Low-altitude traffic operation control method and system based on moving block

Abstract

The invention provides a low-altitude traffic operation control method and system based on moving block. The method comprises the following steps: layering an airspace according to aircraft type performance and service types for the vertical take-off and landing aircraft, and distributing corresponding entering and leaving areas according to flight height layers of the aircraft; quasi-moving block is introduced into a low-altitude traffic system, an air route network and operation rules are designed, a free area-buffer area-block area three-level space structure of an aircraft is dynamically constructed according to the state of the aircraft, when the front aircraft occupies a certain block area, the first area in front of the block area is a buffer area, and the second area in front of the block area is a block area. The second zone in front of the blocking zone is a free zone, the aircraft flies in the free zone according to the current speed, and the aircraft is selected for braking in the buffer zone according to the braking distance obtained through calculation. According to the method, the braking curve is generated by dynamically dividing'free area-buffer area-block area 'and combining the braking performance, so that the safety redundancy is increased, and the safety and airspace utilization rate is improved.

Description

Technical Field

[0001] This invention relates to the field of low-altitude traffic operation control technology, and in particular to a low-altitude traffic operation control method and system based on moving block. Background Technology

[0002] Quasi-moving block is a train operation control system that falls between traditional fixed block and moving block. It uses a target distance control mode, taking the beginning of the block section occupied by the preceding train as the tracking target point, and combining the target distance, target speed and the train's own performance to generate a train braking curve, thereby determining the braking starting point.

[0003] Low-altitude route planning is the core foundation for the safe and efficient operation of unmanned aerial vehicles (UAVs). Low-altitude airspace generally refers to areas with a true altitude of 1000m or less, while ultra-low-altitude airspace generally refers to areas with a true altitude of 120m or less, encompassing controlled, monitored, and reporting airspace. Currently, low-altitude airspace is mainly classified into five categories: conduit airspace, corridor airspace, hierarchical airspace, block airspace, and free airspace. The first four are structured airspace, while the last is unstructured airspace. Structured airspace design ensures safety through a rigid route framework, has relatively low infrastructure construction costs, and is also conducive to control, but its airspace resource utilization rate is relatively low. Unstructured airspace releases the potential of airspace resources, but leads to complex operation and management, requires a robust conflict avoidance mechanism, and places higher technical demands on communication, sensing, and positioning.

[0004] Currently, the international low-altitude airspace management field has developed multiple technological systems and implemented cutting-edge practices. The US Federal Aviation Administration (FAA) has established a hierarchical airspace classification management system covering the entire airspace. Simultaneously, it uses "low-altitude corridors + dynamic time slots" in its Unmanned Air Traffic Management Information Service (UTMISS) system to isolate unmanned and manned aircraft, and is gradually advancing pilot programs for "unmanned aircraft corridors" and "toll roads" in several US states. NASA led the development of the UTFC system, proposing three airway structures: Sky-lane, Sky-tube, and Corridor. Later, it proposed a multi-layered urban airspace structure combining airway division and tube design, designing tube networks for each layer. In the European Union, the U-Space project, led by the Single European Air Traffic Service (SESAR JU), proposed a hybrid architecture of "structure-based and non-structure-based" and used the "tube" concept. The European Aviation Safety Agency (EASA) has established standards for unmanned airway operation in its "Urban Air Taxi Operation Rules." Amazon proposed dividing urban low-altitude airspace into four levels: low-speed traffic zone, high-speed traffic zone, buffer no-fly zone, and predefined risk zone outside the city. Shrestha et al., based on 6G high-speed communication technology, combined with route angles and aircraft types, also proposed airspace stratification. Various parties are continuously exploring solutions from the dimensions of airspace division and route design, promoting the optimization of low-altitude resource allocation and the innovation of management systems.

[0005] In 2019, scholars defined the concept of multi-level public air routes for low-altitude unmanned aerial vehicles (UAVs), studied key technologies for planning such routes based on geographic information technology, and provided schematic diagrams of national UAV low-altitude backbone routes and regional multi-level routes. The following year, scholars proposed a low-altitude UAV public air route system, utilizing geographic and remote sensing information to plan a low-altitude public air route network. The developed "Spring Silkworm" system can automatically plan regional routes. In 2021, scholars designed a conceptual diagram of the initial stage of urban air traffic development and designed an air route network centered on UAV last-mile logistics. In the same year, scholars proposed the concept of "Sky Highway," establishing a low-altitude air route network and corresponding operating rules, setting up roundabouts at route intersections, and including multiple lanes within the routes, allowing overtaking and lane changes. In 2024, scholars designed a method for constructing urban low-altitude trunk and feeder networks to achieve flexible air route network planning and full connectivity of the trunk air route network.

[0006] Overall, some research has been conducted both domestically and internationally from the perspective of airspace architecture and route design, but there is still a lack of systematic low-altitude transportation system design and operation plans to meet the future demand for high-frequency and routine low-altitude transportation.

[0007] Currently, the shortcomings of existing research methods for airspace architecture and route design include: most focus on local optimization, lacking a systematic and holistic approach to the overall design of national or large-regional airspace resources, making it difficult to achieve truly efficient collaboration. Secondly, the application of modern technologies such as artificial intelligence and big data analytics in airspace design is still in its early stages, and an effective intelligent decision support system has not yet been formed. Furthermore, there is insufficient research on the comprehensive coordination of safety and efficiency, often focusing on increasing capacity or shortening flight distances as a single objective, neglecting the balance between safety and efficiency. Summary of the Invention

[0008] Embodiments of the present invention provide a method and system for controlling low-altitude traffic operations based on moving block, so as to effectively ensure the safety and efficiency of the low-altitude traffic system.

[0009] To achieve the above objectives, the present invention adopts the following technical solution.

[0010] A low-altitude traffic operation control method based on moving block, comprising:

[0011] For vertical takeoff and landing aircraft, the airspace is layered according to aircraft performance and business type. Each layer of the airway network adopts a one-way pipe design. Aircraft arrival and departure areas are allocated according to the flight altitude layer, and different angles of arrival and departure are used for different altitude layers.

