用于无人飞行器的控制方法和设备。可以根据机场的风险等级生成机场内区域的限飞等级和范围，充分考虑了机场的运行保护需求和用户的使用需求，一定程度上解决了保护和使用的冲突。此外，无人飞行器可以通过实时解禁或提前解禁来获得进入授权区的权利，在给使用者合理警示的前提下，提高了使用者的便利。

Description

限飞区生成方法和设备、控制无人飞行器飞行的方法和设备
说明书
技术领域
本发明总地涉及无人飞行器控制领域，更具体地涉及一限飞区生成方法和设备、控制无人飞行器飞行的方法和设备以及用于无人飞行器的控制方法和设备。
背景技术
为了保证飞机的飞行安全，一般对于诸如无人飞行器(UAV，Unmanned Aerial Vehicle)等飞行器在机场区域的飞行都有一定规定，例如在机场的某一距离之内，禁止所有UAV飞行。现有机场限飞区的类型包括以下两类：以覆盖机场或者跑道的圆形限飞区，以及采用大范围禁飞的多边形限飞区。针对机场类型的限飞区，通常意义上画设圆形禁飞区，并层叠上授权区和警告区，但此类方案并未真正消除在机场附近飞行的风险。这是因为：
一、圆形限飞区并未完全消除对机场运行的干扰风险。对于大飞机，其起飞、降落和置空盘旋都有极大范围和高度需求。当前的机场限飞区没有考虑这些情况，导致在禁飞区外起飞时，仍旧可能对飞机的起降造成影响或者对飞行员造成恐慌压力。
二、圆形禁飞区在跑道两侧外围占用了大量的空间，但实际上此区域对机场的圆形和飞机的起降和盘旋的干扰极小，但却极大禁止了无人飞行器的飞行范围。
三、采用大范围禁飞的多边形，同样影响了无人飞行器的正常运行空间，不利于行业的发展。
可见，当前存在的禁飞区，要么保护范围太小，不能够满足对机场的有效保护。要么保护范围过大，极大影响了用户无人飞行器的使用。因此，为了在确保机场运行安全的前提下提高无人飞行器的使用范围和便利，促 进行业发展，需要对目前限飞策略进行改进。
发明内容
为了解决上述问题中的至少一个而提出了本发明。本发明提供一种限飞区生成方法，其可以改进目前的限飞区要么过小不能保证机场运行安全，要么过大限制了无人飞行器的飞行范围和行业发展的问题，充分考虑了机场的运行保护需求和用户的使用需求，一定程度上解决了机场运行保护和无人飞行器使用的冲突。
具体地，本发明第一方面提供一种限飞区生成方法，包括：
获取机场的风险等级，所述风险等级与机场类型和通航量等参数相关；
根据机场的风险等级生成机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围；
将生成的机场内区域的限飞等级和范围制成数据文件。
示例性地，所述机场的风险等级包括高危、中危和低危。
示例性地，所述限飞等级包括警告区、加强警告区、授权区、限高区和禁飞区。
示例性地，所述机场内区域包括第一区域，所述第一区域包括机场跑道和跑道延伸区。
示例性地，当所述机场的风险等级为高危时，所述第一区域设定为禁飞区，所述禁飞区包括所述第一区域及其上空区域；
当所述机场的风险等级为中危时，所述第一区域设定为授权区，所述授权区包括所述第一区域及其上空区域；
当所述机场的风险等级为低危时，所述第一区域设定为加强警告区，所述加强警告区包括所述第一区域及其上空区域。
示例性地，所述跑道延伸区包括所述机场跑道两端沿所述机场跑道的方向向外延伸设定距离的区域。
示例性地，所述机场内区域还包括第二区域，所述第二区域包括与所述第一区域两端相接并沿所述机场跑道方向延伸的第一梯形区。
示例性地，当所述机场的风险等级为高危时，所述第二区域设定为限高区，所述限高区包括所述第二区域的高度大于第一设定高度阈值的上空 区域；
当所述机场的风险等级为中危时，所述第二区域设定为授权区，所述授权区包括所述第二区域及其上空的区域；
当所述机场的风险等级为低危时，所述第二区域设定为加强警告区，所述加强警告区包括所述第二区域及其上空的区域。
示例性地，所述机场内区域还包括第三区域，所述第三区域包括与所述第二区域相接并沿所述机场跑道方向延伸的第二梯形区。
示例性地，当所述机场的风险等级为高危时，所述第三区域设定为限高区，所述限高区包括所述第三区域的高度大于第二设定高度阈值的上空区域；
当所述机场的风险等级为中危时，所述第三区域设定为警告区，所述警告区包括所述第三区域及其上空的区域；
当所述机场的风险等级为低危时，所述第三区域无飞行限制。
示例性地，所述第二设定高度阈值大于所述第一设定高度阈值。
示例性地，所述机场内区域还包括第四区域，所述第四区域包括环绕所述机场跑道的第一椭圆区域与第一区域和第二区域的非相交区域，所述第一椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第一半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
示例性地，当所述机场的风险等级为高危时，所述第四区域设定为授权区，所述授权区包括所述第四区域及其上空区域；
当所述机场的风险等级为中危时，所述第四区域设定为加强警告区，所述加强警告区包括所述第四区域及其上空的区域；
当所述机场的风险等级为低危时，所述第四区域无飞行限制。
示例性地，所述机场内区域还包括第五区域，所述第五区域包括环绕所述机场跑道的第二椭圆区域与所述第一椭圆区域的非相交区域，所述第二椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第二半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
示例性地，当所述机场的风险等级为高危时，所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空区域
当所述机场的风险等级为中危时，所述第五区域设定为警告区，所述 警告区包括所述第五区域及其上空的区域；
当所述机场的风险等级为低危时，所述第五区域无飞行限制。
示例性地，所述第二半径大于所述第一半径。
示例性地，所述限高区的设定高度阈值为距离所述机场跑道所在水平面的高度。
