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

Abstract

The application relates to the technical field of air traffic management, in particular to a UAV integrated conflict management method and system applied to low-altitude airspace, which comprises the following steps: a UAV 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 a priority order; the UAV air traffic management service provider carries out non-hotspot and non-conflict path planning according to the use permission, airspace information and service request information sent by the public information service provider, obtains planning path information and sends the planning path information to the ground control station; the ground control station determines task allocation information based on the planning path information, sends the task allocation information to a UAV controlled by the ground control station, and enables the UAV to execute the planned path; and the application can realize non-hotspot and non-conflict path planning simultaneously.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of air traffic management, in particular to a UAV integrated conflict management method and system applied to low-altitude airspace. BACKGROUND

[0002] In recent years, the technology of unmanned aerial vehicles (UAVs) has developed rapidly. With the increase in the number of UAVs 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 the airspace conflicts and hot spot problems brought about by high-density operation of UAVs. Therefore, it is particularly important to develop a UAV integrated conflict management method and system for low-altitude airspace.

[0003] Due to the high density of UAV operation 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 flight path that meets both the no-hotspot and no-conflict constraints before takeoff, which is conducive to improving the stability and safety of real-time operation in low-altitude airspace, and thus enhancing the operation efficiency.

[0004] However, there are few technical solutions that can plan a flight path that meets both the no-hotspot and no-conflict constraints, i.e., a UAV integrated conflict management method. Current methods can usually only plan a flight path that meets one of the constraints, i.e., a no-hotspot flight path or a no-conflict flight path. This is because the methods of determining hotspots and conflicts are fundamentally different. The determination of hotspots is based on the density of the spatial and temporal distribution of UAVs, while the determination of conflicts is based on the proximity of the spatial and temporal positions of UAVs. Therefore, integrated processing of these two different problems will significantly increase the complexity of the model method, thereby increasing the difficulty of developing the method. SUMMARY

[0005] In view of the above problems, the present application provides a UAV integrated conflict management method and system applied to low-altitude airspace, which solves the technical problem of how to simultaneously plan a no-hotspot and no-conflict flight path in the prior art.

[0006] In one aspect, the present application provides a UAV integrated conflict management method applied to low-altitude airspace, comprising the following steps:

[0007] Step S1, a UAV 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 according to the service request information, wherein the service request information includes a starting position, a departure time, an ending position, an arrival time, and aircraft performance parameters;

[0008] Step S2, the public information service provider processes the flight demand information according to the priority order, and sends the use license and airspace information to the UAV air traffic management service provider, the airspace information including the demand and capacity of each airspace unit, the airspace unit being divided by a designated air region;

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

[0010] Step S4, the ground control station determines task allocation information based on the planning path information, and if the task allocation information can be determined, sends the task allocation information to the UAV controlled thereby, so that the UAV executes the planned path.

[0011] Preferably, in step S3, the step of obtaining planning path information specifically comprises:

[0012] Step S3-1, based on the start location, departure time, end location, arrival time and aircraft performance parameters in the service request information, judging the demand and capacity of each airspace unit, and planning a hotspot-free path.

[0013] Step S3-2, based on the hotspot-free path, judging the distance between UAVs in each airspace unit and the minimum safety distance, and planning a conflict-free path.

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

[0015] judging whether there is a hotspot-free path in the current airspace that meets the service request information, if not, postponing the departure time in the service request information by a time unit ΔT P and then continuing to judge whether there is a hotspot-free path in the current airspace that meets the service request information, if the departure time is postponed to the extent that the arrival time requirement in the service request information cannot be met, determining that a hotspot-free and conflict-free path that meets the requirements cannot be provided, recording in the planning path information that a hotspot-free and conflict-free path that meets the requirements cannot be provided, and completing path planning;

[0016] if there is a hotspot-free path that meets the service request information, determining the hotspot-free path T H .

