A method for controlling aircraft at a low-altitude traffic all-digital intersection

Abstract

The present invention relates to a method for controlling an aircraft at a low-altitude traffic all-digital intersection, comprising the following steps: establishing a model, constructing a safety buffer area, and establishing a control strategy, wherein the control strategy includes adjusting the safety buffer area based on flight parameters, adjusting the safety buffer area based on prediction results, dividing aircraft based on similarity analysis, adjusting the safety buffer area based on traffic flow, and adjusting flight parameters based on delay conditions. The present invention can better balance the contradiction between the size of the safety buffer area and the traffic efficiency of the intersection, and improve the traffic efficiency as much as possible while ensuring flight safety.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft flight control, and in particular to an aircraft control method at a low-altitude traffic all-digital intersection. Background Art

[0002] Aircraft, such as drone swarms, are used in scenarios such as data collection and landform exploration. In the above application scenarios, drone swarms are often in low-altitude and high-density traffic environments. A fully digital low-altitude intersection system is usually used to monitor the flight status, route, speed and turning angle of each aircraft in real time, analyze the traffic conditions at the intersection, and then control the flight of each drone to avoid collision incidents.

[0003] Since data processing delays are inevitable in the control process of the above-mentioned aircraft, in order to ensure the safe transition and adjustment of the aircraft path, the system needs to dynamically define a safety buffer area around the intersection to compensate for the data processing delay. The safety buffer area refers to a dynamically adjusted virtual area set up in a low-altitude traffic all-digital intersection to buffer the impact of data processing delays on the safe transition of the aircraft. However, there is a contradiction between the size of the safety buffer area and the traffic efficiency and airspace utilization of the intersection. Increasing the safety buffer area can reduce data processing delays, but it will lead to a decrease in airspace utilization and reduce traffic efficiency. Although reducing the safety buffer area can improve traffic efficiency and airspace utilization, the distance between aircraft may be shortened, increasing the risk of collision. Therefore, how to better balance the contradiction between the size of the safety buffer area and the traffic efficiency of the intersection, and to improve the traffic efficiency as much as possible while ensuring flight safety, is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0004] In order to solve the problems existing in the above-mentioned prior art, the purpose of the present invention is to provide an aircraft control method for a low-altitude traffic all-digital intersection.

[0005] A method for controlling an aircraft at a low-altitude traffic all-digital intersection according to the present invention comprises the following steps:

[0006] Establishing a model: using the low-altitude traffic all-digital intersection to collect the flight status of the aircraft, the flight status includes the aircraft position, altitude, speed and heading information, and at the same time obtain the traffic conditions, determine the delay of the data processing at the intersection according to the communication timestamp, and establish a delay model related to the traffic conditions and the delay of data processing;

[0007] Constructing a safety buffer area: Obtain the traffic conditions of aircraft entering the low-altitude traffic all-digital intersection in real time, determine the delay conditions of the intersection through the delay model, calculate the position coordinates of the safety buffer area required to compensate for the intersection delay based on the delay conditions, and make adjustments;

[0008] Establish control strategies: obtain the flight path and turning angle of each aircraft in the monitoring area, use the height difference information of the low-altitude environment to divide the aircraft into different safety buffer areas according to the flight path and turning angle to achieve buffering, and control and adjust the aircraft and safety buffer areas in the monitoring area according to the control strategy. The control strategy includes:

[0009] Adjust the safety buffer area based on flight parameters: dynamically adjust the boundary of the safety buffer area according to the flight speed and turning angle of the aircraft, specifically: preset a speed threshold for the flight speed of the aircraft and an angle threshold for the turning angle, and if the flight speed of the aircraft is greater than the speed threshold and / or the turning angle of the aircraft is greater than the angle threshold, expand the boundary of the safety buffer area; if not, maintain the boundary of the current safety buffer area unchanged;

[0010] Adjust the safety buffer area based on the prediction results: According to the current flight status and historical flight data of the aircraft, the flight route and speed changes of the aircraft in the future are predicted, and the position and boundaries of the safety buffer area are adjusted in advance based on the prediction results;

[0011] Divide aircraft based on similarity analysis: Analyze and predict the flight routes and destinations of each aircraft, and divide aircraft with similar flight routes and destinations into the same safety buffer area;

[0012] Adjusting the safety buffer area based on traffic flow: dynamically adjusting the size and number of the safety buffer area according to changes in traffic flow, specifically: presetting a first flow threshold and a second flow threshold regarding traffic flow, wherein the first flow threshold is greater than the second flow threshold, and if the traffic flow at the intersection is greater than the first flow threshold, increasing the number of safety buffer areas and reducing the boundaries of a single safety buffer area; if the traffic flow at the intersection is greater than or equal to the second flow threshold and less than or equal to the first flow threshold, maintaining the boundaries of the current safety buffer area unchanged; if the traffic flow at the intersection is less than the second flow threshold, reducing the number of safety buffer areas and expanding the area of ​​a single safety buffer area;

[0013] Adjust flight parameters based on delay conditions: Dynamically adjust the flight parameters of the aircraft based on the data processing capabilities and delay conditions of the low-altitude traffic all-digital intersection. Specifically: preset a delay threshold for the delay in data processing. If the delay condition at the intersection is greater than the delay threshold, reduce the flight speed of the aircraft in the monitored area and increase the turning radius. If not, maintain the current flight parameters of the aircraft unchanged.

[0014] Preferably, the model building step is specifically as follows:

[0015] Use wireless communication technology to obtain the real-time flight status data of the aircraft, including the aircraft's position, altitude, speed and heading information, and determine the aircraft's flight route and trajectory based on the acquired flight status data;

[0016] By analyzing and processing the acquired aircraft flight status data, the real-time traffic situation of the low-altitude traffic full-digital intersection is obtained, including traffic flow and aircraft density;

[0017] Obtain the timestamp information of the wireless communication link, calculate the time difference from the acquisition to the reception of the flight status data, and determine the delay of data processing;

[0018] According to the traffic conditions and the delay of data processing, a mathematical model between the traffic flow, the density of aircraft and the delay of data processing is established, which is the delay model.

[0019] Preferably, the construction of the safety buffer area is specifically:

[0020] Obtain the position, speed and heading of aircraft entering the intersection in real time, combine them to obtain real-time traffic data, and transmit the real-time traffic data to the edge computing node for processing;

[0021] Preprocessing the acquired traffic condition data;

[0022] In the edge computing node, a pre-trained delay prediction model based on LSTM neural network is used to combine current traffic data and historical delay data to predict the data processing and delay of the intersection;

[0023] Based on the prediction results of the delay situation, the coordinates of the safety buffer area required to compensate for the intersection delay are dynamically calculated;

[0024] Through overlay analysis, the optimal position coordinates of the safety buffer area at the intersection are determined, and the position coordinates and navigation path of the safety buffer area are generated;

[0025] The position coordinates and navigation path information of the safety buffer area are sent to the aircraft, and the aircraft adjusts the flight path and speed according to the received safety buffer area information.

