Low-altitude aircraft route operation longitudinal safety interval control method

Abstract

The invention relates to a low-altitude aircraft course operation longitudinal safety interval control method, which comprises the following steps of: identifying a position coordinate of a controlled aircraft, and calculating a safety position envelope corresponding to the controlled aircraft according to the position coordinate; acquiring information of a route where the controlled aircraft is located, and performing judgment according to the route information: if the route where the controlled aircraft is located is a low-density route, performing flight safety interval management by adopting a fixed blocking concept based on a safety position envelope corresponding to the controlled aircraft; if the course of the controlled aircraft is a high-density course, performing flight safety interval management by adopting a moving block concept based on the safety position envelope corresponding to the controlled aircraft; wherein the route information at least comprises a cruise operation time interval of two adjacent aircrafts. Compared with the prior art, the flight route density is judged according to the flight route information, interval management is carried out according to different flight route densities by adopting a rail transit fixed block or movable block concept, and the method has the advantages of being high in safety flight control reliability and the like.

Description

Technical Field

[0001] The present invention relates to the technical field of unmanned aerial vehicle (UAV) traffic management, and in particular to a method for controlling longitudinal safety intervals of low-altitude aircraft route operations. Background Art

[0002] The development of urban air traffic aims to establish a safe and efficient air transportation system in densely populated areas through new types of vehicles such as drones and passenger air taxis. With the increase in the number of drones and the expansion of their application areas, how to effectively manage these aircraft and ensure their safe operation in the air has become an important issue. Internationally, drone traffic management strategies include two methods: integrated operation with manned aircraft and isolated operation. Organizations such as the International Civil Aviation Organization (ICAO) and the Joint Unmanned Aerial Vehicle Regulation Association (JARUS) have proposed different management strategies for operation scenarios with different risk levels, such as open supervision, specific supervision and certification supervision. The Civil Aviation Administration of China has developed UOM (Civil Unmanned Aircraft Integrated Management Platform) and UTMISS (UAV Integrated Supervision Platform) to manage and serve civil drone flight activities.

[0003] The construction of the drone traffic management system needs to comprehensively consider airspace classification, airspace planning, airspace performance evaluation, airspace data management, flight plan approval, real-time traffic management, identity recognition, situational awareness and avoidance, and other factors. For civil aviation transportation, the important factors that determine capacity management, traffic management, and the quality of air traffic control services are the load capacity and business proficiency of ground controllers. Air traffic management suitable for civil aircraft cannot be suitable for millions of drones in the future. In order to ensure the safe interval during the operation of low-altitude aircraft, the most common technical ideas are:

[0004] Using 4D flight trajectory prediction, the system monitors target aircraft within the range and determines whether the minimum distance between them in the future can meet the air traffic safety interval requirements. When it is predicted that the safety interval requirements cannot be met, a predetermined conflict resolution procedure is selected to avoid the occurrence of conflicts. For example, the air traffic control method based on 4D trajectory operation disclosed in Chinese patent CN106157700B.

[0005] Using the position information, speed information and position error information of the drone, and based on the three-dimensional Gaussian distribution assumption to calculate the collision probability, a drone mid-air collision probability model is established. When the monitored value is greater than the set threshold, the take-off time or control sector is adjusted to reduce traffic. For example, a drone flight conflict detection method, device and system are disclosed in Chinese patent application CN117351788A.

[0006] Using video recognition and AI large model technology, it can autonomously sense and avoid obstacles from the perspective of drone autonomous driving.

[0007] However, these control technologies are difficult to meet the needs of large-volume transportation services in low-altitude airspace, and cannot achieve orderly, efficient and safe transportation operations for large-scale and complex types of aircraft in low-altitude airspace. Summary of the invention

[0008] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a method for longitudinal safety interval control of low-altitude aircraft route operation with high reliability of safe flight control.