[0017] Preferably, the judgment criterion for the hotspot-free path is that the demand does not exceed the capacity in one time window of one airspace unit, and the specific way is:

[0018] du,k ≤C u,k ,u∈U,k∈K

[0019] where U and K are the sets of airspace units and time windows respectively, d u,k and C u,k represent the demand and capacity of airspace unit u in the kth time window; the demand of airspace unit u in the kth time window is the number of UAVs that enter airspace unit u in the time interval , 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 comprises:

[0021] Step S3-2-1, judging whether the flight path in each airspace unit passed by the non-hotspot flight path has a conflict, recording the conflict state, and if the previous airspace unit has a conflict, then:

[0022] searching for a local flight path that meets the conflict-free constraint in the current airspace unit;

[0023] if a local flight path that meets the conflict-free constraint is searched in the current airspace unit, updating the non-hotspot flight path T H in the current airspace unit based on the local flight path; and when the local flight path causes the time of the UAV to exit the airspace unit to be delayed, sequentially delaying the exit point time of the UAV in the subsequent airspace unit by the same length of time;

[0024] if a local flight path that meets the conflict-free constraint cannot be searched in the current airspace unit, determining that the current airspace unit cannot generate a conflict-free flight path for the UAV, and delaying the departure time in the service request information by one time unit ΔT P ;

[0025] Step S3-2-2, if all airspace units do not have a conflict, determining that the non-hotspot flight path T H is a non-hotspot and conflict-free flight path T H / C ;

[0026] if all airspace units have searched for a local flight path that meets the conflict-free constraint and completed the update of the non-hotspot flight path T H , the updated non-hotspot flight path is determined as a non-hotspot and conflict-free flight path T H / C ;

[0027] Step S3-2-3, returning to step S3-2-1 until a non-hotspot and conflict-free flight path T H / CIf the departure time is delayed to the extent that the requirement of the arrival time in the service request information cannot be met, it is determined that the no-hotspot and no-conflict flight path that meets the requirement cannot be provided, and the no-hotspot and no-conflict flight path that meets the requirement cannot be provided is recorded in the planned flight path information, and the flight path planning is completed.

[0028] Preferably, the no-conflict constraint is that, in the two-dimensional space of the same flight altitude layer, the distance between any two unmanned aerial vehicles i and j at any time is greater than or equal to the minimum safety distance S, and the specific manner is:

[0029]

[0030] wherein, represents "all", t is a time, and T i and T j respectively represent the flight time interval of the unmanned aerial vehicle i and the unmanned aerial vehicle j in the airspace, x i (t) and y i (t) are respectively the horizontal and vertical coordinates of the position of the unmanned aerial vehicle i at the time t, x j (t) and y j (t) are respectively the horizontal and vertical coordinates of the position of the unmanned aerial vehicle i at the time t.

[0031] Preferably, in step S2, the common information service provider processes the flight requirement information in the order of priority, which includes:

[0032] According to a preset priority rule, the processing order of the flight requirement information is determined, and the flight requirement information includes a starting position, a departure time, an ending position, an arrival time, and an aircraft performance parameter.

[0033] Preferably, step S4 includes: if the no-hotspot and no-conflict flight path that meets the requirement cannot be provided is recorded in the planned flight path information, the ground control station cannot determine the task allocation information, and the unmanned aerial vehicle is not provided with the task allocation information.

[0034] Preferably, the unmanned aerial vehicle integrated conflict management method applied to low-altitude airspace provided by the application further includes:

[0035] Step S5, the unmanned aerial vehicle air traffic management service provider sends the planned flight path information to the common information service provider;

[0036] If the no-hotspot and no-conflict flight path that meets the requirement cannot be provided is not recorded in the planned flight path information, the common information service provider determines the airspace state update information from the planned flight path information, and updates the current use state of the airspace based on the airspace state update information.

[0037] In another aspect, the present application provides a UAV integrated conflict management system applied to low-altitude airspace, comprising a public information service provider 10, a UAV air traffic management service provider 20, a ground control station 30 and a UAV 40:

[0038] The UAV 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 UAV 40;

[0039] The public information service provider 10 is used to process flight demand information in priority order, and send usage permissions and airspace information to the UAV air traffic management service provider 20;

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

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

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

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

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

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

[0046] The accompanying drawings are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application.

