Highway construction method considering low-altitude aircraft

Abstract

The invention discloses a highway construction method considering a low-altitude aircraft, and relates to the technical field of intelligent highway construction, and the method comprises the steps: setting a take-off and landing point and a transit hub of the low-altitude aircraft based on highway infrastructure, building a low-altitude skynet according to the highway distribution, and carrying out the low-altitude flight route planning through communication navigation facility laying and low-altitude flight route planning. Establishing a low-altitude aircraft operation system; an energy supply system is constructed, and intelligent energy supply of the low-altitude aircraft is achieved through distributed energy resource utilization, energy conversion and transmission technology optimization and energy management system construction; a traffic coordination mechanism of low-altitude aircrafts and ground vehicles is established, and safe operation of an expressway area is ensured through navigation positioning and airspace management; and establishing an application scene system of the low-altitude aircraft on the expressway. The system has the advantages of infrastructure integration optimization, airspace management intelligence, energy supply reliability and traffic coordination efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent highway construction, and in particular to a highway construction method taking low-altitude aircraft into consideration. Background Art

[0002] With technological advancements and the booming low-altitude economy, people are increasingly demanding efficient, convenient, and green transportation options. As an emerging mode of transportation, low-altitude flight demonstrates enormous potential in areas such as logistics, emergency rescue, and traffic monitoring. The implementation of this innovative transportation model requires comprehensive infrastructure, including take-off and landing points, communication and navigation facilities, and energy supply systems. Traditional highway construction primarily serves ground vehicles such as cars and trucks. However, with the rapid adoption of drones and small general aviation vehicles, there is an urgent need to comprehensively consider the needs of low-altitude aircraft in highway construction, building a complete low-altitude flight ecosystem and achieving an organic integration of ground and low-altitude transportation.

[0003] Currently, both domestically and internationally, low-altitude flight technology exploration is underway in various fields. Regarding takeoff and landing facilities, some regions have begun to add small general aviation aircraft takeoff and landing fields at highway service areas and airports, equipped with basic parking aprons, refueling, and maintenance facilities. Regarding airspace management, low-altitude flight corridors are being established through pre-set routes and altitude restrictions to ensure flight safety. Regarding communications support, communication networks and navigation equipment are being deployed in key locations to support the communication and navigation needs of low-altitude aircraft. Regarding energy supply, efforts are underway to explore the use of distributed energy resources such as solar and wind power to power low-altitude aircraft. Regarding traffic organization, efforts are underway to establish traffic coordination mechanisms between low-altitude aircraft and ground vehicles to ensure that their traffic activities within specific areas do not interfere with each other. These explorations have laid the initial foundation for the development of low-altitude aircraft.

[0004] However, the existing technical solutions still have many problems that need to be solved: in terms of take-off and landing facilities, the ground materials after the transformation of highway service areas can hardly meet the requirements of heavy load and high-speed friction, and the drainage system design is unreasonable, which seriously affects the safety of aircraft take-off and landing; in terms of airspace management, there is a lack of normalized low-altitude flight corridor planning, resulting in insufficient utilization of airspace and inability to effectively support multiple functions. At the same time, the coordination between ground transportation and low-altitude transportation is insufficient, affecting the overall efficiency of the transportation system; in terms of communication guarantee, improper selection of communication technology leads to unstable data transmission and high latency, insufficient communication network coverage affects the continuous communication of aircraft, and the layout of communication base stations is inappropriate. Signal coverage is uneven due to poor management. In terms of route planning, a lack of systematic planning for trunk and branch routes makes it difficult to meet flight missions of varying distances and requirements. Furthermore, the lack of a unified air traffic management system easily leads to air congestion and conflicts. Regarding energy supply, the inadequate utilization of distributed energy resources leads to unstable energy supply, while backward energy conversion and transmission technologies result in significant energy losses and low transmission efficiency. The lack of a unified energy management system impacts energy scheduling efficiency. Regarding traffic organization, the coordination mechanism between low-altitude aircraft and ground vehicles is imperfect, and a lack of advanced monitoring and communication technologies prevents real-time monitoring and management of takeoff and landing processes. These issues severely restrict the large-scale application of low-altitude aircraft on highways, necessitating a systematic solution.

[0005] Currently, no effective solutions have been proposed for the problems in related technologies. Summary of the Invention

[0006] In response to the problems in related technologies, the present invention proposes a highway construction method that takes low-altitude aircraft into consideration, which has the advantages of infrastructure integration optimization, intelligent airspace management, energy supply reliability and efficient traffic coordination, thereby solving the problems in the existing technology of insufficient safety of take-off and landing sites, lack of low-altitude sky network planning, unstable communication guarantee, unreasonable route planning, low energy supply efficiency and imperfect traffic coordination mechanism.

[0007] To this end, the specific technical solutions adopted in the present invention are as follows:

[0008] A method for constructing a highway that takes low-altitude aircraft into consideration, the method comprising: S1. setting up take-off and landing points and transfer hubs for low-altitude aircraft based on highway infrastructure, and constructing a low-altitude sky network according to the distribution of highways, and establishing a low-altitude aircraft operation system through the laying of communication and navigation facilities and the planning of low-altitude routes; S2. constructing an energy supply system, and realizing intelligent energy supply for low-altitude aircraft through the utilization of distributed energy resources, optimization of energy conversion and transmission technologies, and the construction of an energy management system; S3. establishing a traffic coordination mechanism between low-altitude aircraft and ground vehicles, and ensuring safe operation of highway areas through navigation positioning and airspace management; S4. establishing an application scenario system for low-altitude aircraft on highways through the construction of take-off and landing sites and the deployment of communication control systems, combined with the configuration of patrol monitoring facilities and the construction of an emergency response system.

[0009] Furthermore, a traffic coordination mechanism between low-altitude aircraft and ground vehicles is established to ensure safe operation of the highway area through navigation positioning and airspace management, including: S31. Utilize positioning systems and visual assistance technologies to provide navigation for low-altitude aircraft to ensure that the aircraft lands in the designated lane; S32. Establish an integrated airspace management system synchronized with the highway to achieve intelligent scheduling of low-altitude aircraft and prediction of air conflicts; specifically including: S321. Set up aircraft status monitoring and data acquisition modules, airspace prediction and analysis modules, route planning and scheduling modules, conflict detection and avoidance modules and air-ground collaboration modules to build an airspace management system; S322. Utilize artificial intelligence algorithms to achieve intelligent scheduling and management of low-altitude aircraft through take-off and landing time prediction and path planning and scheduling; S323. Establish an air congestion and conflict prediction mechanism to achieve aircraft safety management and control.

[0010] Furthermore, the use of artificial intelligence algorithms to achieve intelligent scheduling and management of low-altitude aircraft through take-off and landing time prediction and path planning and scheduling includes: S3221, through the improvement of the prediction model, analyzing the aircraft's historical flight data, current airspace traffic density, current aircraft status and weather conditions to predict the aircraft's take-off and landing time; S3222, using an improved genetic algorithm to find the optimal flight path between multiple aircraft, and setting flight time constraints, safety distance constraints, energy consumption constraints and collision risk constraints to ensure the safety of the planned path;

[0011] Among them, the expression of the improved prediction model is:

[0012] T pred =α1×T current +α2×X env +α3×P past +α4×W weather ;

[0013] Where, T predIndicates the predicted take-off and landing time; T current Indicates the current aircraft status; X env Indicates environmental factors; P past Represents historical flight data; W weather represents the influence of weather conditions; α1, α2, α3, and α4 represent the weight coefficients of the aircraft status, airspace traffic density, historical flight data, and weather conditions, respectively.

[0014] Furthermore, the expression of the improved genetic algorithm is:

[0015]

[0016] Where F represents the path optimization objective function; D flight (i) represents the flight distance of aircraft i; C collision (i) represents the collision risk of aircraft i; C energy (i) represents the energy consumption of aircraft i; β1, β2, and β3 represent the weight coefficients of flight distance, collision risk, and energy consumption, respectively;

[0017] The expression of the flight time constraint is:

[0018] T flight (i)≤T max ;

[0019] The expression of the safety distance constraint is:

[0020] D safe (i,j)≥D min ;

[0021] The expression of energy consumption constraint is:

[0022] C energy (i)≤E max ;

[0023] The expression of the collision risk constraint is:

[0024]

[0025] Where, T flight (i) represents the flight time of aircraft i, T max Indicates the maximum allowed flight time; D safe (i, j) represents the minimum safe distance between aircraft i and aircraft j, D min Indicates the minimum distance for safe flight; E max represents the maximum energy consumption limit of aircraft i; C collision (i) represents the collision risk of aircraft i, Indicates the maximum allowed collision risk.

[0026] Furthermore, an air congestion and conflict prediction mechanism is established to achieve aircraft safety management and control, including: S3231. A collision probability prediction model is established based on Kalman filter state estimation, convolutional neural network real-time monitoring and rule-based system; S3232. According to the distance and relative speed between aircraft, the distance probability and relative speed probability are estimated, and the collision probability is solved through the collision probability prediction model; S3233. Using the backtracking algorithm and ant colony algorithm, the aircraft path is adjusted in real time when a conflict is detected, and the optimal avoidance strategy is selected.

[0027] Furthermore, based on the infrastructure of highways, take-off and landing points and transfer hubs for low-altitude aircraft are set up, and a low-altitude sky network is constructed according to the distribution of highways. Through the laying of communication and navigation facilities and the planning of low-altitude routes, a low-altitude aircraft operation system is established, including: S11. Utilizing the existing facilities in highway service areas, through the construction of aprons, lighting signs, supply equipment, maintenance areas and information centers, take-off and landing points and transfer hubs for low-altitude aircraft are formed; S12. Through dynamic route planning and infrastructure construction, a low-altitude sky network is constructed along highways to achieve coordinated operation of air-ground traffic; S13. Communication networks are laid along highways, and communication base stations are established in service areas and toll stations; S14. Based on the highway network, through airspace division, path planning, airspace management and aircraft coordination, trunk low-altitude routes and branch low-altitude routes are planned.

[0028] Furthermore, by utilizing the existing facilities in the highway service areas, through the construction of aprons, lighting signs, supply equipment, maintenance areas and information centers, a take-off and landing point and transfer hub for low-altitude aircraft is formed, including: S111. The apron is constructed with anti-slip materials, and a rapid drainage system is formed through slope design and drainage ditch layout. The space is arranged according to the aircraft size and parking requirements, and the aircraft take-off and landing areas and safety zones are marked; S112. Based on the requirements of light intensity, the lighting system is set up using embedded installation, and embedded LED signs are designed according to the type of signs, and connected to the flight management system; S113. According to the power type of the aircraft, standard refueling equipment and high-power charging piles are set up, and oil quality monitoring equipment and battery management systems are configured according to the supply needs; S114. Based on the maintenance operation requirements, a maintenance platform and tool room are set up, and automated detection equipment and spare parts storage areas are configured according to the fault detection requirements; S115. Multi-source real-time data are collected through a data fusion platform, and an aircraft scheduling platform is configured according to scheduling requirements to establish an information center.

[0029] Furthermore, the apron is constructed with anti-skid materials, and a rapid drainage system is formed through slope design and drainage ditch arrangement. The space is arranged according to the aircraft size and parking requirements, and the aircraft take-off and landing areas and safety zones are marked, including: S1111. Select apron materials and test the compressive strength and surface friction coefficient; S1112. Calculate the design flow of the drainage system according to the precipitation intensity, and design the width, depth and slope of the drainage ditch, and set up drainage outlets; S1113. Plan the apron layout according to the aircraft size and parking requirements; S1114. Use high-contrast markings and signs to mark the aircraft take-off and landing areas and safety zones.