[0012] Introducing quasi-moving block into the low-altitude traffic system involves designing the airway network and operational rules. Based on the aircraft's status, a three-level spatial structure of free zone, buffer zone, and block zone is dynamically constructed. When an aircraft occupies a block zone, the first zone before that block zone becomes the buffer zone, and the second zone before that block zone becomes the free zone. The aircraft flies at its current speed in the free zone and brakes as needed in the buffer zone based on the calculated braking distance, and is prohibited from entering the block zone.

[0013] Preferably, the airspace stratification for vertical takeoff and landing aircraft based on aircraft type performance and service type includes:

[0014] The flight area for light and small drones is designed to be in the airspace below 500m, and the airspace is divided according to the vertical safety separation between aircraft.

[0015] The flight area for medium-sized UAVs with relatively high flight speed, large size, and heavy weight is designed in the altitude range of 500m to 1000m above the ground.

[0016] The flight areas for large cargo aircraft and manned aircraft are designed to be in the altitude range of 1,000 to 3,000 meters.

[0017] Preferably, the method of allocating aircraft approach and departure areas according to flight altitude levels, with different approach and departure angles for different altitude levels, includes:

[0018] The approach and departure aircraft are zoned according to the flight altitude. The approach and departure aircraft zoning divides the terminal area into several sub-areas according to different approach and departure angles. Each sub-area corresponds to an approach altitude or a departure altitude, and also corresponds to an approach procedure or departure procedure. It connects different altitudes with the initial approach loop through specific waypoints. Adjacent aircraft in the same sub-area must maintain a certain longitudinal distance, and aircraft in different sub-areas must maintain a lateral boundary distance. After entering the terminal area, the speed of the aircraft is limited according to the different aircraft types. Aircraft approaching or departing from the same sub-area must maintain a certain safe distance.

[0019] Design the aircraft approach and departure flight procedures, designing loops for the initial approach point, intermediate approach point, and final approach point. The corresponding loops are set to be one-way or two-way according to the actual situation. The aircraft flies around the loops in the directions set. During operation, the aircraft can choose to hover at any position on the loop, or only hover at the approach point while continuing to fly around at other positions.

[0020] Preferably, the method of allocating aircraft approach and departure areas according to flight altitude levels, and using different angles for approach and departure at different altitude levels, further includes:

[0021] Aircraft approach and depart according to the procedure of initial approach point, intermediate approach point 1, intermediate approach point 2, and final approach point. During approach, the aircraft enters the procedure from the initial approach point, completes the altitude change through the intermediate and final approach points, and if a go-around is required, it will fly around the loop corresponding to any approach point to the departure point; otherwise, it will enter the cone protection zone from the final approach point. During departure, the aircraft departs from the starting point of the protection zone, ascends to the corresponding altitude layer through the initial climb point, intermediate climb point, and exit point. Both approaching and departing flights have hovering holding capabilities and are assigned priorities. For aircraft approaching in the same direction, at least one loop interval must be maintained between the preceding and following aircraft.

[0022] Before the preceding aircraft reaches the final approach point, the following aircraft must not exceed intermediate approach point 2. The following aircraft may choose to hover or fly around intermediate approach point 2 or its loop. When the following aircraft in the same approach sequence has a higher priority and needs to make an emergency landing, the preceding aircraft may fly around or hover to give way on its current loop or the nearest loop ahead. After giving way, the aircraft returns to the original approach procedure or chooses the approach procedure corresponding to the nearest approach point to continue approaching.

[0023] Preferably, the introduction of quasi-moving block into the low-altitude traffic system, and the design of the airway network and operating rules, includes:

[0024] Introducing quasi-moving block into the low-altitude transportation system, in quasi-moving block, the train control system uses target distance control mode, taking the beginning of the block section occupied by the preceding train as the tracking target point, and generating a train braking curve by combining the target distance, target speed and the performance of the train itself, and determining the braking starting point.

[0025] After taking off from the vertical takeoff and landing field, aircraft enter the airway network via the approach route and fly within the network according to the operating rules. Aircraft that need to land enter the terminal area via the approach route and land at the vertical takeoff and landing field according to the rules. The basic operating rules for aircraft in the airway network are as follows:

[0026] (1) Each type of aircraft has its own fixed altitude layer. Except for take-off and landing operations, aircraft should fly at their own altitude layer in principle. Except for grade-separated intersections, they are not allowed to cross altitude layers.

[0027] (2) Each airway is one-way and has a limited flight speed. Aircraft travel one-way on the airway. The operating speed of the aircraft must meet the speed requirements of the airspace at that level, and overtaking between drones is not allowed.

[0028] (3) Intersections can be divided into at-grade intersections and grade-separated intersections;

[0029] (4) When using grade-separated intersections, the intersections in the airway networks of two adjacent altitude layers are required to be staggered in the vertical direction so that aircraft can temporarily use adjacent altitude layers when there is a conflict at the grade-separated intersection.

[0030] (5) During flight, aircraft must maintain a safe distance from other aircraft;

[0031] (6) The air route shall be divided into zones, the length of which shall not be less than the safe separation between aircraft. Only one aircraft is allowed to occupy each zone. During operation, a "free zone-buffer zone-block zone" shall be dynamically set for each aircraft to ensure flight safety.

[0032] Preferably, the method further includes:

[0033] During operation, each aircraft is given a signal light indicating the zone type of the route ahead. Green, yellow, and red lights represent the free zone, buffer zone, and occupancy zone, respectively. In the green light zone, the aircraft does not need to brake and maintains its original speed. After entering the yellow light zone, the aircraft must brake at the required point and is strictly prohibited from entering the red light zone.

[0034] When an aircraft enters the yellow light zone, the starting point of the block zone must be used as the target point. A braking curve must be generated by combining the target distance, the aircraft's speed, and its braking performance to determine the braking starting point and implement speed control. The safe separation distance H between the starting points of the block zones of the following aircraft n and the preceding aircraft m must be determined. nm for:

[0035]

[0036] Among them, v n a is the current speed of the rear vehicle. n D is the deceleration of the rear engine during normal braking. iz For longitudinal safety intervals.

