Unmanned aerial vehicle integrated conflict management method and system applied to low-altitude airspace

Abstract

The invention relates to the technical field of air traffic management, in particular to an unmanned aerial vehicle integrated conflict management method and system applied to a low-altitude airspace, and the method comprises the steps that an unmanned aerial vehicle air traffic management service provider receives service request information sent by a ground control station, and sends flight demand information to a public information service provider; the public information service provider processes the flight demand information according to the priority sequence; the unmanned aerial vehicle air traffic management service provider performs hot-spot-free and conflict-free track planning according to the use permission, the airspace information and the service request information sent by the public information service provider, obtains planned track information and sends the planned track information to the ground control station; the ground control station determines task allocation information based on the planned flight path information, and sends the task allocation information to the unmanned aerial vehicle controlled by the ground control station, so that the unmanned aerial vehicle executes the planned flight path; according to the invention, hot-spot-free and conflict-free route planning can be realized at the same time.

Description

Technical Field

[0001] The present invention relates to the technical field of air traffic management, and in particular to an integrated conflict management method and system for unmanned aerial vehicles applied in low-altitude airspace. Background Art

[0002] In recent years, drone technology has developed rapidly. With the increase in the number of drones and the diversification of application scenarios, new requirements have been put forward for the management of low-altitude airspace. Traditional airspace management methods are difficult to effectively deal with airspace conflicts and hot spots caused by high-density operation of drones. Therefore, it is particularly important to develop an integrated drone conflict management method and system for low-altitude airspace.

[0003] Due to the high density of drone operations in low-altitude airspace and the complex airspace environment, the tactical maneuvering space and real-time reaction time in real-time operation are greatly limited. Therefore, it is crucial to plan a trajectory that satisfies both hotspot-free and conflict-free constraints before takeoff, which is conducive to improving the stability and safety of real-time operations in low-altitude airspace, thereby enhancing operational efficiency.

[0004] However, there are currently few technical solutions that can plan a trajectory that satisfies both the no-hotspot and no-conflict constraints, that is, an integrated conflict management method for UAVs. Current methods can usually only plan a trajectory that meets one of the constraints, that is, a no-hotspot trajectory or a no-conflict trajectory. This is because the determination methods of hotspots and conflicts are essentially different. The determination of hotspots is based on the density of the UAV's spatiotemporal distribution, while the determination of conflicts is based on the proximity of the UAV's spatiotemporal positions. Therefore, integrating these two problems with different determination methods will significantly increase the complexity of the model method, thereby increasing the difficulty of developing the method. Summary of the invention

[0005] In view of the above problems, the present invention provides an integrated conflict management method and system for UAVs applied in low-altitude airspace, which solves the technical problem of how to simultaneously achieve hotspot-free and conflict-free trajectory planning in the prior art.

[0006] On the one hand, the present invention provides an integrated conflict management method for unmanned aerial vehicles applied in low-altitude airspace, comprising the following steps:

[0007] Step S1: The UAV air traffic management service provider receives service request information sent by the ground control station, and sends flight demand information to the public information service provider according to the service request information, wherein the service request information includes the starting position, departure time, end position, arrival time and aircraft performance parameters;

[0008] Step S2: The public information service provider processes the flight demand information in order of priority, and sends the use permission and airspace information to the UAV air traffic management service provider, wherein the airspace information includes the demand and capacity of each airspace unit, and the airspace unit is obtained by dividing the designated air area into units;

[0009] Step S3: The UAV air traffic management service provider performs hotspot-free and conflict-free track planning according to the use permission and airspace information and the service request information, obtains planned track information, and sends the planned track information to the ground control station;

[0010] Step S4: The ground control station determines the task allocation information based on the planned track information. If the task allocation information can be determined, the ground control station sends the task allocation information to the UAV under its control, so that the UAV executes the planned track.

[0011] Preferably, in step S3, the step of obtaining the planned track information specifically includes:

[0012] Step S3-1, based on the starting position, departure time, end position, arrival time and aircraft performance parameters in the service request information, determine the demand and capacity of each airspace unit and plan a trajectory without hotspot constraints;

[0013] Step S3-2: Based on the trajectory that meets the no-hotspot constraint, determine the distance between the UAVs in each airspace unit and the minimum safety distance, and plan the trajectory that meets the no-conflict constraint.