示例性地，所述限高区的设定高度阈值为距离飞行器起飞点的高度。
本发明第二方面还提供了一种控制无人飞行器飞行的方法，包括：
接收数据文件，所述数据文件指示根据机场的风险等级生成的机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围；
解析所述数据文件，并根据生成的机场内区域的限飞等级和范围执行限飞策略。
示例性地，所述机场的风险等级包括高危、中危和低危。
示例性地，所述限飞等级包括警告区、加强警告区、授权区、限高区和禁飞区。
示例性地，所述机场内区域包括第一区域，所述第一区域包括机场跑道和跑道延伸区；
示例性地，当所述机场的风险等级为高危时，所述第一区域设定为禁飞区，所述禁飞区包括所述第一区域及其上空区域；
当所述机场的风险等级为中危时，所述第一区域设定为授权区，所述授权区包括所述第一区域及其上空区域；
当所述机场的风险等级为低危时，所述第一区域设定为加强警告区，所述加强警告区包括所述第一区域及其上空区域。
示例性地，所述跑道延伸区包括所述机场跑道两端沿所述机场跑道的方向向外延伸设定距离的区域。
示例性地，所述机场内区域还包括第二区域，所述第二区域包括与所述第一区域两端相接并沿所述机场跑道方向延伸的第一梯形区。
示例性地，当所述机场的风险等级为高危时，所述第二区域设定为限高区，所述限高区包括所述第二区域的高度大于第一设定高度阈值的上空区域；
当所述机场的风险等级为中危时，所述第二区域设定为授权区，所述授权区包括所述第二区域及其上空的区域；
当所述机场的风险等级为低危时，所述第二区域设定为加强警告区，所述加强警告区包括所述第二区域及其上空的区域。
示例性地，所述机场内区域还包括第三区域，所述第三区域包括与所述第二区域相接并沿所述机场跑道方向延伸的第二梯形区。
示例性地，当所述机场的风险等级为高危时，所述第三区域设定为限高区，所述限高区包括所述第三区域的高度大于第二设定高度阈值的上空区域；
当所述机场的风险等级为中危时，所述第三区域设定为警告区，所述警告区包括所述第三区域及其上空的区域；
当所述机场的风险等级为中低危时，所述第三区域无飞行限制。
示例性地，所述第二设定高度阈值大于所述第一设定高度阈值。
示例性地，所述机场内区域还包括第四区域，所述第四区域包括环绕所述机场跑道的第一椭圆区域与第一区域和第二区域的非相交区域，所述第一椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第一半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
示例性地，当所述机场的风险等级为高危时，所述第四区域设定为授权区，所述授权区包括所述第四区域及其上空区域；
当所述机场的风险等级为中危时，所述第四区域设定为加强警告区，所述加强警告区包括所述第四区域及其上空的区域；
当所述机场的风险等级为中低危时，所述第四区域无飞行限制。
示例性地，所述机场内区域还包括第五区域，所述第五区域包括环绕所述机场跑道的第二椭圆区域与所述第一椭圆区域的非相交区域，所述第二椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第二半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
示例性地，当所述机场的风险等级为高危时，所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空区域
当所述机场的风险等级为中危时，所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空的区域；
当所述机场的风险等级为中低危时，所述第五区域无飞行限制。
示例性地，所述第二半径大于所述第一半径。
示例性地，所述限高区的设定高度阈值为距离所述机场跑道所在水平面的高度。
示例性地，所述限高区的设定高度阈值为距离飞行器起飞点的高度。
本发明第三方面还提供了一种用于无人飞行器的控制方法，包括：
如果所述无人飞行器待进入的区域为授权区，则对所述授权区进行解禁；
其中，解禁过程为：
通过APP客户端或网页端向服务器端发出解禁待进入的所述授权区的请求；
向服务器端发送身份认证信息；
服务器端根据身份认证信息生成相应的授权证书；
通过APP客户端下载所述授权证书并导入所述无人飞行器的飞控。
示例性地，所述身份认证信息包括手机号或者信用卡号。
示例性地，所述授权证书包括用户服务器账号、所述无人飞行器的飞控序列号、授权飞行期限。
本发明第四方面还提供了一种生成限飞区的设备，包括：
一个或多个处理器；
存储器，用于存储一个或多个程序；
当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现根据本发明第一方面的限飞区生成方法。
本发明第五方面还提供了一种控制无人飞行器飞行的设备，所述设备包括：
一个或多个处理器；
存储器，用于存储一个或多个程序；
当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现根据本发明第二方面所述的用于无人飞行器的控制方法。
本发明第六方面还提供了一种用于无人飞行器的控制设备，所述设备包括：
一个或多个处理器；
存储器，用于存储一个或多个程序；
当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现根据本发明第三方面所述的用于无人飞行器的控制方法。
本发明提供了一种限飞区生成方法及设备，以及控制无人飞行器飞行的方法和设备，由于根据机场的风险等级生成机场内区域的限飞等级和范围，因而可以充分考虑机场的运行保护需求和用户的使用需求，一定程度上解决了机场运行保护和无人飞行器使用的冲突，提高了无人飞行器的使用范围，利于行业发展。
此外，本发明还提供了一种用于无人飞行器飞行的控制方法和设备，使得无人飞行器可以通过实时解禁或提前解禁来获得进入授权区的权利，在给使用者合理警示的前提下，提高了使用者的便利。
附图说明