[0037] Preferably, the method further includes:

[0038] When an aircraft m on a route enters the starting point of the section where the intersection is located, the block section is locked, and the adjacent block section on another route is also locked. Other aircraft are not allowed to enter the area before aircraft m leaves the block section.

[0039] The safe separation distance H between the starting points of the block area occupied by the later-arriving aircraft n and the earlier-arriving aircraft m n,m for:

[0040]

[0041] Among them, v n Let a be the current speed of aircraft n. n D is the deceleration of aircraft n under conventional braking. ih This is a lateral safety interval.

[0042] Preferably, the method further includes:

[0043] Aircraft on different routes must maintain a safe distance before reaching the convergence point. Once aircraft m passes a certain safe point, the block area is locked. Aircraft n on the same route or on another route are not allowed to enter the block area. If aircraft n is in the green light section, it does not need to brake and can maintain its original speed. Once it enters the yellow light section, it must brake with the starting point of the block area as the target point.

[0044] Preferably, the method further includes: after the departure point, there is also a safe distance between aircraft on different routes. When aircraft m passes through a certain departure point, the block area is locked, and the following aircraft n is not allowed to enter the block area. When the following aircraft is in the green light section, it does not need to brake and maintains the original speed. After entering the yellow light section, it needs to brake with the starting point of the block area as the target point.

[0045] According to another aspect of the present invention, a low-altitude traffic operation control system based on moving block is provided, comprising: an end-side airborne equipment subsystem, a side-side control subsystem, and a cloud-based operation control center.

[0046] The airborne equipment subsystem includes a sensor, a 5G-A module, a navigation module, and an airborne safety controller. The safety controller calculates the aircraft's operating speed curve and controls the aircraft's operating status based on the received free zone-buffer zone-block zone information, as well as meteorological environment information, aircraft speed, position, and route deviation information.

[0047] The aforementioned side control subsystem is used for data fusion, real-time analysis of aircraft operating status and anomaly detection. For aircraft covered by the base station, it can directly calculate and generate its "free zone-buffer zone-block zone" information, directly calculate the operating speed curve and send control commands for aircraft that have not installed airborne safety controllers or have failed, and perform conflict coordination at grade-separated intersections.

[0048] The cloud-based operation control center is used to monitor all aircraft in real time, calculate and generate "free zone-buffer zone-block zone" information for aircraft across base stations, calculate operating speed curves and send control commands, and perform real-time monitoring and diagnosis of various devices and links.

[0049] As can be seen from the technical solutions provided by the embodiments of the present invention above, the present invention takes low-altitude transportation as the main research object, studies low-altitude transportation design system and low-altitude transportation operation management and control system, formulates schemes for low-altitude operation in reality, and achieves the goal of balancing the safety and efficiency of low-altitude transportation system.

[0050] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of the invention. Attached Figure Description

[0051] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0052] Figure 1 A structural diagram of a low-altitude transportation system based on moving block is provided for an embodiment of the present invention;

[0053] Figure 2 A schematic diagram of a spatial layering design provided in an embodiment of the present invention;

[0054] Figure 3 A schematic diagram of a low-altitude traffic route network provided in an embodiment of the present invention;

[0055] Figure 4 A schematic diagram of a "blocking area-buffer zone-free area" provided for an embodiment of the present invention;

[0056] Figure 5 This is a schematic diagram of the braking curve of a straight-flight mechanism provided in an embodiment of the present invention;

[0057] Figure 6 This invention provides a schematic diagram of a flight path at a planar intersection.

[0058] Figure 7 A schematic diagram of the braking curve of a rear mechanism at a planar intersection is provided as an embodiment of the present invention;

[0059] Figure 8 A schematic diagram of convergence point flight provided in an embodiment of the present invention;

[0060] Figure 9 A schematic diagram of takeoff point flight provided in an embodiment of the present invention;

[0061] Figure 10 A schematic diagram of entry and exit provided in an embodiment of the present invention;

[0062] Figure 11 A top view of a vertical takeoff and landing field approach procedure provided in an embodiment of the present invention.

[0063] Figure 12 This is a schematic diagram illustrating the use of different angles for entry and exit at different heights in an embodiment of the present invention.

[0064] Figure 13 This is a schematic diagram of a low-altitude traffic operation control system based on the Internet of Things, provided as an embodiment of the present invention. Detailed Implementation

[0065] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0066] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this specification means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. It should be understood that when we say an element is “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or there may be intermediate elements. Furthermore, “connected” or “coupled” as used herein can include wireless connections or couplings. The term “and / or” as used herein includes any and all combinations of one or more of the associated listed items.

[0067] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless defined as herein.

[0068] To facilitate understanding of the embodiments of the present invention, the following will provide further explanation and description with reference to the accompanying drawings and several specific embodiments. These embodiments do not constitute a limitation on the embodiments of the present invention.

[0069] This invention introduces the concept of moving blockade into the low-altitude transportation system and designs the airspace, routes, take-off and landing facilities, as well as the operating rules and control system under this mode, in order to build a low-altitude transportation system that ensures safety while also taking efficiency into account.

[0070] This invention provides a structure for a low-altitude transportation system based on moving block, as shown in the embodiment of the invention. Figure 1 As shown. This system targets low-altitude airspace below 3000 meters, using vertical takeoff and landing rotor / hybrid aircraft as the transport vehicle. The design of this system includes airspace design, route design, terminal area design, and operation control design.

