CN110634332B - Airport airspace flow control method for small and medium-sized vertical take-off and landing unmanned aerial vehicle - Google Patents

Airport airspace flow control method for small and medium-sized vertical take-off and landing unmanned aerial vehicle Download PDF

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CN110634332B
CN110634332B CN201910938492.1A CN201910938492A CN110634332B CN 110634332 B CN110634332 B CN 110634332B CN 201910938492 A CN201910938492 A CN 201910938492A CN 110634332 B CN110634332 B CN 110634332B
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全权
崔恺
赵民强
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Fcow It Nanjing Co ltd
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Abstract

The invention relates to the technical field of unmanned aerial vehicles, and discloses a flow control method for an airport airspace of a small and medium-sized vertical take-off and landing unmanned aerial vehicle, which comprises the following six parts: s1Unmanned planeModel design, S2Airport aeronautical road chart model design, S3Method design and S for planning air route4Flight delay strategy, S5Airport route map updating method design and S6And (4) emergency landing. The method for controlling the airport airspace flow of the small and medium-sized vertical take-off and landing unmanned aerial vehicle comprises the steps of determining the number of the unmanned aerial vehicle, and calculating the flow rate of the unmanned aerial vehicle.

Description

Airport airspace flow control method for small and medium-sized vertical take-off and landing unmanned aerial vehicle
Technical Field
The invention relates to the technical field of unmanned aerial vehicles, in particular to a method for controlling the airport airspace flow of a small and medium-sized vertical take-off and landing unmanned aerial vehicle.
Background
Unmanned aerial vehicle is applied to city commodity circulation prospect wide, and VTOL and many rotor unmanned aerial vehicle all can realize hovering and VTOL, and the maneuverability is excellent, turns to in a flexible way, and it is lower to the airport condition requirement, is fit for being applied to city commodity circulation. The airport flow control method adopted by civil aviation is not suitable for small and medium-sized unmanned aerial vehicles capable of taking off and landing vertically, and an unmanned aerial vehicle airport on the current market can only realize the taking off and landing of a single unmanned aerial vehicle, and a subsequent unmanned aerial vehicle can enter after the previous unmanned aerial vehicle leaves the airport. In a real logistics scene, an 'airport' will be a material inventory area, a transfer station or a distribution station, and the capability of taking off and landing a plurality of unmanned aerial vehicles simultaneously is required. When the density of the unmanned aerial vehicle in the airport area is high, an airport and a reasonable flow control method applied to the urban logistics scene need to be designed, so that the flight safety of the unmanned aerial vehicle in the airport area is ensured, and the traffic efficiency is improved. Therefore, the application provides a flow control method of a small and medium-sized vertical take-off and landing fixed-wing unmanned aerial vehicle and a multi-rotor unmanned aerial vehicle in an airport airspace based on a graph theory.
Disclosure of Invention
Aiming at the defects of the background technology, the invention provides a method for controlling the airport airspace flow of a small and medium-sized vertical take-off and landing unmanned aerial vehicle, which has the advantages of route planning and safe travel and solves the problems provided by the background technology.
The invention provides the following technical scheme: a flow control method for an airport airspace of a small and medium-sized vertical take-off and landing unmanned aerial vehicle is divided into the following six parts: s1Unmanned aerial vehicle model design, S2Airport aeronautical road chart model design, S3Method design and S for planning air route4Flight delay strategy, S5Airport route map updating method design and S6And (4) emergency landing. (ii) a
S1And designing an unmanned aerial vehicle model, wherein the unmanned aerial vehicle model is a particle model. When unmanned aerial vehicle safety flight, can regard as a particle with each unmanned aerial vehicle, then unmanned aerial vehicle particle model is:
Figure BDA0002222235150000021
wherein li＞0，pU,iIndicating the position of the ith drone, viIndicating the speed, v, of the ith droned,iRepresenting the desired speed of the ith drone.
S2Designing an airport rout graph model, wherein the airport rout graph model adopts a graph theory model, the airport rout graph model is represented by an undirected graph gamma (N, E), all airport nodes are represented by N, and the number of the airport nodes is NN，
Figure BDA0002222235150000022
For a positive integer set, the Γ node of the graph may be enumerated as:
Figure BDA0002222235150000023
and E denotes all the routes of the airport, and
Figure BDA0002222235150000024
the number of airport flight segments is nEThen the gamma-shaped flight segment of the graph can be enumerated and expressed as:
Figure BDA0002222235150000025
Any leg can be represented by its two side nodes as:
E(j)＝{N(j)s,N(j)e}∈E，N(j)s，N(j)e∈N
let the airport aeronautical road map theoretical model be gamma, then obtain gamma middle aeronautical road map as follows:
(1) acquiring coordinates of all airport nodes, and setting nNA node
Figure BDA0002222235150000026
The node with the number i is N (i) and the coordinate is
Figure BDA0002222235150000027
(2) Obtaining a adjacency matrix A of gamma, A being nNThe order symmetric square matrix has the following values:
Figure BDA0002222235150000028
(3) calculating to obtain an adjacency matrix G with distance weight according to the communication relation between the node coordinate position and the node by taking the distance as the weight of the airport route mapAThe values are as follows:
Figure BDA0002222235150000031
the matrix comprises the relative positions and the communication relation among all the nodes, and the flow control of the airport area can be realized by calculating the matrix.