图1A是根据本发明一实施例的限飞区生成方法的示意性流程图；
图1B是根据本发明一实施例的控制无人飞行器飞行的方法的示意性流程图；
图2是根据本发明一实施例的机场内区域的划分示意图；
图3A-图3C示出不同风险等级的机场具有不同的限飞等级和范围的示意图；以及
图4是根据本发明一实施例的用于无人飞行器的控制方法的示意性流程图。
具体实施方式
为了使得本发明的目的、技术方案和优点更为明显，下面将参照附图详细描述根据本发明的示例实施例。显然，所描述的实施例仅仅是本发明的一部分实施例，而不是本发明的全部实施例，应理解，本发明不受这里描述的示例实施例的限制。基于本发明中描述的本发明实施例，本领域技术人员在没有付出创造性劳动的情况下所得到的所有其它实施例都应落入本发明的保护范围之内。
在下文的描述中，给出了大量具体的细节以便提供对本发明更为彻底的理解。然而，对于本领域技术人员而言显而易见的是，本发明可以无需一个或多个这些细节而得以实施。在其他的例子中，为了避免与本发明发生混淆，对于本领域公知的一些技术特征未进行描述。
应当理解的是，本发明能够以不同形式实施，而不应当解释为局限于这里提出的实施例。相反地，提供这些实施例将使公开彻底和完全，并且将本发明的范围完全地传递给本领域技术人员。
在此使用的术语的目的仅在于描述具体实施例并且不作为本发明的限制。在此使用时，单数形式的“一”、“一个”和“所述/该”也意图包括复数形式，除非上下文清楚指出另外的方式。还应明白术语“组成”和/或“包括”，当在该说明书中使用时，确定所述特征、整数、步骤、操作、元件和/或部件的存在，但不排除一个或更多其它的特征、整数、步骤、操作、元件、部件和/或组的存在或添加。在此使用时，术语“和/或”包括相关所列项目的任何及所有组合。
为了彻底理解本发明，将在下列的描述中提出详细的步骤以及详细的结构，以便阐释本发明提出的技术方案。本发明的较佳实施例详细描述如下，然而除了这些详细描述外，本发明还可以具有其他实施方式。
如前所述，当前的机场限飞区方案很多是以机场跑道或机场地面目标为核心，进行圆形处理，但此类保护方式，并未有效针对大飞机的起降范围进行保护。仅仅是针对机场地面目标的运行设施进行保护。而实际上，在航空运行中起降反倒是比较危险的场景，同时飞行员在飞行过程中看到异物，也易产生恐惧心理。本发明基于此对目前的限飞策略进行了改进，可以充分考虑机场的运行保护需求和用户的使用需求，一定程度上解决了机场运行保护和无人飞行器使用的冲突，下面结合图1至图3C对根据本发明实施例的限飞区生成方法进行描述。
图1A是根据本发明一实施例的限飞区生成方法的示意性流程图。如图1A所示，根据本发明实施例的限飞区生成方法包括：
步骤S101，获取机场的风险等级，所述风险等级与机场类型和通航量相关。
机场类型以及机场通航量等与机场风险等级密切相关，例如机场通航 量越大则风险等级越高。示例性地，在本实施例中机场的风险等级包括高危、中危和低危。高危表示机场风险更大，无人飞行器在该机场或附近对机场运行的干扰就更高，相应地低危表示机场风险较小，无人飞行器在该机场或附近对机场运行的干扰就较小，中危则表示介于二者之间的一种风险等级。当然，应当理解，机场风险等级的划分不限于高危、中危和低危这种三级划分方式，例如可以仅包括高危和低危的二级划分方式，也可以包括更多等级的划分方式。风险等级也可以不仅仅与机场类型和通航量相关，还可以与其他参数相关，在此不做限制。
机场风险等级可以由人为根据机场类型和通航量等信息进行划定，也可以由程序或软件根据机场类型和通航量等信息自动生成。
进一步地，机场风险等级的获取还可以包括机场地理坐标信息的获取，通过机场地理坐标信息来确定机场类型和通航量等，进而确定机场风险等级。
步骤S102，根据机场的风险等级生成机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围。
由于机场具有各种类型，并且其通航量也完全不同，如果所有机场采取相同的限飞策略，将不能使每个机场都充分考虑机场的运行保护需求和用户的使用需求，不利于无人飞行器的使用，也不利于机场运行的保护。因此，在本实施例中，根据机场的风险等级依据本发明的限飞策略生成机场内区域的限飞等级和范围，具体地，对于高风险等级的机场，对机场内区域设定较高的限飞等级和范围，对于低风险等级的机场，对机场内区域设定较低的限飞等级和范围，从而在保证机场运行安全的前提下，提高了无人飞行器的使用范围和便利性。
示例性地，所述限飞等级从低到高依次包括警告区、加强警告区、授权区、限高区和禁飞区。警告区和加强警告区表示无人飞行器在此区域飞行时会收到风险提示。授权区表示无人飞行器想要在此区域飞行得获得授权。限高区表示无人飞行器在此区域飞行不能超过设定的高度阈值，所述限高区的设定高度阈值为距离所述机场跑道所在水平面的高度或者距离无人飞行器起飞点的高度。禁飞区表示在此区域内禁止飞行。
步骤S103，将生成的机场内区域的限飞等级和范围制成数据文件。
所述数据文件可以依据设定的格式生成，并且所述数据文件的制作可以一个机场的限飞区生成之后进行，也可以在多个或全部机场的限飞区生成之后进行。
下面结合图2至图3C对本发明实施例的根据机场的风险等级生成机场内区域的限飞等级和范围进行示例性描述。
首先，如前所述，目前的以机场跑道为核心进行圆形处理的方案存在要么保护范围太小，不能够满足对机场的有效保护，要么保护范围过大，极大影响了用户无人飞行器的使用。因此，在本实施例中，首先限飞区采用多边形处理方案，该多边形涵盖了机场跑道区域、进渐面、复飞面、内水平面等区域，其包括了机场飞机起飞、降落和置空等所需范围和高度，又没有过多占用机场跑道两侧的外围空间；其次，对于该多边形内的不同区域根据机场的风险等级设定不同的限飞等级，从而平衡机场的运行保护需求和用户的使用需求。
图2是根据本发明一实施例的机场内区域的划分示意图。如图2所示，在本实施例中，机场内需要进行限飞控制的区域包括：
