Multi-layer collaborative low-altitude safety chain generation method and device and related product

Abstract

The invention discloses a multi-layer collaborative low-altitude safety chain generation method and device and a related product, and relates to the technical field of safety technology and automation, and the method comprises the steps: determining the time needed by the protection of an inner-layer air-air safety chain according to the safety distance of autonomous avoidance of a non-moving target; according to the safety distance for automatically avoiding the moving target, determining time required by middle-layer double-chain safety link protection; according to the regional safety infrastructure capability and the time required for inner-layer air-air safety chain protection, the time required for outer-layer protection ground-air safety chain protection is determined; and according to the time and the performance, respectively determining an outer-layer protection air-air safety link coordination rule, an inner-layer protection air-air safety link coordination rule and a middle-layer protection air-air and air-ground safety link coordination rule. According to the invention, a three-layer protection safety guarantee framework is provided, different risk scenes of low-altitude traffic are considered based on multiple cooperation rules, and the safety level and the operation efficiency of the low-altitude traffic are improved.

Description

Technical Field

[0001] The present application relates to the fields of security technology and automation technology, and in particular, to a method and apparatus for generating a multi-layer collaborative low-altitude security chain, and related products. Background Art

[0002] Low-altitude traffic is a new traffic scenario. The aircraft operating in this scenario include various types of aircraft such as multi-rotor unmanned aircraft, compound-wing unmanned aircraft, and traditional helicopters. Through low-altitude traffic aircraft, new traffic formats such as efficient freight transportation and short-distance passenger transportation between the urban air interior and the urban air can be realized. Compared with traditional civil aviation, low-altitude traffic faces new low-altitude risks, including various low-altitude risks such as the risk of collision between low-altitude aircraft, the risk of aircraft out of control, and the risk of infrastructure failure. Therefore, low-altitude traffic needs to have the capabilities of risk identification, decision-making, and disposal.

[0003] In traditional civil aviation, the safety is ensured through the cooperation of three links: radar identification, decision-making by ground air traffic controllers, and disposal by aircraft pilots in the air. When the distance between aircraft exceeds the interval distance warned by TCAS, the TCAS systems of the two aircraft will send maneuvering instructions to the aircraft pilots. This is a safety measure in a few emergency situations. Therefore, in traditional civil aviation, the air traffic control and TCAS are two safety barriers to ensure high safety of civil aviation traffic. The ground air traffic control and the aircraft pilot air-ground safety link in traditional civil aviation are no longer applicable to the low-altitude traffic field because most low-altitude aircraft are unmanned aircraft. Aircraft usually adopt program control or ground operator control, and the aircraft are small in size. At the same time, due to cost limitations, large-scale safety equipment such as TCAS cannot be applied. In the future, low-altitude traffic needs to establish flight service stations to achieve air traffic management at the ground end. At the same time, with the improvement of the intelligent level between aircraft, the autonomous processing of low-altitude aircraft in the air in emergency situations has also been greatly improved. Therefore, in the low-altitude traffic field, there are air-ground safety chains and air-air safety chains similar to those in traditional civil aviation. The low-altitude traffic interval is smaller than that in traditional civil aviation. To realize the collaborative operation of the ground safety link and the air safety link, a method for quickly generating a multi-layer collaborative low-altitude safety chain for collision risk is required.

[0004] In summary, in civil aviation safety, civil aviation aircraft usually have two layers of protection, that is, the air-ground link protection mainly based on air traffic control decision-making in the outer layer, and the air-air link protection mainly based on the decision-making of the TCAS between two aircraft in the inner layer. In the decision-making link of the outer protection link, air traffic controllers' manual intervention is mainly used, and the link closing time is long, which increases the safety distance between two aircraft. The low-altitude scenario requires a meter-level interval, and the outer protection in the civil aviation field is not applicable. In the decision-making link of the inner protection link, the TCAS with high cost and large weight is used, which is also not applicable to the low-altitude scenario. Therefore, there is currently no safety protection architecture directly applicable to the low-altitude scenario. Summary of the Invention

[0005] The purpose of this application is to provide a method, device and related products for generating a multi-layer collaborative low-altitude safety chain. Considering different risk scenarios of low-altitude traffic, a three-layer protection safety guarantee architecture based on double-chain collaboration is designed to improve the safety level and operation efficiency of low-altitude traffic.

[0006] To achieve the above purpose, this application provides the following solutions:

[0007] In the first aspect, this application provides a method for generating a multi-layer collaborative low-altitude safety chain. The method for generating a multi-layer collaborative low-altitude safety chain for collision risk includes:

[0008] Obtain the performance of the aircraft and the capabilities of the regional safety infrastructure; the performance of the aircraft includes: the safety distance for autonomous avoidance of moving targets and the safety distance for autonomous avoidance of non-moving targets; the capabilities of the regional safety infrastructure include communication delay and computing delay;

[0009] Determine the time required for the inner layer air-air safety chain protection according to the safety distance for autonomous avoidance of non-moving targets; the inner layer air-air safety chain protection is based on the protection between aircraft.

[0010] Determine the time required for the middle layer double-chain safety link protection according to the safety distance for autonomous avoidance of moving targets; the middle layer double-chain safety link protection is based on the protection between the regional safety infrastructure and the aircraft.

[0011] Determine the time required for the outer layer ground-air safety chain protection according to the capabilities of the regional safety infrastructure and the time required for the inner layer air-air safety chain protection; the outer layer ground-air safety chain protection is based on the protection of the regional safety infrastructure.

[0012] Determine the collaborative rules for the outer layer ground-air safety link according to the capabilities of the regional safety infrastructure and the time required for the outer layer ground-air safety chain protection;

[0013] Determine the collaborative rules for the inner layer air-air safety link according to the performance of the aircraft and the time required for the inner layer air-air safety chain protection;

[0014] Determine the collaborative rules for the middle layer air-air and air-ground safety links according to the performance of the aircraft, the capabilities of the regional safety infrastructure, and the time required for the outer layer ground-air safety chain protection; the collaborative rules for the outer layer ground-air safety link, the collaborative rules for the inner layer air-air safety link, and the collaborative rules for the middle layer air-air and air-ground safety links are the multi-layer collaborative low-altitude safety chain.