[0014] Preferably, step S3-1 specifically includes:

[0015] Determine whether there is a hotspot-free track in the current airspace that meets the service request information. If not, postpone the departure time in the service request information by one time unit ΔT. P Then, it is further determined whether there is a hotspot-free track that meets the service request information in the current airspace. If the departure time is postponed to the point where the arrival time requirement in the service request information cannot be met, it is determined that a hotspot-free and conflict-free track that meets the requirement cannot be provided, and the failure to provide a hotspot-free and conflict-free track that meets the requirement is recorded in the planned track information, and the track planning is completed;

[0016] If there is a non-hotspot track that meets the service request information, then determine the non-hotspot track T H .

[0017] Preferably, the judgment criterion of the hotspot-free track is that the demand does not exceed the capacity in a time window of an airspace unit, specifically in the following manner:

[0018] du,k ≤C u,k ,u∈U,k∈K

[0019] Among them, U and K are the sets of spatial units and time windows respectively, d u,k and C u,k They represent the demand and capacity of airspace unit u in the kth time window respectively; the demand of airspace unit u in the kth time window is the time to meet the time of entering airspace unit u in the time interval The number of drones in the time window is , where ΔT is the width of the time window, is the flight time of UAV i in airspace unit u.

[0020] Preferably, step S3-2 specifically includes:

[0021] Step S3-2-1: determine whether there is a conflict between the tracks in each airspace unit through which the non-hotspot track passes, and record the conflict status. If there is a conflict in the previous airspace unit, then:

[0022] Search for a local track that meets the conflict-free constraint within the current airspace unit;

[0023] If a local track that meets the non-conflict constraint is found in the current airspace unit, the non-hotspot track T is updated based on the local track. H The part within the current airspace unit; and when the local track causes the time for the drone to reach the exit point of the airspace unit to be delayed, the exit point time of the drone in the subsequent airspace units is delayed by the same length of time;

[0024] If a local track that meets the non-conflict constraint cannot be found in the current airspace unit, it is determined that the current airspace unit cannot generate a non-conflict track for the UAV, and the departure time in the service request information is postponed by one time unit ΔT. P ;

[0025] Step S3-2-2: If there is no conflict in all airspace units, determine the non-hotspot track T H For non-hotspot and non-conflicting tracks T H / C ;

[0026] If all airspace units have searched for local tracks that meet the non-conflict constraints and completed the non-hotspot track T H The updated hotspot-free track is determined as the hotspot-free and conflict-free track T H / C ;

[0027] Step S3-2-3, return to step S3-2-1 until no hot spots and no conflicting tracks are determined T H / CIf the departure time is postponed to the point where the arrival time requirement in the service request information cannot be met, it is determined that a hotspot-free and conflict-free track that meets the requirement cannot be provided, and the fact that a hotspot-free and conflict-free track that meets the requirement cannot be provided is recorded in the planned track information to complete the track planning.

[0028] Preferably, the non-conflict constraint is that the distance between any two UAVs i and j at any time in the two-dimensional space at the same flight altitude is greater than or equal to the minimum safety distance S, and the specific method is:

[0029]

[0030] in, represents "all", t is the time, T i and T j Respectively represent the flight time intervals of UAV i and UAV j in the airspace, x i (t) and y i (t) are the horizontal and vertical coordinates of the position of UAV i at time t, x j (t) and y j (t) are the horizontal and vertical coordinates of the position of UAV i at time t.

[0031] Preferably, in step S2, the public information service provider processes the flight demand information in order of priority, including:

[0032] The processing order of the flight demand information is determined according to a preset priority rule, wherein the flight demand information includes: a starting position, a departure time, an end position, an arrival time and aircraft performance parameters.

[0033] Preferably, step S4 includes: if the planned track information records that a hotspot-free and conflict-free track that meets the requirements cannot be provided, the ground control station cannot determine the task allocation information and does not provide the task allocation information to the UAV.