[0030] Furthermore, through dynamic route planning and infrastructure construction, a low-altitude sky network is constructed along the highway to realize the coordinated operation of air-ground traffic, including: S121. According to the dynamic state of the aircraft and environmental information, the optimal route of the aircraft is generated in real time through the dynamic route planning algorithm; S122. The location of the meteorological monitoring station is selected based on the terrain conditions of the highway, meteorological monitoring equipment is set up, and the coverage range of the monitoring station is determined according to the data collection requirements; S123. Communication base stations are deployed along the highway, and the base station spacing is determined according to the signal coverage requirements; S124. The location of the emergency landing area is selected according to the aircraft take-off and landing requirements, standard runways and buffer zones are set up, and monitoring facilities are installed at the four corners of each aircraft take-off and landing area.

[0031] Furthermore, an energy supply system is constructed to realize intelligent energy supply for low-altitude aircraft through the utilization of distributed energy resources, optimization of energy conversion and transmission technology, and construction of an energy management system, including: S21. Utilizing distributed energy along highways to build solar energy, wind energy, and power supporting facilities to improve conversion efficiency; S22. Combining solar and wind power generation, combining distributed energy with centralized energy storage, and using high-voltage direct current transmission technology to optimize power transmission; S23. Constructing an energy management system to realize intelligent management of energy supply for low-altitude aircraft through data collection and analysis and intelligent scheduling algorithms.

[0032] The beneficial effects of the present invention are:

[0033] (1) By organically combining low-altitude aircraft take-off and landing sites with highway service areas, using modular design to build aircraft take-off and landing platforms, maintenance areas and information centers, and configuring facilities such as anti-skid materials, drainage systems and lighting signs, efficient utilization of infrastructure is achieved; at the same time, a low-altitude sky network is built based on the highway network, communication and navigation facilities are laid, a unified airspace management system is established, and trunk and branch low-altitude routes are planned. This not only improves transportation efficiency and safety, but also realizes multi-functional integration such as airspace linkage, emergency rescue, tourism and transportation integration, and low-altitude logistics, providing strong support for highway patrol monitoring and facility maintenance.

[0034] (2) By establishing a distributed energy supply system, solar and wind power generation facilities are arranged along the highway, high-voltage direct current transmission technology is used to optimize power transmission, and energy scheduling is achieved by combining with an intelligent energy management system; through data collection and analysis and intelligent scheduling algorithms, energy demand is monitored and predicted in real time, which significantly improves energy utilization efficiency, provides reliable clean energy support for low-altitude aircraft, reduces operating costs and improves environmental friendliness, and at the same time enhances the sustainable development capabilities of the system.

[0035] (3) By constructing a traffic coordination mechanism between low-altitude aircraft and ground vehicles, using an improved prediction model and genetic algorithm for intelligent scheduling, and combining Kalman filter state estimation and convolutional neural network real-time monitoring technology, an air congestion and conflict prediction mechanism was established; by setting flight time constraints, safety distance constraints, energy consumption constraints and collision risk constraints, the backtracking algorithm and ant colony algorithm were used to adjust the aircraft path in real time, achieving safe control of the aircraft, ensuring the coordinated operation of air-ground three-dimensional traffic in the highway area, and improving the overall efficiency and emergency response capability of the transportation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0037] Figure 1 is a flow chart of a highway construction method considering low-altitude aircraft according to an embodiment of the present invention;

[0038] Figure 2 is a schematic diagram of the architecture of a highway construction method considering low-altitude aircraft according to an embodiment of the present invention;

[0039] Figure 3 This is a schematic diagram of specific planning and construction design of infrastructure in a highway construction method considering low-altitude aircraft according to an embodiment of the present invention;

[0040] Figure 4 This is a schematic diagram of the construction design of an energy supply system in a highway construction method considering low-altitude aircraft according to an embodiment of the present invention. DETAILED DESCRIPTION

[0041] To further illustrate each embodiment, the present invention provides drawings, which are part of the disclosure of the present invention. They are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. By referring to these contents, ordinary technicians in this field should be able to understand other possible implementation methods and advantages of the present invention. The components in the figures are not drawn to scale, and similar component symbols are generally used to represent similar components.

[0042] According to an embodiment of the present invention, a highway construction method taking low-altitude aircraft into consideration is provided.

[0043] The present invention will now be further described with reference to the accompanying drawings and specific embodiments. Figure 1 As shown, according to one embodiment of the present invention, a method for constructing a highway considering low-altitude aircraft is provided, and the method for constructing a highway considering low-altitude aircraft includes:

[0044] S1. Based on highway infrastructure, set up take-off and landing points and transfer hubs for low-altitude aircraft, and build a low-altitude sky network based on the distribution of highways. Through the laying of communication and navigation facilities and the planning of low-altitude routes, establish a low-altitude aircraft operation system;

[0045] S2. Build an energy supply system to achieve intelligent energy supply for low-altitude aircraft through the utilization of distributed energy resources, optimization of energy conversion and transmission technologies, and the construction of an energy management system;

[0046] S3. Establish a traffic coordination mechanism for low-altitude aircraft and ground vehicles to ensure safe operation in the expressway area through navigation positioning and airspace management;

[0047] S4. Through the construction of take-off and landing sites and the deployment of communication control systems, combined with the configuration of patrol monitoring facilities and the construction of emergency response systems, a system of application scenarios for low-altitude aircraft on highways will be established.

[0048] Specifically, Figure 2 The overall architecture and process of the present invention's highway construction method that takes low-altitude aircraft into consideration are demonstrated, including the following main links: 1. Infrastructure planning and construction: detailed planning of take-off and landing points, transfer hubs, communication and navigation facilities, trunk and branch routes. 2. Energy supply system construction: utilizing distributed energy resources, optimizing energy conversion and transmission technologies, and establishing an energy management system. 3. Traffic organization and management: establishing a traffic coordination mechanism between low-altitude aircraft and ground vehicles, setting up a high-precision navigation and positioning system, and integrating an airspace management system. 4. Application scenario expansion: demonstrating the application of low-altitude aircraft in express logistics, emergency rescue, and road condition monitoring.

[0049] In one embodiment, based on highway infrastructure, low-altitude aircraft take-off and landing points and transfer hubs are set up, and a low-altitude sky network is constructed according to the distribution of highways. By laying communication and navigation facilities and planning low-altitude routes, a low-altitude aircraft operation system is established, including:

[0050] S11. Utilize existing facilities in highway service areas to create take-off and landing points and transfer hubs for low-altitude aircraft by constructing parking aprons, illuminated signage, supply facilities, maintenance areas, and information centers.

[0051] S12. Through dynamic route planning and infrastructure development, a low-altitude sky network will be built along highways to achieve coordinated operation of air and ground transportation;

[0052] S13. Lay a communication network along the expressway and establish communication base stations in service areas and toll booths;

[0053] S14. Based on the highway network, plan trunk low-altitude routes and branch low-altitude routes through airspace division, route planning, airspace management and aircraft coordination.

[0054] Specifically, Figure 3 The specific planning and construction design of the infrastructure in the present invention are presented in detail, including the following parts: take-off and landing points and transfer hubs. Apron: high-strength, wear-resistant, non-slip ground materials, drainage system. Embedded signs and lighting: LED signs and lighting systems provide clear guidance and lighting for aircraft. Refueling area: professional low-altitude aircraft refueling facilities. Maintenance area: equipped with professional maintenance personnel and tools. Information center: provides flight information, weather forecasts, and navigation services. Low-altitude sky network: low-altitude flight corridors distributed along highways, supporting multiple functions. Establishment of communication base stations: establish base stations at key locations in service areas and toll stations. Trunk and branch route planning: based on the highway network, trunk and branch low-altitude routes are planned.

[0055] Specifically, the first step is the specific planning and construction design of infrastructure, including (1) the establishment of take-off and landing points and transfer hubs: using the existing facilities in the service areas of highways, adding small aircraft take-off and landing fields as take-off and landing points or transfer hubs for low-altitude aircraft. Service areas have large open spaces and complete supporting facilities, such as gas stations, parking lots, and rest areas. With a little modification, they can meet the take-off and landing, parking, charging, and maintenance needs of aircraft. These take-off and landing fields can be designed to be seamlessly connected to highway service areas, facilitating the transfer between low-altitude aircraft and ground transportation.

[0056] In one embodiment, existing facilities in highway service areas are utilized to construct parking aprons, illuminated signs, supply equipment, maintenance areas, and information centers to form take-off and landing points and transfer hubs for low-altitude aircraft, including:

[0057] S111. Use non-slip materials to construct the apron. A rapid drainage system should be established through slope design and drainage ditch layout. The apron should be arranged according to aircraft size and parking requirements, with designated takeoff and landing areas and safety zones. Specifically, this includes:

[0058] S1111. Select apron materials and test their compressive strength and surface friction coefficient;

[0059] S1112. Calculate the design flow of the drainage system based on the rainfall intensity, design the width, depth, and slope of the drainage ditch, and set the drainage outlet;

[0060] S1113. Plan the apron layout based on the aircraft size and parking requirements;

[0061] S1114. Use high-contrast markings and signs to indicate aircraft take-off and landing areas and safety zones.

[0062] Specifically, the take-off and landing field of the present invention includes the following designs:

[0063] ① Apron: Apron material selection; the apron floor needs to be made of high-strength, wear-resistant and non-slip materials to ensure that low-altitude aircraft can withstand heavy loads and high-speed friction during takeoff and landing, ensuring the safe takeoff and landing of the aircraft.

[0064] Specifically, the recommended materials include: High-strength concrete or high-strength polyurethane coatings, commonly used for high-load ground structures; Compressive strength: The material's compressive strength must be above 30 MPa to ensure the ground can withstand the high loads of aircraft takeoff and landing; Surface friction coefficient: A surface friction coefficient of 0.6-0.8 will help provide sufficient friction to prevent slipping during aircraft taxiing; Wear resistance: Select materials with strong wear resistance, with a friction loss of less than 0.1 mm / 1000 times, to ensure the surface maintains good anti-slip properties after long-term use.

[0065] Specifically, drainage system design: The apron's drainage system ensures that rainwater drains quickly, preventing water accumulation that could affect aircraft takeoff and landing. A well-designed drainage system effectively prevents water accumulation, improves takeoff and landing safety, and extends the apron's service life.

[0066] The specific drainage system construction includes: a. Drainage ditch layout: The layout of the drainage ditch takes into account the overall shape and slope of the apron, and the trenches are arranged along the edge of the apron or in important areas (such as the take-off and landing area). The recommended width of the drainage ditch is 300mm-500mm, and the depth is 150mm-300mm to ensure sufficient water flow discharge. b. Slope design: The slope of the drainage ditch is 1%-2%, ensuring that water flows naturally to the drainage system without accumulating on the ground. c. Drain outlet design: Multiple drainage outlets are set up with a diameter of 200mm-300mm, and the water is discharged from the apron area through pipes. d. Design flow and hydraulic calculation: Hydraulic calculations are performed based on the annual precipitation in the area, and the drainage system is designed to handle the drainage needs during the maximum precipitation. For example, the design flow is above 50L / s per hour to ensure the timely discharge of rainwater.