S3The method comprises designing route planning method, wherein the route of unmanned aerial vehicle is composed of edges in undirected graph gamma, and unmanned aerial vehicle U is arrangedkDenoted as E in the ith leg of the flightk(i) Then the course is represented in the form of flight segment in the graph gamma asThe following:
RE,k＝[Ek(1),Ek(2),...,Ek(nr)] (6)
wherein n isrIndicating the number of edges in the course, for successive legs Ek(1)，Ek(2) The starting point of the front navigation section is the terminal point of the rear navigation section, and the heading direction of the unmanned aerial vehicle is arranged to enable the navigation section Ek(j) Front is flight section Ek(j+1)，Ek(j) Starting point of (2) is Ns(Ek(j) Endpoint is N)e(Ek(j) Then, then
Ne(Ek(j))＝Ns(Ek(j+1)) (7)
Wherein the content of the first and second substances,
Figure BDA0002222235150000032
let U be represented by node numberkThe route is RN,k，
Figure BDA0002222235150000033
When planning approach, the shortest approach path from the entrance N (i) to any apron N (j) in the undirected graph F is calculated one by using Dijkstra algorithm with the entrance N (i) as a starting point (N (i) ═ N (4) in FIG. 1) and the number of each apron node N (j) as an end point (21-26), and the shortest one is taken as RN,kThat is, the approach path is the shortest one of the shortest paths from the entrance to each air park, and when no unmanned aerial vehicle exists in the airport, the U is used1Approach path RN,1＝[N(4),N(1),N(5)],U2Approach path RN,2＝[N(4),N(7),N(10)]；
Similar to the approach, the departure route planning takes the current apron node N (i) as the starting point and the airport exit N (j) as the end point (N (j) ═ N (15)), and the departure path R can be directly calculated by the Dijkstra algorithmN,k。
S4Flight delay strategy, set UkThe time for receiving the approach and departure instruction is ts,kPlanning a path for the drone at this point in timeIf there is no available path, take-off and landing are delayed, UkWaiting at the current position, planning the route again after a period of time until the route is available, and setting UkTotal delay at the present moment is Td,kEach time delay is increased by time tstep,kAnd respectively calculating the unmanned aerial vehicles entering the field and the unmanned aerial vehicles leaving the field by adopting a delay strategy from the beginning to the completion of the air route planning process, namely the delay calculation between the unmanned aerial vehicles entering the field and the unmanned aerial vehicles leaving the field is not influenced mutually.
S5The airport route map updating method is designed, the airport route map updating method interrupts or recovers a part of the route section in the airport according to the information of the flight state, the real-time position and the like of the unmanned aerial vehicle, and the route map GAThe updating is carried out to ensure the flight safety of the unmanned aerial vehicle in the airport area, improve the entering and leaving efficiency of the unmanned aerial vehicle on the premise of ensuring the safety and improve the airport capacity, and the rest airport route graph is G after the interrupted route is removed at the current momentA,rThe updating of the airport route map is essentially to GA,rThe value of the unmanned aerial vehicle is continuously reset to zero and restored to the original value, and only one unmanned aerial vehicle can fly in the same flight segment at any time in order to ensure the flight safety of the unmanned aerial vehicle;
if G isA(i, j) ═ 0, which indicates that no route exists between the waypoints n (i) and n (j), and when updating the route, no new route is generated between n (i) and n (j) corresponding to a (i, j) ═ 0, and the route is updated only by changing the original route;
unmanned plane UkHas a real-time position of pU,kAt a current speed vkIn order to ensure flight safety and prevent the common nodes from existing in the front route of the unmanned aerial vehicle flying at the same time, the route sections around all the nodes in the route are interrupted after the route is planned; when the unmanned aerial vehicle passes through a node, recovering a part of route around the node except a flight front section;
setting a flag bit matrix GFRecording the number of times the flight segment is interrupted, and GFTogether with the adjacency matrix A, determining whether each leg can be interrupted or resumed, GFInitial values of A, GF(i, j)' 1 indicates that the route between the nodes i, j is throughOtherwise, it means that the route is absent or interrupted, and during the whole airport operation, when G isFWhen certain conditions are satisfied, for GA,rUpdating is carried out, the condition is as follows, after the unmanned aerial vehicle plans the effective route, if GF(i, j) is less than or equal to 0 and an original path exists (A (i, j) ═ 1), the path is interrupted, and only G needs to be enabledF(i,j)＝GF(i, j) -1; otherwise, the situation that no air route exists between the two points originally and the processing is not needed is shown, and when the unmanned aerial vehicle flies over one air point, if the G corresponding to the segment taking the node as the end point is used, the G corresponding to the segment takes the node as the end pointFIf (i, j) is 0 and there is an original route, then the route is restored and G is set toF(i, j) ═ 1; if G isF(i, j) < 0 and the original existence of the route, only need to make GF(i,j)＝GF(i, j) +1, where recovery of the leg between the two points is not allowed. Note GFFor symmetric matrix, in updating GF(i, j) requires a synchronous update GF(j,i)；
In order to prevent the unmanned aerial vehicle from passing through a waypoint above the apron on which the unmanned aerial vehicle has been parked, the apron area needs to be specially treated.
The method comprises the following steps of updating an approach unmanned aerial vehicle airway chart:
(1) unmanned plane UkApproach route RN,k＝[N(i1),N(i2),...,N(ir)]Then, then
Figure BDA0002222235150000051
GA,rSymmetrical about GA,r(in,im) Modified together with GFUpdating, planning effective route, and adding RN,kThe segment with the middle node as the end point is interrupted;
(2) when the unmanned aerial vehicle flies to the front of the parking apron area and passes through one node, all the surrounding flight sections with the node as an end point are recovered, and the unmanned aerial vehicle passes through N (i)a) Time of flight
Figure BDA0002222235150000052
GA,rThe variation expression is as follows:
Figure BDA0002222235150000053
in the same way, GA,r(in,ia) Together modify and pair GFAnd (6) updating. Note that the restored route does not include N (i)a) To the leg between the next waypoint.