[0026] Preferably, the establishment of the control strategy is specifically:

[0027] Obtain the position, speed and heading of each aircraft in the monitoring area, and determine the trajectory of the aircraft based on the position, speed and heading;

[0028] The low-altitude environment is modeled using three-dimensional modeling technology to obtain a three-dimensional model of the low-altitude environment, which includes the height difference information of the low-altitude environment;

[0029] Map the motion trajectory of the aircraft to the three-dimensional model of the low-altitude environment, analyze the relationship between the motion trajectory of the aircraft and the height difference of the low-altitude environment, and determine the vertical distance between the aircraft and the low-altitude environment during the movement;

[0030] According to the actual situation of the low-altitude environment, the area and quantity distribution of the safety buffer area are set, the area and quantity distribution of the safety buffer area are dynamically adjusted, and the safety buffer area is dynamically managed;

[0031] A path planning algorithm is used to plan the path of each aircraft that has not entered the safety buffer area, and the optimal flight path for each aircraft to enter the safety buffer area is obtained;

[0032] Monitor the position and speed of the aircraft in real time to determine whether the aircraft has deviated from the planned flight path. If deviation occurs, adjust the flight path in time to ensure that the aircraft always flies within the safety buffer area.

[0033] A conflict detection algorithm is used to detect conflicts between aircraft in different safety buffer areas. If a conflict is detected, the speed and heading of the aircraft are adjusted to avoid the conflict.

[0034] The position and range of the safety buffer area are dynamically updated according to the actual flight conditions of the aircraft.

[0035] Preferably, the steps include adjusting the safety buffer region based on flight parameters:

[0036] When the flight speed of the aircraft is greater than the speed threshold and / or the turning angle of the aircraft is greater than the angle threshold, the boundary distance required to expand the safety buffer area is calculated based on the difference between the flight speed and the speed threshold, as well as the difference between the turning angle and the angle threshold, and new boundary coordinates of the safety buffer area are generated based on the current position coordinates and flight altitude of the aircraft and the required expanded boundary distance.

[0037] Preferably, the step of adjusting the safety buffer area based on the prediction result is:

[0038] Obtain the current position, speed and real-time flight status data of the aircraft, as well as the historical trajectory and historical speed data of the aircraft, and build a flight data model of the aircraft;

[0039] By analyzing and modeling the historical trajectory and historical speed data of the aircraft, the predicted trajectory and predicted speed of the aircraft in the future are predicted;

[0040] Dynamically adjust the position and range of the safety buffer area based on the current position, speed, predicted trajectory and predicted speed of the aircraft:

[0041] If the predicted speed of the aircraft is greater than the predicted speed threshold, the area of ​​the safety buffer zone is expanded;

[0042] If the predicted speed of the aircraft is less than or equal to the predicted speed threshold, the area of ​​the safety buffer zone remains unchanged;

[0043] Dynamically adjust data processing priorities and resource allocation based on the aircraft's flight status and the complexity of the surrounding environment:

[0044] If the aircraft is in a complex environment and / or its flight speed is greater than a preset priority threshold, the priority of data processing for the aircraft is increased, and computing resources allocated to the aircraft are increased;

[0045] If the aircraft is in a simple environment and / or the flight speed is less than or equal to a preset priority threshold, the current data processing priority and the allocated computing resources of the aircraft are maintained.

[0046] Preferably, the steps are based on similarity analysis to divide the aircraft into:

[0047] According to the flight plan data of the aircraft, the predicted flight route and destination information of the aircraft are analyzed and obtained, and the flight trajectory and destination coordinates of each aircraft are obtained;

[0048] By comparing and analyzing the flight trajectories and destination coordinates of multiple aircraft, aircraft with similar flight routes and close destinations are judged to be similar, specifically:

[0049] If at least two aircrafts meet the flight path similarity exceeding the preset similarity threshold and the destination distance is less than the preset range, these aircrafts are dynamically divided into the same safety buffer area;

[0050] Dynamically adjust the spatial extent of the safety buffer zone to expand the boundaries of the buffer zone to cover all aircraft trajectories with similar flight paths;

[0051] In each safety buffer area, a local coordinate system is established to convert the real-time position of the aircraft in the safety buffer area into data in the local coordinate system;

[0052] In the local coordinate system, collision detection and conflict resolution are performed on the aircraft in the safety buffer area, and the interaction between aircraft in the same safety buffer area is prioritized;

[0053] For aircraft between different safety buffer zones, the data exchange between zones is adopted to reduce the data processing frequency and communication volume between different safety buffer zones.

[0054] When an aircraft enters or leaves the safety buffer area, the aircraft list and area boundaries in the area are dynamically updated to ensure that the coverage of the safety buffer area is updated synchronously with the distribution of each aircraft;

[0055] According to the dynamic position changes of the aircraft, the division and merging of the safety buffer area are adjusted in real time to adapt to the dynamic changes in the distribution of aircraft and continuously optimize the division of the safety buffer area.

[0056] Preferably, adjusting the safety buffer area based on traffic flow further includes:

[0057] Analyze the traffic flow data at two moments before and after. If the traffic flow shows an increasing trend, increase the number of safety buffer areas and reduce the area of ​​the safety buffer areas. If the traffic flow shows a decreasing trend, reduce the number of safety buffer areas and increase the area of ​​the safety buffer areas.

[0058] Preferably, the flight parameters are adjusted based on the delay situation as follows:

[0059] According to the data processing capacity of the low-altitude traffic all-digital intersection, combined with the real-time flight status of the aircraft and the traffic conditions at the intersection, the maximum delay threshold for safe passage is determined;

[0060] Collect delay data to obtain delay time, and determine whether the delay time is greater than a maximum delay threshold;

[0061] If the delay time is greater than the maximum delay threshold, the aircraft's flight speed is reduced, and the minimum radius required for the aircraft to turn is calculated based on the delay time;

[0062] The calculated minimum radius is set as the lower limit of the aircraft's turning radius;

[0063] Get the current flight path of the aircraft and re-plan the flight path according to the adjusted flight speed and turning radius parameters.

[0064] The advantage of the method for controlling an aircraft at a low-altitude traffic all-digital intersection described in the present invention is that the present invention solves the problems of aircraft safety and efficiency at a low-altitude traffic all-digital intersection. By collecting the flight status of the aircraft, establishing a delay model, and adjusting the position, area, and boundary of the safety buffer area in real time, the impact of data processing delays on aircraft safety is effectively reduced, the risk of collision is reduced, and traffic efficiency is improved. The buffer area is dynamically adjusted using the flight route, speed, and turning angle of the aircraft to achieve refined management. Based on the prediction of future flight routes and speed changes of the aircraft, the buffer area is adjusted in advance to optimize traffic flow management. Finally, by dynamically adjusting the speed and route of the aircraft, it is ensured that the aircraft can respond to intersection instructions in a timely manner to ensure flight safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Figure 1 is a flowchart of the steps of adjusting the safety buffer area based on the delay situation in this embodiment;

[0066] Figure 2 is a flowchart of the steps of adjusting the safety buffer area based on traffic flow according to this embodiment;

[0067] Figure 3 This is a flowchart of the steps of adjusting the safety buffer area based on the real-time flight parameters of the aircraft in this embodiment. DETAILED DESCRIPTION

[0068] like Figures 1 to 3 As shown, the present invention provides a method for controlling an aircraft at a low-altitude traffic all-digital intersection, comprising:

[0069] The low-altitude traffic all-digital intersection is used to collect the flight status of the aircraft, including the aircraft position, altitude, speed, and heading information, to obtain the traffic situation, determine the data processing delay of the intersection according to the communication timestamp, and establish a delay model related to the traffic situation and delay situation.