[0015] In the second aspect, this application provides a multi-layer collaborative low-altitude safety chain generation device according to the above-mentioned multi-layer collaborative low-altitude safety chain generation method. The multi-layer collaborative low-altitude safety chain generation device includes:

[0016] A real-time safety chain database for obtaining performance data and real-time data; the performance data includes: aircraft performance and regional safety infrastructure capabilities; the real-time data includes: aircraft flight trajectories and real-time positions;

[0017] A controller for performing safety control on the aircraft according to the performance data and real-time data in combination with the multi-layer collaborative low-altitude safety chain.

[0018] In a third aspect, the present application provides a computer device, including: a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the computer program to implement the multi-layer collaborative low-altitude safety chain generation method described in any one of the above.

[0019] In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the multi-layer collaborative low-altitude safety chain generation method described in any one of the above.

[0020] In a fifth aspect, the present application provides a computer program product, including a computer program, and when the computer program is executed by a processor, it implements the multi-layer collaborative low-altitude safety chain generation method described in any one of the above.

[0021] According to the specific embodiments provided by the present application, the following technical effects are disclosed:

[0022] The present application provides a method, apparatus, and related products for generating a multi-layer collaborative low-altitude safety chain. The method includes: obtaining aircraft performance and regional safety infrastructure capabilities; the aircraft performance includes: the safety distance for autonomous avoidance of moving targets and the safety distance for autonomous avoidance of non-moving targets; the regional safety infrastructure capabilities include communication delay and computing delay; determining the time required for inner-layer air-to-air safety chain protection according to the safety distance for autonomous avoidance of non-moving targets; determining the time required for middle-layer double-chain safety link protection according to the safety distance for autonomous avoidance of moving targets; determining the time required for outer-layer ground-to-air safety chain protection according to the regional safety infrastructure capabilities and the time required for inner-layer air-to-air safety chain protection; determining the collaborative rules for the outer-layer ground-to-air safety link according to the regional safety infrastructure capabilities and the time required for outer-layer ground-to-air safety chain protection; determining the collaborative rules for the inner-layer air-to-air safety link according to the aircraft performance and the time required for inner-layer air-to-air safety chain protection; determining the collaborative rules for middle-layer air-to-air and air-to-ground safety links according to the aircraft performance, the regional safety infrastructure capabilities, and the time required for outer-layer ground-to-air safety chain protection; the collaborative rules for the outer-layer ground-to-air safety link, the collaborative rules for the inner-layer air-to-air safety link, and the collaborative rules for middle-layer air-to-air and air-to-ground safety links are the multi-layer collaborative low-altitude safety chain. The present application proposes a three-layer protection safety guarantee architecture, specifically including outer-layer guarantee based on high-performance computing facilities at the ground end, middle-layer guarantee based on a cooperation mechanism mainly dominated by ground decision-making, and inner-layer guarantee based on airborne sensing and computing. Considering different risk scenarios of low-altitude traffic based on various collaborative rules, the safety level and operation efficiency of low-altitude traffic are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application or in the prior art, the following will briefly introduce the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0024] Figure 1 It is a schematic flowchart of a method for generating a multi-layer collaborative low-altitude safety chain provided in Embodiment 1 of the present application;

[0025] Figure 2 It is a general flowchart of a method for generating a multi-layer collaborative low-altitude safety chain provided in Embodiment 3 of the present application;

[0026] Figure 3 It is a schematic diagram of a three-layer safety chain collaborative protection architecture provided in Embodiment 3 of the present application;

[0027] Figure 4Flowchart of pre - generating safety chain and real - time selecting safety chain provided in the third embodiment of this application;

[0028] Figure 5 Schematic diagram of the scenario when low - altitude safety facilities and aircraft in a certain area face risks at time T provided in the third embodiment of this application;

[0029] Figure 6 Schematic diagram of the structure of a computer device provided in an embodiment of this application. Detailed implementation manners

[0030] Next, the technical solutions in the embodiments of this application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are only a part of the embodiments of this application, rather than all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of this application.

[0031] In traditional civil aviation, the safety is ensured through the cooperation of three links: radar identification, decision - making by ground air traffic controllers, and handling by air - craft pilots. When the distance between aircraft exceeds the interval distance warned by TCAS, the TCAS systems of the two aircraft will send maneuver instructions to the aircraft pilots. This is a safety measure in a few emergency situations. Therefore, in traditional civil aviation, the air - ground safety link between air traffic control on the ground and TCAS ensures high safety of civil aviation traffic. The air - ground safety link between ground air traffic control and aircraft pilots in traditional civil aviation is no longer applicable to the low - altitude traffic field because most low - altitude aircraft are unmanned aerial vehicles. Aircraft usually adopt program control or control by ground pilots, and the aircraft are small in size. At the same time, due to cost limitations, large - scale safety devices such as TCAS are not applicable. In the future, low - altitude traffic needs to establish flight service stations to achieve air traffic management at the ground end. At the same time, with the improvement of the intelligent level between aircraft, the autonomous handling of low - altitude aircraft in emergency situations has also been greatly improved. Therefore, in the low - altitude traffic field, there are air - ground safety chains and air - air safety chains similar to those in traditional civil aviation. The low - altitude traffic interval is smaller than that in traditional civil aviation. To achieve the collaborative operation of the ground safety link and the air safety link, a method for quickly generating a multi - layer collaborative low - altitude safety chain for collision risk is required.