[0009] The purpose of the present invention can be achieved by the following technical solutions:

[0010] The first aspect of the present invention is a method for controlling longitudinal safety intervals of low-altitude aircraft route operations, comprising the following steps:

[0011] Identifying the position coordinates of the controlled aircraft, and calculating a safety position envelope corresponding to the controlled aircraft according to the position coordinates;

[0012] Obtain the route information of the controlled aircraft, and determine based on the route information:

[0013] If the route where the controlled aircraft is located is a low-density route, the fixed block concept is used to perform flight safety interval management based on the safety position envelope corresponding to the controlled aircraft;

[0014] If the route where the controlled aircraft is located is a high-density route, flight safety interval management is performed using the moving block concept based on the safety position envelope corresponding to the controlled aircraft;

[0015] The route information at least includes the cruising time interval between two adjacent aircraft;

[0016] The fixed block concept is used to manage flight safety intervals, including:

[0017] Divide the route into several flight segments;

[0018] Setting the number of interval flight segments, wherein the number of interval flight segments is at least one flight segment;

[0019] According to the number of interval flight segments, causing the controlled aircraft to fly according to the number of interval flight segments;

[0020] The flight safety interval management using the moving block concept includes:

[0021] A first flight authorization of the controlled aircraft is calculated according to the flight status of the upstream and downstream aircraft, so that the controlled aircraft flies based on the first flight authorization.

[0022] Furthermore, the safe position envelope is calculated based on safety influencing factors, and the safety influencing factors include one or more of the maximum profile, heading, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed of the aircraft during flight.

[0023] Further, the safety position envelope at least includes a first hemispherical space, a second hemispherical space, and a cylindrical space arranged between the first hemispherical space and the second hemispherical space, the bottom radii of the first hemispherical space and the second hemispherical space are both R, and the bottom radius of the cylindrical space is R and the length is L;

[0024] Among them, the value of R is calculated based on the maximum profile, heading, positioning error and wind speed of the aircraft during the flight, and the value of L is calculated based on the maximum profile, heading, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed of the aircraft during the flight.

[0025] Furthermore, the length of each flight segment is set based on the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope, wherein the length of the flight segment is greater than the sum of the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope.

[0026] Further, according to the number of interval flight segments, causing the controlled aircraft to fly according to the number of interval flight segments includes:

[0027] Acquire the status information of the downstream of the flight segment where the controlled aircraft is located, wherein the flight segment where the controlled aircraft is located is the flight segment occupied by the safety position envelope of the controlled aircraft, and the downstream of the flight segment where the controlled aircraft is located is the flight segment with a set interval flight segment number of the flight segment where the controlled aircraft is located plus at least 1;

[0028] If the status information of the downstream segment is an idle state, a second flight authorization to enter the downstream segment is sent to the controlled aircraft, and the second flight authorization at least includes the starting and ending point coordinate information and the terminal point coordinate information of the authorized idle segment on the route.

[0029] Furthermore, when no other aircraft safety position envelope intersects with the flight segment within the flight segment range, and the flight segment is not associated and locked by the intersecting flight segment, and no no-fly zone or electronic fence is set, the flight segment is determined to be in an idle state.

[0030] Furthermore, the flight status includes at least one or more of the safety position envelope, longitudinal speed and kinematic model of the upstream and downstream aircraft.

[0031] Furthermore, the first flight authorization includes at least a position authorization and a speed authorization, wherein the position authorization is the route segment that the aircraft is authorized to enter, and the speed authorization is the longitudinal flight speed limit of the authorized aircraft.

[0032] Further, based on the flight speed, kinematic model, safe position envelope and downstream limit point coordinates of the controlled aircraft, predict whether there is a risk of collision between the controlled aircraft and a downstream obstacle, and generate the position authorization based on the projection point coordinates of the tail end of the safe position envelope of the downstream aircraft on the route and the projection point coordinates of the downstream obstacle with a risk of collision on the route; and / or

[0033] The speed limit curve of the controlled aircraft is calculated according to the longitudinal speed, kinematic model, safe position envelope and distance to the downstream limit point of the controlled aircraft, as well as the properties, longitudinal speed and kinematic model of the downstream obstacle, to generate the speed authorization.

[0034] Furthermore, the restriction point includes at least the tail end point of the downstream aircraft safety position envelope or other projection points of restricted flight targets on the route, wherein the other restricted flight targets include spatial areas requisitioned by other aircraft in the cross-route area, no-fly zones and electronic fences.

[0035] The second aspect of the present invention provides a longitudinal safety interval control system for low-altitude aircraft route operations, comprising one or more processors, a memory and one or more programs stored in the memory, wherein the one or more programs include instructions for executing the longitudinal safety interval control method for low-altitude aircraft route operations as described above.