[0034] Preferably, the integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace provided by the present invention further includes:

[0035] Step S5: The UAV air traffic management service provider sends the planned track information to the public information service provider;

[0036] If the planned trajectory information does not contain any record and cannot provide a hotspot-free and conflict-free trajectory that meets the requirements, the public information service provider determines the airspace status update information from the planned trajectory information and updates the current usage status of the airspace based on the airspace status update information.

[0037] On the other hand, the present invention provides an integrated conflict management system for unmanned aerial vehicles applied to low-altitude airspace, including a public information service provider 10, an unmanned aerial vehicle air traffic management service provider 20, a ground control station 30 and an unmanned aerial vehicle 40:

[0038] The drone air traffic management service provider 20 is in communication connection with the public information service provider 10 and the ground control station 30, and the ground control station 30 is also in communication connection with the drone 40;

[0039] The public information service provider 10 is used to process the flight demand information in order of priority and send the use permission and airspace information to the drone air traffic management service provider 20;

[0040] The UAV air traffic management service provider 20 is used to receive the service request information sent by the ground control station 30, and send the flight demand information to the public information service provider 10 according to the service request information; and perform hotspot-free and conflict-free track planning according to the use permission and airspace information and the service request information, obtain the planned track information, and send the planned track information to the ground control station 30;

[0041] The ground control station 30 can determine task allocation information based on the planned trajectory information, and send the task allocation information to the UAV 40 controlled by it, so that the UAV 40 executes the planned trajectory.

[0042] Compared with the prior art, the present invention has at least the following beneficial effects:

[0043] (1) The present invention realizes the integrated planning of hotspot-free and conflict-free trajectories for UAVs in low-altitude airspace. By decoupling the trajectory planning problem into two steps: hotspot-free and conflict-free, these two sub-problems with different discriminant properties can be solved simultaneously in one solution framework, thereby ensuring the safety and effectiveness of the trajectory.

[0044] (2) In the planning process of the planning method provided by the present invention, the system automatically adjusts the take-off time and the exit point time. This dynamic adjustment mechanism improves the flexibility and adaptability of trajectory planning and can better cope with complex and changing airspace conditions.

[0045] (3) The present invention provides a workflow for implementing the solution in the current UAV air traffic management (UTM) system. This means that the method is not only feasible in theory, but can also be directly applied to the existing UTM system, has high practicality and operability, and helps promote the development and application of UAV air traffic management technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The drawings are only for the purpose of illustrating particular embodiments and are not to be construed as limiting the invention.

[0047] Figure 1 This is an architecture diagram of the integrated conflict management system for unmanned aerial vehicles applied in low-altitude airspace disclosed in the present invention.

[0048] Figure 2 The present invention is a workflow diagram of the integrated conflict management method for unmanned aerial vehicles applied in low-altitude airspace.

[0049] Figure 3 The present invention discloses a flow chart of an integrated conflict management method for unmanned aerial vehicles applied in low-altitude airspace.

[0050] Reference numerals: 10 - public information service provider, 20 - drone air traffic management service provider, 30 - ground control station, 40 - drone. DETAILED DESCRIPTION

[0051] In order to more clearly understand the above-mentioned purpose, features and advantages of the present invention, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other. In addition, the present invention can also be implemented in other ways different from those described herein, and therefore, the protection scope of the present invention is not limited by the specific embodiments disclosed below.

[0052] After receiving the flight service request from the Ground Control Station (GCS), the Unmanned Aircraft System Traffic Management Service Provider (UTMSP) needs to plan a hotspot-free and conflict-free track for the drone to fly. The airspace is a designated air area, and the airspace unit is obtained by dividing the airspace into units according to specific standards and requirements.

[0053] No hotspot means that in a time window of an airspace unit, the demand does not exceed its capacity.

[0054] Conflict-free means that in the two-dimensional space at the same flight altitude, the distance between any two drones (such as drone i and drone j) at any time is greater than or equal to the minimum safety distance S.