[0071] The basic concept of airspace design is to stratify airspace according to aircraft performance and service type, with specific aircraft types only permitted to fly at specific altitudes. Each altitude level is planned and designed with a "trunk-branch-terminal" route network. Under moving block operation mode, each route adopts a one-way, single-channel design, and is segmented according to the aircraft performance at that altitude level. In the terminal area of ​​takeoff and landing facilities, multi-angle approach and departure terminal area routes based on altitude level separation are designed to improve approach and departure efficiency in high-density scenarios. With the technical support of low-altitude intelligent networking, a moving block-based operation control system is designed, capable of dynamically generating a three-level spatial structure ("free zone-buffer zone-block zone") and traffic light signals for each aircraft based on its status, ensuring safe separation between aircraft under various disturbance conditions.

[0072] This invention divides low-altitude airspace into different traffic zones based on indicators such as the type, size, weight, and flight speed of vertical takeoff and landing (VTOL) aircraft, and further subdivides the airspace hierarchy accordingly. In accordance with the provisions of the "Interim Regulations on the Management of Unmanned Aerial Vehicle Flights," UAVs are classified into micro, light, small, medium, and large types based on performance indicators such as empty weight, takeoff weight, and flight speed. Following the principle of low-altitude airspace below 1000m true altitude stipulated in the 2010 "Opinions on Deepening the Reform of Low-Altitude Airspace Management in my country," and considering future needs, the low-altitude airspace is extended to a range not exceeding 3000m, and a flight area for fixed-wing aircraft is isolated. A tiered design is implemented for the suitable airspace for VTOL aircraft below 3000m.

[0073] Figure 2This is a schematic diagram of an airspace layering design provided by an embodiment of the present invention. The airspace is layered according to the type and purpose of the aircraft. First, considering that light and small UAVs mainly carry out small cargo transportation and their flight safety intervals, the airspace below 500m is divided according to certain intervals (mainly depending on the vertical safety interval between aircraft) for the transport flights of light and small UAVs. The flight area for medium-sized UAVs with higher flight speeds, larger size, and greater weight is designed in the altitude range of 500m to 1000m above the ground, mainly for the logistics transportation of medium-sized UAVs with a maximum takeoff weight not exceeding 150 kg, and further subdivided considering the vertical safety interval between aircraft. Second, according to actual needs, the low-altitude airspace is extended to no more than 3000m. Taking into account the special characteristics of large UAVs carrying passengers, the traffic area containing passenger aircraft is set at the top of the low-altitude traffic area. The altitude range of 1000-3000m is designed as the flight zone for large cargo aircraft and passenger aircraft, for the flight activities of large UAVs, eVTOLs, and helicopters with passenger and cargo carrying capabilities. On the one hand, passenger and cargo separation can be achieved by subdividing altitude layers, as well as the isolated operation of manned and unmanned aircraft at different altitude layers; on the other hand, even if passenger and cargo, manned and unmanned aircraft operate at the same altitude layer, flight safety can be ensured through the operating rules designed by this invention.

[0074] Moving block system is an advanced train operation control technology and is currently the main block system used in high-speed railways. In quasi-moving block, the train control system uses a target distance control mode, taking the beginning of the block section occupied by the preceding train as the tracking target point. It generates a braking curve by combining the target distance, target speed, and the train's own performance, thereby determining the braking initiation point. The difference between moving block and quasi-moving block is that the former uses the tail of the preceding train as the tracking target point to determine the braking initiation point, thus eliminating the need for railway zoning. However, it places higher demands on train sensing and control technology, as well as the reliability of personnel. Quasi-moving block provides more safety redundancy than moving block, thus offering higher safety. Therefore, this invention introduces quasi-moving block into low-altitude transportation systems, designing airway networks and operating rules to ensure the safe and efficient operation of aircraft on the airway network.

[0075] This invention provides a low-altitude traffic route network, such as Figure 3 As shown, this route network comprises four level intersections, eight convergence points, and eight departure points. After taking off from the vertical takeoff and landing field, aircraft enter the route network via approach routes and fly within it according to operational rules. Aircraft requiring landing enter the terminal area via approach routes and land at the vertical takeoff and landing field according to regulations. The basic operational rules for aircraft within the route network are as follows:

[0076] (1) Each type of aircraft has its own fixed altitude layer. Except for take-off and landing operations, aircraft should fly at their own altitude layer in principle. Except for grade-separated intersections, they are not allowed to cross altitude layers.

[0077] (2) Each airway is one-way and has a limited flight speed. Aircraft travel one-way on the airway. The operating speed of the aircraft must meet the speed requirements of the airspace at that level, and overtaking between drones is not allowed.

[0078] (3) Intersections can be divided into at-grade intersections and grade-separated intersections. At-grade intersections are specifically described in the section on airway operation control based on quasi-moving block; grade-separated intersections refer to situations where aircraft from different directions, when passing through an intersection, temporarily cross different altitude levels and adjust their flight altitude to avoid interference and collisions, thus ensuring safe operation. The type of intersection can be set according to the actual situation.

[0079] (4) When using grade-separated intersections, the intersections in the airway networks of two adjacent altitude layers are required to be staggered in the vertical direction so that aircraft can temporarily use adjacent altitude layers when there is a conflict at the grade-separated intersection.

[0080] (5) During flight, aircraft must maintain a safe distance from other aircraft;

[0081] (6) The air route shall be divided into zones, the length of which shall not be less than the safe separation between aircraft. Only one aircraft is allowed to occupy each zone. During operation, a "free zone-buffer zone-block zone" shall be dynamically set for each aircraft to ensure flight safety.

[0082] To ensure the safe operation of aircraft within the same air route network at the same altitude level, a safe separation D between aircraft at altitude level i needs to be established. i (including longitudinal spacing D) iz and lateral spacing D ih Longitudinal separation refers to the safe separation that aircraft must maintain when flying on the same route, while lateral separation refers to the safe separation that aircraft must maintain when flying on different routes at the same altitude to avoid side collisions. Different aircraft types operate at different altitudes, therefore the safety separations set for airspace at different altitudes will differ. The length L of the block section used to divide the route is also important. i They are different.