[0047] Figure 1 A schematic diagram of an integrated conflict management system architecture for unmanned aerial vehicles applied to low-altitude airspace is disclosed.

[0048] Figure 2 A schematic diagram of an integrated conflict management method workflow for unmanned aerial vehicles applied to low-altitude airspace is disclosed.

[0049] Figure 3 A flowchart of an integrated conflict management method for unmanned aerial vehicles applied to low-altitude airspace is disclosed.

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

[0051] In order to enable a clearer understanding of the above-mentioned purposes, features and advantages of the present application, the present application will be further described in detail below in conjunction with the drawings and specific embodiments. It should be noted that the embodiments of the present application and the features in the embodiments can be combined with each other without conflict. In addition, the present application can also be implemented in other ways different from those described herein, and therefore, the protection scope of the present application is not limited by the specific embodiments disclosed below.

[0052] After receiving a flight service request from a ground control station (GCS), the unmanned aerial vehicle air traffic management service provider (UTMSP) needs to plan a flight path for the unmanned aerial vehicle without hot spots and conflicts. Airspace is a designated air area, and airspace units are obtained by dividing the airspace according to specific standards and requirements.

[0053] No hot spot means that the demand does not exceed the capacity of a airspace unit in a time window.

[0054] No conflict means that in the two-dimensional space of the same flight altitude layer, the distance between any two unmanned aerial vehicles (for example, unmanned aerial vehicle i and unmanned aerial vehicle j) at any time is greater than or equal to the minimum safety distance S.

[0055] The flight path of the unmanned aerial vehicle is composed of a series of consecutive flight path points, each time corresponding to a specific unmanned aerial vehicle position, which can be mathematically described as:

[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 goal of a hotspot-free trajectory is to reduce the potential for local airspace overload during operations, and a conflict-free trajectory is to reduce the need for tactical maneuvers to avoid dangerous approaches. Planning a drone trajectory that meets both hotspot-free and conflict-free requirements before takeoff through an integrated conflict management approach will help improve 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), a UAV air traffic management service provider 20 (UTMSP), a ground control station 30 (GCS) and a UAV 40.

[0060] like Figure 2 、 Figure 3 As shown, the present invention discloses an integrated conflict management method for UAVs 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 flight demand information to the public information service provider based on the service request information. The service request information includes the starting position, departure time, end position, arrival time and aircraft performance parameters.

[0062] A Ground Control Station (GCS) is a ground-based facility used to operate and control drones. Its mission is to conduct flight operations and control drone flights based on planned trajectory information provided by the UTMSP (UAV Air Traffic Management Service Provider). A GCS can be a large drone control terminal, such as one used by a courier company, or a personal drone control terminal. Each GCS has control authority for one or more drones and can control the flight of one or more of its drones.

[0063] A UTMSP (Unmanned Aerial Traffic Management Service Provider) is an entity or organization that provides UTMSP services. The UTMSP manages, coordinates, and supports UAV operations in the airspace to ensure safe and orderly flight. Each UTMSP serves multiple GCSs and can exchange information with the GCSs it serves.

[0064] In this step, the GCS sends service request information to the UTMSP, which includes the start location, departure time, end location, arrival time and aircraft performance parameters of the UAV controlled by the GCS when entering an airspace, etc.

[0065] The UTMSP sends flight demand information to the CISP based on the service request information.

[0066] The CISP is an entity or organization responsible for providing public information services related to UAV operations. The role of the CISP is to process and distribute information related to UAV flights (such as weather conditions, airspace restrictions, flight announcements, etc.) between authorized stakeholders. In an airspace, there is only one CISP that interacts with several UTMSPs within its airspace.