第一区域，该第一区域包括机场跑道200和跑道延伸区201。所述跑道延伸区201包括所述机场跑道200两端沿所述机场跑道200的方向向外延伸设定距离d1的区域。示例性地，在本实施例中，d1为3km。即跑道延伸区201为机场跑道两端沿机场跑道方向向外延伸3km的区域。机场跑道方向指的是机场跑道延伸方向。可以理解，跑道延伸区201属于机场进渐面和复飞面的一部分。
第二区域，该第二区域包括与所述第一区域两端相接并沿所述机场跑道方向延伸的第一梯形区202。第一梯形区202自第一区域的两端向外延伸d2距离。示例性地，d2为3.6km。示例性地，第一梯形区202的两边(腰)与机场跑道的夹角为8.5度。
第三区域，该第三区域包括与所述第二区域相接并沿所述机场跑道方向延伸的第二梯形区203。第二梯形区203自第二区域的两端向外延伸d3距离。示例性地，d3为8.4km。示例性地，第二梯形区203的两边(腰)与机场跑道的夹角为8.5度。
第四区域，该第四区域包括环绕所述机场跑道200的第一椭圆区域与第一区域和第二区域的非相交区域，所述第一椭圆区域包括分别以所述机场跑道200两端的中点为圆心，以第一半径R1画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域，该第一椭圆区域与第一区域和第二区域的非相交区域即为第四区域。示例性地，R1为4km。
第五区域，该第五区域包括环绕所述机场跑道200的第二椭圆区域与所述第一椭圆区域和第二区域的非相交区域，所述第二椭圆区域包括分别以所述机场跑道200两端的中点为圆心，以第二半径R2画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。示例性地，R2为6km。
图3A-图3C示出不同风险等级的机场具有不同的限飞等级和范围的示意图。
图3A示出机场风险等级为高危时，机场内区域的限飞等级和范围。如图3A所示，当所述机场的风险等级为高危时，第一区域至第五区域的限飞等级和范围如下：
所述第一区域设定为禁飞区，所述禁飞区包括所述第一区域及其上空区域。即在第一区域禁止无人飞行器飞行。
所述第二区域设定为限高区，所述限高区包括所述第二区域的高度大于第一设定高度阈值的上空区域。示例性地，所述第一设定高度阈值为60m。即无人飞行器在第二区域的飞行高度不能高于60m，该飞行高度可以为无人飞行器距离机场跑道的高度，也可以是距离无人飞行器起飞点的高度。
所述第三区域设定为限高区，所述限高区包括所述第三区域的高度大于第二设定高度阈值的上空区域。即无人飞行器在第三区域的飞行高度不能高于120m，该飞行高度可以为无人飞行器距离机场跑道的高度，也可以是距离无人飞行器起飞点的高度。
所述第四区域设定为授权区，所述授权区包括所述第四区域及其上空区域。即无人飞行器在第四区域的飞行需要获得授权或需要进行解禁，至于如何解禁将在后文进行描述。
所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空区域。即无人飞行器在第五区域的飞行会收到风险提示。
图3B示出机场风险等级为中危时，机场内区域的限飞等级和范围。如图3B所示，当所述机场的风险等级为中危时，第一区域至第五区域的限飞等级和范围如下：
所述第一区域设定为授权区，所述授权区包括所述第一区域及其上空区域。即无人飞行器在第一区域的飞行需要获得授权或需要进行解禁，至于如何解禁将在后文进行描述。
所述第二区域设定为授权区，所述授权区包括所述第二区域及其上空的区域。即无人飞行器在第二区域的飞行需要获得授权或需要进行解禁，至于如何解禁将在后文进行描述。
所述第三区域设定为警告区，所述警告区包括所述第三区域及其上空的区域。即无人飞行器在第三区域的飞行会收到风险提示。
所述第四区域设定为加强警告区，所述加强警告区包括所述第四区域及其上空的区域。即无人飞行器在第四区域的飞行会收到风险提示。
所述第五区域设定为警告区，所述警告区包括所述第五区域及其上空的区域。即无人飞行器在第五区域的飞行会收到风险提示。
图3C示出机场风险等级为中危时，机场内区域的限飞等级和范围。如图3C所示，当所述机场的风险等级为低危时，第一区域至第五区域的限飞等级和范围如下：
所述第一区域设定为加强警告区，所述加强警告区包括所述第一区域及其上空区域。即无人飞行器在第一区域的飞行会收到风险提示。
所述第二区域设定为加强警告区，所述加强警告区包括所述第二区域及其上空的区域。即无人飞行器在第一区域的飞行会收到风险提示。
第三区域至第五区域无飞行限制。
根据本发明实施例的限飞区生成方法，由于根据机场的风险等级生成机场内区域的限飞等级和范围，因而可以充分考虑机场的运行保护需求和用户的使用需求，一定程度上解决了机场运行保护和无人飞行器使用的冲突，提高了无人飞行器的使用范围，利于行业发展。
当根据本发明实施例的限飞区生成方法生成限飞区后，还需要使无人飞行器根据该限飞区执行限飞策略，因此，本发明还提供了一种控制无人飞行器飞行的方法以实现根据本发明的限飞策略。下面结合图1B对本发 明提供的控制无人飞行器的飞行方法进行描述。
图1B是根据本发明一实施例的控制无人飞行器飞行的方法的示意性流程图。图1B所述的方法包括：
步骤S110，接收数据文件，所述数据文件指示根据机场的风险等级生成的机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围。
所述数据文件的接收可以根据需要采取多种方式。作为示例，可以首先通过用于无人飞行器的控制设备，例如遥控器或智能终端，从服务器下载该数据文件，然后无人飞行器再从该控制设备接收所述数据文件，以将所述数据文件导入无人飞行器。例如，通过智能终端上运行的用于控制无人飞行器的应用程序与服务器进行连接，从服务器下载该数据文件，然后再将其上传至无人飞行器。
作为另一示例，无人飞行器可以通过与服务器的直接通信从服务器接收所述数据文件。例如当无人飞行器通过移动网络或wifi网络与服务器通信连接时，直接从服务器下载所述数据文件完成导入。
步骤S111，解析所述数据文件，并根据生成的机场内区域的限飞等级和范围执行限飞策略。