[0032] In summary, there are usually two layers of protection in civil aviation safety for civil aircraft, namely the air-ground link protection mainly based on air traffic control decisions in the outer layer and the air-air link protection mainly based on the TCAS decisions of two aircraft in the inner layer. In the decision-making link of the outer protection link, air traffic controllers' manual intervention is mainly adopted, and the link closing time is relatively long, which increases the safety distance between two aircraft. In the low-altitude scenario, a meter-level interval is required, and the outer protection in the civil aviation field is not applicable. In the decision-making link of the inner protection link, the TCAS with high cost and large weight is adopted, which is also not applicable to the low-altitude scenario. Therefore, there is currently no safety protection architecture directly applicable to the low-altitude scenario. Therefore, the present application proposes a method for quickly generating a multi-layer collaborative low-altitude safety chain for collision risk. The present application considers different risk scenarios in low-altitude traffic and designs a three-layer protection safety guarantee architecture based on double-chain collaboration, specifically including the outer protection based on high-performance computing facilities at the ground end, the middle protection based on a cooperation mechanism mainly based on ground decisions, and the inner protection based on airborne sensors and computing. On this basis, a "risk-safety chain" pre-generation model is constructed, which can pre-generate all available safety chains in real time according to the risk situation faced by aircraft in the region and automatically recommend the best safety disposal link set and collaborative disposal method when risks occur, improving the safety level and operation efficiency of low-altitude traffic.

[0033] To make the above objects, features, and advantages of the present application more obvious and understandable, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] Embodiment 1

[0035] In an exemplary embodiment, as Figure 1 shown, a method for generating a multi-layer collaborative low-altitude safety chain is provided, including the following steps S1 to S7. Among them:

[0036] S1. Obtain the performance of the aircraft and the capabilities of the regional safety infrastructure; the performance of the aircraft includes: the safety distance for autonomously avoiding moving targets and the safety distance for autonomously avoiding non-moving targets; the capabilities of the regional safety infrastructure include communication delay and computing delay.

[0037] S2. Determine the time required for inner air-air safety chain protection according to the safety distance for autonomously avoiding non-moving targets; the inner air-air safety chain protection is based on the protection between aircraft. According to the flight speed of the aircraft, calculate the time required for the aircraft to fly through the safety distance for autonomously avoiding non-moving targets to obtain the time required for inner air-air safety chain protection.

[0038] S3. Determine the time required for the middle - layer double - chain security link protection according to the safety distance for autonomous avoidance of moving targets; the middle - layer double - chain security link protection is based on the protection between the regional security infrastructure and the aircraft. According to the flight speed of the aircraft, calculate the distance that the aircraft flies through the safety distance for autonomous avoidance of moving targets to obtain the time required for the middle - layer double - chain security link protection.

[0039] S4. Determine the time required for the outer - layer ground - to - air security link protection according to the regional security infrastructure capabilities and the time required for the inner - layer air - to - air security link protection; the outer - layer ground - to - air security link protection is based on the regional security infrastructure. Add the communication delay, the calculation delay, and the time required for the inner - layer air - to - air security link protection to obtain the time required for the outer - layer ground - to - air security link protection.

[0040] S5. Determine the collaborative rules for the outer - layer ground - to - air security link according to the regional security infrastructure capabilities and the time required for the outer - layer ground - to - air security link protection.

[0041] The collaborative rules for the outer - layer ground - to - air security link include: the collaborative rules for the sensing and identifying infrastructure, the collaborative rules for the decision - making and computing infrastructure, and the ground - to - air link collaborative rules. The dynamic adjustment of sensing and computing loads enables load balancing of the outer - layer security link. Specifically, the collaboration of ground facilities in adjacent regions can improve the outer - layer protection ability, enabling aircraft in the region to meet the time required for outer - layer protection faster. The collaborative rules for the sensing and identifying infrastructure are based on multi - source sensing technology. Through sensing and identifying sensors, sensing and identifying collaboration is achieved functionally and geospatially. Specifically, sensing facilities such as radars with different sensing distances and precisions collaborate functionally, manifested as enhanced sensing ability performance, and sensing at different positions in adjacent regions collaborates geospatially, manifested as enhanced timeliness performance. The collaborative rules for the decision - making and computing infrastructure are based on load - balancing technology. Through decision - making and computing infrastructure in different regions, decision - making and computing collaboration under changing risk distributions are achieved. There are traffic differences in aircraft in different airspaces at different times, which in turn affect the risk distribution. Therefore, computing facilities in adjacent regions can achieve computing collaboration under changing risk distributions through computing load balancing. The ground - to - air link collaborative rules refer to achieving collaborative switching of the ground - to - air security link during the process of risk identification - decision - making - disposal, based on risk distribution, traffic distribution, and the distribution of sensing and computing infrastructure. (The risk distribution is accumulated on the spatio - temporal map of historical risks, the traffic distribution is composed of the real - time traffic of aircraft in different regions, and the infrastructure distribution is obtained through deployment design before the operation of the security link. During the use of the security link, the infrastructure remains fixed.)

[0042] S6. Determine the collaborative rules for the inner - layer air - to - air security link according to the aircraft performance and the time required for the inner - layer air - to - air security link protection.

[0043] The inner-layer protected air-to-air safety link coordination rules include: airborne sensing and identification coordination rules and airborne air-to-air link coordination rules. Based on the coordination rules, aircraft within the area can meet the time required for inner-layer protection more quickly. The airborne sensing and identification coordination rules are based on airborne multi-source sensing technology. Through sensing and identification sensors, sensing and identification coordination is achieved in terms of function and identification range. Specifically, it is the coordination between various sensing devices with different accuracies and sensing distances on the aircraft, and the sensing devices are switched according to the required protection time. The airborne air-to-air link coordination rules refer to the realization of coordinated sensing and decision-making of the air-to-air safety link during the risk identification - decision-making - disposal process based on the propagation of multi-aircraft near-neighbor risk information and decision-making information.

[0044] S7. Determine the middle-layer protected air-to-air and air-to-ground safety link coordination rules according to the performance of the aircraft, the capabilities of the regional safety infrastructure, and the time required for the outer-layer protected air-to-ground safety link protection. The outer-layer protected air-to-ground safety link coordination rules, the inner-layer protected air-to-air safety link coordination rules, and the middle-layer protected air-to-air and air-to-ground safety link coordination rules are the multi-layer coordinated low-altitude safety chain.