[0036] According to a third aspect of the present invention, a computer-readable storage medium is provided, comprising one or more programs for execution by one or more processors of an electronic device, wherein the one or more programs include instructions for executing the longitudinal safety interval control method for low-altitude aircraft route operations as described above.

[0037] Compared with the prior art, the present invention has the following beneficial effects:

[0038] 1. For aircraft operating at low altitudes, the present invention first performs safety position envelope calculations to accurately identify the safety position of the aircraft, thereby improving the reliability of safe flight control; then, the density of the route is determined based on the route information of the aircraft. When the aircraft is flying at low density, a segment design is adopted to support the interval management of low-density flight activities along the route. At the same time, the concept of fixed block of rail transit is adopted to make the control more portable. When the aircraft is flying at high density, the concept of mobile block of rail transit is adopted to perform interval management of high-density flight activities along the route, and the upstream and downstream aircraft can be safely controlled at shorter intervals, with high control reliability. The present invention adopts the concepts of fixed block and mobile block of rail transit for interval management, thereby improving the efficiency of low-altitude large-scale operations and ensuring the safety of the control system.

[0039] 2. The safe position envelope of the aircraft of the present invention is calculated based on safety influencing factors, taking into account multiple influencing factors including the maximum profile, heading, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed of the aircraft during flight, and can accurately obtain the safe position of the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 It is a schematic diagram of the process of the present invention;

[0041] Figure 2 Schematic diagram of the safe position envelope of an aircraft in an embodiment of the present invention;

[0042] Figure 3 It is a schematic diagram of fixed block and segment status in an embodiment of the present invention;

[0043] Figure 4 Schematic diagram of safe interval in mobile blocked no-fly airspace in an embodiment of the present invention;

[0044] Figure 5 It is a schematic diagram of the safe interval for moving block tracking in an embodiment of the present invention. DETAILED DESCRIPTION

[0045] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0046] refer to Figure 1 As shown, this embodiment provides a method for controlling longitudinal safety intervals of low-altitude aircraft route operations, including the following steps:

[0047] S1. Identify the position coordinates of the aircraft and calculate the corresponding safe position envelope of the aircraft;

[0048] S2, obtaining the route information of the aircraft, including the cruising time interval between two adjacent aircraft, and judging whether the route of the aircraft is a low-density route or a high-density route according to the route information. If it is a low-density route, proceed to step S3; if it is a high-density route, proceed to step S4;

[0049] S3. Based on the aircraft safety position envelope, the fixed block concept is adopted to perform flight safety interval management;

[0050] S4. Based on the aircraft safety position envelope, the moving block concept is adopted to perform flight safety interval management.

[0051] The method for controlling the longitudinal safety interval of low-altitude aircraft in this embodiment takes multi-rotor aircraft flight transportation as an example, and manages the longitudinal flight interval distance of aircraft operating along the route in the low-altitude airspace based on the safe operation management concept of fixed block and mobile block of rail transit. In this method, within the low-altitude suitable airspace, the low-altitude airspace planning system plans and designs routes and airways, provides orderly operation paths for aircraft of different types and levels performing various flight missions, defines speed levels for each route, and aircraft of the same speed level fly on one route.

[0052] In step S1, for aircraft that are performing transportation, inspection or photography along the route, the position coordinates of the aircraft are identified and a safe position envelope is calculated for it. The safe position envelope of the aircraft is calculated based on factors such as the maximum profile, heading, positioning error, speed, kinematic model, communication delay and communication effectiveness between the safety separation control system and the aircraft, and wind speed during the flight of the aircraft. During the flight of the aircraft along the route, the safe position envelope of the aircraft is used to calculate the minimum longitudinal separation distance between two adjacent aircraft upstream and downstream.

[0053] In this embodiment, the safe position envelope of the aircraft includes a first hemispherical space, a second hemispherical space, and a cylindrical space arranged between the first hemispherical space and the second hemispherical space. The bottom radii of the first hemispherical space and the second hemispherical space are both R, and the bottom radius of the cylindrical space is R and the length is L. Figure 2 As shown. Among them, the value of R is calculated based on the maximum profile, heading, positioning error and wind speed of the aircraft during flight, and the value of L is calculated based on the maximum profile, heading, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed of the aircraft during flight.