(3) When the unmanned aerial vehicle arrives at the parking apron area, in order to prevent the subsequent unmanned aerial vehicle from entering the occupied parking apron, the unmanned aerial vehicle is regulated to arrive at a parking apron node N (i)r-1) And N (i)r) The method does not recover the surrounding air routes, does not change the zone bit of the air section of the apron area, and always keeps the state of the interruption of the air routes of the apron area in the process that the unmanned aerial vehicle enters the airport and leaves the apron until the unmanned aerial vehicle takes off, and does not recover until the unmanned aerial vehicle takes off, and the updating of the off-site air route map is similar to that in the process of entering the airport. Before planning an off-site route, the route of the apron area where the unmanned aerial vehicle is located needs to be recovered, otherwise, an available route cannot be planned. If the planned route is invalid, all the flight sections of the apron area need to be interrupted again, and the planned route is recovered again when the next departure time point is reached. The update process needs to conform to GFAnd (6) updating. The step of updating the routing map is the same as the steps (1) and (2) in the approach, but the routing map can always fly away from the exit node in the step (2).
S6Emergency landing, the design of the unmanned aerial vehicle emergency route is as follows:
(1) the unmanned aerial vehicle which is in emergency landing enters from different entrances with other unmanned aerial vehicles, and the emergency entrance can be above the original entrance;
(2) adding a navigation point above all the parking aprons, wherein the navigation point is higher than the navigation point above the original parking aprons and is as high as the emergency entrance;
(3) the unmanned aerial vehicle enters from the emergency entrance, directly flies to a navigation point above the parking apron which is closest to the unmanned aerial vehicle and then lands;
(4) if the included angle of the direct route from the emergency entrance to the upper part of different parking aprons is extremely small, combining partial routes, namely, when the unmanned aerial vehicle needs to fly to the farther parking apron, the unmanned aerial vehicle firstly passes through the node above the closer parking apron;
with EkTo represent unmanned plane UkWhether an emergency landing is required, EkIndicates that the drone is flying normally when being 0, EkIndicate that the unmanned aerial vehicle needs emergency landing 1. The unmanned aerial vehicle for emergency landing has a route planning mode basically the same as that of the unmanned aerial vehicle for normal landing. However, the included angle between the multiple air routes may be small, the shortest distance from the unmanned aerial vehicle flying on one air route to the rest air routes in a short time after the approach may be smaller than the safe distance, and danger may be caused if other unmanned aerial vehicles are in emergency landing at the approaching moment. In order to ensure the flight safety of the unmanned aerial vehicle, all the emergency routes are interrupted for the subsequent unmanned aerial vehicle after the unmanned aerial vehicle enters the field until the unmanned aerial vehicle flies out for a certain distance and then the routes are recovered. In actual conditions, the density of the unmanned aerial vehicle which is in emergency landing is lower, and the delay time t increased every timestep,kBy using a fixed value
The invention has the following beneficial effects:
according to the airport airspace flow control method for the small and medium-sized vertical take-off and landing unmanned aerial vehicles, the residual air paths of the airport are adjusted in real time by using the graph theory method through the airport airspace flow control method for the small and medium-sized vertical take-off and landing fixed-wing unmanned aerial vehicles and multi-rotor unmanned aerial vehicles in the graph theory, so that the flight safety of the unmanned aerial vehicles in the airport airspace can be ensured, the aim of controlling the flow of the unmanned aerial vehicles in the airport area can be well fulfilled, and a safe and efficient interface is provided for the unmanned aerial vehicles needing emergency landing. The method meets the requirement of airport area flow control under the actual condition. The algorithm has the advantages of small calculation amount, high robustness and good universality, and is suitable for similar airports.
Drawings
FIG. 1 is an airport route model;
FIG. 2 is an approach shortest path graph;
fig. 3 is a flow chart of unmanned aerial vehicle entering and leaving delay;
fig. 4 is a flow chart of determining the single delay time length of the unmanned aerial vehicle;
FIG. 5 is a schematic illustration of the remaining routes;
FIG. 6 is a flowchart of an update of an approach roadmap;
FIG. 7 is an off-site roadmap update flow chart;
FIG. 8 is an airport route model with the addition of an emergency landing route.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1-8, a flow control method for an airport airspace of a small and medium sized vertical take-off and landing unmanned aerial vehicle is divided into the following six parts: s1Unmanned aerial vehicle model design, S2Airport aeronautical road chart model design, S3Method design and S for planning air route4Flight delay strategy, S5Airport route map updating method design and S6Emergency landing;
S1unmanned aerial vehicle model design, unmanned aerial vehicle model are the particle model, when unmanned aerial vehicle safety flight, can regard each unmanned aerial vehicle as a particle, then unmanned aerial vehicle particle model is:
Figure BDA0002222235150000081
wherein li＞0，pU,iIndicating the position of the ith drone, viIndicating the speed, v, of the ith droned,iRepresenting the desired speed of the ith drone.