[0045] The middle-layer protected air-to-air and air-to-ground safety link coordination rules include: decision-making coordination rules and sensing coordination rules. Based on the coordination rules, aircraft within the area can meet the time required for middle-layer protection more quickly. The decision-making coordination rules mean that in the face of a risk scenario, multiple decision-making information is provided by the air-to-air link (i.e., the aircraft-borne safety chain of the aircraft, which completes identification and sensing, calculation and decision-making, and execution by one or more aircraft), and the air-to-ground link (identification and sensing and calculation and decision-making are completed by the ground infrastructure, and execution is completed by the aircraft) makes a decision on the decision-making information. The sensing coordination rules mean that in the face of static or dynamic risks, the air-to-ground link and the air-to-air link share risk information. Based on the above rules when selecting and constructing a safety chain, as many aircraft as possible can quickly meet the time required for protection.

[0046] This embodiment first proposes a three-layer safety chain coordinated protection architecture, then designs a safety chain pre-generation method, predicts possible cooperative and non-cooperative collision risks according to the trajectory of the aircraft in the area, generates specific outer-layer air-to-ground safety chains, middle-layer double-chain safety chains, and inner-layer air-to-air safety chains according to the distance of the aircraft relative to the risk, and stores the three types of safety links in the safety chain real-time database. Finally, facing the risks generated in real time, the risks are matched with the safety chain real-time database, and a three-layer safety chain coordinated protection plan for the risks faced by the aircraft can be output in real time. This method not only considers progressive protection at the time level but also considers the capabilities of different safety chains at the space level, and sets up a safety chain real-time database in a way of trading space for time. Therefore, this method can effectively improve the operation safety and operation efficiency of the low-altitude traffic system.

[0047] In this embodiment, a three - layer safety chain collaborative protection architecture is designed for low - altitude traffic collision risks, which can meet the safety guarantee requirements of early detection and elimination and human - machine collaboration, providing a reference for the design of low - altitude safety guarantee architectures; this embodiment proposes a method for pre - generating safety chains for aircraft risks, which can meet the characteristics of high real - time safety requirements under the conditions of future high - density operation of low - altitude aircraft; this embodiment proposes a method for matching and selecting real - time risks and multi - layer safety chains, which can output the three - layer safety chain collaborative protection plan for the risks faced by aircraft in real time, ensuring the safe operation of aircraft under real conditions.

[0048] In summary, this method for quickly generating a multi - layer collaborative low - altitude safety chain for collision risks can improve the low - altitude safety guarantee ability in practice and provide good support for the safety management of the low - altitude traffic system.

[0049] Embodiment 2:

[0050] In an exemplary embodiment, a multi - layer collaborative low - altitude safety chain generation device is provided, including:

[0051] A real - time safety chain database for obtaining performance data and real - time data; the performance data includes: aircraft performance and regional safety infrastructure capabilities; the real - time data includes: aircraft flight trajectories and real - time positions;

[0052] A controller for performing safety control on the aircraft according to the performance data and real - time data in combination with the multi - layer collaborative low - altitude safety chain.

[0053] The specific usage method of the device may include the following steps:

[0054] Step A: Design a three - layer safety chain collaborative protection architecture for low - altitude aircraft in a collision - risk scenario.

[0055] Step B: Construct a method for pre - generating a multi - layer collaborative safety chain based on regional capabilities and aircraft spatio - temporal positions.

[0056] Step C: Propose a real - time selection method for multi - layer collaborative safety chains for dynamic risks.

[0057] Among them, the "designing a three - layer safety chain collaborative protection architecture for low - altitude aircraft in a collision - risk scenario" in Step A specifically means: determining the boundary of the three - layer protection area for the aircraft to fly in the region based on the aircraft type and regional safety infrastructure capabilities and known collision wind directions. The specific operation of this Step A includes the following six steps:

[0058] Step A1: Determine the time required for inner - layer air - to - air safety chain protection according to the aircraft type.

[0059] Step A2: Determine the time required for the middle-layer double-chain security link protection based on the aircraft type and the regional security infrastructure capabilities.

[0060] Step A3: Determine the time required for the outer-layer ground-air security link protection based on the regional security infrastructure capabilities.

[0061] Step A4: Determine the ground-air security link coordination rules for the outer-layer protection based on the security infrastructure capabilities within the region;

[0062] Step A5: Determine the air-air security link coordination rules for the inner-layer protection based on the capabilities of the aircraft operating within the region.

[0063] Step A6: Determine the air-air and air-ground security link coordination rules for the middle-layer protection based on the capabilities of the aircraft operating within the region and the regional security infrastructure capabilities.

[0064] Among them, for the "determine the time required for the inner-layer air-air security link protection according to the aircraft type" in Step A1, the specific method is as follows: According to the safety distances h1 for the aircraft to autonomously avoid moving targets and h2 for avoiding non-moving targets provided by different types of aircraft, and the maximum average flight speed v of the aircraft, the maximum time t1 for the aircraft to avoid moving targets and the maximum time t2 for avoiding non-moving targets can be calculated. Specifically, t1 is obtained by calculating h1 / v, and t2 is obtained by calculating h2 / v. Since h1 is obviously greater than h2, the safety time t1 for avoiding moving targets is greater than the safety time t2 for avoiding stationary targets. Take the shorter avoidance time as the innermost layer of protection safety distance. Therefore, the safety time t2 for autonomous avoidance of non-moving targets can be directly used as the time required for the inner-layer air-air security link protection.

[0065] Among them, for the "determine the time required for the middle-layer double-chain security link protection according to the aircraft type and the regional security infrastructure capabilities" in Step A2, the specific method is as follows: The calculation logic is the same as that in Step A1, but take the longer avoidance time as the middle-layer protection safety distance. Therefore, the autonomous avoidance time t1 for moving targets can be directly used as the time required for the middle-layer air-air security link protection. According to the security infrastructure capabilities within this range (mainly reflected in the time-consuming of the decision-making calculation unit and the time delay of the communication unit), a middle-layer ground-air security link coordinated with the air-air security link is provided, that is, the middle-layer protection has two types of security links: air-air security link and air-ground security link.