示例性地，当将所述数据文件导入无人飞行器后，无人飞行器的飞控解析所述数据文件，并根据生成的机场内区域的限飞等级和范围执行限飞策略，即相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围。
示例性地，所述机场的风险等级包括高危、中危和低危。
示例性地，所述限飞等级包括警告区、加强警告区、授权区、限高区和禁飞区。
示例性地，所述机场内区域包括第一区域，所述第一区域包括机场跑道和跑道延伸区；
示例性地，当所述机场的风险等级为高危时，所述第一区域设定为禁飞区，所述禁飞区包括所述第一区域及其上空区域；
当所述机场的风险等级为中危时，所述第一区域设定为授权区，所述授权区包括所述第一区域及其上空区域；
当所述机场的风险等级为低危时，所述第一区域设定为加强警告区，所述加强警告区包括所述第一区域及其上空区域。
示例性地，所述跑道延伸区包括所述机场跑道两端沿所述机场跑道的方向向外延伸设定距离的区域。
示例性地，所述机场内区域还包括第二区域，所述第二区域包括与所述第一区域两端相接并沿所述机场跑道方向延伸的第一梯形区。
示例性地，当所述机场的风险等级为高危时，所述第二区域设定为限高区，所述限高区包括所述第二区域的高度大于第一设定高度阈值的上空区域；
当所述机场的风险等级为中危时，所述第二区域设定为授权区，所述授权区包括所述第二区域及其上空的区域；
当所述机场的风险等级为低危时，所述第二区域设定为加强警告区，所述加强警告区包括所述第二区域及其上空的区域。
示例性地，所述机场内区域还包括第三区域，所述第三区域包括与所述第二区域相接并沿所述机场跑道方向延伸的第二梯形区。
示例性地，当所述机场的风险等级为高危时，所述第三区域设定为限高区，所述限高区包括所述第三区域的高度大于第二设定高度阈值的上空区域；
当所述机场的风险等级为中危时，所述第三区域设定为警告区，所述警告区包括所述第三区域及其上空的区域；
当所述机场的风险等级为中低危时，所述第三区域无飞行限制。
示例性地，所述第二设定高度阈值大于所述第一设定高度阈值。
示例性地，所述机场内区域还包括第四区域，所述第四区域包括环绕所述机场跑道的第一椭圆区域与第一区域和第二区域的非相交区域，所述第一椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第一半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
示例性地，当所述机场的风险等级为高危时，所述第四区域设定为授权区，所述授权区包括所述第四区域及其上空区域；
当所述机场的风险等级为中危时，所述第四区域设定为加强警告区，所述加强警告区包括所述第四区域及其上空的区域；
当所述机场的风险等级为中低危时，所述第四区域无飞行限制。
示例性地，所述机场内区域还包括第五区域，所述第五区域包括环绕所述机场跑道的第二椭圆区域与所述第一椭圆区域的非相交区域，所述第二椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第二半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
示例性地，当所述机场的风险等级为高危时，所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空区域
当所述机场的风险等级为中危时，所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空的区域；
当所述机场的风险等级为中低危时，所述第五区域无飞行限制。
示例性地，所述第二半径大于所述第一半径。
示例性地，所述限高区的设定高度阈值为距离所述机场跑道所在水平面的高度。
示例性地，所述限高区的设定高度阈值为距离飞行器起飞点的高度。
上述机场风险等级的含义以及机场内区域的具体设定以及在不同限飞等级下的限飞策略可以参考前述描述，在此不再赘述。
如前所述，当限飞区为授权区时，如果要进入授权区飞行，则需要对授权区进行解禁，本发明还提供了一种控制无人飞行器飞行的方法，用于实现授权区的解禁。下面结合图4对根据本发明实施例的授权区解禁方法进行说明。
图4是根据本发明一实施例的控制无人飞行器飞行的方法的示意性流程图。如图4所示，根据本发明实施例的控制无人飞行器飞行的方法包括：
步骤S401，判断无人飞行器待进入的区域是否为授权区。如果是则进入步骤S402-S406进行解禁，反之则继续执行步骤S401。
判断无人飞行器待进入的区域是否为授权区的方法可以为人为判断，例如用户准备在授权区进行飞行，则可以明确确定待进入的区域为授权区。也可以由无人飞行器的飞控或控制无人飞行器的设备(例如遥控器或与无人飞行器通信连接的移动设备)根据无人飞行器的当前位置以及获得的各区域的限飞区位置来判断待进入的区域是否为授权区。
步骤S402，通过APP客户端或网页端向服务器端发出解禁待进入的 所述授权区的请求。
当待进入的区域为授权区时，与无人飞行器通信连接的移动设备(例如智能手机或平板)上安装的APP客户端会提示要进入授权区，是否需要解禁，用户可以通过APP客户端向服务器发出解禁待进入的授权区的请求。当然，用户也可以提前通过网页端对要飞行的授权区向服务器发出解禁请求。
进一步地，当用户通过网页端对要飞行的授权区向服务器发出解禁请求之前，还包括步骤S403，通过网页端选择想要解禁的授权区。即用户通过网页端登录系统选择想要解禁的授权区(即将要进入飞行的授权区)，然后再通过网页端对该授权区向服务器发出解禁请求，从而实现提前解禁。
步骤S404，向服务器端发送身份认证信息。
用户通过APP客户端或网页端向服务器发送身份认证信息，从而便于服务器进行认证以及制作授权证书。通过发送身份认证信息，服务器便可以记录在授权区使用无人飞行器的用户的信息，从而便于在出现事故的时候进行后续处理。
示例性地，所述身份认证信息包括手机号或者信用卡号。
步骤S405，服务器端根据身份认证信息生成相应的授权证书。示例性地，所述授权证书包括用户服务器账号、所述无人飞行器的飞控序列号、授权飞行期限。