[0070] Wireless communication technology is used to obtain the real-time flight status data of the aircraft, including the aircraft position, altitude, speed, and heading information, and the flight route and trajectory of the aircraft are determined based on the obtained flight status data. By analyzing and processing the obtained aircraft flight status data, the real-time traffic conditions of the low-altitude traffic all-digital intersection, including traffic flow and aircraft density, are obtained. The timestamp information of the wireless communication link is obtained, the time difference from the acquisition to the reception of the flight status data is calculated, and the delay of data processing is determined. According to the traffic conditions and data processing delay, a mathematical model between traffic flow, aircraft density and data processing delay is established to obtain a delay model related to traffic conditions. The current communication load of the low-altitude traffic all-digital intersection is determined, and the data collection and transmission strategy is dynamically adjusted to reduce the delay. If the traffic flow continues to increase, the load balancing mechanism of the low-altitude traffic all-digital intersection is activated, and part of the data processing tasks are allocated to adjacent intersections to relieve the computing pressure of a single intersection. The machine learning algorithm is used to train the historical traffic condition data and delay data to obtain an optimized delay prediction model to guide the data processing strategy of the intersection. Through the information exchange between the aircraft and the intersection, the flight intention of the aircraft is obtained, traffic conflicts are predicted in advance, and the impact of data processing delay on flight safety is reduced. Combined with traffic conditions, communication delay, and aircraft intention, the data processing flow of the intersection is dynamically optimized to improve the overall delay performance of the low-altitude digital traffic system.

[0071] Specifically, when collecting aircraft traffic conditions at a fully digital intersection, high-precision GPS positioning modules and millimeter-wave radars can be deployed to obtain information such as the position, speed, and heading of the aircraft at a frequency of 10 times per second, while recording the corresponding communication timestamps with an accuracy of milliseconds. By performing aggregate analysis on data within 30 consecutive seconds, the average flight speed, acceleration, and heading change rate of the aircraft in the intersection area are calculated, and these traffic condition attributes are associated with the communication timestamps to form a comprehensive data set. Statistical analysis of the comprehensive data set shows that the average value of data processing delay is 500 milliseconds, the standard deviation is 200 milliseconds, and the correlation coefficient between flight speed and delay time is 0.8, indicating that the two have a significant positive correlation. Based on the above analysis results, we chose to use the long short-term memory network (LSTM) to build a delay prediction model, taking the flight speed, acceleration and heading change rate in the last 10 seconds as input features, and the delay time as the output target. We used the Adam optimizer and the mean square error loss function, set the learning rate to 0.001, and trained 1000 epochs to obtain a model that can predict the data processing delay in the next 5 seconds based on traffic conditions. After a week of continuous optimization, the accuracy of delay warning increased from the initial 70% to 95%, and the average delay time of data processing decreased from 500 milliseconds to 300 milliseconds, effectively ensuring the safety and efficiency of low-altitude traffic.

[0072] The traffic conditions of aircraft entering the low-altitude traffic all-digital intersection are acquired in real time, the delay conditions of the intersection are determined through the delay model, and the position coordinates of the safety buffer area required to compensate for the intersection delay are calculated and adjusted according to the delay.

[0073] By deploying high-precision sensors and communication equipment at low-altitude traffic all-digital intersections, the position, speed, and heading of aircraft entering the intersection are obtained in real time, combined to obtain real-time traffic data, and the data is transmitted to the edge computing node for processing. The acquired traffic data is preprocessed, including denoising, outlier processing, and time series feature extraction to generate high-quality input data. In the edge computing node, the pre-trained delay prediction model based on the LSTM neural network is used to combine the current traffic data and historical delay data to predict the data processing and transmission delay of the intersection in real time. The delay prediction model is trained on historical delay data and traffic data, and the model performance is evaluated using MAE and RMSE indicators. Based on the delay prediction results, the position coordinates of the safety buffer area required to compensate for the intersection delay are dynamically calculated. Through superposition analysis, the optimal position coordinates of the safety buffer area in the intersection are determined, and the position coordinates and navigation path of the safety buffer area are generated. The position coordinates and navigation path information of the safety buffer area are sent to the aircraft, and the aircraft adjusts the flight path and speed according to the received safety buffer area information. The position coordinates of the safety buffer area are sent to the aircraft through a wireless communication network (such as 5G, Wi-Fi, etc.). According to the speed, acceleration, turning radius and other parameters of the aircraft, the advance amount of trajectory and speed adjustment for a certain distance or time in advance is calculated. After the aircraft receives the adjustment command, the artificial potential field method and RRT* path planning algorithm are used to generate the optimal flight trajectory to avoid the safety buffer area, and the aircraft is controlled to fly according to the generated trajectory to ensure flight safety. At the same time, the real-time position and speed of the aircraft in the intersection area are continuously monitored, and the distance, speed, acceleration and other indicators from the safety buffer area are used to determine whether the aircraft is in a safe state. If it is found to deviate from the navigation path or enter the safety buffer area, an alarm is immediately triggered to notify the aircraft to perform obstacle avoidance operations, adjust the flight trajectory, exit the safety buffer area, and ensure flight safety. After the aircraft passes through the intersection area, the traffic situation data and delay data of the intersection are updated, and the delay prediction model is trained and optimized in real time to improve the accuracy and real-time performance of delay prediction, providing a more accurate safety buffer area and navigation path for the safe passage of the next aircraft.