S2Designing an airport rout graph model, wherein the airport rout graph model adopts a graph theory model, the airport rout graph model is represented by an undirected graph gamma (N, E), all airport nodes are represented by N, and the number of the airport nodes is NN，
Figure BDA0002222235150000082
For a positive integer set, the Γ node of the graph may be enumerated as:
Figure BDA0002222235150000083
and E denotes all the routes of the airport, and
Figure BDA0002222235150000084
the number of airport flight segments is nEThen, the Γ -shaped navigation segment may be enumerated as:
Figure BDA0002222235150000085
any leg can be represented by its two side nodes as:
E(j)＝{N(j)s,N(j)e}∈E，N(j)s，N(j)e∈N
let the airport aeronautical road map theoretical model be gamma, then obtain gamma middle aeronautical road map as follows:
(1) acquiring coordinates of all airport nodes, and setting nNA node
Figure BDA0002222235150000086
The node with the number i is N (i) and the coordinate is
Figure BDA0002222235150000087
(2) Obtaining a adjacency matrix A of gamma, A being nNThe order symmetric square matrix has the following values:
Figure BDA0002222235150000088
(3) calculating to obtain an adjacency matrix G with distance weight according to the communication relation between the node coordinate position and the node by taking the distance as the weight of the airport route mapAThe values are as follows:
Figure BDA0002222235150000089
the matrix comprises the relative positions and the communication relation among all the nodes, and the flow control of the airport area can be realized by calculating the matrix.
S3The method comprises designing route planning method, wherein the route of unmanned aerial vehicle is composed of edges in undirected graph gamma, and unmanned aerial vehicle U is arrangedkDenoted as E in the ith leg of the flightk(i) Then the route is represented in the form of a leg in graph Γ as follows:
RE,k＝[Ek(1),Ek(2),...,Ek(nr)] (6)
wherein n isrIndicating the number of edges in the course, for successive legs Ek(1)，Ek(2) The starting point of the front navigation section is the terminal point of the rear navigation section, and the heading direction of the unmanned aerial vehicle is arranged to enable the navigation section Ek(j) Front is flight section Ek(j+1)，Ek(j) Starting point of (2) is Ns(Ek(j) Endpoint is N)e(Ek(j) Then, then
Ne(Ek(j))＝Ns(Ek(j+1)) (7)
Wherein the content of the first and second substances,
Figure BDA0002222235150000091
let U be represented by node numberkThe route is RN,k，
Figure BDA0002222235150000092
When planning approach, the shortest approach path from the entrance N (i) to any apron N (j) in the undirected graph F is calculated one by using Dijkstra algorithm with the entrance N (i) as a starting point (N (i) ═ N (4) in FIG. 1) and the number of each apron node N (j) as an end point (21-26), and the shortest one is taken as RN,kThat is, the approach path is the shortest one of the shortest paths from the entrance to each air park, and when no unmanned aerial vehicle exists in the airport, the U is used1Approach path RN,1＝[N(4),N(1),N(5)],U2Approach pathRN,2＝[N(4),N(7),N(10)]；
Similar to the approach, the departure route planning takes the current apron node N (i) as the starting point and the airport exit N (j) as the end point (N (j) ═ N (15)), and the departure path R can be directly calculated by the Dijkstra algorithmN,k。
S4Flight delay strategy, set UkThe time for receiving the approach and departure instruction is ts,kAnd planning a path for the unmanned aerial vehicle at the time point, if no available path exists, taking off and landing are delayed, and U is adoptedkWaiting at the current position, planning the route again after a period of time until the route is available, and setting UkTotal delay at the present moment is Td,kEach time delay is increased by time tstep,kFrom the beginning of waiting to the completion of the route planning process, the unmanned aerial vehicles entering the field and leaving the field are separately calculated by adopting a delay strategy, namely, the delay calculation between the unmanned aerial vehicles entering the field and leaving the field is not influenced by each other;
the design delay strategy has two purposes: when the unmanned aerial vehicle enters the field, the rear unmanned aerial vehicle surpasses the unmanned aerial vehicle waiting in front; the unmanned aerial vehicle waiting for the longest time can enter or leave the field as early as possible. The purpose is realized by changing the time delay t of the unmanned aerial vehicle every timestep,kTo achieve this, a smaller t is setstep1A larger tstep2Let t bestep2≥2×tstep1When there are many unmanned aerial vehicles delayed, the unmanned aerial vehicle with the longest delay time adopts tstep1As tstep,kOther unmanned aerial vehicles adopt tstep2The number of unmanned aerial vehicles which are set at the time of approach delay or departure delay is nU,dAnd the number of all unmanned aerial vehicles in the airport is nU,ttl. Accessible judgment U for whether unmanned aerial vehicle is in-range delay or out-of-range delaykReal-time location of
Figure BDA0002222235150000101
And (6) obtaining. Judge unmanned aerial vehicle tstep,kThe strategy of (2) is shown in fig. 4.
As can be seen from FIG. 3, the delay time returns to zero after the unmanned aerial vehicle plans to go out of the flight line, so if T is reachedd,k＞0，UkIn a delayed state. Then, the number of the unmanned aerial vehicles in the delay state can be increasedIts waiting time defines tstep,kThe value of (c).
S5The airport route map updating method is designed, the airport route map updating method interrupts or recovers a part of the route section in the airport according to the information of the flight state, the real-time position and the like of the unmanned aerial vehicle, and the route map GAThe updating is carried out to ensure the flight safety of the unmanned aerial vehicle in the airport area, improve the entering and leaving efficiency of the unmanned aerial vehicle on the premise of ensuring the safety and improve the airport capacity, and the rest airport route graph is G after the interrupted route is removed at the current momentA,rThe updating of the airport route map is essentially to GA,rThe value of the unmanned aerial vehicle is continuously reset to zero and restored to the original value, and only one unmanned aerial vehicle can fly in the same flight segment at any time in order to ensure the flight safety of the unmanned aerial vehicle;
if G isA(i, j) ═ 0, which indicates that no route exists between the waypoints n (i) and n (j), and when updating the route, no new route is generated between n (i) and n (j) corresponding to a (i, j) ═ 0, and the route is updated only by changing the original route;
unmanned plane UkHas a real-time position of pU,kAt a current speed vkIn order to ensure flight safety and prevent the common nodes from existing in the front route of the unmanned aerial vehicle flying at the same time, the route sections around all the nodes in the route are interrupted after the route is planned; every time the unmanned aerial vehicle passes through a node, recovering a part of route around the node except for the route section in front of flying, but updating the route map according to the method, when a plurality of unmanned aerial vehicles fly in the airport, part of the route section may be repeatedly interrupted, if not processed, any unmanned aerial vehicle can recover the route after passing through the endpoint node of the route section. But at this time, the route may not be recovered, and the potential safety hazard still exists.