[0067] Specifically, the specific technical parameters include: a. Drainage capacity: The design flow of the drainage system is calculated based on the precipitation intensity. Assuming the maximum precipitation intensity is 100mm / h, the apron drainage system can withstand a drainage flow of 50L / s per hour. b. Drainage efficiency: In the case of heavy precipitation, the drainage system can drain all accumulated water within 30-45 minutes to ensure that aircraft can take off and land in a timely manner. c. Comprehensive design requirements: The design of the apron not only meets the functional requirements of aircraft takeoff and landing, but also takes into account the fluidity of ground traffic and the parking and scheduling efficiency of aircraft. d. Spatial layout: The apron is rationally laid out according to the size and parking requirements of the aircraft to ensure that the aircraft is not affected by obstacles during takeoff and landing, and that the passage of aircraft and ground vehicles does not conflict. e. Take-off and landing area markings: Mark the aircraft take-off and landing areas and safety zones, using high-contrast markings and signs to ensure that operators clearly understand the functions of each area.

[0068] S112. Based on the light intensity requirements, use embedded installation to set up the lighting system. Design embedded LED signs based on the sign type and connect them to the flight management system. Sign types include route guidance, entry and exit channels, and safety zone signs.

[0069] Specifically, ②Embedded signs and lighting: In order to ensure the safety of low-altitude aircraft during takeoff and landing on the apron, especially at night or under special weather conditions, clear signs and lighting systems are set up around the apron to enable aircraft and ground operators to identify take-off and landing routes and safe areas.

[0070] Specifically, the embedded signage and lighting technology solutions include:

[0071] a. Lighting system: Use high-brightness, low-energy LED lamps to ensure that the aircraft can clearly identify the apron area at night and in low visibility conditions. b. Light intensity: The lighting system must meet the intensity requirement of 300-500 Lux to ensure that the aircraft is clearly visible. c. Layout: Use embedded installation to ensure that it does not interfere with the sight of ground traffic and aircraft operations. d. Signage system: Design embedded LED signs to guide the aircraft's take-off and landing paths and safe areas. e. Signage intensity: The brightness of the LED signage system is not less than 500cd / m 2 f. Marking Type: This includes navigation path guidance, entry and exit channels, and safety zone markings. The mounting position ensures accurate identification during takeoff and landing.

[0072] Specifically, in this embodiment, the technical parameters are set as follows: lighting system, the total power of LED lamps is above 30W, with IP65 protection grade, suitable for outdoor environment; the identification system is connected to the aircraft flight management system, and the identification automatically lights up; the identification color is white and yellow, which meets the aviation identification standards.

[0073] S113. Set up standard refueling equipment and high-power charging stations based on the aircraft's power type, and configure oil quality monitoring equipment and a battery management system based on refueling needs;

[0074] Specifically, ③Refueling area: The refueling area is designed to meet the refueling or charging needs of low-altitude aircraft. Depending on the type of aircraft (oil-powered or electric), professional supply facilities should be set up in the refueling area. The technical solution includes: a. Refueling facilities: Standard refueling equipment is set up for traditional oil-powered aircraft, including refueling guns and oil quality monitoring equipment. Among them, the refueling system has an automatic docking function, which automatically docks with the aircraft refueling port through a robotic arm or refueling pipe to ensure that the refueling operation is safe and fast; the refueling area is equipped with oil quality monitoring equipment to ensure that the quality of the refueled oil meets the requirements of the aircraft. b. Charging facilities: Equip electric aircraft with high-power charging piles to support fast charging. c. Charging system: The charging pile should have the function of automatic docking with the aircraft battery management system to ensure that the charging process is efficient and safe.

[0075] Specifically, in this embodiment, the technical parameters are set as follows: for the refueling system, the flow rate of the refueling gun is 20-50L / min and is equipped with an automatic shut-off system; for the charging system, the charging pile power is 150-300kW, supporting CCS2 or CHAdeMO fast charging protocols, and the charging time is controlled within 30 minutes.

[0076] S114. Based on maintenance work requirements, set up a maintenance platform and tool room, and configure automated testing equipment and spare parts storage areas according to fault detection requirements;

[0077] Specifically, ④ Maintenance area: The maintenance area is mainly used to provide daily maintenance and emergency repair services for low-altitude aircraft. The maintenance area should have good operating space and maintenance equipment to ensure that the aircraft can be repaired and maintained in a timely manner. The technical solution includes: maintenance facilities, setting up maintenance platforms, tool rooms, and spare parts storage areas to ensure the efficient implementation of maintenance work; maintenance platforms, the maintenance area should be equipped with a maintenance platform that can accommodate at least two aircraft, and the platform height should be adjusted to dock with the bottom of the aircraft to facilitate maintenance personnel operation; tools and equipment, equipped with necessary maintenance tools, including electric screwdrivers, air compressors, and cleaning equipment; maintenance personnel, the maintenance area should be equipped with professional maintenance personnel and technical support teams to ensure the efficient execution of maintenance tasks; automation support, in order to reduce the labor burden, the maintenance area can be equipped with basic automation equipment, such as aircraft fault detection equipment and automated detection systems.

[0078] Specifically, in this embodiment, the technical parameters of the maintenance area include: a maintenance platform with a size of 10mx10m, which has enough space to accommodate aircraft for maintenance; maintenance tools, with a tool room equipped with standardized tool boxes, which are stored according to aircraft type.

[0079] S115. Gather multi-source real-time data through the data fusion platform, configure the aircraft scheduling platform according to scheduling requirements, and establish an information center.

[0080] Specifically, the ⑤ Information Center provides flight information, weather forecasts, and navigation services for low-altitude aircraft. This includes a multi-layered data fusion and intelligent decision-making support system. The Information Center not only provides routine services but also acquires and processes real-time data from multiple sources, including aircraft, ground transportation, and weather monitoring, to support intelligent decision-making and resource scheduling. Combining artificial intelligence and big data analysis, it provides dynamic decision-making support for aircraft scheduling, maintenance, and refueling.

[0081] Specifically, the technical features of the information center include: 1) Data fusion platform. The information center establishes a data fusion platform to collect real-time data from aircraft, traffic management systems, and weather monitoring, and provide real-time decision support through big data analysis models; intelligent prediction and optimization. The system can analyze traffic flow, aircraft take-off and landing needs, and weather conditions data to predict future peak hours, possible congested areas and weather changes, and optimize take-off and landing arrangements and resource allocation in advance. 2) Dispatching platform for interconnected unmanned driving and aircraft: The information center is equipped with an unmanned driving and low-altitude aircraft dispatching platform, which dynamically dispatches the take-off and landing of ground vehicles and aircraft based on the integrated system. Through AI optimization algorithms, when an aircraft needs maintenance, refueling or traffic control, the system can automatically dispatch unmanned vehicles and aircraft to work together.

[0082] Specifically, the technical parameters of the information center in this embodiment include: an aircraft scheduling platform, which automatically optimizes the take-off and landing sequence and routes of aircraft based on real-time data and predictive models to avoid aircraft conflicts; unmanned vehicle and aircraft collaboration: combining aircraft take-off and landing requirements and ground traffic flow, the system can dispatch unmanned vehicles in real time to pick up passengers or deliver goods.

[0083] In one embodiment, through dynamic route planning and infrastructure construction, a low-altitude sky network is constructed along the highway to achieve coordinated air-ground traffic operation, including:

[0084] S121. Generate an optimal route for the aircraft in real time using a dynamic route planning algorithm based on the aircraft's dynamic state and environmental information; the aircraft's dynamic state information includes the aircraft's position, speed, and remaining battery power; and the environmental information includes weather conditions and wind speed.

[0085] S122. Select meteorological monitoring station locations based on the terrain conditions of the expressway, install meteorological monitoring equipment, and determine the coverage of the monitoring stations based on data collection requirements; monitoring stations are to be set up at intervals of ten to fifteen kilometers;

[0086] S123. Deploy communication base stations along the highway and determine the spacing between base stations based on signal coverage requirements; wherein the base stations support the transmission of aircraft position, speed, and mission information;

[0087] S124. Select the location of the emergency landing zone based on the aircraft takeoff and landing requirements, set up a standard runway and buffer zone, and install monitoring facilities at the four corners of each aircraft takeoff and landing area; the emergency landing zone must be no more than ten kilometers away from the highway; and the monitoring facilities must be capable of operating around the clock.

[0088] Specifically, the specific planning and construction design of the infrastructure also includes (2) the construction of a low-altitude sky network. The present invention constructs a normalized low-altitude flight corridor, namely a "low-altitude sky network", along the highway. This corridor realizes radiating flights around the service area landing and take-off fields, and can support multiple functions such as airspace linkage, tactical delivery, emergency rescue, tourism and transportation integration, and low-altitude logistics. By constructing a low-altitude sky network, the organic combination of ground transportation and low-altitude transportation is achieved, and the overall efficiency of the transportation system is improved.

[0089] Specifically, 1) Equip low-altitude flight corridors with dynamic route planning algorithms: Low-altitude aircraft need to fly in specific corridors above highways. Therefore, a dynamic route planning algorithm is designed based on the aircraft's current position, intended destination, aircraft performance, and airspace traffic factors. This algorithm can calculate the aircraft's optimal route in real time and automatically adjust to adapt to environmental changes. Route design that considers traffic flow and safety requirements: In a highway environment, aircraft route planning needs to consider ground traffic flow, road obstacles, the dynamic trajectories of other aircraft, and weather changes. By combining air-ground traffic flow prediction, aircraft adaptive route planning, and collaborative path adjustment, the complexity of route planning is reduced and safety between aircraft is improved.

[0090] Specifically, the dynamic routing algorithm includes: Intelligent Route Adjustment, which dynamically adjusts aircraft flight paths based on real-time traffic flow data, weather conditions, and aircraft location; Collaborative Path Planning between Aircraft, which automatically adjusts aircraft routes based on aircraft density and airspace usage to avoid path conflicts; and Multi-Level Route Optimization, which ensures smooth flight at different altitudes through high- and low-level routing, minimizing cross-conflicts.

[0091] In this embodiment, the technical parameters of the dynamic route planning algorithm are: route adjustment response time, the system can complete real-time route adjustment within 1 second; shortest route error, the error rate of route planning is controlled within 5% to ensure efficient flight.

[0092] Specifically, the technical solutions for the dynamic route planning algorithm include: ① Route planning framework: When an aircraft flies within the corridor of a highway, it plans its route based on the availability of airspace, the location of obstacles, and traffic density factors. Combined with the dynamic state information of the aircraft (such as position, speed, and remaining power) and environmental information (such as weather and wind speed), the route planning is adjusted in real time. ② Route generation based on optimization algorithm: Use heuristic optimization algorithms (such as genetic algorithms and ant colony algorithms) to generate the optimal route, taking into account multiple objectives such as the aircraft's flight time, energy consumption, and flight safety. Using dynamic programming (DP) technology, the route planning is re-evaluated in real time to ensure that the aircraft's path is always optimal and can respond to emergencies (such as weather changes and the appearance of obstacles). ③ Multi-level route planning: Aircraft at different altitude levels are assigned different route levels to avoid mutual interference between aircraft. Dynamically adjust the flight altitude layer and route based on the aircraft type and current traffic conditions.

[0093] Specifically, the processing flow of the dynamic route planning algorithm includes the following: ① Environmental data acquisition: The aircraft collects environmental information in real time, including the traffic density, weather conditions, and obstacle distribution in the airspace. ② Route planning: The system uses an optimization algorithm to generate the optimal route based on the aircraft status information, including the aircraft's takeoff position and target position, combined with environmental data. ③ Route adjustment: During flight, the system dynamically monitors the aircraft's current position and environmental changes, and adjusts the route planning in real time. ④ Route execution: The aircraft flies according to the planned path, and the flight control system ensures route execution.

[0094] Specifically, 2) the site selection and construction method of the weather monitoring station. In order to ensure the safe flight of low-altitude aircraft in the highway area, an effective weather monitoring system must be established to conduct real-time weather monitoring of the aircraft's take-off and landing areas.