[0066] Among them, for the "determining the time required for the outer-layer defense air-ground security link protection according to the regional security infrastructure capabilities (mainly reflected in the decision-making calculation unit time consumption and communication unit delay) described in step A3", the specific method is as follows: Outside the middle-layer defense, according to the decision-making calculation time consumption of the security infrastructure within this range, calculate the air-ground security link closing time t3 for mobile targets. t3 is equal to the sum of the decision-making time consumption and the communication time consumption. On the basis of the middle-layer defense, add the time consumption t3 passing through the ground infrastructure loop. Take t1 + t3 as the time required for the outer-layer defense air-ground security link protection, that is, the air-ground link can complete the three links of perception-decision-making-disposal for mobile targets within this area.

[0067] Among them, for the "determining the outer-layer defense air-ground security link collaboration rules according to the regional security infrastructure capabilities" described in step A4, the specific method is as follows: Determine the outer-layer defense air-ground security link collaboration rules according to the perception-decision-making-disposal collaboration capabilities, deployment locations, workload capabilities, etc. of different security infrastructures within the region. The air-ground security link collaboration can be detailedly divided into the collaboration of sensing and identification infrastructures, the collaboration of decision-making calculation infrastructures, and the air-ground link collaboration. The collaboration of sensing and identification infrastructures is based on multi-source sensing technology, and through sensing and identification sensors such as radar and vision, realizes sensing and identification collaboration both functionally and geospatially. The collaboration of decision-making calculation infrastructures is based on load balancing technology, and through decision-making calculation infrastructures in different regions, realizes decision-making calculation collaboration under the condition of uneven risk distribution. The air-ground link collaboration means that during the risk identification-decision-making-disposal process, it is possible to realize the collaborative switching of the air-ground security link based on the risk distribution, traffic distribution, and the distribution of sensing and calculation infrastructures.

[0068] Among them, for the "determining the inner-layer defense air-air security link collaboration rules according to the capabilities of operating aircraft within the region" described in step A5, the specific method is as follows: Determine the inner-layer defense air-air security link collaboration rules according to the types of operating aircraft within the region and the perception decision-making and disposal collaboration capabilities of the aircraft. The air-air security link collaboration can be detailedly divided into airborne sensing and identification collaboration and airborne air-air link collaboration. The airborne sensing and identification collaboration is based on airborne multi-source sensing technology, and through airborne sensing and identification sensors such as airborne radar and airborne vision, realizes sensing and identification collaboration both functionally and within the identification range. The air-air link collaboration means that during the risk identification-decision-making-disposal process, it is possible to realize the collaborative perception and decision-making of the air-air security link based on the risk information of multi-aircraft near neighbors and the dissemination of decision-making information.

[0069] Among them, for the "middle-layer protection air-air and air-ground safety link coordination rules determined according to the capabilities of operating aircraft in the area and the capabilities of area safety infrastructure" described in step A6, the specific implementation method is as follows: The air-air and air-ground safety link coordination rules include decision-making coordination rules and perception coordination rules. The decision-making coordination rules are that in the face of a risk scenario, the ground-air link decision is the final decision. The specific decision-making process is that first, the air-air link provides decision-making information, and then the ground-air link makes a decision on the decision-making information, so as to reduce the ground decision-making load and improve the ability to handle risks approaching at the same time. The perception coordination rules are that in the face of static or dynamic risks, the ground-air link and the air-air link share risk information, and extensive perception information and local perception information are integrated and complemented to improve the risk perception ability.

[0070] Among them, for the "method for pre-generating a multi-layer collaborative safety chain based on area capabilities and the spatio-temporal position of aircraft" described in step B, its specific meaning is: According to the three-layer protection and its boundaries designed in step A, based on the real-time position of the aircraft, generate the outer-layer ground-air safety link, the middle-layer ground-air and air-air double-link safety link, and the inner-layer air-air safety link of the three-layer protection, and store the three-layer protection safety link corresponding to the real-time position of the aircraft into the real-time database. The specific implementation method of this step B includes the following four steps:

[0071] Step B1: Generate all real-time inner-layer air-air safety links for static and dynamic targets according to the performance of the aircraft (maximum uniform flight speed), real-time position and time, and update them into the real-time safety chain database;

[0072] Step B2: Generate all real-time middle-layer air-air safety links and ground-air safety links for static targets according to the performance of the aircraft, real-time position and time, and the ground safety infrastructure within the range it is in, and update them into the real-time safety chain database;

[0073] Step B3: Generate all real-time outer-layer ground-air safety links for dynamic and static targets according to the performance of the aircraft, real-time position and time, and the ground safety infrastructure within the range it is in, and update them into the real-time safety chain database;

[0074] Among them, for the "generate all real-time inner-layer air-air safety links for static and dynamic targets according to the performance of the aircraft, real-time position and time, and update them into the real-time safety chain database" described in step B1, the specific implementation method is as follows: According to the flight trajectory of the aircraft and the deployment of the area safety infrastructure, the real-time inner-layer protection air-air safety chain is manifested as all air-air safety chains that can eliminate all risks within this range.

[0075] Among them, for the "generating all real-time air-to-air safety links and ground-to-air safety links for static targets according to the aircraft performance, real-time position and time, and ground safety infrastructure within the range, and updating them into the real-time safety link database" described in step B2, the specific method is as follows: According to the aircraft flight trajectory and the deployment of regional safety infrastructure, the real-time inner-layer protected air-to-air safety link is manifested as an air-to-air safety link that can eliminate all risks within the range, all of which are static risks, and the ground-to-air safety link within the range of this air-to-air safety link.