[0055] The track of a drone is composed of a series of continuous track points, each moment corresponds to a specific drone position, and its mathematical description is:

[0056] p i (t) = [xi (t),y i (t)]

[0057] Among them, p i (t) represents the position of UAV i at time t.

[0058] The purpose of a hotspot-free track is to reduce the possibility of local airspace overload during operation, and the purpose of a conflict-free track is to reduce the possibility of tactical maneuvers to avoid dangerous approaches during operation. Before takeoff, an integrated conflict management method is used to plan a drone track that meets both hotspot-free and conflict-free requirements, which is conducive to improving the stability and safety of low-altitude airspace operations.

[0059] In order to illustrate the effectiveness of the method proposed by the present invention, the above technical solution of the present invention is described in detail below through a specific embodiment. Figure 1 As shown, the present invention is applied to system interaction between a common information service provider 10 (CISP), an unmanned aerial vehicle air traffic management service provider 20 (UTMSP), a ground control station 30 (GCS) and an unmanned aerial vehicle 40.

[0060] like Figure 2 , Figure 3 As shown, the present invention discloses an integrated conflict management method for unmanned aerial vehicles applied in low-altitude airspace, comprising the following steps:

[0061] Step S1, the UAV air traffic management service provider receives the service request information sent by the ground control station, and sends the flight demand information to the public information service provider according to the service request information. The service request information includes the starting position, departure time, end position, arrival time and aircraft performance parameters.

[0062] The ground control station GCS is a ground facility for operating and controlling drones. The work of the GCS is to operate and control drone flights according to the planned trajectory information provided by the drone air traffic management service provider UTMSP. The GCS can be a large drone control terminal facility, such as a drone control terminal used by a courier company, or a drone control terminal used by an individual. Each GCS has control over one or more drones, and each GCS can control the flight of one or more drones it owns.

[0063] UTMSP is an entity or organization that provides UTMSP services. The role of UTMSP is to manage, coordinate and serve the operation of UAVs in the airspace to ensure safe and orderly flight. Each UTMSP serves multiple GCSs, and UTMSP can exchange information with the GCSs it serves.

[0064] In this step, the GCS sends service request information to the UTMSP according to mission requirements. The service request information includes the starting position, departure time, end position, arrival time and aircraft performance parameters of the UAV controlled by the GCS when entering an airspace.

[0065] The drone air traffic management service provider sends flight demand information to the public information service provider based on the service request information.

[0066] The Public Information Service Provider (CISP) is an entity or organization responsible for providing public information services related to drone operations. The role of the CISP is to process and distribute information related to drone flights (such as weather conditions, airspace restrictions, flight announcements, etc.) among certified stakeholders. In an airspace, there is only one CISP, which exchanges information with several UTMSPs in its airspace.

[0067] In some embodiments, the flight demand information is sent to CISP by UTMSP after being sorted according to the service request information, in order to let CISP understand the detailed flight needs so as to provide relevant public information services. Its content may include, in addition to the starting location, departure time, end location, arrival time and aircraft performance parameters: flight altitude: scheduled flight altitude and flight speed for different flight segments; drone type: model and performance parameters of the drone; drone identification information: unique identification code of the drone; operator information: operator's identity information and contact information; and environmental requirements: requirements for the flight environment such as weather conditions.

[0068] Step S2: The public information service provider processes the flight demand information in order of priority and sends the use permission and airspace information to the drone air traffic management service provider.

[0069] In this step, the public information service provider CISP usually determines the priority order based on the following factors when processing the flight demand information. In some embodiments, the public information service provider can determine the processing order of the flight demand information based on aircraft type, urgency, mission nature, and airspace complexity.

[0070] The permission is used to authorize the drone to conduct flight activities at a specified time and airspace. The airspace information is detailed information about a specific airspace unit, which may include the classification, status, usage rules, and demand and capacity of each airspace unit. This information can be used for trajectory planning in subsequent steps.

[0071] Step S3: The UAV air traffic management service provider performs hotspot-free and conflict-free track planning based on the use permission and airspace information and the service request information, obtains the planned track information, and sends the planned track information to the public information service provider and the ground control station.