[0067] In some embodiments, the flight demand information is sent by the UTMSP to the CISP after processing the service request information, so that the CISP can understand the detailed flight demand and provide relevant public information services. In addition to the start location, departure time, end location, arrival time and aircraft performance parameters, the flight demand information can also include: flight altitude: the planned flight altitude of different segments, flight speed, UAV type: the model and performance parameters of the UAV, UAV identification information: the unique identification code of the UAV, operator information: the identity information and contact information of the operator, and environmental requirements: information on flight environment such as weather conditions, etc.

[0068] Step S2, the CISP processes the flight demand information according to the priority order and sends the use license and airspace information to the UTMSP.

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

[0070] The use license is used to authorize the UAV to fly in a specified airspace at a specified time. The airspace information is detailed information about a specific airspace unit, which can include the classification, status, usage rules, and requirements and capacity of each airspace unit. These information can be used for subsequent trajectory planning.

[0071] Step S3, the UAV air traffic management service provider performs no-hotspot and no-conflict flight path planning according to the use license and airspace information and the service request information, obtains planning flight path information, and sends the planning flight path information to the common information service provider and the ground control station.

[0072] In this step, the present application applies a method of converting a problem to be solved into a sequential decision problem to the UAV air traffic management service provider, and the sequential decision problem adopts a first-come-first-served principle to sequentially arrange the UAV flights in the service request information according to the departure time to perform the no-conflict and no-hotspot flight path planning.

[0073] The UAV integrated conflict management method provided by the present application decouples the planning of a no-conflict and no-hotspot flight path of a UAV into two steps:

[0074] Step S3-1, based on the starting position, departure time, ending position, arrival time and aircraft performance parameters in the service request information, the demand and capacity of each airspace unit are determined to plan a no-hotspot constrained flight path, which specifically includes:

[0075] It is determined whether there is a no-hotspot flight path meeting the service request information in the current airspace, if not, the departure time in the service request information is delayed by a time unit ΔT P , if yes, a no-hotspot flight path T H is determined.

[0076] In this step, the judgment criterion of the no-hotspot flight path is that the demand does not exceed the capacity in a time window of an airspace unit, and the specific way is:

[0077] d u,k ≤C u,k ,u∈U,k∈K

[0078] wherein U and K are the sets of airspace units and time windows respectively, d u,k and C u,k represent the demand and capacity of airspace unit u in time window k. As long as the time when UAV i enters airspace unit u is within the time interval , 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 number of UAVs meeting the condition that the time when entering airspace unit u is within the time interval . Wherein ΔT is the width of the time window, is the flight time of UAV i in airspace unit u.

[0079] If the departure time is postponed to the time when the demand of arrival time in the service request information cannot be met, it is determined that the conflict-free and hotspot-free flight path cannot be provided, and the conflict-free and hotspot-free flight path that cannot meet the demand is recorded in the planned flight path information, and the flight path planning is completed.

[0080] In this way, when planning the hotspot-free flight path, if there is no hotspot-free flight path that meets the service request information in the current airspace, the planned departure time is postponed by a time unit ΔT P , and the hotspot-free flight path is re-planned. If the departure time is postponed to the time when the demand of arrival time in the service request information cannot be met, it is determined that the conflict-free and hotspot-free flight path cannot be provided, and the conflict-free and hotspot-free flight path that cannot meet the demand is recorded in the planned flight path information, and the flight path planning is completed.

[0081] Step S3-2, on the basis of the flight path meeting the hotspot-free constraint, it is judged that the distance between the unmanned aerial vehicles in each airspace unit and the minimum safety distance, and the flight path meeting the conflict-free constraint is planned. Specifically, it includes:

[0082] Step S3-2-1, it is judged whether there is a conflict in the flight path in each airspace unit through which the hotspot-free flight path passes, and the conflict state is recorded. If there is a conflict in the current airspace unit, then:

[0083] Search for a local flight path meeting the conflict-free constraint in the current airspace unit;

