Urban low-altitude airspace dynamic division method and related equipment

Abstract

The invention discloses an urban low-altitude airspace dynamic division method and related equipment, and the method comprises the steps: quantifying the influence risks of an unmanned aerial vehicle on the ground when the unmanned aerial vehicle runs in an urban low-altitude airspace, and enabling the influence risks to comprise an aircraft crash risk, a noise risk and a privacy invasion risk; the method comprises the following steps: dividing the sky of an urban area based on ground facility functions to obtain various types of available airspaces; and dynamically confirming the flight height of the unmanned aerial vehicle in the urban low-altitude airspace and dynamically confirming the corresponding opening levels of different types of available airspaces in different time periods in combination with the influence risk and the population flow rule. The airspace opening degree and the flight height are dynamically adjusted according to factors such as time, places and task types, and the operation safety and the airspace use efficiency of the unmanned aerial vehicle in the urban low-altitude airspace are effectively improved. The method can be widely applied to the technical field of low-altitude flight control.

Description

Technical Field

[0001] The present invention relates to the field of low-altitude flight control technology, and in particular to a method for dynamically demarcating urban low-altitude airspace and related equipment. Background Art

[0002] Drones can be used to perform a variety of tasks in urban low-altitude airspace. For example, they can be used to deliver urgently needed medicine, food, and supplies; for traffic control and pipeline inspections; and for commuting. Drone delivery of goods and passengers can reshape traditional manual methods with faster speeds and a better experience, opening up endless possibilities. However, large-scale drone operations in urban environments are still rare, primarily due to the lack of many basic conditions. A key factor is the lack of an operational control system for urban low-altitude airspace suitable for large-scale drone operations. Research and development of an urban low-altitude airspace operational control system for large-scale drone operations requires efficient demarcation of urban low-altitude airspace. Urban areas have high population density, frequent ground activities, and diverse functional facilities, with varying requirements for safety, privacy, and noise. To ensure that drone operations in urban low-altitude airspace achieve both economic and social benefits, efficient urban low-altitude airspace demarcation methods are necessary.

[0003] Most existing airspace demarcation methods, both domestically and internationally, are static. Static airspace refers to a predefined, fixed airspace area in geographic space that remains unchanged over time and in response to environmental changes. Therefore, static airspace is suitable for long-term planning and flight management involving fixed flight paths. However, due to the large variations in population density and diverse functional facilities across urban areas, static airspace demarcation methods are unable to effectively support the efficient operation of large-scale drones in low-altitude urban airspace. Therefore, research is needed on more flexible, dynamic airspace demarcation methods.

[0004] Dynamic airspace demarcation refers to a method of airspace demarcation that dynamically adjusts and plans airspace based on real-time environmental changes and flight mission requirements. This method is more flexible and can adapt to changing flight environments and mission requirements. Dynamic airspace demarcation involves the analysis and processing of real-time data, with the goal of reducing the negative impact of drone operations on the ground and improving airspace utilization efficiency.

[0005] In general, static airspace demarcation can be used for long-term, top-level airspace management, while dynamic airspace demarcation can be used to respond to real-time environmental changes and mission adjustments. Combining the two provides a more flexible and secure airspace management solution for drone operations. Dynamic airspace demarcation can also improve airspace utilization efficiency and reduce the interference and threat posed by drone flights to the ground.

[0006] Current research on dynamic airspace demarcation primarily focuses on manned aircraft operations, with the primary goal of balancing administrator workload and reducing flight delays and cancellations through flight data analysis. Unlike the purpose of airspace demarcation for manned aircraft, dynamic airspace demarcation for drones operating in urban low-altitude airspace aims to improve airspace utilization efficiency and reduce negative impacts on the ground. Therefore, it is necessary to design a dynamic urban low-altitude airspace demarcation method for the regular operation of drones. This method would scientifically plan the low-altitude airspace for regular, large-scale drone operations within urban low-altitude airspace and achieve efficient utilization of low-altitude resources. Summary of the Invention

[0007] In order to solve at least one of the technical problems existing in the prior art to a certain extent, the purpose of the present invention is to provide a method and related equipment for dynamic demarcation of urban low-altitude airspace for the normal operation of drones.