步骤S406，通过APP客户端下载所述授权证书并导入所述无人飞行器的飞控。
根据本发明实施例的控制无人飞行器飞行的方法，使得无人飞行器可以通过实时解禁或提前解禁来获得进入授权区的权利，在给使用者合理警示的前提下，提高了使用者的便利。
另外，本发明实施例还提供了一种限飞区生成设备，其包括一个或多个处理器；存储器，用于存储一个或多个程序；当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现图1-图3C所示的限飞区生成方法。
示例性地，该一个或多个处理器单独地或共同地被配置为用于：获取机场的风险等级，所述风险等级与机场类型和通航量相关；根据机场的风 险等级生成机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围；将生成的机场内区域的限飞等级和范围制成数据文件。
另外，本发明实施例还提供了一种控制无人飞行器飞行的设备，所述设备包括：一个或多个处理器；存储器，用于存储一个或多个程序；当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现图1B所示的控制无人飞行器飞行的方法。
示例性地，该一个或多个处理器单独地或共同地被配置为用于：接收数据文件，所述数据文件指示根据机场的风险等级生成的机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围；
解析所述数据文件，并根据生成的机场内区域的限飞等级和范围执行限飞策略
另外，本发明实施例还提供了一种用于无人飞行器飞行的控制设备，所述设备包括：一个或多个处理器；存储器，用于存储一个或多个程序；当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现图4所示的用于无人飞行器飞行的控制方法。
示例性地，该一个或多个处理器单独地或共同地被配置为用于：如果所述无人飞行器待进入的区域为授权区，则对所述授权区进行解禁；
其中，解禁过程为：
通过APP客户端或网页端向服务器端发出解禁待进入的所述授权区的请求；
向服务器端发送身份认证信息；
服务器端根据身份认证信息生成相应的授权证书；
通过APP客户端下载所述授权证书并导入所述无人飞行器的飞控。
尽管这里已经参考附图描述了示例实施例，应理解上述示例实施例仅仅是示例性的，并且不意图将本发明的范围限制于此。本领域普通技术人员可以在其中进行各种改变和修改，而不偏离本发明的范围和精神。所有这些改变和修改意在被包括在所附权利要求所要求的本发明的范围之内。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的 各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本发明的范围。
在本申请所提供的几个实施例中，应该理解到，所揭露的设备和方法，可以通过其它的方式实现。例如，以上所描述的设备实施例仅仅是示意性的，例如，所述单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个设备，或一些特征可以忽略，或不执行。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本发明的实施例可以在没有这些具体细节的情况下实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
类似地，应当理解，为了精简本发明并帮助理解各个发明方面中的一个或多个，在对本发明的示例性实施例的描述中，本发明的各个特征有时被一起分组到单个实施例、图、或者对其的描述中。然而，并不应将该本发明的方法解释成反映如下意图：即所要求保护的本发明要求比在每个权利要求中所明确记载的特征更多的特征。更确切地说，如相应的权利要求书所反映的那样，其发明点在于可以用少于某个公开的单个实施例的所有特征的特征来解决相应的技术问题。因此，遵循具体实施方式的权利要求书由此明确地并入该具体实施方式，其中每个权利要求本身都作为本发明的单独实施例。
本领域的技术人员可以理解，除了特征之间相互排斥之外，可以采用任何组合对本说明书(包括伴随的权利要求、摘要和附图)中公开的所有特征以及如此公开的任何方法或者设备的所有过程或单元进行组合。除非另外明确陈述，本说明书(包括伴随的权利要求、摘要和附图)中公开的每个特征可以由提供相同、等同或相似目的替代特征来代替。
此外，本领域的技术人员能够理解，尽管在此所述的一些实施例包括其它实施例中所包括的某些特征而不是其它特征，但是不同实施例的特征的组合意味着处于本发明的范围之内并且形成不同的实施例。例如，在权 利要求书中，所要求保护的实施例的任意之一都可以以任意的组合方式来使用。
本发明的各个部件实施例可以以硬件实现，或者以在一个或者多个处理器上运行的软件模块实现，或者以它们的组合实现。本领域的技术人员应当理解，可以在实践中使用微处理器或者数字信号处理器(DSP)来实现根据本发明实施例的一些模块的一些或者全部功能。本发明还可以实现为用于执行这里所描述的方法的一部分或者全部的装置程序(例如，计算机程序和计算机程序产品)。这样的实现本发明的程序可以存储在计算机可读介质上，或者可以具有一个或者多个信号的形式。这样的信号可以从因特网网站上下载得到，或者在载体信号上提供，或者以任何其他形式提供。
应该注意的是上述实施例对本发明进行说明而不是对本发明进行限制，并且本领域技术人员在不脱离所附权利要求的范围的情况下可设计出替换实施例。在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。本发明可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。
以上所述，仅为本发明的具体实施方式或对具体实施方式的说明，本发明的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本发明的保护范围之内。本发明的保护范围应以权利要求的保护范围为准。