[0083] The terminal area is divided into arrival and departure zones. These zones are created by dividing the terminal area into several sub-zones based on different arrival and departure angles. Each sub-zone corresponds to an arrival altitude level or a departure altitude level, and also to an arrival or departure procedure. Specific waypoints connect different altitude levels to the initial approach loop. Adjacent aircraft within the same sub-zone must maintain a certain longitudinal spacing, and aircraft in different sub-zones must maintain a lateral boundary distance to prevent lateral collisions. Upon entering the terminal area, aircraft speeds are limited according to their type, and aircraft arriving or departing within the same sub-zone must maintain a safe distance.

[0084] Design the aircraft's approach and departure flight path procedures, creating loops for the initial approach point, intermediate approach point, and final approach point. These loops can be configured as unidirectional or bidirectional depending on the actual situation. The aircraft will fly around the loops in the directions specified. During operation, the aircraft can choose to hover at any point on the loop, or hover only at the approach point while continuing to fly around the loops at other points.

[0085] The aircraft proceeds and departs according to the sequence of initial approach, intermediate approach 1, intermediate approach 2, and final approach:

[0086] During approach, the aircraft enters the procedure from the initial approach point, completing altitude transitions via the intermediate and final approach points. If a go-around is required, it can circle around to the departure point via the loop corresponding to any approach point; otherwise, it enters the cone protection zone from the final approach point. During departure, the aircraft departs from the starting point of the protection zone, ascending to the corresponding altitude level via the initial climb point, intermediate climb point, and exit point, avoiding intersections with approaching aircraft. Both approaching and departing aircraft have hovering holding capabilities and are assigned priorities. For aircraft approaching in the same direction, at least one loop interval must be maintained between the preceding and following aircraft. For example, before the preceding aircraft reaches the final approach point, the following aircraft must not exceed intermediate approach point 2; in this case, the following aircraft can choose to hover or circle around intermediate approach point 2 or its loop. When a following aircraft in the same approach sequence has a higher priority and needs to make an emergency landing, the preceding aircraft can circle around or hover to give way via its current loop or the nearest loop ahead. After giving way, the aircraft can return to the original approach procedure or choose the approach procedure corresponding to the nearest approach point to continue its approach. Departing aircraft also strictly follow the established departure procedures designed according to priority and depart in sequence.

[0087] Depending on the flight scenario of the aircraft, the route type can be divided into single route, parallel route, intersecting route, converging route and diverging route, as shown in Table 1.

[0088] Table 1 Flight scenarios for different route types

[0089]

[0090]

[0091] This invention proposes a method for safe operation of low-altitude routes based on quasi-moving block and the concept of a three-level route: "free zone - buffer zone - block zone". When an aircraft (the preceding aircraft) occupies a block zone, that zone becomes its "block zone" for the following aircraft. The first zone before the first block zone is the "buffer zone", and the second zone before the first block zone is the "free zone". In the "free zone", the aircraft can fly at its current speed. In the "buffer zone", it must brake as needed based on the calculated braking distance and is prohibited from entering the "block zone".

[0092] Figure 4 A schematic diagram of a "blocking region-buffer zone-free region" provided for an embodiment of the present invention is shown below. Figure 4 As shown, aircraft n and m fly from left to right, located in zones 1 and 4 respectively. Aircraft n must not enter the zone occupied by aircraft m (this zone is aircraft n's choke zone). Aircraft n uses the beginning of its choke zone as its target point, meaning it must maintain a sufficient safe distance from the target point to reduce its speed to 0 before reaching it. Based on aircraft n's braking distance parameter, i.e., the distance required to reduce its current speed to 0, the zone it must be in when it must begin braking, i.e., the buffer zone, can be determined. The zones (zero or more) between aircraft n's zone and the buffer zones are the aircraft's free zone, meaning the aircraft can fly normally within these zones without braking. During operation, each aircraft is given a signal light indicating the zone type of its preceding route, with green, yellow, and red lights representing free zone, buffer zone, and choke zone respectively. The aircraft determines when to brake based on the signals. In the green light zone, no braking is required, and the aircraft can maintain its original speed. After entering the yellow light zone, braking must be initiated at the designated point, and entering the red light zone is strictly prohibited.

[0093] Figure 5 This is a schematic diagram of the braking curve of a mechanism after straight-line flight, provided as an embodiment of the present invention. Figure 5 As shown, when entering a yellow light zone, the starting point of the block area must be used as the target point. A braking curve is generated by combining the target distance, the aircraft's speed, and its braking performance to determine the braking starting point and perform speed control. The safe separation distance H between the starting points of the block areas of the following aircraft n and the preceding aircraft m is... nm for:

[0094]

[0095] Among them, v n a is the current speed of the rear vehicle. n D is the deceleration of the rear engine during normal braking. iz For longitudinal safety intervals.

[0096] In addition to straight-line flight, the airway network also includes level crossings, convergence points, and departure points, and their operating rules are as follows.

[0097] (1) At-grade intersections

[0098] Figure 6 A schematic diagram of a flight path at a planar intersection is provided as an embodiment of the present invention, such as... Figure 6 As shown, when aircraft m on a route enters the starting point of the section containing the intersection point earlier, that section is locked (blocked area). Due to lateral separation requirements, adjacent sections on another route also need to be locked (blocked areas). Other aircraft are not allowed to enter the blocked area before aircraft m leaves. Similarly, subsequent aircraft determine when to brake based on signals. In the green light section, no braking is required, and the aircraft maintains its original speed. Upon entering the yellow light section, the starting point of the blocked area must be used as the target point.

[0099] Figure 7 This invention provides a schematic diagram of the braking curve of a follow-up mechanism at a planar intersection. It generates the aircraft's braking curve by combining the target distance, the aircraft's flight speed, and the aircraft's braking performance, thereby determining the braking initiation point and performing speed control. The safe separation distance H between the starting points of the block area occupied by the later-arriving aircraft n and the earlier-arriving aircraft m is also included. n,m for:

[0100]

[0101] Among them, v n Let a be the current speed of aircraft n. n D is the deceleration of aircraft n under conventional braking. ih This is a lateral safety interval.