[0095] Specifically, the technical solution for the meteorological monitoring stations includes: a. Site selection: Meteorological monitoring stations will be located on high ground or in open areas within the highway corridor to avoid obstruction by buildings or other structures. Each station will cover an area of ​​at least 10-15 kilometers, ensuring comprehensive monitoring of the aircraft's route. b. Meteorological monitoring equipment: Temperature and humidity sensors, barometers, anemometers, and visibility sensors will be installed to collect real-time meteorological data. This data will be transmitted to the aircraft control system and ground traffic management system via the 5G communication network.

[0096] Specifically, the technical parameters of the meteorological monitoring station in this embodiment include: temperature and humidity sensor with an accuracy of ±0.5°C and a response time of less than 5 seconds; an anemometer with a measurement range of 0-50m / s and an accuracy of ±0.1m / s; a barometer with an accuracy of ±1hPa and a measurement range of 800-1100hPa; a visibility sensor with a measurement range of 10m-10km and an accuracy of ±5%.

[0097] Specifically, 3) communication base station deployment requirements. The deployment of communication base stations is key to ensuring real-time information exchange between low-altitude aircraft and ground transportation and monitoring systems. An effective communication network ensures that aircraft can obtain real-time flight instructions, traffic conditions, and weather information.

[0098] Specifically, the technical solution for communication base stations includes the following: a. Base station site selection: Communication base stations are deployed along highways, with one base station set up every 10-15 kilometers to ensure that low-altitude aircraft have complete signal coverage throughout their flight. b. Base station equipment: The base stations utilize a 5G communication system to ensure real-time data exchange between aircraft and ground systems, including aircraft position, speed, and flight mission information.

[0099] Specifically, the technical parameters of the communication base station in this embodiment include: a base station transmission rate of at least 10Gbps, supporting simultaneous communication between multiple aircraft and ground equipment; and base station transmit power, which reaches 40W-60W to ensure wide coverage.

[0100] Specifically, 4) the construction standards for emergency landing areas. Emergency landing areas are critical facilities that provide emergency landing areas for low-altitude aircraft. Their construction must take into account the takeoff and landing requirements of aircraft, the impact of ground traffic, and the adaptability of the surrounding environment.

[0101] Specifically, the technical plan for the emergency alternate landing area includes: a. Alternate landing area site selection: The alternate landing area should be selected in an open area no more than 10 kilometers away from the highway, and avoid being set up in densely populated areas. The construction of each alternate landing area should ensure that the aircraft can land smoothly and there is sufficient space for aircraft repair and maintenance. b. Alternate landing area size: Each alternate landing area should have an area of ​​at least 500m*500m, with a standard runway and buffer zone required for takeoff and landing. c. Runway design: The runway should have a flat and solid asphalt or concrete surface layer, the runway width should be not less than 30 meters, and a drainage system should be designed to prevent water accumulation from affecting the landing of the aircraft.

[0102] Specifically, the technical parameters of the emergency landing area in this embodiment include: A runway length of at least 1,000 meters, based on aircraft takeoff and landing requirements, ensures safe landing in emergencies; a runway surface constructed of concrete or asphalt with a compressive strength of 30 MPa and a coefficient of friction greater than 0.6; and a drainage system with drainage ditches designed into the runway, with a slope of 1%-2%, to ensure rapid drainage of rainwater.

[0103] Specifically, 5) Monitoring facility installation specifications. Monitoring facilities are part of the infrastructure needed to ensure the safe operation of low-altitude aircraft on highways. By installing monitoring cameras and sensors, real-time information about aircraft movements can be obtained, assisting with scheduling and management.

[0104] Specifically, the technical solution for monitoring facilities includes: a. Surveillance camera deployment: Monitoring facilities will be installed at the four corners of each aircraft takeoff and landing area, with one camera set up every 500 meters. The cameras will feature high-definition video and night vision capabilities, ensuring clear aircraft identification even in low-light conditions. b. Sensor installation: Ground sensors will be installed to monitor aircraft takeoff and landing, speed, and trajectory. These sensors will share data with the aircraft's control system, ensuring coordination between aircraft and ground traffic.

[0105] Specifically, the technical parameters of the monitoring facility in this embodiment include: camera resolution, which has a 4K resolution, supports night vision mode, and has a 120° field of view; sensor accuracy, which has a monitoring accuracy of 0.1 meters and can provide real-time feedback on the aircraft's position.

[0106] In one embodiment, laying a communication network along a highway and establishing communication base stations in service areas and toll booths includes:

[0107] S131. Select 5G and Wi-Fi 6 communication technologies based on the communication needs of low-altitude aircraft, and determine the communication solution by evaluating coverage and transmission speed;

[0108] S132. Build a high-speed communication network using optical fiber and microwave transmission media, and determine the network coverage area based on flight altitude and range requirements;

[0109] S133. Establish communication base stations in service areas and toll booths, set up directional antennas, and determine the base station layout based on signal coverage requirements.

[0110] Specifically, (3) Laying of communication and navigation facilities. Laying dedicated high-speed communication networks and navigation equipment along the highway to ensure that low-altitude aircraft can maintain stable communication and accurate navigation during flight; including: ① Selecting appropriate communication technology: Consider using advanced communication technologies such as 5G and Wi-Fi6 to ensure high-speed, stable and low-latency data transmission. Evaluate the coverage, transmission speed and reliability of different communication technologies and select the technology that best suits the communication needs of low-altitude aircraft. ② Laying of high-speed communication networks: Laying of high-speed communication networks, including optical fiber and microwave transmission media, in highway service areas and their surrounding areas. Ensure that the communication network can cover the flight altitude and range of low-altitude aircraft to provide continuous communication services. ③ Establishing communication base stations: Establishing communication base stations at key locations in service areas and toll stations to provide strong signal coverage. Consider using directional antennas or smart antenna technology to enhance signal transmission efficiency and coverage.

[0111] In one embodiment, based on a highway network, planning trunk low-altitude routes and branch low-altitude routes through airspace division, route planning, airspace management, and aircraft coordination includes:

[0112] S141. Divide the airspace into trunk and branch routes based on flight altitude and regional characteristics, and determine route altitudes through a layered design; wherein the trunk routes are set at an altitude layer between 1,000 and 1,500 meters, and the branch routes are set at an altitude layer between 500 and 1,000 meters;

[0113] S142. Selecting a route using a route optimization algorithm, designing trunk and branch routes, and determining the optimal route using a multi-objective optimization algorithm; wherein the trunk route connects cities and logistics centers, and the branch route connects the trunk route with service stations;

[0114] S143. Coordinate trunk and branch route operations through a dynamic airspace management system, set flight intervals, and adjust route resources based on airspace usage;

[0115] S144. Use automated control systems to coordinate multiple aircraft, set priorities and scheduling strategies, and ensure flight safety through positioning systems.

[0116] Specifically, (4) planning of trunk and branch routes; based on the highway network, planning of trunk and branch low-altitude routes.

[0117] Specifically, the implementation methods for planning trunk and branch low-altitude routes include:

[0118] 1) Airspace division and hierarchical design: The first step in planning low-altitude routes is to rationally divide the airspace. To efficiently utilize airspace and avoid collisions between aircraft, a layered airspace design approach can be adopted, including: a. Low-altitude airspace division: For example, the low-altitude airspace can be divided into different flight altitude layers (such as 500 meters to 2000 meters), and different aircraft can fly in different altitude layers. Trunk routes: Generally arranged at higher levels (such as 1000 meters to 1500 meters) to ensure the flight speed and efficiency of aircraft. Branch routes: The flight altitude of branch routes can be set at a lower level (such as 500 meters to 1000 meters) to maintain a safe flight interval with trunk routes. b. Airspace zoning: The areas for trunk and branch routes are divided based on geographical areas, traffic density, and environmental obstacles. For example, branch routes are set up in areas around cities, while trunk routes are planned for long-distance flights between cities.

[0119] 2) Path planning and optimization. Path optimization is key in the planning of low-altitude routes. The design of trunk and branch routes includes the following key steps: a. Route selection: Trunk routes connect important cities, logistics centers, and industrial areas. Existing traffic arteries, railways, or waterways can be considered as reference paths to reduce the complexity of the routes. Branch routes connect trunk routes with different service stations (such as transfer stations, gas stations, and maintenance stations). The selection of these routes should take into account convenient and fast connections. b. Path optimization algorithm: Use graph theory algorithms (such as Dijkstra algorithm and A* algorithm) to calculate the shortest distance of the flight path. Combined with multi-objective optimization algorithms (such as genetic algorithms and ant colony algorithms), optimize the flight time, energy consumption, and traffic flow factors of the route. Using dynamic programming (DP) technology, the route is optimized in real time during the flight, and the aircraft path is adjusted to avoid obstacles, other aircraft, and bad weather.

[0120] 3) Airspace management and scheduling. The planning of low-altitude routes involves not only route design but also a reasonable airspace management and scheduling system, including: a. Coordination of trunk and branch routes: Trunk and branch routes need to be reasonably coordinated to ensure that aircraft on the two routes do not conflict. Aircraft safety can be guaranteed by setting flight intervals and route allocation methods. b. Dynamic airspace management: Dynamically adjust airspace resources based on airspace usage and the real-time location of aircraft. For example, when a trunk route is congested, the system will automatically guide some aircraft to branch routes.

[0121] 4) Coordination and management of multiple aircraft, including: a. Coordination and control between aircraft: Through automated control systems, collaborative control between aircraft is achieved to avoid conflicts between multiple aircraft in the same airspace. The spacing and travel order of aircraft on the same or adjacent routes can be optimized by setting priorities and scheduling strategies for different aircraft. b. Aircraft position synchronization: Through the Global Positioning System (GPS) and sensor networks, the position, speed, and status of aircraft are obtained in real time, and corresponding scheduling decisions are made through the ground scheduling system to ensure the safety and efficiency of aircraft on low-altitude routes.

[0122] Specifically, the implementation steps of route planning include: ① Environmental data collection and analysis: Collecting geographical information, obstacle data, meteorological data, and traffic density of the flight area, and using big data analysis technology to predict airspace usage to ensure that the route design does not conflict with the environment. ② Route design: Using path planning algorithms to design trunk and branch routes based on predetermined targets and aircraft types to ensure the optimality and safety of the flight path. ③ Airspace allocation and hierarchical division: Based on the aircraft's flight altitude layer and mission type (such as transport, patrol), trunk and branch routes are hierarchically divided and airspace is allocated. ④ Route coordination and conflict detection: By real-time monitoring of the aircraft's position and flight status, combined with dynamic route optimization technology, conflicts between aircraft on the route are avoided. ⑤ Aircraft scheduling and control: Using automated flight control systems and air-ground communication networks to achieve precise scheduling of aircraft, ensuring that aircraft fly safely according to the planned path.

[0123] Specifically, the trunk routes in the present invention mainly connect highway hubs between cities and important economic regions, undertake long-distance transportation and business travel tasks, and use unmanned aerial vehicles with long flight time and large load capacity.

[0124] Specifically, the branch routes cover the highway sections between urban areas and towns, meeting the needs of short-distance transportation, logistics distribution, and emergency rescue within cities and between urban and rural areas, and use unmanned aerial vehicles with smaller load capacity.