[0008] The first technical solution adopted by the present invention is:

[0009] A method for dynamically demarcating urban low-altitude airspace comprises the following steps:

[0010] Quantify the impact risks of drones operating in low-altitude urban airspace on the ground, including aircraft crash risk, noise risk, and privacy violation risk;

[0011] Based on the functions of ground facilities, the airspace above urban areas is demarcated to obtain various types of available airspace;

[0012] Based on the impact risks and population flow patterns, the flight altitude of drones in the city's low-altitude airspace is dynamically confirmed, as well as the open levels of different types of available airspace in different time periods.

[0013] Furthermore, the aircraft crash risk is quantified as follows:

[0014] The risks to the ground caused by a drone crash are:

[0015] R=P crash ×P impact ×P fatality

[0016] Where R is the risk cost, P crash is the probability of UAV failure, P impact is the probability that the UAV or its components hit an object, P fatality for human mortality;

[0017] P impact It is linearly related to the number of affected vehicles, pedestrians or aircraft and is calculated as follows:

[0018] P impact =Clinear ×ρ car / people ×A affected

[0019] Where C linear is the linear coefficient, ρ car / people A is the density of vehicles or humans in the affected area; affected is the area of ​​the region affected by the impact;

[0020] Mortality rate P fatality It is related to two factors: the avoidance factor and the impact kinetic energy. The avoidance factor defines the avoidance level of the drone when it collides with a ground obstruction, that is, the degree of obstruction provided by the obstruction:

[0021]

[0022] Where c selter For refuge factors, E k is the impact kinetic energy, α is when c selter = 0.5, which may lead to a 50% mortality rate of the impact energy, β is the impact energy when c selter The impact energy threshold required to cause death when approaching 0; the kinetic energy E generated by the crashed drone or its components k The calculation is as follows:

[0023]

[0024] Where m is the mass of the falling drone or its component, and v is the velocity of the drone or its component when it hits the ground. The calculation process is as follows:

[0025] First, we need to calculate the vertical drag on a falling drone or its components:

[0026]

[0027] Where R i is the drag coefficient, S crash is the frontal area of ​​the falling UAV or its components, ρ air is the air density, v crash is the true airspeed of the fall; the acceleration of the UAV or its components can be expressed as:

[0028]

[0029] Where G is the gravity of the drone or its components, and g is the acceleration due to gravity. The velocity v at which the drone or its components hit the ground is derived as:

[0030]

[0031] Where h is the height at which the UAV or its components fall.

[0032] Furthermore, the area A affected Depending on the characteristics of the impact, the following two methods are used to determine it:

[0033] 1) For a gliding descent aircraft, the area of ​​this region is equal to the aircraft's wingspan W aircraft 、The length of the aircraft L craft 、The radius of ordinary people H person Proportional, calculated using the following formula:

[0034]

[0035] Where glideangle is the glide angle of the aircraft, that is, the angle between the direction of aircraft movement and the horizontal plane;

[0036] 2) For a vertically crashing drone, this area is approximately the aircraft's upwind area plus a small buffer zone, which is the average width of an average person:

[0037] A affected =(L aircraft +L glide +L stop +2ft)×(W aircraft +2ft)

[0038] Where, L glide is the gliding distance, L stop The distance required for the aircraft to stop is ft, and the buffer length is 2ft.

[0039] Furthermore, the noise risk is quantified as follows:

[0040] The noise generated by drones is considered as one of the costs of drone flight. The closer the drone flies to human activities, the higher the corresponding noise impact cost. The noise calculation formula is:

[0041]

[0042] Where I(si) is the sound intensity directly below the UAV at a height difference of h and a horizontal distance of d, and P is the sound power;

[0043] Convert sound intensity to sound intensity level:

[0044]

[0045] Where I0 is the reference sound intensity.