[0074] Specifically, millimeter-wave radars and high-definition cameras are deployed at all-digital intersections to collect the position, speed and heading data of the aircraft at a frequency of 20Hz and transmit them to the edge computing node through the 5G network. The collected data is Kalman filtered to remove Gaussian noise, and time series features such as mean, variance, and maximum are extracted with a window of 100ms. A neural network model containing 3 LSTM hidden layers (128 neurons per layer) and 1 fully connected output layer is used to train the delay prediction model on 10,000 sets of historical data, and the model hyperparameters are optimized by cross-validation to reduce the RMSE to less than 0.5s. According to the delay prediction results and the maximum speed (20m / s) and minimum turning radius (5m) of the aircraft, a cylindrical safety buffer area with a radius of 10m and a height of 30m is calculated by a geometric algorithm, and its geometric parameters are converted into GPS coordinates in the WGS84 coordinate system. Using the A* search algorithm, the optimal flight path that avoids the safety buffer area is searched on the digital map of the intersection, and the path is discretized into a sequence of waypoints with an interval of 0.5s. The waypoint sequence is sent to the aircraft in real time via the Wi-Fi6 network, and based on the aircraft's feedback status information, it is determined whether it has deviated from the route by more than 2m or entered the safety buffer area. If the aircraft is detected to be in an unsafe state for three consecutive times, an alarm is triggered immediately, and the route is replanned through the emergency obstacle avoidance algorithm to guide the aircraft to leave the safety buffer area as quickly as possible with the maximum acceleration (5m / s^2). After each aircraft passes the intersection, its flight data and delay data are added to the training set, and the delay prediction model is fine-tuned using incremental learning. The RMSE is reduced by more than 2% after five consecutive iterations.

[0075] The flight path and turning angle of each aircraft are obtained, and the height difference at low altitude is used to divide the aircraft into different safety buffer areas according to their flight paths and turning angles to achieve buffering, reduce the area of ​​a single safety buffer area, and increase the number of safety buffer areas, thereby improving traffic efficiency and reducing collision risks.

[0076] Obtain the position, speed, and heading of each aircraft, and determine the movement trajectory of the aircraft based on the position, speed, and heading; use 3D modeling technology to model the low-altitude environment and obtain a 3D model of the low-altitude environment, which includes the height difference information of the low-altitude environment; map the movement trajectory of the aircraft to the 3D model of the low-altitude environment, analyze the relationship between the movement trajectory of the aircraft and the height difference of the low-altitude environment, and judge the vertical distance between the aircraft and the low-altitude environment during the movement; set the area and quantity distribution of the safety buffer area according to the actual situation of the low-altitude environment, dynamically adjust the area and quantity distribution of the safety buffer area, and dynamically manage the safety buffer area; use a path planning algorithm to calculate the path of each aircraft that has not entered the safety buffer area. The system uses the flight path planning function to obtain the optimal flight path for each aircraft to enter the safety buffer area; monitors the position and speed of the aircraft in real time to determine whether the aircraft has deviated from the planned flight path. If a deviation occurs, the flight path is adjusted in time to ensure that the aircraft always flies within the safety buffer area; uses a conflict detection algorithm to detect conflicts between aircraft in different safety buffer areas. If a conflict is detected, the speed and heading of the aircraft are adjusted to avoid the occurrence of the conflict; dynamically updates the position and range of the safety buffer area according to the actual flight situation of the aircraft to ensure that the safety buffer area can adapt to the real-time changes of the aircraft, improve the traffic efficiency of the entire low-altitude environment, and reduce the risk of collision.

[0077] Specifically, the position of aircraft A is (100, 200, 50) meters, the speed is (10, 5, 2) meters per second, and the heading is 30 degrees. Based on these parameters, it can be determined that the trajectory of aircraft A in the next 5 seconds is a straight line with a slope of arctan(2 / sqrt(10^2+5^2))=13 degrees, an azimuth of arctan(5 / 10)=26 degrees, and a length of sqrt((10×5)^2+(5×5)^2+(2×5)^2)=59 meters. For a low-altitude environment of 2000 meters × 2000 meters and an altitude range of 0 to 200 meters, a 400×400×40 3D model grid can be obtained using a 3D modeling technology with an accuracy of 5 meters. Among them, the height value of each grid represents the average height of the area. For example, the height value of a grid is 75 meters, which means that the average height of the 25 square meters area represented by the grid is 75 meters. An example of judging the relationship between the trajectory of an aircraft and the height difference of a low-altitude environment: The trajectory of aircraft B is a straight line with a length of 100 meters and a slope of 30 degrees, with a starting height of 50 meters and an end height of 80 meters. Mapping the trajectory to the above-mentioned three-dimensional model of the low-altitude environment, it is found that the minimum vertical distance from the ground is 20 meters, which appears near the midpoint of the trajectory. At this time, the height of the aircraft is about 65 meters, which meets the requirements of safe flight. In a low-altitude environment of 10 square kilometers, 25 circular safety buffer areas are initially set, each with a radius of 200 meters. According to the real-time flight situation, the distribution of the safety buffer area is dynamically adjusted, for example, 3 safety buffer areas with a radius of 150 meters are added in areas with dense aircraft, and 2 safety buffer areas are reduced in areas with sparse aircraft. Finally, the low-altitude environment is divided into 26 safety buffer areas of different sizes, with a coverage rate of more than 95%. The current position of aircraft C is (0,0,100) meters, and it needs to fly to the center position of the safety buffer area S (1000,1000,100) meters.

[0078] Using the A* algorithm for path planning, a flight path with a total length of 1414 meters and consisting of 10 straight lines is obtained. The starting point of the fifth straight line is (400, 600, 100) meters, the end point is (600, 800, 100) meters, the length is 283 meters, and the flight time is 23 seconds (assuming the flight speed is 10 meters / second). Aircraft D flies according to the planned path and detects a deviation of 20 meters from the path at (500, 500, 100) meters, with a deviation direction of 30 degrees north-east. The path adjustment algorithm calculates that the heading needs to be adjusted by 5 degrees and the flight speed needs to be increased by 5 meters / second. After flying for 5 seconds, it can return to the planned path. The adjusted heading is 25 degrees north-east and the flight speed is 15 meters / second. Example of aircraft conflict detection and avoidance: There are 3 and 2 aircraft in the two safety buffer areas numbered S1 and S2, respectively. The conflict detection algorithm found that the aircraft E in S1 and the aircraft F in S2 will collide at (600, 600, 100) meters in 20 seconds, and the distance between the two will be less than the safe distance of 10 meters. The conflict avoidance algorithm calculated that letting aircraft E climb 10 meters after 15 seconds and letting aircraft F reduce its speed by 1 meter / second after 18 seconds can effectively avoid the conflict. After adjustment, the distance between the two aircraft at (600, 600, 105) meters is 15 meters, which meets the safety requirements. In the low-altitude environment of 10 square kilometers, it is initially divided into 100 square safety buffer areas of equal size, and the side length of each area is 316 meters. After monitoring the actual flight situation of the aircraft, it is found that the area numbered (5,5) at the central position has the most aircraft, reaching 10 during the peak period, while the number of aircraft in the surrounding areas such as (4,5) and (6,5) is significantly less. Therefore, the division of the safety buffer zone is dynamically adjusted, and the side length of the (5,5) area is reduced to 200 meters, while the side lengths of the (4,5) and (6,5) areas are enlarged to 360 meters. Without changing the total area of ​​the safety buffer zone, the distribution of aircraft is more balanced, the overall traffic efficiency is improved by 8%, and the collision risk is reduced.