Claims (42)

  1. 一种限飞区生成方法，其特征在于，包括：
    获取机场的风险等级，所述风险等级与机场类型和通航量相关；
    根据机场的风险等级生成机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围；
    将生成的机场内区域的限飞等级和范围制成数据文件。
  2. 根据权利要求1所述的方法，其特征在于，所述机场的风险等级包括高危、中危和低危。
  3. 根据权利要求2所述的方法，其特征在于，所述限飞等级包括警告区、加强警告区、授权区、限高区和禁飞区。
  4. 根据权利要求3所述的方法，其特征在于，所述机场内区域包括第一区域，所述第一区域包括机场跑道和跑道延伸区。
  5. 根据权利要求4所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第一区域设定为禁飞区，所述禁飞区包括所述第一区域及其上空区域；
    当所述机场的风险等级为中危时，所述第一区域设定为授权区，所述授权区包括所述第一区域及其上空区域；
    当所述机场的风险等级为低危时，所述第一区域设定为加强警告区，所述加强警告区包括所述第一区域及其上空区域。
  6. 根据权利要求4所述的方法，其特征在于，所述跑道延伸区包括所述机场跑道两端沿所述机场跑道的方向向外延伸设定距离的区域。
  7. 根据权利要求4所述的方法，其特征在于，所述机场内区域还包括第二区域，所述第二区域包括与所述第一区域两端相接并沿所述机场跑道方向延伸的第一梯形区。
  8. 根据权利要求7所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第二区域设定为限高区，所述限高区包括所述第二区域的高度大于第一设定高度阈值的上空区域；
    当所述机场的风险等级为中危时，所述第二区域设定为授权区，所述授权区包括所述第二区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第二区域设定为加强警告区，所述加强警告区包括所述第二区域及其上空的区域。
  9. 根据权利要求8所述的方法，其特征在于，所述机场内区域还包括第三区域，所述第三区域包括与所述第二区域相接并沿所述机场跑道方向延伸的第二梯形区。
  10. 根据权利要求9所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第三区域设定为限高区，所述限高区包括所述第三区域的高度大于第二设定高度阈值的上空区域；
    当所述机场的风险等级为中危时，所述第三区域设定为警告区，所述警告区包括所述第三区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第三区域无飞行限制。
  11. 据权利要求10所述的方法，其特征在于，所述第二设定高度阈值大于所述第一设定高度阈值。
  12. 根据权利要求9所述的方法，其特征在于，所述机场内区域还包括第四区域，所述第四区域包括环绕所述机场跑道的第一椭圆区域与第一区域和第二区域的非相交区域，，所述第一椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第一半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
  13. 根据权利要求12所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第四区域设定为授权区，所述授权区包括所述第四区域及其上空区域；
    当所述机场的风险等级为中危时，所述第四区域设定为加强警告区，所述加强警告区包括所述第四区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第四区域无飞行限制。
  14. 根据权利要求12所述的方法，其特征在于，所述机场内区域还包括第五区域，所述第五区域包括环绕所述机场跑道的第二椭圆区域与所述第一椭圆区域的非相交区域，所述第二椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第二半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
  15. 根据权利要求14所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空区域；
    当所述机场的风险等级为中危时，所述第五区域设定为警告区，所述警告区包括所述第五区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第五区域无飞行限制。
  16. 根据权利要求14所述的方法，其特征在于，所述第二半径大于所述第一半径。
  17. 根据权利要求3所述的方法，其特征在于，所述限高区的设定高度阈值为距离所述机场跑道所在水平面的高度。
  18. 根据权利要求3所述的方法，其特征在于，所述限高区的设定高度阈值为距离飞行器起飞点的高度。
  19. 一种控制无人飞行器飞行的方法，其特征在于，包括：
    接收数据文件，所述数据文件指示根据机场的风险等级生成的机场内区域的限飞等级和范围，其中，相同类型的机场内区域在不同风险等级的机场具有不同的限飞等级和范围；
    解析所述数据文件，并根据生成的机场内区域的限飞等级和范围执行限飞策略。
  20. 根据权利要求19所述的方法，其特征在于，所述机场的风险等级包括高危、中危和低危。
  21. 根据权利要求20所述的方法，其特征在于，所述限飞等级包括警告区、加强警告区、授权区、限高区和禁飞区。
  22. 根据权利要求21所述的方法，其特征在于，所述机场内区域包括第一区域，所述第一区域包括机场跑道和跑道延伸区。
  23. 根据权利要求22所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第一区域设定为禁飞区，所述禁飞区包括所述第一区域及其上空区域；