[0072] In this step, the present invention applies a method for converting the problem to be solved into a sequential decision problem for the drone air traffic management service provider. The sequential decision problem adopts the "first come, first served" principle, and performs the conflict-free and hotspot-free trajectory planning for the drone flights based on the departure time in the received service request information.

[0073] The UAV integrated conflict management method proposed in the present invention decouples the planning of a UAV's conflict-free and hotspot-free trajectory into two steps:

[0074] Step S3-1: Based on the starting position, departure time, end position, arrival time and aircraft performance parameters in the service request information, determine the demand and capacity of each airspace unit and plan a trajectory without hotspot constraints, specifically including:

[0075] Determine whether there is a hotspot-free track in the current airspace that meets the service request information. If not, postpone the departure time in the service request information by one time unit ΔT. P , if it exists, it is determined that there is no hotspot track T H ;

[0076] In this step, the judgment criterion of the hotspot-free track is that the demand does not exceed the capacity in a time window of an airspace unit, and the specific method is:

[0077] d u,k ≤C u,k ,u∈U,k∈K

[0078] Among them, U and K are the sets of spatial units and time windows respectively, d u,k and C u,k They represent the demand and capacity of airspace unit u in time window k. As long as the time when drone i enters airspace unit u is within the time interval If UAV i is within the time window k, then UAV i is recorded as a demand of airspace unit u in time window k, that is, the demand of airspace unit u in time window k is the time to meet the requirements of entering airspace unit u in the time interval The number of drones in the time window. is the flight time of UAV i in airspace unit u.

[0079] If the departure time is postponed to the point where the arrival time requirement in the service request information cannot be met, it is determined that a hotspot-free and conflict-free track that meets the requirement cannot be provided, and the fact that a hotspot-free and conflict-free track that meets the requirement cannot be provided is recorded in the planned track information to complete the track planning.

[0080] In the above manner, when planning a hotspot-free track, if there is no hotspot-free track that meets the service request information in the current airspace, the planned take-off time is postponed by one time unit ΔT. P , and then replan its hotspot-free trajectory. If the take-off time is delayed to the point where it cannot theoretically meet its arrival time requirements, it is announced that it is unable to provide a trajectory that meets the hotspot-free and conflict-free requirements, and the hotspot-free trajectory planning is completed.

[0081] Step S3-2: Based on the trajectory that meets the non-hotspot constraint, determine the distance between the UAVs in each airspace unit and the minimum safety distance, and plan the trajectory that meets the non-conflict constraint. Specifically include:

[0082] Step S3-2-1: determine whether there is a conflict between the tracks in each airspace unit through which the non-hotspot track passes, and record the conflict status. If there is a conflict in the current airspace unit, then:

[0083] Search for a local track that meets the conflict-free constraint within the current airspace unit;

[0084] If a local track that meets the non-conflict constraint is found in the current airspace unit, the non-hotspot track T is updated based on the local track. H The part within the current airspace unit; and when the local track causes the time for the drone to reach the exit point of the airspace unit to be delayed, the exit point time of the drone in the subsequent airspace units is delayed by the same length of time;

[0085] If a local track that meets the non-conflict constraint cannot be found in the current airspace unit, it is determined that the current airspace unit cannot generate a non-conflict track for the UAV, and the planned departure time in the service request information is postponed by one time unit ΔT. P , P stands for postponement, which means postponement;

[0086] In this step, the conflict-free constraint is that the distance between any two UAVs (e.g., UAV i and UAV j) at any time in the two-dimensional space at the same flight altitude is greater than or equal to the minimum safety distance S, and the specific method is:

[0087]

[0088] in, represents "all", t is the time, T i and Tj Respectively represent the flight time intervals of UAV i and UAV j in the airspace, x i (t) and y i (t) are the horizontal and vertical coordinates of the position of UAV i at time t, x j (t) and y j (t) are the horizontal and vertical coordinates of the position of UAV i at time t.