[0046] Furthermore, the privacy violation risk is quantified as follows:

[0047] The following formula is used to quantify the impact of drone operations in urban low-altitude airspace on human privacy:

[0048] PI=ω1·SF+ω2·SP+ω3·DM

[0049] Where SF is the surveillance intensity, which is used to measure the frequency and duration of drone operations in a specific area; SP is the sensitive data capture probability, which is used to analyze the probability of drones capturing sensitive information under specific conditions; DM is the data abuse risk, which is used to count the data leakage and abuse incidents related to drones; ω1, ω2, and ω3 are weight coefficients.

[0050] Furthermore, the multiple types of available airspace include: road areas, teaching areas, residential areas, internal business areas, external business areas, commercial areas, open spaces and transportation hub areas.

[0051] Furthermore, the dynamic confirmation of the flight altitude of drones in urban low-altitude airspace based on the impact risk and population mobility patterns includes:

[0052] The areas affected by the noise generated by drone flights include: residential areas, internal business areas, and teaching areas. During non-working hours, the noise generated by drones flying at low altitudes in residential areas can affect people's rest, so drones are prohibited from flying in Class W airspace below a preset altitude, except for high-priority flight missions. During working hours, the noise generated by drone flights can interfere with people's work in internal business areas and teaching in teaching areas, so drones are prohibited from flying in Class W airspace below a preset altitude, except for high-priority flight missions.

[0053] The lower the flying altitude of a drone equipped with a visual sensor, the greater the degree of infringement on privacy and confidentiality caused by low-altitude drone flight. The areas that will be seriously affected mainly include: residential areas, external business areas, and commercial areas. There are more human activities in residential areas, commercial areas and open spaces during non-working hours. Therefore, in these time periods and areas, except for high-priority flight missions, drones are prohibited from flying in Class W airspace below the preset altitude.

[0054] Furthermore, the available airspace is divided into three progressive levels: nighttime flight only, restricted flight time, and all-weather flight.

[0055] The dynamic confirmation of the corresponding openness levels of different types of available airspace in different time periods includes:

[0056] On weekdays, the available airspaces that are only allowed to fly at night include external business areas, teaching areas, and transportation hub areas; the airspaces with restricted time periods for flying include internal business areas, road areas, commercial areas, and residential areas; and the airspace open to flying around the clock is open space.

[0057] On weekends, the available airspaces where flights are only allowed at night include road areas, commercial areas, and transportation hubs; the airspaces where flights are restricted during time periods include open spaces and residential areas; the airspaces open for flight around the clock include internal business areas, external business areas, and teaching areas.

[0058] The second technical solution adopted by the present invention is:

[0059] An electronic device comprises a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement a method for dynamic demarcation of urban low-altitude airspace as described above.

[0060] The third technical solution adopted by the present invention is:

[0061] A computer-readable storage medium stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set are loaded and executed by a processor to implement a method for dynamic demarcation of urban low-altitude airspace as described above.

[0062] The fourth technical solution adopted by the present invention is:

[0063] A computer program product or computer program includes computer instructions stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium and execute the computer instructions, causing the computer device to perform the above-mentioned method for dynamic demarcation of urban low-altitude airspace.

[0064] The beneficial effects of the present invention are: the present invention dynamically adjusts the airspace openness and flight altitude according to factors such as time, location, and mission type, effectively improving the operational safety and airspace utilization efficiency of drones in urban low-altitude airspace. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following introduction is made to the drawings of the embodiments of the present invention or the related technical solutions in the prior art. It should be understood that the drawings introduced below are only for the convenience of clearly describing some embodiments of the technical solutions of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without any creative work.

[0066] Figure 1 This is a flowchart of the steps of a method for dynamically demarcating urban low-altitude airspace in an embodiment of the present invention;

[0067] Figure 2 It is a schematic diagram of the basic classification of national airspace;

[0068] Figure 3 Schematic diagram of airspace opening on weekdays in an embodiment of the present invention;

[0069] Figure 4 Schematic diagram of the airspace opening situation on rest days in an embodiment of the present invention. DETAILED DESCRIPTION

[0070] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application. For the step numbers in the following embodiments, they are provided only for the convenience of explanation and are not intended to limit the order of the steps. The order of execution of the steps in the embodiments can be adaptively adjusted according to the understanding of those skilled in the art.