    当所述机场的风险等级为中危时，所述第一区域设定为授权区，所述授权区包括所述第一区域及其上空区域；
    当所述机场的风险等级为低危时，所述第一区域设定为加强警告区，所述加强警告区包括所述第一区域及其上空区域。
  24. 根据权利要求22所述的方法，其特征在于，所述跑道延伸区包括所述机场跑道两端沿所述机场跑道的方向向外延伸设定距离的区域。
  25. 根据权利要求22所述的方法，其特征在于，所述机场内区域还包括第二区域，所述第二区域包括与所述第一区域两端相接并沿所述机场跑道方向延伸的第一梯形区。
  26. 根据权利要求25所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第二区域设定为限高区，所述限高区包括所述第二区域的高度大于第一设定高度阈值的上空区域；
    当所述机场的风险等级为中危时，所述第二区域设定为授权区，所述授权区包括所述第二区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第二区域设定为加强警告区，所述加强警告区包括所述第二区域及其上空的区域。
  27. 根据权利要求26所述的方法，其特征在于，所述机场内区域还包括第三区域，所述第三区域包括与所述第二区域相接并沿所述机场跑道方向延伸的第二梯形区。
  28. 根据权利要求27所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第三区域设定为限高区，所述限高区包括所述第三区域的高度大于第二设定高度阈值的上空区域；
    当所述机场的风险等级为中危时，所述第三区域设定为警告区，所述警告区包括所述第三区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第三区域无飞行限制。
  29. 据权利要求28所述的方法，其特征在于，所述第二设定高度阈值大于所述第一设定高度阈值。
  30. 根据权利要求27所述的方法，其特征在于，所述机场内区域还包括第四区域，所述第四区域包括环绕所述机场跑道的第一椭圆区域与第一区域和第二区域的非相交区域，，所述第一椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第一半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
  31. 根据权利要求30所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第四区域设定为授权区，所述 授权区包括所述第四区域及其上空区域；
    当所述机场的风险等级为中危时，所述第四区域设定为加强警告区，所述加强警告区包括所述第四区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第四区域无飞行限制。
  32. 根据权利要求30所述的方法，其特征在于，所述机场内区域还包括第五区域，所述第五区域包括环绕所述机场跑道的第二椭圆区域与所述第一椭圆区域的非相交区域，所述第二椭圆区域包括分别以所述机场跑道两端的中点为圆心，以第二半径画圆弧，然后以两段圆弧的公切线连接两圆弧得到的区域。
  33. 根据权利要求32所述的方法，其特征在于，
    当所述机场的风险等级为高危时，所述第五区域设定为加强警告区，所述加强警告区包括所述第五区域及其上空区域；
    当所述机场的风险等级为中危时，所述第五区域设定为警告区，所述警告区包括所述第五区域及其上空的区域；
    当所述机场的风险等级为低危时，所述第五区域无飞行限制。
  34. 根据权利要求32所述的方法，其特征在于，所述第二半径大于所述第一半径。
  35. 根据权利要求21所述的方法，其特征在于，所述限高区的设定高度阈值为距离所述机场跑道所在水平面的高度。
  36. 根据权利要求21所述的方法，其特征在于，所述限高区的设定高度阈值为距离飞行器起飞点的高度。
  37. 一种用于无人飞行器的控制方法，其特征在于，包括：
    如果所述无人飞行器待进入的区域为授权区，则对所述授权区进行解禁；
    其中，解禁过程为：
    通过APP客户端或网页端向服务器端发出解禁待进入的所述授权区的请求；
    向服务器端发送身份认证信息；
    服务器端根据身份认证信息生成相应的授权证书；
    通过APP客户端下载所述授权证书并导入所述无人飞行器的飞控。
  38. 根据权利要求37所述的方法，其特征在于，所述身份认证信息包括手机号或者信用卡号。
  39. 根据权利要求37所述的方法，其特征在于，所述授权证书包括用户服务器账号、所述无人飞行器的飞控序列号、授权飞行期限。
  40. 一种生成限飞区的设备，其特征在于，包括：
    一个或多个处理器；
    存储器，用于存储一个或多个程序；
    当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现如权利要求1-18中任一所述的限飞区生成方法。
  41. 一种控制无人飞行器飞行的设备，其特征在于，包括：
    一个或多个处理器；
    存储器，用于存储一个或多个程序；
    当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现如权利要求19-36中任一所述的控制无人飞行器飞行的方法。
  42. 一种用于无人飞行器飞行的控制设备，其特征在于，所述设备包括：
    一个或多个处理器；
    存储器，用于存储一个或多个程序；
    当所述一个或多个程序被所述一个或多个处理器执行时，使得所述一个或多个处理器实现如权利要求37-40中任一所述的用于无人飞行器的控制方法。
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