[0089] Step S3-2-2: If there is no conflict in all airspace units, determine the non-hotspot track T H For non-hotspot and non-conflicting tracks T H / C ;

[0090] If all airspace units have searched for local tracks that meet the non-conflict constraints and completed the non-hotspot track T H The updated hotspot-free track is determined as the hotspot-free and conflict-free track T H / C ;

[0091] Step S3-2-3, return to step S3-2-1 until no hot spots and no conflicting tracks are determined T H / C If the departure time is postponed to the point where the arrival time requirement in the service request information cannot be met, it is determined that a hotspot-free and conflict-free track that meets the requirement cannot be provided, and the fact that a hotspot-free and conflict-free track that meets the requirement cannot be provided is recorded in the planned track information to complete the track planning.

[0092] Through the above method, the tracks in each airspace unit in the airspace passed by the existing hotspot-free track are judged in turn to see if they meet the conflict-free constraint. If not, try to search for a local track that meets the conflict-free constraint in the airspace unit to update the track in the airspace unit. If the conflict-free track searched in the airspace unit causes the time for the drone to arrive at the exit point of the airspace unit to be delayed, the exit point time of the drone in the subsequent airspace units will be delayed by the same length of time. If a track that meets the conflict-free constraint cannot be found in one of the airspace units, the planned take-off time will be postponed by one time unit ΔT. P , and re-execute the above steps until conflict-free trajectory planning is completed.

[0093] The pseudo code of the hotspot-free and conflict-free trajectory planning method provided by the present invention is shown in Table 1:

[0094] Table 1

[0095]

[0096] Step S4: The ground control station determines the task allocation information based on the planned track information. If the task allocation information can be determined, the ground control station sends the task allocation information to the UAV it controls to execute the received track.

[0097] In this step, the GCS receives detailed planned track information from the UTMSP, and then generates task assignment information. The task assignment information specifically instructs the UAV on how to perform the flight mission, which may include the take-off time, flight path, flight altitude, speed, time node, etc. that the UAV needs to follow. The UAV starts the flight mission based on the received task assignment information, and flies according to the planned track, flight altitude and speed to ensure that the mission is executed as planned. During the flight, the UAV maintains communication with the ground control station to report the flight status and mission progress.

[0098] In this step, if the planned track information records that a hotspot-free and conflict-free track that meets the requirements cannot be provided, the ground control station cannot determine the task allocation information and does not provide the task allocation information to the UAV.

[0099] When a feasible hotspot-free and conflict-free trajectory cannot be found, the drone air traffic management service provider will send this situation to the ground control station to inform it that there is no feasible trajectory for the flight mission it has applied for, and ask it to cancel the mission or modify the mission parameters and reapply.

[0100] In some embodiments, the integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace of the present invention further includes:

[0101] Step S5: The UAV air traffic management service provider sends the planned track information to the public information service provider;

[0102] The public information service provider determines airspace status update information according to the planned track information, and updates the current usage status of the airspace based on the airspace status update information.

[0103] In this step, if there is no record in the planned trajectory information and no hotspot and conflict-free trajectory that meets the requirements can be provided, CISP receives the planned trajectory information from UTMSP, and generates airspace status update information based on the planned trajectory information to describe the current use of the airspace and future use plans. The airspace status update information may include: which airspace will be occupied within a specific time period, the type and number of aircraft occupying the airspace, and the flight altitude and range of the occupied airspace. The generated airspace status update information is applied to the airspace management system to update the current use status of the airspace, which can reflect the latest airspace status.

[0104] When a feasible hotspot-free and conflict-free trajectory cannot be found, the drone air traffic management service provider will send this situation to the public information service provider, allowing it to skip the current round of airspace information updates and directly start the trajectory planning for the next flight mission.