[0071] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments and are not intended to limit the embodiments of the present application. The singular forms of "a", "said", and "the" used in the embodiments of the present application and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. In addition, unless otherwise clearly defined, words such as setting, installing, and connecting should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above words in the present invention in combination with the specific content of the technical solution.

[0072] In the description of this application, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on this application.

[0073] In the description of this application, "several" means one or more, "many" means more than two, "greater than," "less than," and "exceed" are understood to exclude the number itself, while "above," "below," and "within" are understood to include the number itself. The terms "first" and "second" are used solely to distinguish technical features and are not to be construed as indicating or implying relative importance, or as implicitly specifying the number or order of the technical features indicated.

[0074] In the description of this application, "and / or" describes the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally indicates that the associated objects are in an "or" relationship.

[0075] The current management system of urban low-altitude airspace has not yet fully adapted to the needs of large-scale drone operations. In particular, the existing static airspace division method cannot meet the dynamic, complex and ever-changing needs of large-scale drones flying at low altitudes in cities.

[0076] Traditional static airspace demarcation methods typically employ fixed zoning. While suitable for managing traditional aircraft, this approach presents numerous shortcomings in the context of the large-scale deployment of emerging aircraft such as drones. First, static airspace management cannot flexibly respond to sudden changes in flight demand and airspace availability. Second, existing airspace management methods fail to consider factors such as the complex urban geography, building obstructions, and crowd density when planning drone flight paths. This can lead to unnecessary safety risks and excessive disruption to public life.

[0077] Therefore, how to dynamically plan and manage drone flight airspace based on changes in the urban environment, flight mission requirements, and airspace usage has become a key issue that needs to be addressed. Current airspace management systems must not only account for changes in ground population density but also dynamically adjust airspace accessibility and flight altitude based on factors such as time, location, and mission type to ensure flight safety and airspace utilization efficiency. To this end, the present invention provides a solution for the dynamic demarcation of urban low-altitude airspace that takes drone operations into account.

[0078] Example 1

[0079] like Figure 1 As shown, this embodiment provides a method for dynamically demarcating urban low-altitude airspace, including the following steps:

[0080] S1. Quantify the impact risks of drones operating in low-altitude urban airspace on the ground, including aircraft crash risk, noise risk, and privacy violation risk;

[0081] S2. Based on the functions of ground facilities, demarcate the airspace above urban areas to obtain various types of available airspace;

[0082] S3. Based on the impact risks and population flow patterns, dynamically confirm the flight altitude of drones in the city's low-altitude airspace, and dynamically confirm the corresponding open levels of different types of available airspace in different time periods.

[0083] The above method is explained in detail below with reference to the accompanying drawings and specific implementation methods.

[0084] (1) Analyze the impact of drones operating in low-altitude urban airspace on the ground

[0085] To support the dynamic airspace demarcation method proposed in this embodiment, the possible impacts and risks of drone operations in urban low-altitude airspace are discussed below.

[0086] (1.1) Risk of personal injury caused by a crash

[0087] When operating drones in cities, safety is paramount. A drone crash undoubtedly causes significant damage on the ground. In the event of a mid-air collision or drone failure, the drone or its debris can fall to the ground, potentially causing injury or even life-threatening injuries, as well as serious damage to vehicles, buildings, and other property. Furthermore, a drone crash can cause fires or other explosions, further exacerbating the damage.