[0076] Among them, for the "generating all real-time ground-to-air safety links for dynamic and static targets according to the aircraft performance, real-time position and time, and ground safety infrastructure within the range, and updating them into the real-time safety link database" described in step B3, the specific method is as follows: According to the aircraft flight trajectory and the deployment of regional safety infrastructure, the real-time outer-layer protected ground-to-air safety link is manifested as a ground-to-air safety link that can eliminate all risks within the range.

[0077] Among them, the "proposing a real-time selection method for multi-layer collaborative safety links for dynamic risks" described in step C specifically means: On the route passed by the aircraft, the safety links are pre-generated through step B and stored in the real-time safety link database. When the aircraft flies along the route trajectory in real time, if a risk occurs, the safety link that matches the current risk is selected from the real-time safety link database, which can quickly support the monitoring decision of ground personnel and then quickly complete risk disposal.

[0078] Embodiment 3:

[0079] In an exemplary embodiment, a method for generating a multi-layer collaborative low-altitude safety link is provided. First, a three-layer safety link collaborative protection architecture is proposed, and then a safety link pre-generation method is designed to predict possible cooperative and non-cooperative collision risks according to the aircraft trajectory in the region, and specific outer-layer ground-to-air safety links, middle-layer double-chain safety links, and inner-layer air-to-air safety links are generated according to the relative risk of the aircraft to the distance. Finally, for the risks generated in real time, the risks are matched with the real-time safety link database, and a three-layer safety link collaborative protection plan for the risks faced by the aircraft is output in real time. This method not only considers the progressive protection at the time level, but also considers the capabilities of different safety links at the space level, and sets up the real-time safety link database in a way of trading space for time. Therefore, this method can effectively improve the operation safety and operation efficiency of the low-altitude traffic system.

[0080] This embodiment takes the collision risk on the aircraft flight route as an example to illustrate the method of the present application. As Figure 2 shown, the steps are as follows:

[0081] Step A: Design a three-layer safety link collaborative protection architecture for low-altitude aircraft in a collision risk scenario, as Figure 3 shown.

[0082] Step B: Construct a pre-generation method for a multi-layer collaborative safety chain based on regional capabilities and the spatio-temporal position of the aircraft.

[0083] Step C: Propose a real-time selection method for a multi-layer collaborative safety chain for dynamic risks, as Figure 4 shown.

[0084] Among them, the "design of a three-layer safety chain collaborative protection architecture for low-altitude aircraft in a collision risk scenario" described in Step A specifically means: Based on the aircraft type and the capabilities of regional safety infrastructure, and based on the known types of collision wind directions, determine the boundaries of the three-layer protection areas for the aircraft to fly in this region. The specific operations of this Step A include the following six steps:

[0085] Step A1: Determine the time required for the inner air-air safety chain protection according to the aircraft type.

[0086] Step A2: Determine the time required for the middle double-chain safety link protection according to the aircraft type and the capabilities of regional safety infrastructure.

[0087] Step A3: Determine the time required for the outer ground-air safety link protection of the outer layer according to the capabilities of regional safety infrastructure.

[0088] Step A4: Determine the collaborative rules for the outer ground-air safety link of the outer layer according to the capabilities of the safety infrastructure within the region.

[0089] Step A5: Determine the collaborative rules for the inner air-air safety link of the inner layer according to the capabilities of the aircraft operating within the region.

[0090] Step A6: Determine the collaborative rules for the middle air-air and air-ground safety links of the middle layer according to the capabilities of the aircraft operating within the region and the capabilities of regional safety infrastructure.

[0091] Among them, the "determine the time required for the inner air-air safety chain protection according to the aircraft type" described in Step A1 is specifically done as follows: According to the capabilities of different models of aircraft to provide autonomous avoidance of moving and non-moving targets, calculate the maximum time t1 for the aircraft to avoid moving targets and the maximum time t1 for non-moving targets, where the speed of the moving target is considered as the maximum allowable flight speed of low-altitude aircraft within the region. Take the maximum value of t1 and t2, that is, the autonomous avoidance time t2 for moving targets as the time required for the inner air-air safety chain protection of the inner layer.

[0092] Among them, for the "determining the required time for the middle - layer double - chain security link protection according to the aircraft type and the regional security infrastructure capabilities" described in step A2, the specific method is as follows: According to the capabilities of aircraft of different models to provide autonomous avoidance of moving and non - moving targets, calculate the maximum time t1 for the aircraft to avoid moving targets and the maximum time t2 for non - moving targets. The speed of the moving target is considered as the maximum allowable flight speed of low - altitude aircraft in the region. Take the minimum value of t1 and t2, that is, the autonomous avoidance time t1 for non - moving targets as the required time for the middle - layer air - to - air security link protection. According to the security infrastructure capabilities within this range, provide a middle - layer ground - to - air security link that coordinates with the air - to - air security link, that is, the middle - layer protection has two types of security links: the air - to - air security link and the ground - to - air security link.

[0093] Among them, for the "determining the required time for the outer - layer ground - to - air security link protection according to the regional security infrastructure capabilities" described in step A3, the specific method is as follows: Outside the middle - layer protection, according to the security infrastructure capabilities within this range, calculate the ground - to - air security link closing time t3 for moving non - cooperative targets. t1 + t3 is used as the required time for the outer - layer ground - to - air security link protection, that is, the ground - to - air link can complete the three links of perception, decision - making, and disposal for moving non - cooperative targets within this region.

[0094] Among them, for the "determining the coordination rules for the outer - layer ground - to - air security link according to the regional security infrastructure capabilities" described in step A4, the specific method is as follows: Determine the coordination rules for the outer - layer ground - to - air security link according to the perception - decision - making - disposal coordination capabilities, deployment locations, workload capabilities, etc. of different security infrastructures within the region.

[0095] Among them, for the "determining the coordination rules for the inner - layer air - to - air security link according to the capabilities of operating aircraft within the region" described in step A5, the specific method is as follows: Determine the coordination rules for the inner - layer air - to - air security link according to the types of operating aircraft within the region and the aircraft's identification, decision - making, and disposal coordination capabilities.