Setting a flag bit matrix GFRecording the number of times the flight segment is interrupted, and GFTogether with the adjacency matrix A, determining whether each leg can be interrupted or resumed, GFInitial values of A, GFIf (i, j) ═ 1 indicates that the route between the nodes i and j is through, otherwise, the route does not exist or is interrupted, and during the whole airport operation process, when G is usedFWhen certain conditions are satisfied, for GA,rUpdating is carried out, the condition is as follows, after the unmanned aerial vehicle plans the effective route, if GF(i, j) is less than or equal to 0 and an original path exists (A (i, j) ═ 1), the path is interrupted, and only G needs to be enabledF(i,j)＝GF(i, j) -1; otherwise, the situation that no air route exists between the two points originally and the processing is not needed is shown, and when the unmanned aerial vehicle flies over one air point, if the G corresponding to the segment taking the node as the end point is used, the G corresponding to the segment takes the node as the end pointFIf (i, j) is 0 and there is an original route, then the route is restored and G is set toF(i, j) ═ 1; if G isF(i, j) < 0 and the original existence of the route, only need to make GF(i,j)＝GF(i, j) +1, where recovery of the leg between the two points is not allowed. Note GFFor symmetric matrix, in updating GF(i, j) requires a synchronous update GF(j,i)；
In order to prevent the unmanned aerial vehicle from passing through a waypoint above the apron on which the unmanned aerial vehicle has been parked, the apron area needs to be specially treated.
The method comprises the following steps of updating an approach unmanned aerial vehicle airway chart:
(1) unmanned plane UkApproach route RN,k＝[N(i1),N(i2),...,N(ir)]Then, then
Figure BDA0002222235150000111
GA,rSymmetrical about GA,r(in,im) Modified together with GFUpdating, planning effective route, and adding RN,kThe segment with the middle node as the end point is interrupted;
(2) when the unmanned aerial vehicle flies to the front of the parking apron area and passes through one node, all the surrounding flight sections with the node as an end point are recovered, and the unmanned aerial vehicle passes through N (i)a) Time of flight
Figure BDA0002222235150000112
GA,rThe variation expression is as follows:
Figure BDA0002222235150000121
in the same way, GA,r(in,ia) Together modify and pair GFAnd (6) updating. Note that the restored route does not include N (i)a) To the leg between the next waypoint.
(3) When the unmanned aerial vehicle arrives at the parking apron area, in order to prevent the subsequent unmanned aerial vehicle from entering the occupied parking apron, the unmanned aerial vehicle is regulated to arrive at a parking apron node N (i)r-1) And N (i)r) The method does not recover the surrounding air routes, does not change the zone bit of the air section of the apron area, and always keeps the state of the interruption of the air routes of the apron area in the process that the unmanned aerial vehicle enters the airport and leaves the apron until the unmanned aerial vehicle takes off, and does not recover until the unmanned aerial vehicle takes off, and the updating of the off-site air route map is similar to that in the process of entering the airport. Before planning an off-site route, the route of the apron area where the unmanned aerial vehicle is located needs to be recovered, otherwise, an available route cannot be planned. If the planned route is invalid, all the flight sections of the apron area need to be interrupted again, and the planned route is recovered again when the next departure time point is reached. The update process needs to be updated in compliance with GF. The step of updating the routing map is the same as the steps (1) and (2) in the approach, but the routing map can always fly away from the exit node in the step (2).
S6 emergency landing, the design of the unmanned aerial vehicle emergency route is as follows: a drone in flight may need to land immediately with certain emergencies, and for the dispatch of such a drone the following principles need to be followed:
(1) the flight safety of the unmanned aerial vehicle is ensured;
(2) make unmanned aerial vehicle descend as soon as possible.
Therefore, for an unmanned aerial vehicle requiring emergency landing, the route thereof needs to be separated from the route of the unmanned aerial vehicle flying normally, and the unmanned aerial vehicle needs to fly to the apron area at the shortest distance;
(1) the unmanned aerial vehicle which is in emergency landing enters from different entrances with other unmanned aerial vehicles, and the emergency entrance can be above the original entrance;
(2) adding a navigation point above all the parking aprons, wherein the navigation point is higher than the navigation point above the original parking aprons and is as high as the emergency entrance;
(3) the unmanned aerial vehicle enters from the emergency entrance, directly flies to a navigation point above the parking apron which is closest to the unmanned aerial vehicle and then lands;
(4) if the included angle of the direct route from the emergency entrance to the upper part of different parking aprons is extremely small, combining partial routes, namely, when the unmanned aerial vehicle needs to fly to the farther parking apron, the unmanned aerial vehicle firstly passes through the node above the closer parking apron;
with EkTo represent unmanned plane UkWhether an emergency landing is required, EkIndicates that the drone is flying normally when being 0, EkIndicate that the unmanned aerial vehicle needs emergency landing 1. The unmanned aerial vehicle for emergency landing has a route planning mode basically the same as that of the unmanned aerial vehicle for normal landing. However, the included angle between the multiple air routes may be small, the shortest distance from the unmanned aerial vehicle flying on one air route to the rest air routes in a short time after the approach may be smaller than the safe distance, and danger may be caused if other unmanned aerial vehicles are in emergency landing at the approaching moment. In order to ensure the flight safety of the unmanned aerial vehicle, all the emergency routes are interrupted for the subsequent unmanned aerial vehicle after the unmanned aerial vehicle enters the field until the unmanned aerial vehicle flies out for a certain distance and then the routes are recovered. In actual conditions, the density of the unmanned aerial vehicle which is in emergency landing is lower, and the delay time t increased every timestep,kA fixed value may be used.