[0088] In order to reasonably analyze this risk, this embodiment calculates the risk of a drone crashing to the ground based on formula (1):

[0089] R=P crash ×P impact ×P fatality (1)

[0090] Where R is the risk cost, P crash is the probability of UAV failure, P impact is the probability that the UAV or its components hit an object, P fatality is the mortality rate of human beings. impact It is linearly related to the number of affected vehicles, pedestrians or aircraft and is calculated as follows:

[0091] P impact =C linear ×ρ car / peop1e ×A affected (2)

[0092] Among them C linear is the linear coefficient, ρ car / people is the density of vehicles or humans in the affected area. The average population density of the drone flight area is usually used to approximate the ρ in the above formula. car / people . A affected A is the area affected by the impact. There are two ways to determine A, depending on the characteristics of the impact. affected :

[0093] 1) For a gliding descent aircraft, the area of ​​this region is equal to the aircraft's wingspan W aircraft 、The length of the aircraft L craft 、The radius of ordinary people H person It is proportional to the value of , and can be approximated by the following formula:

[0094]

[0095] 2) For a vertically crashing drone, this area is approximately the aircraft's headwind plus a small buffer zone (the average width of an average person):

[0096] A affected =(L aircraft +L glide +L stop +2ft)×(W aircraft +2ft) (4)

[0097] Where L glide is the gliding distance at an altitude of 6 feet, L stop The distance required for the aircraft to stop.

[0098] Mortality rate P fatality It is mainly related to two factors, namely the escape factor and the impact kinetic energy. The escape factor defines the escape level when the drone collides with ground obstructions such as buildings and trees, that is, the degree of obstruction of the obstruction:

[0099]

[0100] where c selter For refuge factors, E k is the impact kinetic energy, α is when c selter = 0.5, which may lead to a 50% mortality rate of the impact energy, β is the impact energy when c selter The impact energy threshold required to cause death when it approaches 0. The kinetic energy E generated by the crashed drone or its components k The calculation is as follows:

[0101]

[0102] Where m is in kilograms and refers to the mass of the falling drone or its component, and v is the velocity of the drone or its component when it hits the ground. The calculation process is as follows:

[0103] First, we need to calculate the vertical drag on a falling drone or its components, which is related to its size and material. The calculation formula is as follows:

[0104]

[0105] where R i is the drag coefficient, S crash is the frontal area of ​​the falling UAV or its components, ρ air is the air density, v crash is the true airspeed of the fall. The acceleration of the drone or its components can be expressed as:

[0106]

[0107] Where G is the gravity of the drone or its components, and g is the acceleration due to gravity. Therefore, the velocity v at which the drone or its components hit the ground can be derived as:

[0108]

[0109] Where h is the height at which the drone or its components fall.

[0110] The above is the risk cost of a drone crash on the ground. It can be concluded that physical factors affecting the impact of a drone crash on the ground include the drone's material, flight altitude, and relative speed. Factors affecting the extent of harm to people on the ground include population density and the degree of building obstruction. Therefore, when determining the degree of airspace openness, it is necessary to consider the real-time population density characteristics and building obstruction on the ground.

[0111] (1.2) Impact of noise on people

[0112] Micro, small, light, medium and large drones operating in cities are mainly powered by fixed propellers, and the high-speed rotation of the propellers will cause noise pollution. In addition, the flight routes of drones performing missions are generally highly integrated with the range of places where urban residents have long-term activities. Surveys show that noise may induce citizens to have negative emotions such as annoyance and anxiety. Secondly, because the noise generated by drones has the characteristics of high sound pressure level, wide impact range, and short-term continuous occurrence, it will cause damage to human hearing, interfere with people's sleep, and even induce various diseases. Therefore, noise should be regarded as one of the costs of drone flights. The closer the drone's flight is to the place where human activities take place, the higher the corresponding noise impact cost will be, because the most important factor affecting the attenuation of sound intensity is distance. The propagation of sound can be approximated as a spherical expansion. Sound intensity refers to the sound energy per unit area perpendicular to the direction of sound wave propagation per unit time. The calculation formula is:

[0113]

[0114] Where I(si) is the sound intensity at a height difference of h and a horizontal distance of d directly below the drone. P is the sound power, which refers to the total energy radiated per second by the sound source. Furthermore, the sound intensity is converted to sound intensity level:

[0115]

[0116] Where I0 is the reference sound intensity. In international standards, the reference sound intensity in air is 10 -12 W / m 2Cranfield University in the UK conducted a study on drone noise. The experiments involved commercial small and medium-sized multi-rotor drones, tested various defined and representative routes, and used customized professional microphones. The study found that the maximum noise levels recorded by different drones flying at altitudes of 100 feet (about 30.48 meters) and above were generally between 50 and 60 decibels (dB).