[0096] Among them, for the "determining the coordination rules for the middle - layer air - to - air security link according to the capabilities of operating aircraft within the region and the regional security infrastructure capabilities" described in step A6, the specific method is as follows: Take the ground - to - air link decision as the main decision, that is, take the decision of the human - in - the - loop as the main decision. In addition, the middle - layer protection mainly faces static targets. The specific decision - making process can, based on the decision - making information of the air - to - air link, make a decision on the decision - making information by the ground - to - air link, thereby reducing the ground decision - making load and improving the ability to handle nearby risks at the same time.

[0097] Among them, the "pre-generation method of multi-layer collaborative security chain based on regional capabilities and the spatio-temporal position of the aircraft" described in step B specifically means: According to the three-layer protection and its boundaries designed in step A, based on the real-time position of the aircraft, generate the outer ground-air safety link, the middle ground-air and air-air double-chain safety link, and the inner air-air safety link of the three-layer protection, and store the three-layer protection safety link corresponding to the real-time position of the aircraft in the real-time database. The specific practices of this step B include the following four steps:

[0098] Step B1: Generate all real-time inner air-air safety links for static and dynamic targets according to the performance, real-time position and moment of the aircraft, and update them into the real-time safety chain database.

[0099] Step B2: Generate all real-time air-air safety links and ground-air safety links for static targets according to the performance, real-time position and moment of the aircraft and the ground safety infrastructure within the range it is in, and update them into the real-time safety chain database.

[0100] Step B3: Generate all real-time ground-air safety links for dynamic and static targets according to the performance, real-time position and moment of the aircraft and the ground safety infrastructure within the range it is in, and update them into the real-time safety chain database.

[0101] Among them, the "generate all real-time inner air-air safety links for static and dynamic targets according to the performance, real-time position and moment of the aircraft, and update them into the real-time safety chain database" described in step B1, the specific practices are as follows: According to Figure 5 the shown aircraft flight trajectory and the deployment of regional safety infrastructure, the real-time inner-layer protection air-air safety chain is manifested as all air-air safety links that wrap the "Risk 3". In this scenario, it is the safety chain of the aircraft itself. For example, some quadrotor drones can identify inner-layer risks through the vision system, then make decision-making information through the onboard built-in program, and finally complete the disposal and avoidance through the drone power system.

[0102] Among them, the "generate all real-time air-air safety links and ground-air safety links for static targets according to the performance, real-time position and moment of the aircraft and the ground safety infrastructure within the range it is in, and update them into the real-time safety chain database" described in step B2, the specific practices are as follows: According to Figure 4The flight trajectory of the aircraft shown and the deployment of the regional safety infrastructure. The real-time inner-layer protection air-air safety chain is shown as encompassing all the air-air safety chains for static risks shown in "Risk 3" (i.e., the self-awareness, decision-making, and disposal safety chain of the UAV itself) and the air-ground safety chain within the scope of this air-air safety chain (i.e., "Ground perception element 2 - Ground decision-making element - UAV disposal" and "Ground perception element 3 - Ground decision-making element - UAV disposal"). In this scenario, facing static risks at relatively close distances, the aircraft gives avoidance information to the ground "decision-making element". After being confirmed by the decision-making element, the aircraft executes the final avoidance disposal, thus realizing the coordination of the air-air safety chain and the air-ground safety chain in the middle-layer protection.

[0103] Among them, for the "generate all real-time ground-air safety links for dynamic and static targets according to the aircraft performance, real-time position and time, and the ground safety infrastructure within its scope, and update them into the real-time safety chain database" described in step B3, the specific method is as follows: According to Figure 4 The flight trajectory of the aircraft shown and the deployment of the regional safety infrastructure. The real-time outer-layer protection air-ground safety chain is shown as encompassing all the ground-air safety chains shown in "Risk 1" (i.e., "Ground perception element 1 - Ground decision-making element - UAV disposal"). In this scenario, it means that perception element 1 completes risk identification, and after analysis and calculation by the decision-making element in the figure, finally the execution information is given to UAV disposal. When the risk is a non-cooperative dynamic risk, the execution information needs to be additionally input to departments such as security and public security for disposal.

[0104] Among them, the "propose a real-time selection method for multi-layer collaborative safety chains for dynamic risks" described in step C specifically means: On the route passed by the aircraft, pre-generate safety chains through step B and store them in the real-time safety chain database. When the aircraft flies along the route trajectory in real time, if a risk occurs, select the safety chain that matches the current risk from the real-time safety chain database. For example, Figure 4 It is described that two safety chains will be stored in the real-time safety chain database for the middle-layer protection ground-air safety chain. In this scenario, according to whether "Risk 2" moves towards the aircraft, select the ground-air safety chain where perception element 2 or 3 is located, so as to quickly support the monitoring decision-making of ground personnel and then quickly complete risk disposal.

[0105] In an exemplary embodiment, a computer device is provided. The computer device can be a server or a terminal, and its internal structure diagram can be as Figure 6As shown in the figure. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O), and a communication interface. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals through a network connection. When the computer program is executed by the processor, it implements a method for generating a multi-layer collaborative low-altitude safety chain.

[0106] Those skilled in the art can understand that Figure 6 the structure shown in the figure is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0107] In an exemplary embodiment, a computer device is further provided, including a memory and a processor. A computer program is stored in the memory. When the processor executes the computer program, the steps in the above method embodiments are implemented.

[0108] In an exemplary embodiment, a computer-readable storage medium is provided, storing a computer program. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0109] In an exemplary embodiment, a computer program product is provided, including a computer program. When the computer program is executed by the processor, the steps in the above method embodiments are implemented.

[0110] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with relevant regulations.

[0111] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memories. Non-volatile memories can include read-only memory (ROM), magnetic tapes, floppy disks, flash memories, optical memories, high-density embedded non-volatile memories, resistive random-access memories (ReRAM), magnetoresistive random-access memories (MRAM), ferroelectric random-access memories (FRAM), phase change memories (PCM), graphene memories, etc. Volatile memories can include random access memory (RAM) or external cache memories, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0112] The databases involved in the embodiments provided in this application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in this application can be general-purpose processors, central processors, graphics processors, digital signal processors, programmable logics, data processing logics based on quantum computing, etc., without limitation.