[0125] In one embodiment, an energy supply system is constructed to realize intelligent energy supply for low-altitude aircraft by utilizing distributed energy resources, optimizing energy conversion and transmission technologies, and constructing an energy management system; including:

[0126] S21. Utilize distributed energy along highways and build solar, wind, and electricity supporting facilities to improve conversion efficiency;

[0127] S22. By combining solar and wind power generation, integrating distributed energy with centralized energy storage, and using high-voltage direct current transmission technology to optimize power transmission;

[0128] S23. Build an energy management system to achieve intelligent management of energy supply for low-altitude aircraft through data collection and analysis and intelligent scheduling algorithms.

[0129] Specifically, Figure 4 The design and construction of an energy supply system were demonstrated, encompassing the following components: Distributed energy resource utilization: solar and wind energy collection and conversion facilities. Solar photovoltaic modules: Detailed demonstration of the solar energy collection and conversion process. Aerial energy capture technology: For example, drone-assisted aerodynamic energy collection. Energy conversion and transmission technology optimization: Improving energy conversion efficiency and optimizing energy transmission technology. Energy management system construction: Real-time monitoring and prediction of energy demand for low-altitude aircraft, and intelligent scheduling of energy resources.

[0130] In one embodiment, utilizing distributed energy along highways to build solar energy, wind energy, and power supporting facilities to improve conversion efficiency includes:

[0131] S211. Select an area for solar energy facility deployment based on regional sunshine conditions, and install solar panels and power stations; wherein the solar panel installation area reaches 500 square meters per kilometer;

[0132] S212. Determine the location of the wind energy facility using wind speed conditions, and install a wind turbine generator set based on the road orientation and wind direction distribution; wherein the wind turbine generator starts collecting wind energy at a wind speed of five to ten meters per second;

[0133] S213. Build supporting power facilities through distribution network design and backup power configuration, and determine the power supply capacity based on power demand; wherein the distribution network has a power supply capacity of 500 to 1,000 kilowatts.

[0134] Specifically, the second step is the construction and design of the energy supply system. First, (1) the utilization of distributed energy resources: make full use of the solar and wind distributed energy resources along the highway and build corresponding energy collection and conversion facilities; explore aerial energy capture technologies, such as drone-assisted air kinetic energy collection, to provide additional energy support for low-altitude aircraft, including:

[0135] 1) Layout of solar energy facilities: Solar energy facilities are a crucial component of highway construction, aiming to provide clean, renewable energy along the road, reducing reliance on traditional energy sources. They also support road lighting, gas stations, and service areas. Specifically, the following are included: a. Layout design basis: Regional sunshine conditions. The layout of solar energy facilities should consider the intensity and seasonal variations of sunshine in different regions, selecting areas with ample sunlight for deployment. The distribution of solar panels should be rationally planned based on the region's climate and sunshine conditions. Regarding highway layout, solar energy facilities should be adapted to the highway's traffic flow, road alignment, and surrounding environment, particularly on bridges and tunnel entrances. b. Layout of solar energy facilities: Pavement solar panels: High-efficiency solar panels are laid on the road surface, utilizing the road surface to collect solar energy, particularly in service areas, rest stops, and toll booths. Streetlight and signage solar panels: Solar panels are installed on highway lighting and signage to power the streetlight system and reduce the burden on the power grid. Solar power stations: Solar power stations are established in open areas along the highway as a supplementary source of electricity.

[0136] Specifically, the technical parameters for the layout of the solar energy facilities in this embodiment include: photoelectric conversion efficiency, using monocrystalline silicon or thin-film solar cells, with a photoelectric conversion efficiency of 18%-25%; installation area, the solar panel installation area per kilometer of highway reaches 500 square meters, which can provide approximately 50-100kW of electricity; system design, with a supporting energy storage system to ensure continuous power supply even on cloudy days or at night.

[0137] 2) Layout plan for wind energy facilities: Wind energy facilities can be built in suitable areas along highways to provide additional clean energy for road sections, and are particularly suitable for areas with abundant wind resources. Specifically, the following are included: a. Design basis for wind energy facility layout: Wind speed conditions. Wind energy facilities should be located in areas with higher wind speeds, especially in hilly areas or open areas where wind speeds reach 5 meters per second or above. Road alignment should be matched with wind direction. By analyzing the distribution of wind speed and direction, the layout of wind energy facilities should be ensured to be compatible with the direction and intensity of the wind. b. Configuration of wind energy facilities: Wind turbines. Small vertical or horizontal axis wind turbines are installed in areas with higher wind speeds to generate electricity using wind power. Traffic zone wind energy equipment. Wind power generation equipment is installed around service areas and gas station facilities to provide green energy for these areas using wind power.

[0138] Specifically, the technical parameters of the wind energy facility layout in this embodiment include: wind turbine efficiency, which can reach 30%-50% at a wind speed of 8-10 m / s; wind speed conditions, which require wind power generation equipment to effectively collect wind energy at a wind speed of 5-10 m / s; and power generation capacity, which requires the power of each wind turbine to be 10-100 kW, adjusted based on the actual wind speed conditions and facility scale.

[0139] 3) Construction of supporting power facilities: To support the lighting systems, traffic signals, and gas station facilities along the highway, the construction of supporting power facilities is very important, especially to ensure the normal operation of highway infrastructure. Specifically, it includes: a. Distribution network design: Based on the highway's traffic volume, facility requirements, and energy sources, the distribution network should be designed to ensure the reliability and stability of the power supply. b. Backup power system: A backup power system (such as diesel generators and gas generators) should be installed to ensure emergency power supply in the event of a grid failure. c. Integration of the grid with renewable energy: Power supporting facilities should be integrated with solar and wind power facilities to form a smart grid to achieve efficient energy utilization and scheduling.

[0140] Specifically, the technical parameters of the power supporting facilities in this embodiment include: distribution network capacity, which is designed based on the scale of the highway and the power demand of the facilities along the highway, and is designed to have a power supply capacity of 500-1000kW; grid stability, which ensures that the grid can meet the power demand of the highway during peak hours and has an automatic switching mechanism to ensure the stability of the power supply.

[0141] 4) Charging Facility Construction: With the increasing popularity of electric vehicles and electric low-altitude aircraft, charging facilities have become essential infrastructure along expressways. The charging facility construction plan specifically includes the following: a. Charging Station Layout: Charging stations for electric vehicles and electric low-altitude aircraft will be established in service areas, gas stations, and rest areas. Based on traffic demand, the number of charging stations should cover high-frequency areas to ensure the charging needs of electric vehicles along the expressway. b. Charging Station Type: Fast charging stations should be installed for electric low-altitude aircraft, and the charging power should be matched to the aircraft's battery capacity.

[0142] Specifically, the technical parameters for charging facility construction in this embodiment are as follows: Charging pile power: Each charging pile should have a power of 150-300kW and support fast charging; Charging time: Charging time should be controlled within 30 minutes to ensure that vehicles can be fully charged in a short time; and Number of charging facilities: Each service area should be equipped with at least 5-10 charging piles, which can be increased appropriately based on traffic flow.

[0143] In one embodiment, combining solar and wind power generation, integrating distributed energy resources with centralized energy storage, and optimizing power transmission using high-voltage direct current transmission technology includes:

[0144] S221. Utilize photovoltaic cells and bifacial photovoltaic technology to improve solar energy conversion efficiency, install vertical axis wind turbines, and deploy energy storage and management systems. Build microgrid systems along highways, combining solar and wind power generation to integrate distributed energy with centralized energy storage.

[0145] S222. Optimize power transmission using high-voltage direct current (HVDC) technology and optimize energy transmission and dispatch through smart grid technology.

[0146] Specifically, then, (2) Optimization of energy conversion and transmission technology: Improve energy conversion efficiency and reduce energy loss during the conversion process. Optimize energy transmission technology to ensure that energy can be stably and efficiently transmitted to low-altitude aircraft, including:

[0147] 1) Technological approaches to improve conversion efficiency: ① Solar power generation technology. Expressways have abundant solar energy resources, and the following technologies can be used to improve solar energy conversion efficiency: High-efficiency photovoltaic cells (such as perovskite solar cells): Perovskite solar cells have excellent photoelectric conversion efficiencies (over 25%) and are relatively low-cost, making them suitable for large-scale application on expressway pavements or streetlights. By optimizing the stability of perovskite materials and reducing production costs, higher conversion efficiency and longer service life can be achieved. Bifacial photovoltaic technology: This technology can utilize light reflected from the ground to improve efficiency, especially in relatively open environments such as expressways, where the ground reflectivity is high. Solar photovoltaic glass: During expressway construction, photovoltaic glass can be integrated into buildings (such as pavement coverings or tunnel roofs) to convert solar energy into electricity to supply the system. Conversion efficiency can be further improved by optimizing the light transmittance and power generation efficiency of photovoltaic glass. ② Wind power generation technology: Wind energy resources along expressways can be utilized to improve conversion efficiency through the following methods: Vertical-axis wind turbines: Wind speeds near expressways are more volatile, and vertical-axis wind turbines operate effectively over a wider wind speed range than horizontal-axis wind turbines. Optimizing the design of vertical-axis wind turbines (such as increasing the number of blades and adjusting blade angles) can improve their power generation efficiency at low wind speeds. High-efficiency wind turbines: Optimizing wind turbine control systems, combined with advanced wind speed prediction and intelligent regulation algorithms, ensures that wind turbines always operate under optimal conditions, thereby improving overall wind energy utilization efficiency. (3) Energy storage and intelligent scheduling. Highway energy supply systems need to cope with the instability of sunlight and wind speed, making energy storage technology crucial. Large-scale energy storage systems (such as lithium batteries and sodium-ion batteries): By deploying centralized or distributed energy storage units along highways, excess electricity can be stored to balance fluctuations in energy supply and demand. Lithium batteries and sodium-ion batteries have high energy density and long service lives, effectively supporting efficient energy storage. Integrated energy management systems (EMS): Through intelligent energy management systems, solar energy, wind energy, battery storage, and grid power are comprehensively dispatched and optimized. The system can dynamically adjust energy supply to ensure efficient energy utilization. (4) Multi-energy complementary technologies: Combining solar energy, wind energy, energy storage, and grid power can maximize energy utilization efficiency. Combined solar and wind power generation systems: Along highways, combining solar and wind power can offset the volatility of single energy sources. Solar and wind energy exhibit different power generation characteristics at different times, so their combination helps improve total power generation and stability. Microgrid technology: By building microgrid systems along highways, distributed energy resources are combined with centralized energy storage to achieve autonomous power supply and regulation. Microgrids offer strong flexibility, enabling them to adapt to fluctuating energy supply and demand in different scenarios.

[0148] 2) Optimization of energy transmission technology:

[0149] 1. Efficient power transmission technology. Optimizing power transmission is key to improving energy efficiency. High-voltage direct current (HVDC) transmission technology allows distributed energy points along highways to transmit power to remote power grids or energy storage systems. Compared to traditional AC transmission, HVDC reduces energy loss and is particularly suitable for long-distance, high-power power transmission. Superconducting cable technology: Superconducting cables have near-zero resistance, significantly reducing power loss during transmission. 2. Smart grid and distributed energy management. Smart grid technology can optimize energy transmission and dispatch. Smart grid technology utilizes smart meters, sensors, automated equipment, and big data analytics to enable real-time monitoring and remote control of the power grid. Smart grids optimize the integration of distributed energy resources, improve energy transmission efficiency, and effectively adjust the allocation and dispatch of different energy types. Distributed energy management systems (DEMS): Distributed energy management systems enable intelligent management and dispatch of distributed energy resources, including solar and wind power. The system dynamically adjusts energy transmission paths based on actual demand, avoiding excessive energy loss and improving the reliability and efficiency of energy supply. ③ Wireless power transmission technologies. In some cases, wireless power transmission technologies (such as magnetic resonance or microwave transmission) can achieve energy transmission without direct cable connections. This has potential applications in some special scenarios on highways (such as vehicle battery charging). Electromagnetic induction and microwave transmission technologies: Wireless power transmission through electromagnetic induction or microwave technology can reduce infrastructure construction costs, especially in some high-traffic areas, avoiding the need for cable laying and maintenance.