[0117] In summary, the impact of noise on people can be measured using L(sl). The physical factor influencing L(sl) is the noise intensity generated by the drone's propellers, while the ground factor is the distance from humans. Noise's impact on humans is primarily concentrated during sleep, recuperation, study, and work. Therefore, when determining the degree of airspace accessibility, drone flights should be restricted during these times, such as in residential areas at night.

[0118] (1.3) Risk of Violation of Privacy and Confidentiality

[0119] Drones have advanced high-performance cameras and sensors, which enable them to easily capture various daily activities of people in the city, whether it is pedestrians on the streets or family life by the window, all within their surveillance range. While this powerful surveillance capability brings convenience, it may also cause the problem of infringement of personal privacy, especially in public places, where people may be infringed upon their privacy rights without knowing it. Many citizens said that seeing drones approaching will make them feel bored and worried. In addition, drones may collect personal information in the process of collecting data. If this data is not properly protected, it may be leaked or even used for malicious purposes. At present, there is a lack of comprehensive laws and regulations to regulate the use of drones in low-altitude airspace in cities, which makes the public's privacy rights not effectively protected. In the absence of clear protection measures to define privacy rights, the operation of drones in cities may infringe on human privacy. Therefore, we need to further explore the degree of infringement of human privacy by the operation of drones in cities. This embodiment uses the method shown in formula (12) to quantify the impact of drones operating in low-altitude airspace in cities on human privacy:

[0120] PI=ω1·SF+ω2·SP+ω3·DM (12)

[0121] Where SF is surveillance intensity, which measures the frequency and duration of drone operations within a specific area, such as the number of surveillance times per hour (times / hour). SP is the probability of sensitive data capture, which analyzes the probability of a drone capturing sensitive information (such as personal faces, family activities, and commercial secrets) under specific conditions. This can be estimated through experiments or data analysis. DM is the data misuse risk, which counts past drone-related data leaks and misuse incidents and assesses their frequency and type. ω1, ω2, and ω3 are weighting coefficients.

[0122] In order to reduce the infringement of human privacy caused by drone operations, when dynamically determining the degree of airspace openness in the next step, drones should be restricted from flying at low altitudes in times and areas with dense populations.

[0123] In some cases, the information collected by drones flying over areas containing state secrets and sensitive information could be exploited by criminals, seriously endangering national security. Therefore, to protect state secrets, strict no-fly zones should be established when determining the low-altitude airspace where drones operate.

[0124] (2) Static airspace demarcation method based on ground facility functions

[0125] Urban low-altitude airspace, as an organic whole, its complexity and diversity are reflected in every component. In this huge network composed of many basic elements, each element assumes a unique social function and plays an indispensable role in human society. This embodiment takes the perspective of drone airspace management into consideration and demarcates the airspace above urban areas according to social functions. The main factors to be considered are the density of human activities in various areas, the type of human activities (work / life / leisure), and the ability to shield and protect humans. Based on the above principles, this embodiment divides urban low-altitude airspace into ten categories, each of which has a definite division standard and specific connotation. The following are the specific category names and defined areas:

[0126] 1) No-fly zones: These zones are mainly located over airports, military bases, secret agencies and other areas involving state secrets, as well as over areas with high risk factors such as water supply, power supply, energy supply, hazardous chemical storage, and large-scale material storage.

[0127] 2) Public facilities area: mainly above hospitals, courts and other departmental areas.

[0128] 3) Road area: mainly above lanes, overpasses and railways.

[0129] 4) Teaching area: above large school areas such as primary schools, middle schools, and universities.

[0130] 5) Residential area: above residential areas such as apartments and villas.

[0131] 6) Internal business area: mainly the airspace above factories and companies where people work indoors and have relatively fixed commuting schedules.