[0079] The boundaries of the safety buffer area are dynamically adjusted according to the aircraft's flight speed and turning angle. When the aircraft's flight speed is faster or the turning angle is larger, the boundaries of the safety buffer area are expanded accordingly to ensure that the aircraft has enough space to adjust its path and avoid obstacles.

[0080] The real-time flight speed and turning angle data of the aircraft are obtained. According to the flight inertia of the aircraft in the safety buffer area, the speed and angle thresholds are set to determine whether the boundary of the safety buffer area needs to be adjusted. If the flight speed exceeds the preset high-speed threshold or the turning angle exceeds the preset large-angle threshold, the distance that the safety buffer area needs to be expanded is dynamically calculated. According to the current position coordinates and flight altitude of the aircraft, as well as the calculated buffer expansion distance, the new safety buffer area boundary coordinates are determined. The new safety buffer area boundary coordinates are passed to the aircraft's obstacle avoidance system, and the parameters of the electronic map and path planning algorithm in the obstacle avoidance system are updated. The obstacle avoidance system replans the flight path based on the updated safety buffer area boundary to ensure that the aircraft flies within the expanded safety area. If the obstacle avoidance system detects that the aircraft is about to fly out of the expanded safety buffer area, the obstacle avoidance maneuver is immediately triggered to adjust the aircraft's attitude and direction. According to the instructions of the obstacle avoidance system, the flight control system controls the aircraft to perform obstacle avoidance maneuvers and changes the aircraft's motion state by adjusting the thrust and control surfaces. During the execution of the obstacle avoidance maneuver, the distance between the aircraft and the boundary of the safety buffer area is monitored in real time. Once the aircraft re-enters the buffer area, the normal flight mode is restored. Continuously track the changes in the aircraft's speed and turning angle, and dynamically adjust the boundaries of the safety buffer area based on the changes to ensure that the aircraft always flies within the safe area.

[0081] Specifically, the real-time speed of the aircraft is 300km / h and the turning angle is 30 degrees. The high-speed threshold of the safety buffer area calculated by the aircraft flight route taking into account inertia is 250km / h, and the large-angle threshold is 25 degrees. At this time, both the flight speed and the turning angle exceed the threshold, and the safety buffer area needs to be expanded. The flight speed exceeds the threshold by 50km / h, and the turning angle exceeds the threshold by 5 degrees. According to the formula, the safety buffer area needs to be expanded by 200 meters in the current direction. The current position coordinates of the aircraft are (1200, 3000, 500), and the buffer zone needs to be expanded by 200 meters. The new buffer zone boundary coordinates are (1000, 2800, 300) to (1400, 3200, 700). The new buffer zone coordinates are passed to the obstacle avoidance system, and the obstacle avoidance system replans a new route with a length of 1500 meters based on the area. The obstacle avoidance system detects that the aircraft will intersect with the new safety buffer boundary in 1 second, and immediately triggers the obstacle avoidance maneuver to adjust the aircraft attitude to deviate by 5 degrees and climb 50 meters. After receiving the command, the flight control system increased the thrust to 80%, deflected the elevator by 10 degrees, and the rudder by 5 degrees, so that the aircraft changed its heading and altitude within 2 seconds. During the obstacle avoidance process, real-time monitoring showed that the distance between the aircraft and the safety buffer boundary increased from 50 meters to 150 meters, which was greater than the safety threshold of 100 meters, and the cruise mode was restored. In the next 1 minute, the flight speed was reduced to 230km / h, and the turning angle was reduced to 20 degrees, which was lower than the threshold, reducing the safety buffer area and controlling the aircraft to fly within a safety area 800 meters wide.

[0082] Based on the current flight status and historical flight data of the aircraft, the flight route and speed changes of the aircraft in the future are predicted, and the position, area and boundaries of the safety buffer zone are adjusted in advance to reduce the impact of data processing delays on the safe transition of the aircraft.

[0083] The current position, speed and real-time data of the aircraft's flight status are obtained, and the historical trajectory and historical speed data of the aircraft are obtained at the same time to build the flight data model of the aircraft. By analyzing and modeling the historical trajectory and historical speed data of the aircraft, the predicted trajectory and predicted speed of the aircraft in the future are predicted. According to the current position, speed, predicted trajectory and predicted speed of the aircraft, the position and area of ​​the safety buffer covering the predicted trajectory of the aircraft are dynamically adjusted. If the current speed or predicted speed of the aircraft exceeds the threshold, the area of ​​the safety buffer is correspondingly expanded; if the current speed or predicted speed of the aircraft is lower than the threshold, the area of ​​the safety buffer is correspondingly reduced. According to the flight status of the aircraft and the complexity of the surrounding environment, the priority of data processing and resource allocation are dynamically adjusted to reduce the impact of data processing delay on the safe transition of the aircraft. If the aircraft is in a complex environment or a high-speed flight state, the priority of data processing is increased and more computing resources are allocated; if the aircraft is in a simple environment or a low-speed flight state, the priority of data processing is reduced and the allocation of computing resources is reduced. By performing collision detection and risk assessment on the predicted trajectory of the aircraft and the position of the safety buffer, it is determined whether the aircraft has safety risks and corresponding risk warning information is generated. According to the risk warning information and flight status of the aircraft, the aircraft's safety transition strategy is automatically generated, including adjusting the aircraft's speed, direction and altitude. The aircraft's safety transition strategy is sent to the flight control system, which performs corresponding flight operations to complete the aircraft's safety transition and continuously monitors and optimizes the aircraft's flight status and the location and area of ​​the safety buffer zone.

[0084] Specifically, the current position of the aircraft is (1252,318,1500), the speed is 20 meters per second, the average speed in the past minute is 18 meters per second, and the flight trajectory in the past minute is [(1250,319,1520), (1251,318,1510), (1252,318,1500)]. By analyzing the historical data of the aircraft, the future trajectory and speed of the aircraft are predicted; according to the trajectory change trend of the aircraft in the past 5 minutes, the trajectory of the aircraft in the next minute is predicted to be [(1253,317,1480), (1254,317,1460), (1255 ,316,1440)]. According to the current state and prediction of the aircraft, the position and area of ​​the safety buffer zone are dynamically adjusted; the current speed of the aircraft is 25 meters per second, which exceeds the threshold of 22 meters per second, so the radius of the safety buffer zone is expanded from 500 meters to 600 meters; the current position of the aircraft is (1252,318,1500), and the predicted trajectory in the next minute is [(1253,317,1480), (1254,317,1460), (1255,316,1440)], so the center position of the safety buffer zone is dynamically adjusted to always cover the predicted trajectory of the aircraft in the next minute. The aircraft is in a complex urban environment with more than 50 buildings per square kilometer, so the priority of data processing is increased from medium to high, and the CPU resources occupied by data processing are increased from 30% to 50%. Collision detection and risk assessment are performed on the aircraft's predicted trajectory and safety buffer zone; it is detected that at the position (1256,315,1420) on the aircraft's predicted trajectory for the next 30 seconds [(1255,316,1440), (1256,315,1420), (1257,314,1400)], there is a The building with a height of 1480 meters has a collision risk with the predicted height of the aircraft, so a high-risk warning message is generated. According to the risk assessment of the aircraft, a safe transition strategy is automatically generated; the current position of the aircraft is (1252,318,1500), and the target position is (1262,312,1200), but there is a collision risk at the position (1256,315,1420), so a safe transition strategy is generated: first climb to an altitude of 1600 meters, then fly horizontally at a speed of 10 meters per second over (1256,315), then descend to an altitude of 1200 meters, and finally fly to the target position at a speed of 15 meters per second.Convert the safety transition strategy generated in the previous step into a series of flight control instructions: the first step is to climb 100 meters at a speed of 5 meters per second to reach an altitude of 1600 meters; the second step is to fly horizontally for a distance of 2000 meters at a speed of 10 meters per second; the third step is to descend 400 meters at a speed of 5 meters per second to reach an altitude of 1200 meters; the fourth step is to fly horizontally for a distance of 1500 meters at a speed of 15 meters per second. Send the generated control instructions to the flight control system, monitor the position, speed, and altitude of the aircraft in real time, and fine-tune the safety buffer zone according to the actual flight status until the aircraft safely reaches the target position.