[0150] In one embodiment, an energy management system is constructed to achieve intelligent management of energy supply for low-altitude aircraft through data collection and analysis and intelligent scheduling algorithms, including:

[0151] S231. Establish an energy management system that uses sensors and smart meters to collect energy facility data and conduct trend analysis and forecasting through machine learning algorithms.

[0152] S232. Select an energy dispatch strategy based on energy supply, load demand, and energy storage conditions;

[0153] S233. Use reinforcement learning to adjust the scheduling strategy and optimize the energy distribution by performing local optimization based on the global goal through a multi-agent system;

[0154] S234. Optimize load scheduling through demand response mechanisms, participate in electricity market bidding, and adjust electricity consumption behavior based on price signals.

[0155] Specifically, (3) the construction of the energy management system includes:

[0156] 1) Specific architectural design of the energy management system (EMS); The highway energy management system consists of the following main modules to ensure the stable and efficient operation of the system. The EMS in the present invention includes the following modules: ① Data acquisition and monitoring module, which is used to collect status data from various energy devices (such as photovoltaic cells, wind turbines, energy storage batteries, and power grids) in real time, including power generation, energy storage, battery status, power grid load, and weather forecast. Specifically, sensors, smart meters, and PLC (programmable logic controller) devices are used to monitor the operating status of energy facilities in real time, and the data is transmitted to the data processing module through the communication network. ② Data processing and analysis module, which is used to clean, process, and store the collected data, and perform trend analysis and prediction (such as wind speed, light intensity, and load demand prediction). Specifically, the data processing module uses big data technology and cloud computing platforms to process historical data and perform statistical analysis. Load forecasting and renewable energy power generation forecasting are performed through data mining and machine learning algorithms. ③ The Optimization Scheduling and Control Module optimizes the scheduling of energy resources based on forecasted data and system objectives (e.g., minimizing costs, maximizing renewable energy utilization), and controls equipment (e.g., power generation equipment, energy storage equipment, and grid connections) to make appropriate scheduling decisions. Specifically, this module utilizes advanced optimization algorithms (e.g., dynamic programming, genetic algorithms, and particle swarm optimization) to make scheduling decisions. Scheduling results are fed back to the Execution Module via a communication system to control the actual operation of energy equipment. ④ The Execution and Feedback Module controls individual energy equipment based on scheduling instructions, such as starting or stopping power generation equipment, adjusting the charge and discharge status of energy storage batteries, and regulating power exchange on the grid. Specifically, this module executes the optimized scheduling plan through an automated control system (e.g., a SCADA system or automated control software), while simultaneously monitoring equipment feedback to ensure system stability and security. ⑤ The User Interface and Reporting Module provides management with a real-time monitoring interface, alarm system, performance reports, and energy-saving reports, enabling staff to monitor system operation in real time and make scheduling adjustments. User interaction is achieved through a web platform or mobile app, supporting real-time monitoring and operation across multiple terminals.

[0157] 2) Specific algorithms for intelligent scheduling of energy resources. One of the core tasks of the energy management system is the intelligent scheduling of energy resources, including the following intelligent scheduling algorithms and applications: ① Load forecasting and renewable energy power generation forecasting: a. Load forecasting, using machine learning algorithms (such as support vector machines, neural networks, and time series analysis) to predict future electricity demand. This is the basis of energy scheduling. The higher the accuracy of the load forecast, the better the scheduling effect; b. Renewable energy power generation forecasting: Combining meteorological data and historical power generation data, using weather forecast models and statistical learning algorithms (such as ARIMA, LSTM) to predict future wind speed and solar radiation environmental variables, thereby predicting the power generation of renewable energy. ② Optimizing the scheduling algorithm. Based on multiple factors such as energy supply, load demand, and energy storage conditions, the EMS needs to select an appropriate scheduling strategy to allocate various energy resources. The scheduling algorithms that can be used in the present invention include: a. Linear programming (LP), the linear programming algorithm is used to optimize resource scheduling problems, and by establishing a linear model, the optimal operating strategy for each energy device is determined; b. Mixed integer linear programming (MILP): For problems with discrete decisions (such as equipment start and stop, energy storage switch), mixed integer linear programming is more applicable than traditional linear programming; c. Genetic algorithm (GA), in EMS, genetic algorithm can be used to optimize multiple objectives of energy scheduling (such as minimizing costs, reducing environmental pollution, and maximizing energy efficiency), select the optimal power scheduling strategy from multiple options, and explore better solutions through mutation operations; d. Particle swarm optimization (PSO), in EMS, PSO can be used to solve multi-objective energy resource scheduling problems; e. Dynamic programming (DP), for periodic load demand and renewable energy power generation, dynamic programming can effectively make step-by-step optimization decisions.

[0158] 3) Intelligent scheduling and adaptive control, including: a. Reinforcement learning (RL). In EMS, RL algorithms continuously adjust scheduling strategies and optimize the allocation of energy resources by interacting with the environment; b. Multi-agent system (MAS). The multi-agent system model can regard the EMS as a system composed of multiple intelligent agents (such as wind farms, photovoltaic power stations, battery energy storage systems, and power grids). Each agent performs local optimization based on the global goal, and the optimal scheduling of the system is achieved through collaboration between agents.

[0159] 4) Demand Response and Market-Based Mechanisms. In practical applications, EMS also needs to consider demand response (DR) mechanisms, which adjust user electricity usage based on market price signals or fluctuations in electricity demand. By optimizing load scheduling and participating in power market bidding, EMS can reduce costs and improve power system stability.

[0160] In one embodiment, a traffic coordination mechanism between low-altitude aircraft and ground vehicles is established to ensure safe operation of the highway area through navigation positioning and airspace management, including:

[0161] S31. Use positioning systems and vision-assisted technology to provide navigation for low-altitude aircraft to ensure they land in designated lanes.

[0162] Specifically, the third step is traffic organization and management. A traffic coordination mechanism will be established between low-altitude aircraft and ground vehicles, such as setting takeoff and landing time windows, limiting flight altitude and speed, to ensure that the two do not interfere with each other's traffic activities in the highway area. At the same time, advanced monitoring and communication technologies will be used to achieve real-time monitoring and management of low-altitude aircraft takeoff and landing processes. This will specifically include the establishment of a high-precision navigation and positioning system and an integrated airspace management system:

[0163] Specifically, (1) High-precision navigation and positioning system provides high-precision navigation services based on GPS and vision assistance for low-altitude aircraft, ensuring accurate and safe landing in the designated lane.

[0164] S32. Establish an integrated airspace management system synchronized with highways to enable intelligent dispatching of low-altitude aircraft and prediction of air conflicts. Specifically, this includes:

[0165] S321. Set up an aircraft status monitoring and data acquisition module, an airspace prediction and analysis module, a route planning and scheduling module, a conflict detection and avoidance module, and an air-ground collaboration module to build an airspace management system;

[0166] Specifically, (2) integrate the airspace management system, establish an air traffic management system synchronized with the highway, and use AI algorithms to predict and schedule the take-off and landing times and paths of low-altitude aircraft to avoid air congestion and conflicts.

[0167] Specifically, 1) The overall architecture of the airspace management system. In the present invention, the system includes the following modules: Aircraft status monitoring and data acquisition module: obtains the aircraft's position, speed, status, weather information, and airspace status data through sensors and communication technology. Airspace prediction and analysis module: predicts the airspace status based on real-time and historical data, and evaluates the current airspace congestion. Route planning and scheduling module: plans the aircraft's take-off and landing time and flight path through AI algorithms to avoid congestion and conflicts. Conflict detection and avoidance module: monitors the aircraft's flight status in real time, and makes conflict predictions and avoidance decisions. Air-ground collaboration module: communicates with ground equipment in real time to coordinate the scheduling of aircraft and ground facilities (such as maintenance stations and gas stations).

[0168] S322. Utilize artificial intelligence algorithms to achieve intelligent scheduling and management of low-altitude aircraft through takeoff and landing time prediction and path planning scheduling;

[0169] S3221. Predict aircraft takeoff and landing times by improving the prediction model and analyzing aircraft historical flight data, current airspace traffic density, current aircraft status, and weather conditions;

[0170] Specifically, 2) the application of AI algorithms in take-off and landing scheduling.

[0171] Specifically, ① Take-off and landing time prediction: AI predicts the take-off and landing time of an aircraft by analyzing the aircraft's historical flight data, the traffic density of the current airspace, the aircraft's current status, and weather conditions.

[0172] Specifically, regression models (such as linear regression and support vector regression (SVR)) are used to predict the take-off and landing times of aircraft, which depends on the input time, weather, and traffic density data; ARIMA models and long short-term memory network (LSTM) deep learning models are used to predict airspace usage and aircraft take-off and landing times at a certain moment in the future.

[0173] Specifically, due to the complexity of airspace scheduling, support vector regression (SVR) is more effective. Support vector machine (SVM) models are trained to predict takeoff and landing times, making them suitable for processing high-dimensional data. The ARIMA model is suitable for traditional time-based forecasting, capturing trends, seasonality, and noise in historical data. Bayesian regression, which accounts for the dynamic changes and uncertainty of aircraft, is suitable for modeling the uncertainty of aircraft takeoff and landing times, outputting a probability distribution to predict takeoff and landing times.

[0174] Specifically, the present invention improves the formula to more specifically describe the calculation relationship between variables, adds a weight coefficient to quantify the influence of each factor, and unifies the units and dimensions of each parameter to obtain an improved prediction model. The expression of the improved prediction model is:

[0175] T pred =α1×T current +α2×X env +α3×P past +α4×W weather ;

[0176] Where, T pred Indicates the predicted take-off and landing time (unit: seconds); T current Indicates the current state of the aircraft, including position and speed (unit: second, standardized to unit time); X env Represents environmental factors, including airspace traffic density and obstacle information (unit: dimensionless, normalized); P past Indicates historical flight data, based on past flight data or previous takeoff and landing times (unit: seconds); W weatherrepresents the influence of weather conditions, including temperature, wind speed, and visibility factors (unit: dimensionless, normalized); α1, α2, α3, and α4 respectively represent the weight coefficients of the aircraft status, airspace traffic density, historical flight data, and weather conditions, which are used to represent the weight of the influence of each factor on the prediction result. The weight value is obtained through training data and is dynamically adjusted according to different situations.

[0177] Specifically, in the above embodiment, the parameters of the improved prediction model are: T current (Aircraft status), the current aircraft speed is 250m / s, and the current position is the starting point (assuming there is a standardized mapping between the aircraft and the ground system). The data can be obtained through the real-time monitoring system; X env (Environmental factors), the current traffic density in the area is 0.6, indicating that 60% of the flight space is occupied); P past (Historical data), the average take-off and landing time in the past is calculated to be 120 seconds through historical flight data, and can also be obtained by fitting historical take-off and landing data through machine learning; W weather (Weather conditions), such as the influence of wind speed, can be standardized through real-time data collected by sensors. In this embodiment, the wind speed is 10m / s and the influence coefficient is set to 0.8.

[0178] Specifically, in the above embodiment, when predicting the take-off and landing time of an aircraft, the following input parameters are given: T current =250m / s (current speed), X env =0.6(traffic density), P past =120s, (average takeoff and landing time in the past), W weather =0.8 (weather influence coefficient); the following weight coefficients are obtained through training data: α1=0.4, α2=0.3, α3=0.2, α4=0.1, and the prediction results are calculated by substituting them into the above formula: T pred =0.4×250+0.3×0.6×100+0.2×120+0.1×0.8×100=150s; therefore, the predicted takeoff and landing time is 150 seconds.