[0102] Figure 8 This is a schematic diagram of a convergence point flight provided in an embodiment of the present invention, such as... Figure 8 As shown, due to lateral spacing requirements between aircraft, aircraft on different routes must maintain a safe distance before reaching the convergence point. Once aircraft m passes a safe point, that section is locked (blocked zone). Subsequent aircraft n on the same route or on another route are prohibited from entering this section. During the green light section, aircraft n does not need to brake and maintains its original speed. Upon entering the yellow light section, it must brake with the starting point of the blocked zone as its target point. The braking curve is shown in [reference needed]. Figure 7 .

[0103] Figure 9 A schematic diagram of takeoff point flight provided for an embodiment of the present invention, such as... Figure 9As shown, a safe distance exists between aircraft on different routes after the departure point. Once aircraft m passes a departure point, that section is locked (blocked zone), and subsequent aircraft n must not enter that section. In the green light section, the following aircraft does not need to brake and maintains its original speed. Upon entering the yellow light section, it must brake with the starting point of the blocked zone as its target point. The braking curve is shown in [reference needed]. Figure 7 .

[0104] This invention proposes a flight procedure for approaching and departing from different directions in the terminal area based on altitude layer separation, in order to improve the approach and departure efficiency of aircraft in the terminal area and avoid collisions and congestion between aircraft.

[0105] This invention adopts the classification method in the "Vertical Takeoff and Landing Airport Automated System (VAS) Operation Concept" published by Altaport and WSP in September 2024, namely, three types of takeoff and landing fields: hub-type, standard, and basic. Hub-type vertical takeoff and landing airports are the highest-level transportation hubs in the Advanced Air Traffic (AAM) network, integrating high-density takeoff and landing, integrated maintenance, and multimodal transport functions to support long-distance and high-frequency operations of large-scale air traffic networks. Standard takeoff and landing fields cater to medium-density traffic demand and serve as intermediate nodes connecting basic and hub types. They typically have 2-3 takeoff areas (TLOF) and multiple parking stands, and are equipped with passenger waiting areas, fast charging stations, and basic maintenance equipment (such as battery replacement tools). They can support dozens to hundreds of flights daily and are suitable for commuting, regional logistics, and commercial travel scenarios. Basic vertical takeoff and landing fields are the minimum and most streamlined takeoff and landing facilities in the AAM network, focusing on rapid passenger and cargo boarding and alighting, and do not provide refueling, maintenance, or long-term storage services.

[0106] Figure 10 A three-dimensional schematic diagram and a top view of an aircraft arrival and departure procedure are provided for embodiments of the present invention, such as... Figure 10 As shown, the approach and departure procedures are designed similarly to those of a transport airport. Aircraft approach and departure are located on opposite sides of the vertical takeoff and landing (VTOL) field. A cone-shaped protection zone and a touchdown area (which is part of the protection zone) are set up within the VTOL field. The loops corresponding to the initial approach point, intermediate approach point, and final approach point are configured as either unidirectional or bidirectional, depending on the actual situation. The aircraft flies around these loops in the directions specified.

[0107] Figure 11 A top view of a vertical takeoff and landing approach procedure provided as an example of the present invention, such as... Figure 11 As shown, the approach and departure areas are located on opposite sides of the vertical takeoff and landing (VTOL) length. During operation, the aircraft can choose to hover at any point along the loop, or hover only at the approach point while maintaining a circumnavigation at other points.

[0108] The operating rules of the protected area are as follows: Upon approach, aircraft enter the procedure from the initial approach point, completing altitude transitions via intermediate and final approach points. If a go-around is required, the aircraft can detour to the departure point via the loop corresponding to any approach point; otherwise, it enters the cone-shaped protected area from the final approach point. Each approach point also functions as a holding point. This design determines the optimal approach path in the direction of dense traffic flow, giving way to high-priority aircraft. Upon departure, aircraft depart from the starting point of the protected area, ascending to the corresponding altitude level via the initial climb point, intermediate climb point, and departure point, avoiding intersections with approaching aircraft.

[0109] For aircraft approaching in the same direction, at least one loop must be maintained between the leading and trailing aircraft. For example, before the leading aircraft reaches the final approach point, the trailing aircraft must not cross the intermediate approach point 2. At this time, the trailing aircraft may choose to hover or fly around the intermediate approach point 2 or its loop.

[0110] If a following aircraft in the same approach sequence has higher priority and needs to make an emergency landing, the preceding aircraft may fly around or hover to give way on its current loop or the nearest loop ahead. After giving way, the aircraft may return to its original approach procedure or select the approach procedure corresponding to the nearest approach point to continue its approach. Departing aircraft must strictly follow the established departure procedure to depart in sequence.

[0111] Different types of aircraft have different arrival and departure procedures, such as Figure 10 As shown, the initial and intermediate approach loops have different heights and radii, but ultimately converge on the same final approach loop. When different types of aircraft approach in the same direction, they must be prioritized according to landing priority and spaced apart. If a following aircraft needs to land first, the preceding aircraft can wait in place or fly around / hover on the loop to give way. When different types of aircraft depart in the same direction, they must also complete their takeoff and departure in sequence according to their respective departure procedures based on takeoff and departure priority.

[0112] Figure 12 This is a schematic diagram illustrating different entry and exit angles for different height layers, provided as an embodiment of the present invention. (See diagram below.) Figure 11 As shown, to further enhance operational safety in the terminal area, the approach area is divided into several sub-areas (approaching from different angles), each corresponding to an approach altitude level. The departure area is designed similarly. Upon entering the protected area, aircraft speeds are limited depending on their type, and aircraft approaching or departing from the same sub-area must maintain a safe distance. This arrangement minimizes conflicts between aircraft approaching or departing from different altitude levels and improves arrival and departure efficiency. Since different takeoff and landing sites cater to different operational scenarios and may only utilize specific altitude levels, the approach and departure angles for each altitude level can be determined based on actual conditions.