[0113] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0114] In this article, specific examples are used to elaborate on the principles and implementation manners of this application. The descriptions of the above embodiments are only used to help understand the method and its core idea of this application; at the same time, for those of ordinary skill in the art, according to the idea of this application, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to this application.

Claims

1. A multi-layer collaborative low-altitude safety chain generation method, characterized in that: The multi-layer collaborative low-altitude safety chain generation method comprises: Obtaining aircraft performance and regional safety infrastructure capabilities; the aircraft performance includes: a safe distance for autonomously avoiding moving targets and a safe distance for autonomously avoiding non-moving targets; the regional safety infrastructure capabilities include communication delay and computing delay; Determining the time required for inner-layer air-to-air safety chain protection according to the safety distance of the autonomous avoidance of the non-moving target; the inner-layer air-to-air safety chain protection is based on protection between aircraft; Determine the time required for middle-layer dual-chain safety link protection according to the safety distance of the autonomously avoiding moving target; the middle-layer dual-chain safety link protection is based on the protection between the regional safety infrastructure and the aircraft; Determine the time required for outer layer protection ground-to-air safety chain protection according to the regional security infrastructure capability and the time required for inner layer air-to-air safety chain protection; the outer layer protection ground-to-air safety chain protection is based on the regional security infrastructure protection; Determine the outer layer protection ground-to-air safety link coordination rules according to the regional security infrastructure capabilities and the protection time required for the outer layer protection ground-to-air safety chain; Determine the inner layer protection air-to-air safety chain coordination rules according to the aircraft performance and the time required for the inner layer air-to-air safety chain protection; The coordination rules of the middle-layer protection air-to-air and air-to-ground safety links are determined based on the aircraft performance, the capabilities of the regional safety infrastructure and the time required for protection of the outer-layer protection ground-to-air safety chain; the coordination rules of the outer-layer protection ground-to-air safety link, the coordination rules of the inner-layer protection air-to-air safety link and the coordination rules of the middle-layer protection air-to-air and air-to-ground safety links are the multi-layer coordinated low-altitude safety chain.

2. The multi-layer collaborative low-altitude safety chain generation method according to claim 1 is characterized in that: The time required for the inner layer air-to-air safety chain protection is determined according to the safety distance of the autonomous avoidance of the non-moving target, specifically including: According to the flight speed of the aircraft, the time required for the aircraft to fly over the safe distance for autonomously avoiding non-moving targets is calculated to obtain the time required for the inner layer air-to-air safety chain protection; The time required for the middle-layer dual-chain safety link protection is determined according to the safety distance of the autonomously avoiding moving target, specifically including: According to the flight speed of the aircraft, the safe distance of the aircraft over the autonomous avoidance moving target is calculated to obtain the time required for the protection of the middle-layer dual-chain safety link.

3. The multi-layer collaborative low-altitude safety chain generation method according to claim 1 is characterized in that: The time required for the outer layer ground-to-air safety chain protection is determined based on the regional security infrastructure capabilities and the time required for the inner layer air-to-air safety chain protection, specifically including: The communication delay, the calculation delay and the time required for the inner layer air-to-air safety chain protection are added together to obtain the time required for the outer layer ground-to-air safety chain protection.

4. The multi-layer collaborative low-altitude safety chain generation method according to claim 1 is characterized in that: The outer layer protection ground-to-air safety link coordination rules include: perception and identification infrastructure coordination rules, decision-making and computing infrastructure coordination rules and ground-to-air link coordination rules; the perception and identification infrastructure coordination rules are based on multi-source perception technology, and through perception and identification sensors, perception and identification coordination is realized in function and geographic space; the decision-making and computing infrastructure coordination rules are based on load balancing technology, and through decision-making and computing infrastructure in different regions, decision-making and computing coordination under risk distribution conditions is realized; the ground-to-air link coordination rules refer to the coordinated switching of ground-to-air safety links based on risk distribution and traffic distribution, perception and computing infrastructure distribution in the process of risk identification-decision-making-handling.

5. The multi-layer collaborative low-altitude safety chain generation method according to claim 1 is characterized in that: The inner layer protection air-to-air safety link coordination rules include: airborne perception and identification coordination rules and airborne air-to-air link coordination rules; the airborne perception and identification coordination rules are based on airborne multi-source perception technology, and realize perception and identification coordination in function and recognition range through perception and identification sensors; the airborne air-to-air link coordination rules refer to the realization of air-to-air safety link collaborative perception and decision-making based on multi-aircraft neighbor risk information and decision-making information dissemination in the process of risk identification-decision-handling.

6. The multi-layer collaborative low-altitude safety chain generation method according to claim 1 is characterized in that: The middle-layer protection air-to-air and air-to-ground safety link coordination rules include: decision coordination rules and perception coordination rules; the decision coordination rules are that in the face of risk scenarios, the air-to-air link provides a variety of decision information, and the ground-to-air link makes a decision on the decision information; the perception coordination rules are that in the face of static or dynamic risks, the ground-to-air link and the air-to-air link share risk information.

7. A multi-layer collaborative low-altitude safety chain generation device according to the multi-layer collaborative low-altitude safety chain generation method according to claim 1, characterized in that: The multi-layer collaborative low-altitude safety chain generating device comprises: A real-time safety chain database for acquiring performance data and real-time data; the performance data includes: aircraft performance and regional safety infrastructure capabilities; the real-time data includes: aircraft flight trajectory and real-time position; A controller is used to safely control the aircraft based on the performance data and real-time data in combination with the multi-layer collaborative low-altitude safety chain.

8. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the multi-layer collaborative low-altitude safety chain generation method described in any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the multi-layer collaborative low-altitude safety chain generation method described in any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the multi-layer collaborative low-altitude safety chain generation method described in any one of claims 1 to 6 is implemented.

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