[0132] 7) External business area: mainly above factories and companies where people work in an open environment.

[0133] 8) Commercial area: the area above major commercial centers, markets, entertainment venues, etc.

[0134] 9) Open space: mainly the airspace above parks, squares, lakes, reservoirs and other areas.

[0135] 10) Transportation hub area: mainly the area above railway stations and passenger stations.

[0136] To ensure the smooth operation and safe management of drone systems, this implementation adopts a new perspective on urban low-altitude airspace management, comprehensively considering multiple factors such as population density, daily activity patterns of urban residents, and building obstruction. The areas above different basic urban elements are meticulously divided into 10 categories. Within these 10 airspace types, no-fly zones strictly prohibit the operation of all drones. Furthermore, in addition to drones performing official duties, all other drones are prohibited from flying over public facilities.

[0137] In addition to no-fly zones and public facility areas, the feasibility of civil and commercial drone flights in eight other airspace types will be discussed below.

[0138] (3) Restrictions on flight altitude

[0139] According to the calculation and analysis of the formula in part (1), the noise impact caused by drones flying at low altitudes in cities and the degree of infringement on people's privacy, business and national secrets are related to the altitude of drones. Therefore, the flight altitude of drones should be restricted in certain time periods to keep drones away from densely populated low-altitude areas.

[0140] (3.1) Basic classification of national airspace

[0141] like Figure 2 As shown in the figure, according to the National Airspace Basic Classification Method, the airspace is divided into seven categories: A, B, C, D, E, G, and W, among which A, B, C, D, and E are controlled airspace, and G and W are uncontrolled airspace. Class A airspace is the airspace between a standard pressure altitude of 6,000 meters (inclusive) and a standard pressure altitude of 20,000 meters (inclusive); Class B airspace is designated above civil transport airports; Class C airspace is designated above general aviation airports with a control tower, usually a single-ring structure with a radius of 5 kilometers and a runway surface-airport elevation of 600 meters (inclusive); Class D airspace and Class E airspace are airspace with a standard pressure altitude above 20,000 meters, and there are differences in the service content between the two; Class G airspace refers to 1) airspace below 300 meters true altitude outside Class B and C airspace (excluding Class W airspace), 2) airspace with a mean sea level below 6,000 meters that has no impact on civil aviation public transport flights; Class W airspace refers to part of the airspace within Class G airspace with a true altitude below 120 meters.

[0142] As an implementation method, this example refers to existing regulations and, based on the characteristics of current drone flight scenarios, primarily considers uncontrolled Class G and Class W airspace. Risk factors such as population density, vehicle density, and buildings are all discretely distributed within this urban environment. This discrete distribution poses challenges to urban low-altitude airspace management, as traditional methods may not be able to effectively address this complex distribution.

[0143] (3.2) Limit the flight altitude of drones during specific time periods

[0144] The noise, privacy and confidentiality issues caused by drone operations seriously hinder the large-scale operation of drone systems. These impacts are inversely proportional to the flight altitude of the drone. Therefore, in certain time periods, even if the airspace is available, the flight altitude of the drone must be restricted.

[0145] The main areas affected by noise from drone flights are residential areas, internal business areas, and teaching areas. During non-working hours, the noise generated by drones flying at low altitudes in residential areas can disrupt people's rest and cause them to feel annoyed. Therefore, except for high-priority flight missions, drones should be prohibited from flying in Class W airspace below a preset altitude (such as 120 meters). During working hours, the noise caused by drone flights can interfere with people working in internal business areas and teaching in teaching areas. To reduce noise levels, drones should be prohibited from flying in Class W airspace below a preset altitude (such as 120 meters) except for high-priority flight missions.

[0146] The lower the altitude drones equipped with visual sensors fly, the greater the potential for intrusion into privacy and confidentiality. Areas particularly vulnerable include residential areas, external business areas, and commercial zones. During non-business hours, residential and commercial areas, as well as open spaces, experience significant human activity. Low-altitude drones equipped with visual sensors can collect a significant amount of data potentially concerning individuals, effectively compromising their privacy rights. In external business areas, where staff and equipment operate outdoors, low-altitude drone flights can also collect significant amounts of confidential business information, requiring appropriate controls. Therefore, during these times and areas, drones should be prohibited from flying below a predetermined altitude (e.g., 120 meters) in Class W airspace, except for high-priority missions.