[0105] like Figure 1 As shown, the present invention discloses an integrated conflict management system for unmanned aerial vehicles applied to low-altitude airspace, including a common information service provider 10 (CISP), an unmanned aerial vehicle air traffic management service provider 20 (UTMSP), a ground control station 30 (GCS) and an unmanned aerial vehicle 40;

[0106] The UAV air traffic management service provider 20 (UTMSP) is communicatively connected to the common information service provider 10 (CISP) and the ground control station 30 (GCS), and the ground control station 30 (GCS) is also communicatively connected to the UAV 40;

[0107] The public information service provider 10 is used to process the flight demand information in order of priority and send the use permission and airspace information to the drone air traffic management service provider 20;

[0108] The UAV air traffic management service provider 20 is used to receive the service request information sent by the ground control station 30, and send the flight demand information to the public information service provider 10 according to the service request information; and perform hotspot-free and conflict-free track planning according to the use permission and airspace information and the service request information, obtain the planned track information, and send the planned track information to the ground control station 30;

[0109] The ground control station 30 can determine task allocation information based on the planned trajectory information, and send the task allocation information to the UAV 40 controlled by it, so that the UAV 40 executes the planned trajectory.

[0110] Although the specific embodiments of the present invention depict various actions or steps in a specific order, this should be understood as requiring such actions or steps to be performed in the specific order shown or in a sequential order, or requiring all illustrated actions or steps to be performed to obtain the desired results. Under certain circumstances, multitasking and parallel processing may be advantageous. Similarly, although several specific implementation details are included in the above discussion, these should not be interpreted as limiting the scope of the present disclosure. Certain features described in the context of a separate embodiment can also be implemented in a single implementation in combination. On the contrary, the various features described in the context of a single implementation can also be implemented in multiple implementations individually or in any suitable sub-combination. The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or replacements that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

[0111] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. An integrated conflict management method for unmanned aerial vehicles applied in low-altitude airspace, characterized in that: The following steps are involved: Step S1: The UAV air traffic management service provider receives service request information sent by the ground control station, and sends flight demand information to the public information service provider according to the service request information, wherein the service request information includes the starting position, departure time, end position, arrival time and aircraft performance parameters; Step S2: The public information service provider processes the flight demand information in order of priority, and sends the use permission and airspace information to the UAV air traffic management service provider, wherein the airspace information includes the demand and capacity of each airspace unit, and the airspace unit is obtained by dividing the designated air area into units; Step S3: The UAV air traffic management service provider performs hotspot-free and conflict-free track planning according to the use permission and airspace information and the service request information, obtains planned track information, and sends the planned track information to the ground control station; Step S4: The ground control station determines the task allocation information based on the planned track information. If the task allocation information can be determined, the ground control station sends the task allocation information to the UAV under its control, so that the UAV executes the planned track.

2. The integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace according to claim 1 is characterized in that: In step S3, the step of obtaining the planned track information specifically includes: Step S3-1, based on the starting position, departure time, end position, arrival time and aircraft performance parameters in the service request information, determine the demand and capacity of each airspace unit and plan a trajectory without hotspot constraints; Step S3-2: Based on the trajectory that meets the no-hotspot constraint, determine the distance between the UAVs in each airspace unit and the minimum safety distance, and plan the trajectory that meets the no-conflict constraint.

3. The integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace according to claim 2 is characterized in that: Step S3-1 specifically includes: Determine whether there is a hotspot-free track in the current airspace that meets the service request information. If not, postpone the departure time in the service request information by one time unit ΔT. P Then, it is further determined whether there is a hotspot-free track that meets the service request information in the current airspace. If the departure time is postponed to the point where the arrival time requirement in the service request information cannot be met, it is determined that a hotspot-free and conflict-free track that meets the requirement cannot be provided, and the failure to provide a hotspot-free and conflict-free track that meets the requirement is recorded in the planned track information, and the track planning is completed; If there is a non-hotspot track that meets the service request information, then determine the non-hotspot track T H .

4. The integrated conflict management method for unmanned aerial vehicles applied in low-altitude airspace according to claim 3 is characterized in that: The criterion for determining the hotspot-free track is that the demand does not exceed the capacity of an airspace unit in a time window, and the specific method is as follows: d u,k ≤C u,k ,u∈U,k∈K Among them, U and K are the sets of spatial units and time windows respectively, d u,k and C u,k They represent the demand and capacity of airspace unit u in the kth time window respectively; the demand of airspace unit u in the kth time window is the time to meet the time of entering airspace unit u in the time interval The number of drones in the time window is , where ΔT is the width of the time window, is the flight time of UAV i in airspace unit u.