[0054] Taking a multi-rotor aircraft as an example, the simplified aircraft safety envelope calculation is as follows:

[0055] R=R0+E+U

[0056] in:

[0057] R0: minimum circumscribed sphere radius of the aircraft;

[0058] E: Maximum positioning error of the aircraft;

[0059] U: Maximum displacement after considering the deviation under the wind resistance level requirement for aircraft operation;

[0060] L=V0*T+0.5*A*T2

[0061] in:

[0062] V0: ground speed in the direction of aircraft flight;

[0063] A: Maximum ground speed acceleration in the direction of aircraft flight;

[0064] T: The effective and delay period of communication between the aircraft and the control system.

[0065] In step S2, taking a small multi-rotor aircraft with an empty weight of about 6 kg as an example, when the cruising operation time interval between the front and rear two aircraft is greater than 30 seconds, it is considered to be a route with low traffic, that is, a low-density route; when the cruising operation time interval between the front and rear two aircraft is less than 30 seconds, it is considered to be a route with high traffic, that is, a high-density route.

[0066] In step S3, the fixed block concept is used to manage flight safety intervals, including:

[0067] S301, dividing the route into several flight segments, the length of each flight segment is calculated and set according to the safety tracking distance between the two preceding and following aircraft on the route and the longitudinal length of the maximum safe position envelope of the aircraft, and the flight segment length may be greater than the sum of the safety tracking distance between the two preceding and following aircraft on the route and the longitudinal length of the maximum safe position envelope of the aircraft;

[0068] S302, according to the number of interval flight segments, the controlled aircraft is caused to fly according to the number of interval flight segments, wherein the set number of interval flight segments is at least one flight segment, specifically:

[0069] Obtain the status information of the downstream of the flight segment where the controlled aircraft is located, wherein the flight segment where the controlled aircraft is located is the flight segment occupied by the safety position envelope of the controlled aircraft, and the flight segment downstream of the flight segment where the controlled aircraft is located is the flight segment with the set interval flight segment number of the flight segment where the controlled aircraft is located plus at least 1;

[0070] If the status information of the downstream segment is idle, a second flight authorization to enter the downstream segment is sent to the controlled aircraft, and the second flight authorization at least includes the starting and ending point coordinate information and the terminal point coordinate information of the authorized idle segment on the route.

[0071] In step S3, for routes with low traffic, i.e., low-density routes, the flight interval distance of aircraft can be safely managed according to the concept of fixed block. In the concept of fixed block, the route is divided into several segments. The segment length of this embodiment is greater than the sum of the safety tracking distance of the two aircraft on the route and the longitudinal length of the maximum safe position envelope of the aircraft, and the flight distance interval between the two aircraft is greater than at least one segment. In other embodiments, the segment length and the number of segments between the two aircraft can be adjusted according to the needs of transportation efficiency.

[0072] In step S3, when checking that two or more segments downstream of the segment occupied by the aircraft safety position envelope are free, a flight authorization to enter the downstream segment is sent to the aircraft. When there is no aircraft safety position envelope intersecting with the segment range, and it is not locked by the intersecting segment, and no no-fly zone or electronic fence is set, the segment is considered free, and the authorization information sent to the aircraft is the coordinates of the starting and ending points of the authorized segment on the route. The aircraft can fly into the route range where the authorized segment is located. When the aircraft safety position envelope exceeds the authorized segment, an unauthorized warning is issued to the aircraft. After receiving the warning, the aircraft slows down and hovers along the route to avoid the risk of rear-end collision with the preceding aircraft, and continues to operate after receiving a new authorization.

[0073] like Figure 3 As shown, the segment occupied by the aircraft is displayed in red, the idle segment is displayed in blue, and the segment authorized for aircraft entry is displayed in green. When the fixed block concept is used for flight safety interval management, the aircraft is authorized to enter the downstream segment when at least two segments downstream of the segment occupied by the aircraft are idle.

[0074] In step S4, the flight safety interval management using the moving block concept specifically includes: calculating the first flight authorization of the controlled aircraft according to the flight status of the upstream and downstream aircraft, and the aircraft flies based on the first flight authorization. The first flight authorization includes position authorization and speed authorization. The position authorization is the route segment authorized for the aircraft to enter, and the speed authorization is the longitudinal flight speed limit guiding the aircraft to fly.