[0085] Analyze the predicted flight routes and destinations of aircraft, and divide aircraft with similar flight routes and destinations into the same safety buffer zone, reducing the interaction and data processing between different safety buffer zones, and improving the data processing efficiency and response speed of intersections.

[0086] According to the flight plan data of the aircraft, the predicted flight route and destination information of the aircraft are analyzed and obtained to obtain the flight trajectory and destination coordinates of each aircraft. By comparing and analyzing the flight trajectories and destination coordinates of multiple aircraft, it is determined which aircraft have similar flight routes and similar destinations. If the similarity of the flight routes of multiple aircraft exceeds the preset threshold and the destination distance is less than the preset range, these aircraft are dynamically divided into the same safety buffer area. The spatial range of the safety buffer area is dynamically adjusted to expand the boundary of the buffer area to cover the trajectory of all aircraft with similar flight routes. In each safety buffer area, a local coordinate system is established to convert the position and speed of the aircraft in the area into data in the local coordinate system. In the local coordinate system, collision detection and conflict resolution are performed on the aircraft in the safety buffer area, and the interaction between aircraft in the same area is prioritized. For aircraft between different safety buffer areas, the method of inter-area boundary data exchange is adopted to reduce the data processing frequency and communication volume between areas. When the aircraft enters or leaves the safety buffer area, the aircraft list and area boundary in the area are dynamically updated to ensure that the coverage of the buffer area is updated synchronously with the distribution of the aircraft group. According to the dynamic position changes of the aircraft, the division and merging of the safety buffer area are adjusted in real time to adapt to the dynamic changes in the distribution of the aircraft group and continuously optimize the area division.

[0087] Specifically, according to the flight plan data of 10 aircraft, the predicted flight route and destination information of each aircraft are obtained through analysis, and their respective flight trajectories and destination coordinates are obtained. By comparing and analyzing the flight trajectories and destination coordinates of these 10 aircraft, it is determined that the flight route similarity of 7 aircraft exceeds 80%, and the destination distance is less than 5 kilometers. These 7 aircraft are dynamically divided into the same safety buffer area. The spatial range of the safety buffer area is dynamically adjusted, and the boundary of the buffer area is expanded to cover all trajectories of the 7 aircraft, forming a rectangular area with a length of 50 kilometers and a width of 30 kilometers. In this safety buffer area, a local coordinate system is established, and the position and speed information of the 7 aircraft in the area are converted into data in the local coordinate system. In the local coordinate system, collision detection and conflict resolution are performed on the 7 aircraft in the safety buffer area, and the interaction between the 7 aircraft is processed first. For the aircraft in the other 3 different safety buffer areas, the boundary data between the areas is exchanged every 5 seconds, and the data processing frequency between the areas is reduced to once every 5 seconds, and the communication volume is reduced to 20% of the original. When a new aircraft enters the safety buffer zone, the list of aircraft in the area is dynamically updated to 8, and the boundary of the area is correspondingly expanded to a rectangular area of ​​55 kilometers long and 35 kilometers wide, ensuring that the coverage of the buffer zone is updated synchronously with the distribution of the aircraft group. According to the dynamic position changes of these 8 aircraft, the division and merger of the safety buffer zone are adjusted in real time every 10 seconds to adapt to the dynamic changes in the distribution of the aircraft group, continuously optimize the regional division, and improve data processing efficiency.

[0088] According to the changes in traffic flow, the size and number of safety buffer areas are dynamically adjusted. When the traffic flow is large, the number of safety buffer areas is increased and the area of ​​a single safety buffer area is reduced. When the traffic flow is small, the number of safety buffer areas is reduced and the area of ​​a single safety buffer area is expanded to balance traffic efficiency and safety.

[0089] Obtain traffic flow data to dynamically calculate the optimal number and area of ​​safety buffer zones; when traffic flow increases, increase the number of safety buffer zones and reduce the area of ​​each zone; when traffic flow decreases, reduce the number of safety buffer zones and increase the area of ​​each zone; dynamically adjust the spatial distribution of safety buffer zones based on calculation results; obtain the real-time position and flight trajectory data of aircraft to determine whether any aircraft has entered the safety buffer zone; if any aircraft has entered the safety buffer zone, send warning information and avoidance instructions to the relevant aircraft; continuously monitor changes in traffic flow and aircraft density, and update the settings of safety buffer zones in real time; transmit the setting parameters of the safety buffer zones to the air traffic control system to coordinate the management of low-altitude resources.

[0090] Specifically, there are currently 20 drones flying simultaneously per square kilometer in a certain area, which is judged to be a large traffic flow. The above area is divided into 9 safety buffer areas, each with an area of ​​4 square kilometers. The number of safety buffer areas in the above area is increased to 16, and the area of ​​each area is reduced to 1 square kilometer. When there are only 2 aircraft per square kilometer in a certain area, the number of safety buffer areas can be reduced to 4, and the area of ​​each area is increased to 9 square kilometers. In areas with dense aircraft, the number of buffer areas is increased accordingly, and in areas with lower density, the number of buffer areas is reduced. When 3 aircraft appear in buffer area No. 2, it is determined that an aircraft has entered the safety buffer area. Send warning information to the 3 aircraft entering buffer area No. 2, instructing them to immediately avoid and fly out of the area. Evaluate the current traffic conditions every 10 minutes, and adjust the number and distribution of safety buffer areas based on the evaluation results. Report the spatial coordinates, control requirements and other information of the 16 divided buffer areas to the air traffic control system, which will be coordinated and managed by the air traffic control system.

[0091] The flight speed and route of the aircraft are dynamically adjusted according to the data processing capacity and delay of the fully digital low-altitude intersection. When the data processing delay is large, the flight speed of the aircraft is reduced and the turning radius is increased to ensure that the aircraft can respond to the instructions of the intersection and adjust the flight path in time to ensure flight safety.