[0084] If a local flight path meeting the conflict-free constraint is searched in the current airspace unit, update the hotspot-free flight path T H in the current airspace unit based on the local flight path; and when the local flight path causes the time of the unmanned aerial vehicle to the exit point of the airspace unit to be postponed, the exit point time of the unmanned aerial vehicle in the subsequent airspace unit is sequentially postponed by the same length;

[0085] If a local flight path meeting the conflict-free constraint cannot be searched in the current airspace unit, it is determined that the current airspace unit cannot generate a conflict-free flight path for the unmanned aerial vehicle, and the planned departure time in the service request information is postponed by a time unit ΔT P , P represents postponement, that is, delay;

[0086] In this step, the conflict-free constraint is that, in the two-dimensional space of the same flight altitude layer, the distance between any two unmanned aerial vehicles (for example, unmanned aerial vehicle i and unmanned aerial vehicle j) at any time is greater than or equal to the minimum safety distance S. The specific way is:

[0087]

[0088] Wherein, represents "all", t is the time, T i , and Tj respectively represent the flight time interval of the unmanned aerial vehicle i and the unmanned aerial vehicle j in the airspace, x i (t) and y i (t) are respectively the horizontal and vertical coordinates of the position of the unmanned aerial vehicle i at time t. j (t) and y j (t) are respectively the horizontal and vertical coordinates of the position of the unmanned aerial vehicle i at time t.

[0089] Step S3-2-2, if there is no conflict in all airspace units, determine the no-hotspot flight path T H as the no-hotspot and no-conflict flight path T H / C .

[0090] If all airspace units search for a local flight path that meets the no-conflict constraint and complete the update of the no-hotspot flight path T H , the updated no-hotspot flight path is determined as the no-hotspot and no-conflict flight path T H / C .

[0091] Step S3-2-3, return to step S3-2-1 until the no-hotspot and no-conflict flight path T H / C is determined, if the departure time is delayed to the time of arrival in the service request information, it is determined that the no-hotspot and no-conflict flight path that meets the demand cannot be provided, and the no-hotspot and no-conflict flight path that meets the demand cannot be provided is recorded in the planning flight path information, and the flight path planning is completed.

[0092] In the above manner, the flight path in each airspace unit in the airspace passed by the existing no-hotspot flight path is sequentially judged whether it meets the no-conflict constraint, if it does not meet the no-conflict constraint, a local flight path that meets the no-conflict constraint is searched in the airspace unit to update the flight path in the airspace unit. If the no-conflict flight path searched in the airspace unit causes the time of the unmanned aerial vehicle to the exit point of the airspace unit to be delayed, the exit point time of the unmanned aerial vehicle in the subsequent airspace unit is sequentially delayed by the same time length. If a flight path that meets the no-conflict constraint cannot be found in one of the airspace units, the planned take-off time is delayed by a time unit ΔT P , and the above steps are re-executed until the no-conflict flight path planning is completed.

[0093] The pseudo code of the no-hotspot and no-conflict flight path planning method provided by the application is shown in Table 1:

[0094] Table 1

[0095]

[0096] Step S4, the ground control station determines the task allocation information based on the planning flight path information, and if the task allocation information can be determined, sends the task allocation information to the unmanned aerial vehicle under its control, and executes the received flight path.

[0097] In this step, the GCS receives detailed planning flight path information from the UTMSP, and then generates task allocation information, which specifically indicates how the unmanned aerial vehicle executes the flight task, and can include the take-off time, flight path, flight altitude, speed, time node, etc. that the unmanned aerial vehicle needs to follow. The unmanned aerial vehicle starts the flight task according to the received task allocation information, and flies according to the planned flight path, flight altitude and speed, ensuring that the task is executed as planned. During the flight, the unmanned aerial vehicle keeps in communication with the ground control station and reports the flight status and task progress.

[0098] In this step, if the planning flight path information records that no hotspot-free and conflict-free flight path can be provided to meet the demand, the ground control station cannot determine the task allocation information, and does not provide the task allocation information to the unmanned aerial vehicle.