And acquiring the communication information between the coordinate position of the node in the airport and the node from the outside to generate an airport route map. The simulated airport routes are shown in fig. 8, and no unmanned aerial vehicle is in the airport at the initial simulation moment. Obtaining unmanned aerial vehicle speed v from outsidekSelect entry information EkCalculating the time of entering and leaving the field of the unmanned aerial vehicle and calculating a zone bit matrix GFAnd simulating the flight of the unmanned aerial vehicle on the airport airway.
An entrance is required to be selected before the unmanned aerial vehicle enters the field: ekEntering from normal flight entrance N (4) when equal to 0, EkWhen the value is 1, the gas enters from an emergency entrance N (27). According to real time G upon arrival at the entranceA,rPlanning an air route by information, calculating the shortest landing route from an entrance to each air park by utilizing a Dijkstra algorithm, and selecting the shortest distance in each shortest route as the landing route R of the unmanned aerial vehicleE,k. If no effective route exists at the current moment, the unmanned aerial vehicle needs toWaiting for a period of time at the entry delay, and then planning the route again until the route is valid, as shown in fig. 3. If there are many unmanned aerial vehicles delay waiting simultaneously, need to make the unmanned aerial vehicle of latency longest descend as early as possible, this unmanned aerial vehicle delay time that increases at every turn is less, and the delay time that all the other unmanned aerial vehicles increase at every turn is great, as shown in fig. 4. After the effective route is planned, the interruption meets GFConditional leg around route node, GA,rCorresponding to the position value of 0 and update GF。
After the planning of the route is finished, the unmanned aerial vehicle follows RE,kUntil landing on the target apron. Influence of off-site factors is not considered during simulation, and the real-time position of the unmanned aerial vehicle can be estimated. In order to improve the passing efficiency of unmanned aerial vehicles at airports, UkEach time a waypoint is flown, divide the waypoint and RE,kIn the middle and next node, the requirement G is metFOther routes with the node as the end point of the condition are all recovered, GA,rRestoring the original value corresponding to the position data, and updating GF(ii) a To prevent UkSubsequent unmanned aerial vehicles pass through the nodes above the parking apron after landing, and the air routes taking the last two air points in the approach unmanned aerial vehicle route, namely the parking apron and the nodes above the parking apron as end points are specified not to recover the part of the route after the unmanned aerial vehicle passes through the nodes, as shown in figure 6, GFThe corresponding flag bit is not changed.
If the unmanned aerial vehicle needs to land in an emergency, the unmanned aerial vehicle enters the field from N (27), and the route for landing in an emergency is planned, so that the unmanned aerial vehicle can land in the shortest route under the condition of ensuring the safety of the unmanned aerial vehicle, and the route for landing in an emergency is shown in fig. 8. U shapekWhen entering an airport, a position is on the side of a route starting from N (27) and close to N (27), and UkThe distance from the emergency air route to other emergency air routes is short, and potential safety hazards exist. In order to ensure the flight safety of the unmanned aerial vehicle, all emergency flight sections taking an emergency entrance as an end point are completely interrupted after the unmanned aerial vehicle enters a field, and all emergency flight paths are recovered after the unmanned aerial vehicle flies out for a certain distance. And under other conditions, updating the airway map is consistent with the normal landing of the unmanned aerial vehicle. Note that G is satisfied during interruption and resumption of the legFCondition and update G after the roadmap is updatedFAnd (4) matrix.
Before the unmanned aerial vehicle leaves the airport, the routes of the parking apron area are completely interrupted, and the available routes cannot be planned, so that the routes in the parking apron area meet GFIn terms of conditions, G needs to be restored and updated with course resources in the occupied apron area before planning the courseF. If the planned route is invalid, the part of route resources are required to be interrupted again after the route is planned, GA,rThe corresponding value is updated to 0 and G is updatedFAnd (4) matrix. If an invalid airway is planned, delayed takeoff is needed, and the delay strategy is the same as that of approach. After the effective route is planned, the updating method of the route map is basically the same as that of the route map during approach, and every time when a route node passes through, the condition that the periphery of the node meets G is recoveredFThe matrix condition of the way and no special treatment of several nodes at the end of the way is required, as shown in fig. 7.
The airport area can realize that many unmanned aerial vehicles advance simultaneously and leave the field, wherein, allows many unmanned aerial vehicles to advance simultaneously, nevertheless only allows to have an unmanned aerial vehicle to leave the field with the period. The safety performance of the flow control method can be evaluated through the shortest distance between unmanned aerial vehicles in an airport in the test simulation process, the delay time of the unmanned aerial vehicles is recorded through adjusting the approach interval of the unmanned aerial vehicles, the operation capacity [2] of the airport is obtained, namely the airport performance is evaluated through the maximum number of aircraft which can be served by an airspace system in unit time under the acceptable delay level.