[0113] Figure 13A schematic diagram of a low-altitude traffic operation control system based on the Internet of Things is provided for an embodiment of the present invention, as shown below. Figure 12 As shown, the Low-Altitude Intelligent Network (LAI) is a comprehensive network composed of new digital, connected, and intelligent aircraft and airborne equipment, cyber-physical infrastructure, data information networks, and application service systems. It enables ubiquitous sensing, wide-area interconnection, and intelligent applications of low-altitude airspace, supporting the safe and efficient operation of low-altitude traffic. The low-altitude traffic operation control system is built upon the LAI and adopts a "cloud-edge-device" architecture, including on-device equipment subsystems at the device side, edge control subsystems, and a cloud-based operation control center.

[0114] The airborne equipment subsystem mainly includes sensors, a 5G-A module, a navigation module, and an airborne safety controller. Based on the received "free zone-buffer zone-block zone" information, as well as environmental information such as weather, and status information such as aircraft speed, position, and route deviation, the safety controller calculates the aircraft's operating speed curve, controls the aircraft's operating status, and ensures safe flight along the predetermined route.

[0115] The edge control subsystem can be deployed on a 5G-A integrated sensing base station for data fusion, real-time analysis of aircraft operational status, and anomaly detection, reducing latency. For aircraft covered by the base station, it can directly calculate and generate their "free zone-buffer zone-block zone" information, and can directly calculate operating speed curves and send control commands for aircraft without onboard safety controllers or in the event of a malfunction, as well as perform conflict coordination at grade-separated intersections.

[0116] The cloud-based operations control center creates a digital twin of the low-altitude traffic system, enabling real-time monitoring of all aircraft. It calculates and generates "free zone-buffer zone-block zone" information for aircraft operating across different base stations, and calculates operating speed curves and sends control commands when necessary. It performs real-time monitoring and diagnostics on various devices and processes, promptly identifying equipment faults and abnormal conditions. It establishes application service interfaces with low-altitude traffic management and services (such as airspace and route planning, flight plan management, meteorological services, and 3D digital maps), regulatory and enforcement systems, infrastructure information systems, and operating company information systems to achieve data exchange and sharing.

[0117] In summary, the embodiments of the present invention introduce quasi-moving block technology into low-altitude traffic, using the tail of the foreground aircraft as the tracking target point, dynamically dividing the "free zone-buffer zone-block zone", and generating a braking curve in combination with braking performance, thereby increasing safety redundancy, adapting to the high-density and high-dynamic requirements of low-altitude airspace, and improving safety and airspace utilization.

[0118] Based on the low-altitude intelligent network, a "cloud-edge-device" architecture is constructed. The proposed functions of autonomous computing on the device side, local coordination on the device side, and global monitoring on the cloud can realize data fusion and cross-regional scheduling, solve the problem of fragmented management and control in traditional scenarios, and support safe and efficient operation in high-density scenarios.

[0119] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of one embodiment, and the modules or processes shown in the drawings are not necessarily essential for implementing the present invention.

[0120] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of the present invention.

[0121] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for apparatus or system embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The apparatus and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0122] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for mobile block based low altitude traffic operation control, characterized by, It comprises: The airspace is layered according to the performance of the vertical take-off and landing aircraft and the type of business, and the en route network of each layer is designed as a one-way pipe, the aircraft is allocated to the arrival and departure area according to the flight altitude layer, and the aircraft at different altitudes uses different angles to arrive and depart; The quasi-moving block is introduced into the low-altitude traffic system, the en route network and operation rules are designed, the three-level spatial structure of free zone-buffer zone-block zone of the aircraft is dynamically constructed according to the state of the aircraft, when the current aircraft occupies a block partition, the first partition before the block partition is the buffer zone, and the second partition before the block partition is the free zone, the aircraft flies in the free zone according to the current speed, brakes in the buffer zone according to the calculated braking distance, and is prohibited to enter the block zone.

2. The method of claim 1, wherein, The airspace is layered according to the performance of the vertical take-off and landing aircraft and the type of business, and the en route network of each layer is designed as a one-way pipe, the aircraft is allocated to the arrival and departure area according to the flight altitude layer, and the aircraft at different altitudes uses different angles to arrive and depart; The flight area of the light and small unmanned aerial vehicle is designed in the airspace below 500m, and the airspace is divided according to the vertical safety interval between the aircraft; The flight area of the medium unmanned aerial vehicle with fast flight speed, large volume and weight is designed in the height section of 500m-1000m from the ground, The flight area of the large cargo aircraft and manned aircraft is designed in the height section of 1000-3000m.

3. The method of claim 1, wherein, The aircraft partition for arrival and departure is set according to the flight altitude layer, the aircraft partition for arrival and departure is divided into several sub-areas by setting the terminal area according to different angles of arrival and departure, each sub-area corresponds to an arrival height layer or a departure height layer, and corresponds to an arrival procedure or a departure procedure and connects different height layers and the starting approach ring through specific en route points, adjacent aircraft in the same sub-area need to maintain a certain longitudinal interval, and aircraft in different sub-areas need to maintain a lateral boundary interval, after entering the terminal area, the aircraft limits the speed according to the type of the aircraft, and the aircraft arriving or departing in the same sub-area needs to maintain a certain safety distance; The aircraft arrival and departure flight procedures are designed, the loop is designed for the starting approach point, the intermediate approach point and the final approach point, the corresponding loop is set as one-way or two-way according to the actual situation, the aircraft flies around according to the direction set by the loop, and during operation, the aircraft can choose to hover at any position on the loop, or only hover at the approach point and keep flying at other positions. The aircraft arrival and departure flight procedures are designed, the loop is designed for the starting approach point, the intermediate approach point and the final approach point, the corresponding loop is set as one-way or two-way according to the actual situation, the aircraft flies around according to the direction set by the loop, and during operation, the aircraft can choose to hover at any position on the loop, or only hover at the approach point and keep flying at other positions.