[0099] When no feasible hotspot-free and conflict-free flight path can be found, the unmanned aerial vehicle air traffic management service provider sends this situation to the ground control station, informing it that the flight task it applies has no feasible flight path, so that it cancels the task or modifies the task parameters and re-applies.

[0100] In some embodiments, the unmanned aerial vehicle integrated conflict management method for low-altitude airspace of the present application further comprises:

[0101] Step S5, the unmanned aerial vehicle air traffic management service provider sends the planning flight path information to the public information service provider;

[0102] The public information service provider determines airspace state update information according to the planning flight path information, and updates the current use state of the airspace based on the airspace state update information.

[0103] In this step, if the planning flight path information does not record that no hotspot-free and conflict-free flight path can be provided to meet the demand, the CISP receives the planning flight path information from the UTMSP, and generates airspace state update information based on the planning flight path information, which describes the current use of the airspace and the future use plan. The airspace state update information can include: which airspace will be occupied within a certain time period, the type and number of aircraft occupying the airspace, the flight altitude and range of the occupied airspace. Apply the generated airspace state update information to the airspace management system to update the current use state of the airspace, which can reflect the latest airspace state.

[0104] When no feasible no-hotspot and no-conflict flight path can be found, the UAV air traffic management service provider will send this situation to the public information service provider for skipping this round of airspace information update to directly start the flight path planning of the flight task in the next order.

[0105] As shown in Figure 1 The application discloses a UAV integrated conflict management system applied to low-altitude airspace, which comprises a public information service provider 10 (CISP), a UAV air traffic management service provider 20 (UTMSP), a ground control station 30 (GCS) and a UAV 40.

[0106] The UAV air traffic management service provider 20 (UTMSP) is in communication connection with the public information service provider 10 (CISP) and the ground control station 30 (GCS), and the ground control station 30 (GCS) is also in communication connection with the UAV 40.

[0107] The public information service provider 10 is used for processing flight demand information according to priority order, and sending use permission and airspace information to the UAV air traffic management service provider 20.

[0108] The UAV air traffic management service provider 20 is used for receiving service request information sent by the ground control station 30, sending flight demand information to the public information service provider 10 according to the service request information, and planning a no-hotspot and no-conflict flight path according to the use permission and airspace information and the service request information to obtain planning path information and send the planning path information to the ground control station 30.

[0109] The ground control station 30 can determine task allocation information based on the planning path information, send the task allocation information to the UAV 40 controlled thereby, and make the UAV 40 execute the planned flight path.

[0110] The detailed description of the application describes and illustrates with reference to certain specific embodiments. However, the description and illustrations are intended to be merely illustrative and not restrictive of the application. While the application has been described and illustrated with reference to specific embodiments, it will be recognized that variations and modifications can be made by persons skilled in the art depending upon the overall teachings of the present application. In particular, those skilled in the art will recognize that elements of the present application can readily be combined to provide further embodiments of the present application. Those skilled in the art will recognize, or be able to ascertain using no more than routine experimentation, many equivalents to the specific embodiments described herein. It is, therefore, to be understood that the application is not to be limited to the specific embodiments disclosed and that modifications and / or substitutions are intended to be included within the scope of the present application. Such equivalents are considered within the scope of the present application.

[0111] The detailed description of the application describes and illustrates with reference to certain specific embodiments. However, the description and illustrations are intended to be merely illustrative and not restrictive of the application. While the application has been described and illustrated with reference to specific embodiments, it will be recognized that variations and modifications can be made by persons skilled in the art depending upon the overall teachings of the present application. In particular, those skilled in the art will recognize that elements of the present application can readily be combined to provide further embodiments of the present application. Those skilled in the art will recognize, or be able to ascertain using no more than routine experimentation, many equivalents to the specific embodiments described herein. It is, therefore, to be understood that the application is not to be limited to the specific embodiments disclosed and that modifications and / or substitutions are intended to be included within the scope of the present application. Such equivalents are considered within the scope of the present application.