[0075] In this embodiment, for routes with high flight traffic, ie, high-density routes, the method calculates a flight authorization for the upstream aircraft based on the safety position envelope, longitudinal velocity and kinematic model of the upstream and downstream aircraft.

[0076] In this embodiment, the authorized flight range information of the position authorization sent to the aircraft is the coordinates of the projection point of the tail end of the downstream aircraft safety position envelope on the route and the coordinates of the projection point of the downstream obstacle with collision risk on the route. In this embodiment, the projection point of the downstream obstacle on the route is defined as a restriction point, which includes the coordinates of the projection point of the tail end of the downstream aircraft safety position envelope or other restricted flight targets on the route. Other restricted flight targets include space areas requisitioned by other aircraft in the cross-route area, no-fly zones, electronic fences, etc.

[0077] In this embodiment, based on the aircraft's flight speed, kinematic model, safe position envelope and the coordinates of its downstream limit point, it is predicted whether there is a risk of collision between the aircraft and the downstream obstacle, and a position authorization is generated. The position where anti-collision measures need to be taken is calculated for the aircraft, that is, the obstacle avoidance point on the route. When the aircraft's safe position envelope reaches the obstacle avoidance point, the safety interval control system sends an obstacle avoidance warning to the aircraft. After receiving the warning, the aircraft decelerates along the route to a longitudinal speed lower than the curve speed limit, thereby avoiding the risk of collision with the downstream obstacle.

[0078] The safety interval control system calculates the speed limit curve of the upstream aircraft based on the aircraft's longitudinal speed, kinematic model, safe position envelope, distance to the downstream limit point, and the properties of the downstream obstacles, longitudinal speed and its kinematic model, and then generates a speed authorization to guide the upstream aircraft to fly under the curve speed limit to avoid collision with downstream obstacles.

[0079] like Figure 4 As shown in the figure, when the moving block concept is used for flight safety interval management, the restriction point and obstacle avoidance point are calculated, and when the aircraft safety position envelope is detected to reach the obstacle avoidance point, the aircraft is warned. When the restriction point is a no-fly airspace or an electronic fence, the coordinates of the restriction point in the no-fly airspace are calculated, and the coordinates of the obstacle avoidance point and the speed limit curve of the upstream aircraft are calculated based on the longitudinal speed, kinematic model and restriction point coordinates of the upstream aircraft.

[0080] like Figure 5 As shown in the figure, when the moving block concept is used for safety interval management, the restriction point and obstacle avoidance point are calculated, and when the aircraft safety position envelope is detected to reach the obstacle avoidance point, the aircraft is warned. When the restriction point is the tail end of the downstream aircraft safety position envelope, the dynamic position coordinates of the tail end of the downstream aircraft safety position envelope are calculated based on the longitudinal speed and kinematic model of the upstream and downstream aircraft, and the target speed of the upstream aircraft to reach the restriction point is calculated based on this, and the speed limit curve is drawn to guide the upstream aircraft to maintain a safe interval distance with the downstream aircraft.

[0081] If the above method is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0082] In other embodiments, a longitudinal safety interval control system for low-altitude aircraft route operations is also provided, comprising one or more processors, a memory, and one or more programs stored in the memory, wherein the one or more programs include instructions for executing the longitudinal safety interval control method for low-altitude aircraft route operations as described above.

[0083] In other embodiments, a longitudinal safety interval control system for low-altitude aircraft route operations is also provided, including a safety position envelope calculation module, a route flow determination module, a fixed block control module and a mobile block control module, wherein the safety position envelope calculation module is used to identify the position coordinates of the aircraft and calculate the safety position envelope of the aircraft; the route flow determination module is used to determine whether the route on which the aircraft is located is a low-density route or a high-density route; the fixed block control module is used to perform flight safety interval management for low-density routes based on the aircraft safety position envelope using a fixed block concept; the mobile block control module is used to perform flight safety interval management for high-density routes based on the aircraft safety position envelope using a mobile block concept.

[0084] It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes. The schemes in the embodiments of the present invention may be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.