[0179] Specifically, model optimization and validation: By collecting more historical flight data and real-time monitoring data, model parameters (such as weight coefficients) are continuously adjusted and optimized to improve prediction accuracy. Cross-validation methods can be used to evaluate the effectiveness of the model to ensure that the prediction results are highly consistent with the actual situation.

[0180] S3222. Use an improved genetic algorithm to find the optimal flight path between multiple aircraft, and set flight time, safety distance, energy consumption, and collision risk constraints to ensure the safety of the planned path;

[0181] Specifically, ② Path Planning and Scheduling: The AI ​​algorithm analyzes the aircraft's current status, target location, airspace density, and weather conditions to plan appropriate takeoff and landing paths and flight paths for each aircraft in real time.

[0182] Specifically, shortest path algorithms from graph theory (such as Dijkstra and A*) are used to find the optimal path. Genetic algorithms (GA) and ant colony algorithms (ACO) are used for intelligent optimization to find the optimal flight paths between multiple aircraft. Through the interaction of intelligent agents in the environment, reinforcement learning can help aircraft optimize path selection and decision-making strategies.

[0183] Specifically, in the present invention, the Dijkstra algorithm is used to calculate the shortest route path when the airspace map is known; the A* algorithm is used to optimize path search, especially in a dynamic airspace environment; the genetic algorithm (GA) is used to optimize the path scheduling of multiple aircraft and handle multi-objective problems; and reinforcement learning (RL) can achieve adaptive optimization of the path by learning the aircraft's flight strategy.

[0184] Specifically, the expression of the improved genetic algorithm is:

[0185]

[0186] Where F represents the path optimization objective function; D flight (i) represents the flight distance of aircraft i (unit: meters or kilometers); C collision (i) represents the collision risk of aircraft i (unit: dimensionless, representing a relative measure of risk); C energy (i) represents the energy consumption of aircraft i (unit: kilowatt-hour, kWh); β1, β2, and β3 represent the weighting coefficients for flight distance, collision risk, and energy consumption, respectively. By setting these weighting coefficients, the priority of the objectives can be adjusted according to actual needs. Dynamic adjustments can also be made based on the needs of specific missions, improving the flexibility of the model. For example, for emergency missions, the weight of collision risk can be increased, while for routine missions, the weights of flight distance and energy consumption can be increased.

[0187] Specifically, in addition to the objective function, the present invention also adds relevant constraints to ensure the feasibility and safety of the path, including the following constraints:

[0188] The expression of the flight time constraint is:

[0189] T flight (i)≤T max ;

[0190] Where, T flight (i) represents the flight time of aircraft i, T maxIndicates the maximum allowed flight time;

[0191] The expression of the safety distance constraint is:

[0192] D safe (i,j)≥D min ;

[0193] Where D safe (i, j) represents the minimum safe distance between aircraft i and aircraft j, D min Indicates the minimum distance for safe flight;

[0194] The expression of energy consumption constraint is:

[0195] C energy (i)≤E max ;

[0196] Where, E max represents the maximum energy consumption limit of aircraft i;

[0197] The expression of the collision risk constraint is:

[0198]

[0199] Where C collision (i) represents the collision risk of aircraft i, Indicates the maximum allowed collision risk.

[0200] Specifically, in the above embodiment, the weight of the flight distance β1 = 0.4; the weight of the collision risk β2 = 0.4; the weight of the energy consumption β3 = 0.2, and the flight distance D of the aircraft 1 flight (1) = 150 km, collision risk C of aircraft 1 collision (1) = 0.05, the energy consumption of aircraft 1 is C energy (1) = 30 kWh, so the objective function is calculated as:

[0201] F=min(0.4×150+0.4×0.05+0.2×30)=60+0.02+6=66.02;

[0202] At the same time, the constraints include:

[0203] Flight time T flight (1)≤2 hours; safety distance D safe (1,2)≥500 meters; energy consumption C energy (1)≤35kWh; collision risk C collision (1)≤0.1;

[0204] Through these constraints, the genetic algorithm can optimize the path while ensuring path safety, energy constraints and flight time, and generate multiple possible optimal solutions.

[0205] S323. Establish an air congestion and conflict prediction mechanism to achieve aircraft safety management and control; specifically,

[0206] S3231, establish a collision probability prediction model based on Kalman filter state estimation, convolutional neural network real-time monitoring and rule-based system;

[0207] S3232. Estimate the distance probability and relative speed probability based on the distance and relative speed between the aircraft, and calculate the collision probability using a collision probability prediction model.

[0208] Among them, the collision probability is determined by the product of the distance probability and the relative velocity probability;

[0209] S3233. Use backtracking algorithm and ant colony algorithm to adjust the aircraft path in real time when a conflict is detected and select the optimal avoidance strategy.

[0210] Among them, the avoidance strategy is implemented by minimizing the path cost function, comprehensively considering the flight time, energy consumption and avoidance safety distance.

[0211] Specifically, 3) Air congestion and conflict prediction: To avoid air congestion and conflicts, AI algorithms need to evaluate aircraft paths in real time and predict possible future conflicts.

[0212] Specifically, ① conflict detection. The key to conflict detection is to predict the future relative position based on the position, speed, and direction information of the aircraft, and to evaluate whether there is a conflict risk.

[0213] Specifically, a collision probability model is used to calculate the probability of a collision using the relative speed and distance between aircraft, allowing appropriate avoidance measures to be taken. Monte Carlo simulations are used to estimate the probability of a collision by randomly simulating the trajectories of aircraft.

[0214] Specifically, in the present invention, the Kalman filter is used to estimate the state of the aircraft and predict the future position of the aircraft; the convolutional neural network (CNN) can perform real-time tracking and state analysis of aircraft in the airspace, thereby identifying potential conflict areas; and the rule-based system determines in real time whether there is a conflict by setting rules (such as the minimum safe distance between aircraft).

[0215] Specifically, the present invention combines the state estimation of the Kalman filter, the real-time monitoring of the CNN, and the safety judgment of the rule-based system to derive a collision probability prediction model:

[0216] P collision(t) = P distance (t)×P relativespeed (t);

[0217] Where, P collision (t) is the collision probability at time t; P distance (t) is the distance probability based on the current position of the aircraft, P relativespeed (t) is the probability of relative velocity between the aircraft.

[0218] Specifically, the distance probability P distance (t) is a probability estimate of the relative distance based on the current position of the aircraft. For two aircraft, assuming their current positions are x1(t) and x2(t), the distance d(t) between them can be calculated using the classic Euclidean distance formula:

[0219]

[0220] Where x1(t) and x2(t) are the lateral positions of the aircraft, and y1(t) and y2(t) are the longitudinal positions of the aircraft.

[0221] Specifically, the relative velocity probability is a probability estimate based on the relative velocity between the two aircraft. For two aircraft, assuming their velocities are v1(t) and v2(t), their relative velocity v rel (t) is given by the following formula:

[0222]

[0223] Where, v x1 (t) and v x2 (t) is the velocity component of the aircraft along the x-axis, v y1 (t) and v y2 (t) is the velocity component of the aircraft along the y-axis.

[0224] Specifically, ② conflict avoidance and scheduling; when a conflict is predicted, the system needs to adjust the aircraft's path and scheduling strategy in real time to avoid potential dangers.

[0225] Specifically, the optimal avoidance strategy uses an optimization algorithm to find a new flight path to avoid collisions. Multi-objective optimization considers multiple factors (such as flight time, energy consumption, and avoidance safety distance) simultaneously to select the optimal path while avoiding conflicts.

[0226] Specifically, the present invention adopts a backtracking algorithm. When a conflict is detected, the existing paths are backtracked to avoid the conflict and the shortest avoidance path is selected. The ant colony algorithm (ACO) is used to find the shortest avoidance path by simulating the behavior of ant colonies. The expression is: Where C new (i) is the adjusted avoidance path cost (including time, energy, and risk) of aircraft i.

[0227] In one embodiment, through the construction of take-off and landing sites and the deployment of communication control systems, combined with the configuration of patrol monitoring facilities and the construction of emergency response systems, an application scenario system for low-altitude aircraft on highways is established.

[0228] Specifically, the fourth step is to expand the application scenarios. The engineering construction steps and standards for the application of low-altitude aircraft in the present invention include:

[0229] (1) The construction standards for the take-off and landing sites of low-altitude aircraft are as follows: a. Location selection. The take-off and landing sites of low-altitude aircraft should be established near highways, and service areas, emergency parking areas or highway intersections with large traffic flow and guaranteed safety should be selected to ensure the safety of take-off and landing; b. Design size. The take-off and landing sites should meet the size requirements of the aircraft. The specific design size should be determined according to the model and take-off and landing characteristics of the aircraft, including a safety buffer zone for take-off and landing, an aircraft parking area and other auxiliary facilities (such as charging, refueling, and maintenance areas); c. Design standards. The take-off and landing sites should meet the standard requirements for aircraft take-off and landing, and have a solid non-slip surface, sufficient load capacity and a good drainage system to ensure the stable take-off and landing of the aircraft under various weather conditions.

[0230] Specifically, the construction steps include: a. Site survey and site selection. During the design phase, a comprehensive assessment of the region's climate, topography, and traffic flow is required to select a suitable take-off and landing site; b. Ground facility construction. Construction of ground infrastructure for aircraft take-off and landing sites, including site reinforcement, laying of anti-slip materials, installation of lighting equipment, and planning of drainage systems; c. Installation of communication and navigation facilities. To ensure the aircraft's accurate navigation and coordination with the ground transportation system, communication base stations and navigation equipment are constructed to ensure real-time control of the aircraft; d. Operational testing and certification. Upon completion, aircraft take-off and landing tests are conducted to ensure that they comply with aviation and traffic safety standards, and the aircraft is officially put into use after completing relevant certification.

[0231] (2) Construction of communication and control systems for low-altitude aircraft. The construction standards are as follows: communication base stations, communication base stations are set up at appropriate locations along the highway to ensure real-time communication between low-altitude aircraft and ground control centers, traffic management systems, and other aircraft; signal coverage, through 5G or dedicated short-range communication (DSRC) technology, to ensure the coverage of communication signals along the highway, especially in special areas such as bridges and tunnels; flight control system, the aircraft should have an adaptive flight control system that can respond to changes in the airspace environment, weather conditions, and ground traffic conditions in real time to achieve automatic navigation and obstacle avoidance.

[0232] Specifically, the construction steps include: signal coverage planning, planning the layout of communication base stations according to the geographical environment and communication needs of the highway to ensure that there are no blind spots; communication equipment installation and debugging, installing communication base stations and aircraft communication equipment and performing system debugging to ensure unimpeded real-time communication between the aircraft and the ground control center; system integration and testing, completing the integration of the aircraft's automated control system and conducting flight tests to ensure that the aircraft can fly autonomously and adjust its route in real time in a high-density traffic environment.

[0233] (3) Construction of highway patrol and monitoring facilities. The construction standards are as follows: video surveillance and sensors. High-definition cameras, radar sensors, and lidar equipment should be deployed along the highway to monitor road conditions in real time and provide accurate data for low-altitude aircraft; aircraft patrol planning. Aircraft patrol missions should be coordinated with ground monitoring systems to ensure real-time feedback on traffic conditions, traffic accidents, weather conditions, and road damage information.