Simulation results show that the method can realize the safe and ordered flight of the unmanned aerial vehicle in the airport airspace and better realize the flow control of the unmanned aerial vehicle in the airport area.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (1)

1. A method for controlling the airport airspace flow of a small and medium-sized vertical take-off and landing unmanned aerial vehicle is characterized by comprising the following steps: the flow control method is divided into the following six parts: s1 unmanned aerial vehicle model design, S2 airport rout chart model design, S3 rout planning method design, S4 flight delay strategy, S5 airport rout chart updating method design and S6 emergency landing;
s1 unmanned aerial vehicle model design, unmanned aerial vehicle model are the particle model, when unmanned aerial vehicle safety flight, can regard as a particle with each unmanned aerial vehicle, then unmanned aerial vehicle particle model is:
Pu，i＝Vi
Vi＝-li(Vi-Vd，i)
the position of the ith unmanned aerial vehicle is represented by Pu, i, Vi and Vd, wherein li is larger than 0, the position of the ith unmanned aerial vehicle is represented by Pu, i, the speed of the ith unmanned aerial vehicle is represented by Vi, and the expected speed of the ith unmanned aerial vehicle is represented by Vd, i;
s2 airport route map model design, the airport route map model adopts a graph theory model, an undirected graph G (N, E) represents the airport route map model, N represents all the airport nodes, the number of the airport nodes is positive integer set, then the graph G nodes can be enumerated as follows:
Figure FDA0003116193150000011
and E denotes all the routes of the airport, and
Figure FDA0003116193150000012
if the number of airport segments is nE, the segment of graph G can be enumerated as follows:
Figure FDA0003116193150000013
any leg can be represented by its two side nodes as:
E(j)＝{N(j)s，N(j)}e∈E，N(j)s，N(j)e∈E
let the airport route map theoretical model be G, then obtain G middle route map as follows:
(1) obtaining coordinates of all airport nodes, and setting a total of nN nodes (1 < nN belongs to Z+) The node with the number of i is N (i), and the coordinate is Pwp，i∈R3；
(2) Obtaining an adjacent matrix A of G, wherein A is an nN-order symmetric square matrix and has the following values:
Figure FDA0003116193150000014
(3) calculating to obtain an adjacency matrix G with distance weight according to the communication relation between the node coordinate position and the node by taking the distance as the weight of the airport route mapAThe values are as follows:
Figure FDA0003116193150000021
the matrix comprises the relative positions and the communication relation among all nodes, and the flow control of the airport area can be realized by calculating the matrix;
s3 route planning method, the route of unmanned aerial vehicle is composed of edges in undirected graph G, and the ith segment in the route of unmanned aerial vehicle Uk is represented as Ek(i) Then the route is represented in graph G as follows:
RE，k＝[Ek(1)，Ek(2)，...，Ek(nr)]
where nr denotes the number of edges in the course, for successive legs Ek(1)，Ek(2) Front leg craneThe point is the rear flight path terminal point, and the flight path E is set along the advancing direction of the unmanned aerial vehiclek(j) Front is flight section Ek(j+1)，Ek(j) Starting point of (2) is Ns(Ek(j) Endpoint is N)e(Ek(j) Then, then
Ne(Ek(j))＝Ns(Ek(j+1))
Wherein j is more than or equal to 1 and less than or equal to ne∈Z+And setting Uk route represented by node number as RN，k，
RN，k＝N((RE，K)
＝[NS((Ek(1))，Ne(Ek(1))，Ne(Ek(2))，....，Ne(Ek(nr-1))，Ne(Ek(nr))]
When planning approach, using entrance N (i) as starting point (N (i) ═ N (4)), using each apron node N (i) as end point (apron node numbers are 21-26), using Dijkstra algorithm to calculate the shortest approach path from N (i) to all N (i) in undirected graph G, and using the shortest one as RN，kThat is, the approach path is the shortest one of the shortest paths from the entrance to each air park, and when no unmanned aerial vehicle exists in the airport, the U is used1Approach path RN，1[N(4)，N(1)，N(5)]，U2Approach path RN，2[N(4)，N(7)，N(10)]；
Similar to approach, the departure route planning takes the current apron node N (i) as the starting point and the airport exit N (i) as the end point (N (i) ═ N (15)), and the departure path R can be directly calculated by the Dijkstra algorithmN，k；
S4 flight delay strategy, set UKThe time for receiving the approach and departure instruction is ts，kAnd planning a path for the unmanned aerial vehicle at the time point, if no available path exists, taking off and landing are delayed, and U is adoptedKWaiting at the current position, planning the route again after a period of time until the route is available, and setting UKTotal delay at the present moment is Td，kEach time delay is increased by time tstep，kFrom the beginning of waiting to the completion of the planned route, adoptThe delay strategy separately calculates the unmanned aerial vehicles entering the field and leaving the field, namely, the delay calculation between the unmanned aerial vehicles entering the field and leaving the field is not influenced by each other;
s5 airport route map updating method design, airport route map updating according to unmanned aerial vehicle flight state, real-time position and other information, to interrupt or recover part of air section in airport, to route map GAThe updating is carried out to ensure the flight safety of the unmanned aerial vehicle in the airport area, improve the entering and leaving efficiency of the unmanned aerial vehicle on the premise of ensuring the safety and improve the airport capacity, and the rest airport route graph is G after the interrupted route is removed at the current momentA，rThe updating of the airport route map is essentially to GA，rThe value of the unmanned aerial vehicle is continuously reset to zero and restored to the original value, and only one unmanned aerial vehicle can fly in the same flight segment at any time in order to ensure the flight safety of the unmanned aerial vehicle;
if G isA(i, j) ═ 0, which indicates that no route exists between the waypoints n (i) and n (j), and when updating the route, no new route is generated between n (i) and n (j) corresponding to a (i, j) ═ 0, and the route is updated only by changing the original route;