[0092] According to the data processing capability of the all-digital low-altitude intersection, combined with the real-time flight status of the aircraft and the traffic conditions at the intersection, the maximum delay threshold for safe passage is determined. The delay time data is used to determine whether the delay time is greater than the maximum delay threshold. If the delay time is greater than the maximum delay threshold, the flight speed parameters of the aircraft are dynamically adjusted. By adjusting the flight speed parameters, the actual flight speed of the aircraft is reduced. According to the size of the delay time, the minimum radius required for the aircraft to turn is dynamically calculated. The calculated turning radius parameter is set as the lower limit of the turning radius of the aircraft. The current flight path of the aircraft is obtained, and the flight path is replanned according to the adjusted speed and turning radius parameters. The replanned flight path is sent to the flight control system of the aircraft. The flight control system adjusts the flight attitude and flight trajectory of the aircraft according to the received flight path to ensure that the aircraft flies safely along the adjusted path.

[0093] Specifically, the data processing capacity of the all-digital low-altitude intersection is 1,000 data items per second. Combined with the real-time flight speed of the aircraft of 20 meters per second and the traffic volume of the intersection of 30 vehicles per minute, the maximum delay threshold for safe passage is determined to be 8 seconds. The delay time data shows that the current delay time is 2 seconds, and the delay time is judged to be greater than the maximum delay threshold of 8 seconds. Since the delay time is greater than the maximum delay threshold, the flight speed parameters of the aircraft are dynamically adjusted to reduce the speed from 20 meters per second to 15 meters per second. According to the delay time of 2 seconds, the minimum radius required for the aircraft to turn is dynamically calculated to be 18 meters. The lower limit of the turning radius is set to 18 meters. The remaining 5 kilometers of the aircraft's flight path are obtained, and the flight path is replanned according to the adjusted speed of 15 meters per second and the lower limit of the turning radius of 18 meters. The planning result is: fly 3 kilometers in a straight line, then make a turn with a radius of 18 meters, and then fly 2 kilometers in a straight line to reach the destination. The total flight time is about 6 minutes. The replanned flight path is sent to the flight control system of the aircraft. Based on the received path, the flight control system adjusts the aircraft's pitch angle to 5 degrees up and the roll angle to 10 degrees right, ensuring that the aircraft flies safely along the adjusted path.

[0094] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by directional words such as "front, back, up, down, left, right", "lateral, vertical, horizontal" and "top, bottom" are usually based on the directions or positional relationships shown in the drawings. They are only for the convenience of describing the present invention and simplifying the description. Unless otherwise specified, these directional words do not indicate or imply that the device or element referred to must have a specific direction or be constructed and operated in a specific direction. Therefore, they cannot be understood as limiting the scope of protection of the present invention.

[0095] For those skilled in the art, various other corresponding changes and deformations can be made according to the technical solutions and concepts described above, and all of these changes and deformations should fall within the protection scope of the claims of the present invention.

Claims

1. A method for controlling aircraft at a low-altitude traffic all-digital intersection, characterized in that: The following steps are involved: Establishing a model: using the low-altitude traffic all-digital intersection to collect the flight status of the aircraft, the flight status includes the aircraft position, altitude, speed and heading information, and at the same time obtain the traffic conditions, determine the delay of the data processing at the intersection according to the communication timestamp, and establish a delay model related to the traffic conditions and the delay of data processing; Constructing a safety buffer area: Obtain the traffic conditions of aircraft entering the low-altitude traffic all-digital intersection in real time, determine the delay conditions of the intersection through the delay model, calculate the position coordinates of the safety buffer area required to compensate for the intersection delay based on the delay conditions, and make adjustments; Establish control strategies: obtain the flight path and turning angle of each aircraft in the monitoring area, use the height difference information of the low-altitude environment to divide the aircraft into different safety buffer areas according to the flight path and turning angle to achieve buffering, and control and adjust the aircraft and safety buffer areas in the monitoring area according to the control strategy. The control strategy includes: Adjust the safety buffer area based on flight parameters: dynamically adjust the boundary of the safety buffer area according to the flight speed and turning angle of the aircraft, specifically: preset a speed threshold for the flight speed of the aircraft and an angle threshold for the turning angle, and if the flight speed of the aircraft is greater than the speed threshold and / or the turning angle of the aircraft is greater than the angle threshold, expand the boundary of the safety buffer area; if not, maintain the boundary of the current safety buffer area unchanged; Adjust the safety buffer area based on the prediction results: According to the current flight status and historical flight data of the aircraft, the flight route and speed changes of the aircraft in the future are predicted, and the position and boundaries of the safety buffer area are adjusted in advance based on the prediction results; Divide aircraft based on similarity analysis: Analyze and predict the flight routes and destinations of each aircraft, and divide aircraft with similar flight routes and destinations into the same safety buffer area; Adjusting the safety buffer area based on traffic flow: dynamically adjusting the size and number of the safety buffer area according to changes in traffic flow, specifically: presetting a first flow threshold and a second flow threshold regarding traffic flow, wherein the first flow threshold is greater than the second flow threshold, and if the traffic flow at the intersection is greater than the first flow threshold, increasing the number of safety buffer areas and reducing the boundaries of a single safety buffer area; if the traffic flow at the intersection is greater than or equal to the second flow threshold and less than or equal to the first flow threshold, maintaining the boundaries of the current safety buffer area unchanged; if the traffic flow at the intersection is less than the second flow threshold, reducing the number of safety buffer areas and expanding the area of ​​a single safety buffer area; Adjust flight parameters based on delay conditions: Dynamically adjust the flight parameters of the aircraft based on the data processing capacity and delay conditions of the low-altitude traffic all-digital intersection. Specifically, a delay threshold for the delay of data processing is preset. If the delay condition of the intersection is greater than the delay threshold, the flight speed of the aircraft in the monitoring area is reduced and the turning radius is increased. If not, the current flight parameters of the aircraft are maintained unchanged. The height difference information of the low-altitude environment is obtained by the following steps: the low-altitude environment is modeled using three-dimensional modeling technology to obtain a three-dimensional model of the low-altitude environment, wherein the three-dimensional model has multiple grids, and the height value of each grid represents the average height of the corresponding area. The height difference information of the low-altitude environment includes the height value of each grid.

2. The low-altitude traffic all-digital intersection aircraft control method according to claim 1 is characterized in that: The steps of establishing the model are specifically as follows: Use wireless communication technology to obtain the real-time flight status data of the aircraft, including the aircraft's position, altitude, speed and heading information, and determine the aircraft's flight route and trajectory based on the acquired flight status data; By analyzing and processing the acquired aircraft flight status data, the real-time traffic situation of the low-altitude traffic full-digital intersection is obtained, including traffic flow and aircraft density; Obtain the timestamp information of the wireless communication link, calculate the time difference from the acquisition to the reception of the flight status data, and determine the delay of data processing; According to the traffic conditions and the delay of data processing, a mathematical model between the traffic flow, the density of aircraft and the delay of data processing is established, which is the delay model.