5. The integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace according to any one of claims 3-4, characterized in that: Step S3-2 specifically includes: Step S3-2-1: determine whether there is a conflict between the tracks in each airspace unit through which the hotspot-free track passes, and record the conflict status. If there is a conflict in the current airspace unit, then: Search for a local track that meets the conflict-free constraint within the current airspace unit; If a local track that meets the non-conflict constraint is found in the current airspace unit, the hotspot-free track T is updated based on the local track. H The part within the current airspace unit; and when the local track causes the time for the drone to reach the exit point of the airspace unit to be delayed, the exit point time of the drone in the subsequent airspace units is delayed by the same length of time; If a local track that meets the non-conflict constraint cannot be found in the current airspace unit, it is determined that the current airspace unit cannot generate a non-conflict track for the UAV, and the departure time in the service request information is postponed by one time unit ΔT. P ; Step S3-2-2: If there is no conflict in all airspace units, determine the non-hotspot track T H For non-hotspot and non-conflicting tracks T H / C ; If all airspace units have searched for local tracks that meet the non-conflict constraints and completed the non-hotspot track T H The updated hotspot-free track is determined as the hotspot-free and conflict-free track T H / C ; Step S3-2-3, return to step S3-2-1 until no hot spots and no conflicting tracks are determined T H / C If the departure time is postponed to the point where the arrival time requirement in the service request information cannot be met, it is determined that a hotspot-free and conflict-free track that meets the requirement cannot be provided, and the fact that a hotspot-free and conflict-free track that meets the requirement cannot be provided is recorded in the planned track information to complete the track planning.

6. The integrated conflict management method for unmanned aerial vehicles applied in low-altitude airspace according to claim 5 is characterized in that: The non-conflict constraint is that in the two-dimensional space of the same flight altitude layer, the distance between any two UAVs i and j at any time is greater than or equal to the minimum safety distance S, and the specific method is: in, represents "all", t is the time, T i and T j Respectively represent the flight time intervals of UAV i and UAV j in the airspace, x i (t) and y i (t) are the horizontal and vertical coordinates of the position of UAV i at time t, x j (t) and y j (t) are the horizontal and vertical coordinates of the position of UAV i at time t.

7. The integrated conflict management method for UAVs applied in low-altitude airspace according to claim 6 is characterized in that: In step S2, the public information service provider processes the flight demand information in order of priority, including: The processing order of the flight demand information is determined according to a preset priority rule, wherein the flight demand information includes: a starting position, a departure time, an end position, an arrival time and aircraft performance parameters.

8. The integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace according to claim 7 is characterized in that: Step S4 includes: If the planned track information records that a hotspot-free and conflict-free track that meets the requirements cannot be provided, the ground control station cannot determine the task allocation information and does not provide the task allocation information to the UAV.

9. The integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace according to claim 8 is characterized in that: Also includes: Step S5: The UAV air traffic management service provider sends the planned track information to the public information service provider; If the planned trajectory information does not contain any record and cannot provide a hotspot-free and conflict-free trajectory that meets the requirements, the public information service provider determines the airspace status update information from the planned trajectory information and updates the current usage status of the airspace based on the airspace status update information.

10. An integrated conflict management system for unmanned aerial vehicles applied in low-altitude airspace, characterized in that: It includes a public information service provider (10), a drone air traffic management service provider (20), a ground control station (30) and a drone (40): The drone air traffic management service provider (20) is communicatively connected to the public information service provider (10) and the ground control station (30), and the ground control station (30) is also communicatively connected to the drone (40); The public information service provider (10) is used to process the flight demand information in order of priority and send the use permission and airspace information to the drone air traffic management service provider (20); The unmanned aerial vehicle air traffic management service provider (20) is used to receive service request information sent by a ground control station (30), send flight demand information to a public information service provider (10) according to the service request information; and perform hotspot-free and conflict-free track planning according to the use permission and airspace information and the service request information, obtain planned track information, and send the planned track information to the ground control station (30); The ground control station (30) can determine task allocation information based on the planned track information, and send the task allocation information to the drone (40) controlled by it, so that the drone (40) executes the planned track.

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