Claims

1. An integrated conflict management method for UAVs 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 from the ground control station and sends flight demand information to the public information service provider based on the service request information. 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. 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 trajectory planning based on the use permission, airspace information, and service request information, obtains planned trajectory information, and sends the planned trajectory information to the ground control station; Step S4: The ground control station determines task allocation information based on the planned trajectory 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 trajectory; 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 safe distance, and plan the trajectory that meets the no-conflict constraint; 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. Then, it is 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. The inability 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 .

2. The integrated conflict management method for UAVs in low-altitude airspace according to claim 1 is characterized in that: The criterion for determining a hotspot-free trajectory is that the demand does not exceed the capacity of an airspace unit within a time window, specifically: in, and are the collections of spatial units and time windows, and Represents the spatial unit In the The demand and capacity of the time window; the airspace unit In the The time window requirement is to meet the requirements of entering the airspace unit Time in the time interval The number of drones in is the width of the time window, It's a drone In airspace unit Flight time within.

3. The integrated conflict management method for UAVs applied in low-altitude airspace according to any one of claims 1-2, 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 that the non-hotspot track passes through, 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 constraints within the current airspace unit; If a local track that meets the conflict-free constraint is found in the current airspace unit, the hotspot-free track is updated based on the local track. The portion within the current airspace unit; and, when the local track causes the UAV to delay its arrival at the exit point of the airspace unit, the UAV's exit point in subsequent airspace units will be delayed by the same amount of time. If no local track that meets the conflict-free constraint can be found in the current airspace unit, it is determined that the current airspace unit cannot generate a conflict-free track for the UAV, and the departure time in the service request information is postponed by one time unit. ; Step S3-2-2: If there is no conflict in all airspace units, determine the hotspot-free track. Hotspot-free and conflict-free tracks ; If all airspace units have searched for local tracks that meet the non-conflict constraints and completed the non-hotspot tracks If the hotspot-free track is updated, the updated hotspot-free track is determined as a hotspot-free and conflict-free track. ; Step S3-2-3, return to step S3-2-1 until there are no hot spots and no conflicting tracks. 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 inability to provide a hotspot-free and conflict-free track that meets the requirement is recorded in the planned track information to complete the track planning.

4. The integrated conflict management method for UAVs in low-altitude airspace according to claim 3 is characterized in that: The non-conflict constraint is that any two UAVs in the two-dimensional space at the same flight altitude layer , The distance at any time is greater than or equal to the minimum safe distance , the specific method is: in, means "all", t is the time, and Respectively represent drones and drones The flight time interval in the airspace, and UAVs At the moment The horizontal and vertical coordinates of the position, and UAVs At the moment The horizontal and vertical coordinates of the position.

5. The integrated conflict management method for UAVs applied in low-altitude airspace according to claim 4 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, where the flight demand information includes: starting location, departure time, end location, arrival time and aircraft performance parameters.

6. The integrated conflict management method for UAVs applied in low-altitude airspace according to claim 5 is characterized in that: Step S4 includes: If the planned trajectory information records that a hotspot-free and conflict-free trajectory 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.

7. The integrated conflict management method for UAVs applied in low-altitude airspace according to claim 6 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 there is no record in the planned trajectory information and a hotspot-free and conflict-free trajectory that meets the requirements cannot be provided, 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.

8. An integrated UAV conflict management system for 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 UAV 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 UAV (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 UAV air traffic management service provider (20); The UAV air traffic management service provider (20) is used to receive service request information sent by the ground control station (30), send 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 planned track information, and send the planned track information to the ground control station (30); The ground control station (30) is capable of determining task allocation information based on the planned trajectory information, and sending the task allocation information to the drone (40) controlled by it, so that the drone (40) executes the planned trajectory; The step of obtaining the planned track information specifically includes: Step (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 (2): Based on the trajectory that meets the no-hotspot constraint, the distance between the UAVs in each airspace unit and the minimum safe distance are determined, and the trajectory that meets the no-conflict constraint is planned; Step (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. Then, it is 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. The inability 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 .

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