3. The low-altitude traffic all-digital intersection aircraft control method according to claim 1 is characterized in that: The construction of the safety buffer area is specifically as follows: Obtain the position, speed and heading of aircraft entering the intersection in real time, combine them to obtain real-time traffic data, and transmit the real-time traffic data to the edge computing node for processing; Preprocessing the acquired traffic condition data; In the edge computing node, a pre-trained delay prediction model based on LSTM neural network is used to combine current traffic data and historical delay data to predict the data processing and delay of the intersection; Based on the prediction results of the delay situation, the coordinates of the safety buffer area required to compensate for the intersection delay are dynamically calculated; Through overlay analysis, the optimal position coordinates of the safety buffer area at the intersection are determined, and the position coordinates and navigation path of the safety buffer area are generated; The position coordinates and navigation path information of the safety buffer area are sent to the aircraft, and the aircraft adjusts the flight path and speed according to the received safety buffer area information.

4. The low-altitude traffic all-digital intersection aircraft control method according to claim 1 is characterized in that: The control strategy is specifically established as follows: Obtain the position, speed and heading of each aircraft in the monitoring area, and determine the trajectory of the aircraft based on the position, speed and heading; Map the motion trajectory of the aircraft to the three-dimensional model of the low-altitude environment, analyze the relationship between the motion trajectory of the aircraft and the height difference of the low-altitude environment, and determine the vertical distance between the aircraft and the low-altitude environment during the movement; According to the actual situation of the low-altitude environment, the area and quantity distribution of the safety buffer area are set, the area and quantity distribution of the safety buffer area are dynamically adjusted, and the safety buffer area is dynamically managed; A path planning algorithm is used to plan the path of each aircraft that has not entered the safety buffer area, and the optimal flight path for each aircraft to enter the safety buffer area is obtained; Monitor the position and speed of the aircraft in real time to determine whether the aircraft has deviated from the planned flight path. If deviation occurs, adjust the flight path in time to ensure that the aircraft always flies within the safety buffer area. A conflict detection algorithm is used to detect conflicts between aircraft in different safety buffer areas. If a conflict is detected, the speed and heading of the aircraft are adjusted to avoid the conflict. The position and range of the safety buffer area are dynamically updated according to the actual flight conditions of the aircraft.

5. The low-altitude traffic all-digital intersection aircraft control method according to claim 1 is characterized in that: Steps to adjust the safety buffer based on flight parameters: When the flight speed of the aircraft is greater than the speed threshold and / or the turning angle of the aircraft is greater than the angle threshold, the boundary distance required to expand the safety buffer area is calculated based on the difference between the flight speed and the speed threshold, as well as the difference between the turning angle and the angle threshold, and new boundary coordinates of the safety buffer area are generated based on the current position coordinates and flight altitude of the aircraft and the required expanded boundary distance.

6. The low-altitude traffic all-digital intersection aircraft control method according to claim 1 is characterized in that: Steps to adjust the safety buffer based on the prediction results: Obtain the current position, speed and real-time flight status data of the aircraft, as well as the historical trajectory and historical speed data of the aircraft, and build a flight data model of the aircraft; By analyzing and modeling the historical trajectory and historical speed data of the aircraft, the predicted trajectory and predicted speed of the aircraft in the future are predicted; Dynamically adjust the position and range of the safety buffer area based on the current position, speed, predicted trajectory and predicted speed of the aircraft: If the predicted speed of the aircraft is greater than the predicted speed threshold, the area of ​​the safety buffer zone is expanded; If the predicted speed of the aircraft is less than or equal to the predicted speed threshold, the area of ​​the safety buffer zone remains unchanged; Dynamically adjust data processing priorities and resource allocation based on the aircraft's flight status and the complexity of the surrounding environment: If the aircraft is in a complex environment and / or its flight speed is greater than a preset priority threshold, the priority of data processing for the aircraft is increased, and computing resources allocated to the aircraft are increased; If the aircraft is in a simple environment and / or the flight speed is less than or equal to a preset priority threshold, the current data processing priority and the allocated computing resources of the aircraft are maintained.

7. The low-altitude traffic all-digital intersection aircraft control method according to claim 1 is characterized in that: Steps to divide the aircraft based on similarity analysis: According to the flight plan data of the aircraft, the predicted flight route and destination information of the aircraft are analyzed and obtained, and the flight trajectory and destination coordinates of each aircraft are obtained; By comparing and analyzing the flight trajectories and destination coordinates of multiple aircraft, aircraft with similar flight routes and close destinations are judged to be similar, specifically: If at least two aircrafts meet the flight path similarity exceeding the preset similarity threshold and the destination distance is less than the preset range, these aircrafts are dynamically divided into the same safety buffer area; Dynamically adjust the spatial extent of the safety buffer zone to expand the boundaries of the buffer zone to cover all aircraft trajectories with similar flight paths; In each safety buffer area, a local coordinate system is established to convert the real-time position of the aircraft in the safety buffer area into data in the local coordinate system; In the local coordinate system, collision detection and conflict resolution are performed on the aircraft in the safety buffer area, and the interaction between aircraft in the same safety buffer area is prioritized; For aircraft between different safety buffer zones, the data exchange between zones is adopted to reduce the data processing frequency and communication volume between different safety buffer zones. When an aircraft enters or leaves the safety buffer area, the aircraft list and area boundaries in the area are dynamically updated to ensure that the coverage of the safety buffer area is updated synchronously with the distribution of each aircraft; According to the dynamic position changes of the aircraft, the division and merging of the safety buffer area are adjusted in real time to adapt to the dynamic changes in the distribution of aircraft and continuously optimize the division of the safety buffer area.

8. The low-altitude traffic all-digital intersection aircraft control method according to claim 1 is characterized in that: Adjusting the safety buffer area based on traffic flow also includes: Analyze the traffic flow data at two moments before and after. If the traffic flow shows an increasing trend, increase the number of safety buffer areas and reduce the area of ​​the safety buffer areas. If the traffic flow shows a decreasing trend, reduce the number of safety buffer areas and increase the area of ​​the safety buffer areas.

9. The low-altitude traffic all-digital intersection aircraft control method according to claim 1, characterized in that: The flight parameters adjusted based on the delay are as follows: According to the data processing capacity of the low-altitude traffic all-digital intersection, combined with the real-time flight status of the aircraft and the traffic conditions at the intersection, the maximum delay threshold for safe passage is determined; Collect delay data to obtain delay time, and determine whether the delay time is greater than a maximum delay threshold; If the delay time is greater than the maximum delay threshold, the aircraft's flight speed is reduced, and the minimum radius required for the aircraft to turn is calculated based on the delay time; The calculated minimum radius is set as the lower limit of the aircraft's turning radius; Get the current flight path of the aircraft and re-plan the flight path according to the adjusted flight speed and turning radius parameters.

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