[0234] Specifically, the construction steps include: monitoring equipment layout, placing sensors, monitoring equipment and data collection points at key sections of the highway to ensure that aircraft can accurately obtain traffic flow and road condition data; data center construction, building a data processing center to centrally process real-time data provided by low-altitude aircraft and generate traffic management decision support information; aircraft patrol system deployment, planning the aircraft's patrol tasks and patrol frequency to ensure that aircraft can regularly inspect highway traffic conditions and road damage, and report abnormal situations in a timely manner.

[0235] (4) Construction of emergency response systems and equipment. The construction standards are as follows: emergency landing areas, emergency landing areas are set up along highways to ensure that aircraft can land quickly and carry out subsequent processing in the event of an emergency; emergency material transportation channels, emergency material transportation channels are set up, and emergency materials and personnel are dispatched in a timely manner through low-altitude aircraft to respond to natural disasters and accidents.

[0236] Specifically, the construction steps include: emergency area planning, planning and setting up emergency alternate landing areas and rescue facilities based on the traffic flow and accident-prone areas of the highway; emergency response equipment deployment, equipping the alternate landing area with relevant emergency equipment, including first aid kits, fire-fighting equipment, and material storage warehouses, to ensure that aircraft can provide timely support in emergencies; emergency dispatch system construction, establishing an emergency dispatch system based on aircraft and ground control centers to ensure that aircraft can respond to and dispatch emergency tasks in a short time.

[0237] In order to facilitate understanding of the above technical solution of the present invention, the following is a specific description using a highway reconstruction and expansion project in a coastal city as an example:

[0238] In this highway expansion and reconstruction project, the present invention first planned and constructed a low-altitude aircraft take-off and landing area near the service area and toll booth. Through the renovation of the service area, a comprehensive transportation hub covering an area of ​​2,000 square meters was constructed, including an 800-square-meter aircraft landing platform, a 400-square-meter maintenance area, a 400-square-meter logistics sorting center, and a 400-square-meter information management center. The landing platform is paved with non-slip concrete with a surface friction coefficient of no less than 0.8. It is designed with a 2% transverse slope and a circular drainage ditch to ensure rapid drainage in rainy days. Furthermore, LED lighting systems and high-definition monitoring equipment are installed at the four corners of the landing platform to enable round-the-clock operational monitoring.

[0239] In terms of system integration, a collaborative management platform for low-altitude aircraft and ground traffic has been established. This platform collects real-time information on traffic flow, weather conditions, and road conditions through meteorological monitoring stations, communication base stations, and video surveillance equipment deployed along the highway. The system uses an improved prediction model, combined with a Kalman filter algorithm and a deep learning network, to analyze and process the collected data, achieving a traffic flow prediction accuracy of over 95%. In the event of a traffic accident, the system can develop an emergency response plan within 30 seconds and dispatch the nearest aircraft for rescue support.

[0240] Regarding energy supply, a 500kW photovoltaic system has been installed on the rooftop of the service area, along with four 100kW wind turbines positioned appropriately. Through intelligent energy management, these systems meet the power needs of aircraft charging, site lighting, and other applications, achieving a clean energy utilization rate exceeding 95%. Ten 200kW fast-charging stations, utilizing high-voltage direct current (HVDC) technology, have been installed, increasing charging efficiency by 40%. The entire system, intelligently dispatched through artificial intelligence algorithms, can support an average of 60 aircraft takeoffs and landings daily.

[0241] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A highway construction method considering low-altitude aircraft, characterized in that: include: Based on the highway infrastructure, set up take-off and landing points and transfer hubs for low-altitude aircraft, and build a low-altitude sky network according to the distribution of highways. Through the laying of communication and navigation facilities and the planning of low-altitude routes, establish a low-altitude aircraft operation system; Build an energy supply system to achieve intelligent energy supply for low-altitude aircraft through the utilization of distributed energy resources, optimization of energy conversion and transmission technologies, and the construction of an energy management system; Establish a traffic coordination mechanism for low-altitude aircraft and ground vehicles, and ensure safe operation in the highway area through navigation positioning and airspace management; Through the construction of take-off and landing sites and the deployment of communication control systems, combined with the configuration of patrol monitoring facilities and the construction of emergency response systems, a system of application scenarios for low-altitude aircraft on highways will be established.

2. A highway construction method considering low-altitude aircraft according to claim 1, characterized in that: The establishment of a traffic coordination mechanism between low-altitude aircraft and ground vehicles to ensure safe operation of the expressway area through navigation positioning and airspace management includes: Use positioning systems and visual assistance technology to provide navigation for low-altitude aircraft to ensure that the aircraft lands in the designated lane; Establish an integrated airspace management system synchronized with highways to achieve intelligent dispatching of low-altitude aircraft and prediction of air conflicts; specifically, include: Set up aircraft status monitoring and data collection module, airspace prediction and analysis module, route planning and scheduling module, conflict detection and avoidance module and air-ground collaboration module to build an airspace management system; Utilize artificial intelligence algorithms to achieve intelligent scheduling and management of low-altitude aircraft through take-off and landing time prediction and path planning scheduling; Establish an air congestion and conflict prediction mechanism to achieve aircraft safety management and control.

3. The highway construction method considering low-altitude aircraft according to claim 2, characterized in that: The use of artificial intelligence algorithms to achieve intelligent scheduling and management of low-altitude aircraft through take-off and landing time prediction and path planning scheduling includes: By improving the prediction model, the aircraft's historical flight data, current airspace traffic density, current aircraft status and weather conditions are analyzed to predict the aircraft's take-off and landing times; An improved genetic algorithm is used to find the optimal flight path between multiple aircraft, and flight time constraints, safety distance constraints, energy consumption constraints, and collision risk constraints are set to ensure the safety of the planned path. Wherein, the expression of the improved prediction model is: T pred =α1×T current +α2×X env +α3×P past +α4×W weather ; Where, T pred Indicates the predicted take-off and landing time; T current Indicates the current aircraft status; X env Indicates environmental factors; P past Represents historical flight data; W weather represents the influence of weather conditions; α1, α2, α3, and α4 represent the weight coefficients of the aircraft status, airspace traffic density, historical flight data, and weather conditions, respectively.

4. A highway construction method considering low-altitude aircraft according to claim 3, characterized in that: The expression of the improved genetic algorithm is: Where F represents the path optimization objective function; D flight (i) represents the flight distance of aircraft i; C collision (i) represents the collision risk of aircraft i; C energy (i) represents the energy consumption of aircraft i; β1, β2, and β3 represent the weight coefficients of flight distance, collision risk, and energy consumption, respectively; The expression of the flight time constraint is: T flight (i)≤T max ; Where, T flight (i) represents the flight time of aircraft i, T max Indicates the maximum allowed flight time; The expression of the safety distance constraint is: D safe (i,j)≥D min ; Where D safe (i, j) represents the minimum safe distance between aircraft i and aircraft j, D min Indicates the minimum distance for safe flight; The expression of the energy consumption constraint is: C energy (i)≤E max ; Where, E max represents the maximum energy consumption limit of aircraft i; The expression of the collision risk constraint is: Where C collision (i) represents the collision risk of aircraft i, Indicates the maximum allowed collision risk.

5. The highway construction method considering low-altitude aircraft according to claim 2, characterized in that: The establishment of an air congestion and conflict prediction mechanism to achieve aircraft safety management and control includes: Establish a collision probability prediction model based on Kalman filter state estimation, convolutional neural network real-time monitoring and rule-based system; According to the distance and relative speed between the aircraft, the distance probability and relative speed probability are estimated, and the collision probability is solved through the collision probability prediction model; By using backtracking algorithm and ant colony algorithm, the aircraft path is adjusted in real time when a conflict is detected and the optimal avoidance strategy is selected.

6. The highway construction method considering low-altitude aircraft according to claim 1, characterized in that: The above mentioned infrastructure is based on highways, setting up take-off and landing points and transfer hubs for low-altitude aircraft, and building a low-altitude sky network according to the distribution of highways. Through laying communication and navigation facilities and planning low-altitude routes, a low-altitude aircraft operation system is established, including: Utilize existing facilities in highway service areas to create take-off and landing points and transfer hubs for low-altitude aircraft by building parking aprons, lighting signs, supply equipment, maintenance areas, and information centers. Through dynamic route planning and infrastructure construction, a low-altitude sky network will be built along the highway to achieve coordinated operation of air and ground transportation; Lay out communication networks along highways and establish communication base stations at service areas and toll booths; Based on the highway network, trunk low-altitude routes and branch low-altitude routes are planned through airspace division, route planning, airspace management and aircraft coordination.

7. A highway construction method considering low-altitude aircraft according to claim 6, characterized in that: The aforementioned utilization of existing facilities in highway service areas to form take-off and landing points and transfer hubs for low-altitude aircraft by constructing parking aprons, lighting signs, supply equipment, maintenance areas, and information centers includes: Use anti-slip materials to build the apron, form a rapid drainage system through slope design and drainage ditch layout, and design the space layout according to the aircraft size and parking requirements, and mark the aircraft take-off and landing areas and safety zones; Based on the light intensity requirements, the lighting system is set up with embedded installation, and embedded LED signs are designed according to the sign type and connected to the flight management system; According to the aircraft power type, standard refueling equipment and high-power charging piles are set up, and oil quality monitoring equipment and battery management systems are configured according to the supply needs; Based on maintenance work requirements, maintenance platforms and tool rooms are set up, and automated testing equipment and spare parts storage areas are configured according to fault detection requirements; The data fusion platform gathers real-time data from multiple sources, configures the aircraft scheduling platform according to scheduling requirements, and establishes an information center.

8. The highway construction method considering low-altitude aircraft according to claim 7, characterized in that: The apron is constructed using anti-skid materials, and a rapid drainage system is formed through slope design and drainage ditch layout. The space layout is carried out according to the aircraft size and parking requirements, and the aircraft take-off and landing areas and safety zones are marked, including: Select the apron material and test its compressive strength and surface friction coefficient; Calculate the design flow of the drainage system according to the rainfall intensity, design the width, depth and slope of the drainage ditch, and set the drainage outlet; Plan the apron layout based on the size and parking requirements of the aircraft; Use high-contrast markings and signs to indicate aircraft take-off and landing areas and safety zones.

9. The highway construction method considering low-altitude aircraft according to claim 6, characterized in that: The construction of a low-altitude sky network along highways through dynamic route planning and infrastructure construction to achieve coordinated air-ground transportation operations includes: Based on the dynamic state of the aircraft and environmental information, the optimal route of the aircraft is generated in real time through the dynamic route planning algorithm; Select the location of the meteorological monitoring station based on the terrain conditions of the highway, set up meteorological monitoring equipment, and determine the coverage of the monitoring station according to data collection requirements; Deploy communication base stations along the highway and determine the spacing between base stations based on signal coverage requirements; The location of the emergency landing area is selected according to the aircraft take-off and landing requirements, a standard runway and buffer zone are set up, and monitoring facilities are installed at the four corners of each aircraft take-off and landing area.

10. The highway construction method considering low-altitude aircraft according to claim 1, characterized in that: The energy supply system described above is constructed to realize intelligent energy supply for low-altitude aircraft through the utilization of distributed energy resources, optimization of energy conversion and transmission technology, and construction of an energy management system, including: Utilize distributed energy along highways and build supporting facilities for solar energy, wind energy, and electricity to improve conversion efficiency; By combining solar and wind power generation, integrating distributed energy with centralized energy storage, and using high-voltage direct current transmission technology to optimize power transmission; Build an energy management system to achieve intelligent management of energy supply for low-altitude aircraft through data collection and analysis and intelligent scheduling algorithms.

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