4. The method of claim 3, wherein, ​ The aircraft approaches and departs according to the procedures of the starting approach point, the intermediate approach point 1, the intermediate approach point 2 and the final approach point, when approaching, the aircraft enters the procedure from the starting approach point, completes the height conversion through the intermediate approach point and the final approach point, if it needs to fly back, it flies around the corresponding loop at any approach point to the departure point, otherwise, it enters the cone-shaped protection area from the final approach point, when departing, the aircraft starts from the starting point of the protection area, rises to the corresponding height layer through the starting climb point, the intermediate climb point and the departure point, the approach and departure flights all have the function of hovering and waiting, and priorities are set for them, for the aircrafts approaching in the same direction, the interval between the front aircraft and the rear aircraft needs to be at least one ring; Before the front aircraft arrives at the final approach point, the rear aircraft cannot exceed the intermediate approach point 2, the rear aircraft hovers or flies around the intermediate approach point 2 or the loop thereof, when the rear aircraft in the same direction approach sequence has a higher priority and needs to land urgently, the front aircraft flies around or hovers in its current loop or the nearest loop in front, after the yielding is completed, the aircraft returns to the original approach procedure or selects the approach procedure corresponding to the nearest approach point to continue approaching.

5. The method according to any one of claims 1 to 4, characterized in that, The method further comprises: The quasi-moving block is introduced into the low-altitude traffic system, in the quasi-moving block, the train control system uses a target distance control mode, uses the start end of the block partition occupied by the preceding train as a tracking target point, combines the target distance, the target speed and the performance of the train itself to generate a train braking curve, and determines a braking start point; After the aircraft takes off from the vertical take-off and landing field, it enters the air route network through the approach route, flies in the air route network according to the operation rules, and lands on the vertical take-off and landing field according to the rules, the basic operation rules of the aircraft in the air route network are as follows: (1) Each type of aircraft has a fixed height layer, and the aircraft is required to fly in the corresponding height layer in principle except for take-off and landing operations, and is not allowed to cross the height layer except at the three-dimensional intersection; (2) Each air route is one-way and has a limited flight speed, the aircraft travels in one direction on the air route, the running speed of the aircraft meets the speed requirement of the air space of the layer, and no unmanned aerial vehicles are allowed to overtake each other; (3) The intersection can be divided into a plane intersection and a three-dimensional intersection; (4) When the three-dimensional intersection mode is used, the intersections in the air route networks of two adjacent height layers are required to be staggered in the vertical direction, so that the aircraft can temporarily borrow the adjacent height layer when there is a conflict at the three-dimensional intersection; (5) The aircraft must maintain a safe flight interval with other aircrafts during flight; (6) The air route is divided into zones, the length of each zone is not less than the safety interval between aircrafts, and only one aircraft is allowed to occupy each zone, and a "free zone-buffer zone-block zone" is dynamically set for each aircraft during operation to ensure flight safety.

6. The method of claim 5, wherein, The method further comprises: In the running time, each aircraft is given a signal light to show the type of the section of the front route, respectively, green light, yellow light and red light to represent the free zone, buffer zone and closed zone, in the section of green light, the aircraft does not need to brake, keeps the original speed, enters the section of yellow light, the aircraft starts to brake at the required point, and is strictly prohibited to enter the section of red light; When the aircraft enters the yellow light section, the starting point of the block area is taken as the target point, the target distance, the flight speed of the aircraft and the braking performance of the aircraft itself are combined to generate the braking curve of the aircraft, the braking starting point is determined, the speed control is carried out, and the safe interval distance H between the starting points of the block areas where the rear aircraft n and the front aircraft m are located nm is: wherein v n is the current speed of the following vehicle, a n is the deceleration of the regular braking of the following vehicle, D iz is the longitudinal safety distance.

7. The method of claim 5, wherein, The method further comprises: When the aircraft m on one route enters the starting point of the section where the intersection is located, the closed zone section is locked, and the adjacent closed zone section on another route is also locked, and before the aircraft m leaves the closed zone, other aircrafts cannot enter the area; The safety separation distance H between the back aircraft n and the start point of the occupied block area of the front aircraft m n,m is: where v n is the current speed of aircraft n, a n is the deceleration of the regular braking of aircraft n, D ih is the lateral safety interval.

8. The method of claim 5, wherein, The method further comprises: Before the aircrafts on different routes reach the convergence point, they must keep a safe distance, when the aircraft m passes through a certain safety point, the closed zone section is locked, and the aircraft n on the same route and the aircraft n on another route cannot enter the closed zone section, the latter aircraft n does not need to brake in the section of green light, keeps the original speed, and needs to brake with the starting point of the closed zone as the target point after entering the section of yellow light.

9. The method of claim 5, wherein, The method further comprises: after the separation point, the aircrafts on different routes also have a safe distance, when the aircraft m passes through a certain separation point, the closed zone section is locked, and the aircraft n cannot enter the closed zone section, the latter aircraft does not need to brake in the section of green light, keeps the original speed, and needs to brake with the starting point of the closed zone as the target point after entering the section of yellow light.

10. A mobile block based low altitude traffic operation control system, characterized by, It comprises: The end-side airborne device subsystem, the side-side control subsystem and the cloud-side operation control center; The airborne device subsystem comprises a sensor, a 5G-A module, a navigation module and an airborne safety controller, the safety controller calculates the running speed curve of the aircraft according to the received free zone-buffer zone-closed zone information, meteorological environment information, aircraft speed, position and route deviation state information, and controls the running state of the aircraft; The side-side control subsystem is used for data fusion, real-time analysis of the running state of the aircraft and abnormal detection, can directly calculate and generate the "free zone-buffer zone-closed zone" information of the aircraft covered by the base station, directly calculate the running speed curve and send control commands for the aircraft without the airborne safety controller or in the failure state, and perform conflict coordination at the three-dimensional intersection; The cloud-side operation control center is used for real-time monitoring of all aircrafts, calculating and generating the "free zone-buffer zone-closed zone" information of the aircrafts across the base station, calculating the running speed curve and sending control commands, and real-time monitoring and diagnosing each device and link.

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