unmanned plane UKHas a real-time position of PU，kAt a current speed VkIn order to ensure flight safety and prevent the common nodes from existing in the front route of the unmanned aerial vehicle flying at the same time, the route sections around all the nodes in the route are interrupted after the route is planned; when the unmanned aerial vehicle passes through a node, recovering a part of route around the node except a flight front section;
setting a flag bit matrix GFRecording the number of times the flight segment is interrupted, and GFTogether with the adjacency matrix A, determining whether each leg can be interrupted or resumed, GFInitial values of A, GFIf (i, j) ═ 1 indicates that the route between the nodes i and j is through, otherwise, the route does not exist or is interrupted, and during the whole airport operation process, when G is usedFWhen certain conditions are satisfied, for GA，rUpdating is carried out, the condition is as follows, after the unmanned aerial vehicle plans the effective route, if GF(i, j) ≦ 0 and there is originally an airway (A (i, j) ≦ 1), indicating that the airway has been interrupted,only need to make GF(i，j)＝GF(i, j) -1; otherwise, the situation that no air route exists between the two points originally and the processing is not needed is shown, and when the unmanned aerial vehicle flies over one air point, if the G corresponding to the segment taking the node as the end point is used, the G corresponding to the segment takes the node as the end pointFIf (i, j) is 0 and there is an original route, then the route is restored and G is set toF(i, j) ═ 1; if G isF(i, j) < 0 and the original existence of the route, only need to make GF(i，j)＝GF(i, j) +1, when recovery of the leg between two points is not allowed, note GFFor symmetric matrix, in updating GF(i, j) requires a synchronous update GF(j，i)；
In order to prevent the unmanned aerial vehicle from passing through a navigation point above the apron where the unmanned aerial vehicle is already parked, special treatment is required to be carried out on the apron area;
the method comprises the following steps of updating an approach unmanned aerial vehicle airway chart:
(1) unmanned plane UKApproach route RN，k＝[N(i1)，N(i2)，....，N(ir)]Then, then
Figure FDA0003116193150000041
GA，rSymmetrical about GA，r(im，in) Modified together with GFUpdating, planning effective route, and adding RN，kThe segment with the middle node as the end point is interrupted;
(2) when the unmanned aerial vehicle flies to the front of the parking apron area and passes through one node, all the surrounding flight sections with the node as an end point are recovered, and the unmanned aerial vehicle passes through N (i)a) Time of flight
Figure FDA0003116193150000042
||Pu，k-Pwp，ia||＜VK/2，GA，r(2) The variation expression is as follows:
Figure FDA0003116193150000043
in the same way, GA，r(ia，in) Together modify and pair GFUpdates are made noting that the restored route does not include N (i)a) A leg between to the next waypoint;
(3) when the unmanned aerial vehicle arrives at the parking apron area, in order to prevent the subsequent unmanned aerial vehicle from entering the occupied parking apron, the unmanned aerial vehicle is regulated to arrive at a parking apron node N (i)r-1) And N (i)r) The method is characterized in that peripheral air paths are not recovered, the zone bits of the air sections of the apron area are not changed, the state of the interruption of the air paths of the apron area is required to be kept in the process that the unmanned aerial vehicle enters the airport and leaves the apron until the unmanned aerial vehicle takes off, the unmanned aerial vehicle can not recover until the unmanned aerial vehicle takes off, the updating of the off-site air path graph is similar to that in the process of entering the airport, but before the off-site air path is planned, the air paths of the apron area where the unmanned aerial vehicle is located need to be recovered firstly, otherwise, the available air paths cannot be planned, if the planned air paths are invalid, all the air sections of the apron area need to be interrupted again, the air paths are recovered again until the next off-site time point, and the updating process needs to accord with GFUpdating, wherein the step of updating the routing map is the same as the step (1) and the step (2) during approach, but the routing map can always fly away from the exit node during the step (2);
s6 emergency landing, the design of the unmanned aerial vehicle emergency route is as follows:
(1) the unmanned aerial vehicle which is in emergency landing enters from different entrances with other unmanned aerial vehicles, and the emergency entrance can be above the original entrance;
(2) adding a navigation point above all the parking aprons, wherein the navigation point is higher than the navigation point above the original parking aprons and is as high as the emergency entrance;
(3) the unmanned aerial vehicle enters from the emergency entrance, directly flies to a navigation point above the parking apron which is closest to the unmanned aerial vehicle and then lands;
(4) if the included angle of the direct route from the emergency entrance to the upper part of different parking aprons is extremely small, combining partial routes, namely, when the unmanned aerial vehicle needs to fly to the farther parking apron, the unmanned aerial vehicle firstly passes through the node above the closer parking apron;
with EKTo represent unmanned plane UKWhether an emergency landing is required, EKIndicates that the drone is flying normally when being 0, EK＝1Indicate that unmanned aerial vehicle needs emergency landing, the unmanned aerial vehicle route planning mode of emergency landing is the same basically with the unmanned aerial vehicle of normal landing, but contained angle is probably less between many airline, the unmanned aerial vehicle of flight on an airline is probably less than safe distance to all the other airline in the short time after the approach, if there are other unmanned aerial vehicles and can cause danger in the moment emergency landing of approaching, for guaranteeing unmanned aerial vehicle flight safety, all emergency routes are interrupted to follow-up unmanned aerial vehicle after an unmanned aerial vehicle approach, resume these routes after this unmanned aerial vehicle flies out a section distance, under actual conditions, the unmanned aerial vehicle density of emergency landing is lower, delay time t that increases at every turn is lower, the time of flight is longer than the time of flight of following unmanned aerial vehicle, the unmanned aerial vehicle of emergency landing is suitable for all the situationsstep，kA fixed value may be used.
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