[0085] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0086] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0087] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0088] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A method for controlling longitudinal safety intervals of low-altitude aircraft routes, characterized in that: The following steps are involved: Identifying the position coordinates of the controlled aircraft, and calculating a safety position envelope corresponding to the controlled aircraft according to the position coordinates; Obtain the route information of the controlled aircraft, and determine based on the route information: If the route where the controlled aircraft is located is a low-density route, the fixed block concept is used to perform flight safety interval management based on the safety position envelope corresponding to the controlled aircraft; If the route where the controlled aircraft is located is a high-density route, flight safety interval management is performed using the moving block concept based on the safety position envelope corresponding to the controlled aircraft; The route information at least includes the cruising time interval between two adjacent aircraft; The fixed block concept is used to manage flight safety intervals, including: Divide the route into several flight segments; Setting the number of interval flight segments, wherein the number of interval flight segments is at least one flight segment; According to the number of interval flight segments, causing the controlled aircraft to fly according to the number of interval flight segments; The flight safety interval management using the moving block concept includes: A first flight authorization of the controlled aircraft is calculated according to the flight status of the upstream and downstream aircraft, so that the controlled aircraft flies based on the first flight authorization.

2. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 1, characterized in that: The safe position envelope is calculated based on safety influencing factors, and the safety influencing factors include one or more of the maximum profile, heading, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed of the aircraft during flight.

3. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 2, characterized in that: The safety position envelope at least includes a first hemispherical space, a second hemispherical space, and a cylindrical space arranged between the first hemispherical space and the second hemispherical space, the bottom radii of the first hemispherical space and the second hemispherical space are both R, and the bottom radius of the cylindrical space is R and the length is L; Among them, the value of R is calculated based on the maximum profile, heading, positioning error and wind speed of the aircraft during the flight, and the value of L is calculated based on the maximum profile, heading, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed of the aircraft during the flight.

4. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 1, characterized in that: The length of each flight segment is set based on the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope, where the length of the flight segment is greater than the sum of the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope.

5. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 1, characterized in that: According to the number of interval flight segments, causing the controlled aircraft to fly according to the number of interval flight segments, comprises: Acquire the status information of the downstream of the flight segment where the controlled aircraft is located, wherein the flight segment where the controlled aircraft is located is the flight segment occupied by the safety position envelope of the controlled aircraft, and the downstream of the flight segment where the controlled aircraft is located is the flight segment with a set interval flight segment number of the flight segment where the controlled aircraft is located plus at least 1; If the status information of the downstream segment is an idle state, a second flight authorization to enter the downstream segment is sent to the controlled aircraft, and the second flight authorization at least includes the starting and ending point coordinate information and the terminal point coordinate information of the authorized idle segment on the route.

6. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 5, characterized in that: When there is no other aircraft safety position envelope intersecting with the flight segment within the flight segment range, and it is not locked by the intersecting flight segment association and no no-fly zone or electronic fence is set, the flight segment is judged to be in an idle state.

7. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 1, characterized in that: The flight state includes at least one or more of the safety position envelope, longitudinal speed and kinematic model of the upstream and downstream aircraft.

8. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 7, characterized in that: The first flight authorization includes at least a position authorization and a speed authorization, wherein the position authorization is the route segment that the aircraft is authorized to enter, and the speed authorization is the longitudinal flight speed limit of the authorized aircraft.

9. The method for controlling longitudinal safety intervals of low-altitude aircraft routes according to claim 8, characterized in that: Predicting whether there is a collision risk between the controlled aircraft and a downstream obstacle based on the flight speed, kinematic model, safe position envelope and downstream limit point coordinates of the controlled aircraft, and generating the position authorization based on the projection point coordinates of the tail end of the safe position envelope of the downstream aircraft on the route and the projection point coordinates of the downstream obstacle with a collision risk on the route; and / or The speed limit curve of the controlled aircraft is calculated according to the longitudinal speed, kinematic model, safe position envelope and distance to the downstream limit point of the controlled aircraft, as well as the properties, longitudinal speed and kinematic model of the downstream obstacle, to generate the speed authorization.

10. The method for controlling longitudinal safety intervals of low-altitude aircraft route operations according to claim 9, characterized in that: The restriction point includes at least the tail end point of the downstream aircraft safety position envelope or other projection points of other restricted flight targets on the route, wherein the other restricted flight targets include space areas requisitioned by other aircraft in the cross-route area, no-fly zones and electronic fences.

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