[0147] (4) Dynamically determine the operable airspace based on changes in urban area functions and passenger density

[0148] To improve the overall benefits of operating drone systems in urban low-altitude airspace, this embodiment proposes a method for dynamically adjusting airspace access policies based on the changing characteristics of urban population flow and density, as well as the impact of drone operations on the ground. This method takes into account urban area functions, changes in urban population density, and differences in human activity between weekdays and weekends. The goal is to ensure the safety of drone operations in urban low-altitude airspace and improve airspace utilization efficiency.

[0149] (4.1) Classification of openness of various types of airspace

[0150] The biggest challenge facing drones operating in low-altitude urban airspace is keeping them away from densely populated areas with little shelter. Based on the mobility characteristics of urban populations, this embodiment classifies the time periods for drone missions. With continuous breakthroughs and innovations in navigation and control technologies, modern drone systems are now able to fly safely in complex nighttime environments. Nighttime missions allow drones to operate during periods of relatively reduced human activity, which can reduce the threat to ground personnel and property. For example, over areas with high daytime population density and a lack of building shelter, drone operations should be restricted to nighttime use only to improve the safety of drone operations.

[0151] Therefore, this embodiment divides the available airspace into three progressively different time periods: nighttime flight only, restricted flight time, and all-weather flight. It should be noted that operating drones in airspace open at night generally has less impact on the ground, and therefore a large number of flight missions should be prioritized.

[0152] (4.2) Dynamically planning the openness of airspace

[0153] First, we analyzed the impact of drone operations on the ground under each of the eight airspace types. We also analyzed daily population mobility patterns, including travel times, routes, and methods. These two factors were combined to determine the corresponding levels of accessibility for each of the eight airspace types during different time periods.

[0154] Secondly, a comparative study of human activity behaviors on weekdays and weekends was conducted to analyze the differences in human activity behaviors on weekdays and weekends, so as to summarize the population flow patterns under eight different airspaces.

[0155] Drone flights should be prioritized over areas with low population density and significant building obstruction. This reduces interference with densely populated areas, improves safety, and increases airspace efficiency. In contrast, drone flights should be restricted over densely populated areas with less obstruction to prevent inconvenience to people's lives and work, and potentially even accidents. This dynamic approach to openness effectively balances airspace efficiency and public safety.

[0156] (4.2.1) Working Days

[0157] See also Figure 3 During weekdays, the most significant commuting period is the morning and evening rush hour. During this time, people leave residential areas and head to business and educational areas. Internal business areas, roads, commercial areas, and residential areas experience high foot traffic, so the availability of airspace over these areas during commuting hours should be restricted. Furthermore, accidents involving drones in external business areas, educational areas, and transportation hubs could have serious or even catastrophic consequences, so these areas should only be accessible at night.

[0158] See also Figure 3 Here's a detailed breakdown of the openness levels for eight types of airspace on weekdays:

[0159] 1) Road Areas: During the morning and evening commuting hours, the population and vehicle densities in road areas are high. Traffic density is highest during this time, and there is a lack of shelter from buildings. Accidents in these areas pose a threat not only to personal safety and property, but also to the efficiency of ground transportation. Therefore, drone flights should be prohibited. During working hours, traffic density in road areas is moderate, and drone flight noise will not impact people, and the degree of privacy infringement is relatively low. Given the need for some drones to perform missions, a small number of flight missions can be scheduled. At night, traffic density in road areas is lower, allowing for more drone flights.

[0160] 2) Teaching Areas: During the morning and evening commuting hours, when teachers, students, and other staff are exposed to the outdoors, drone flights should be prohibited. During working hours, the teaching area is densely populated, open, and lacks shelter. Drone noise can disrupt teaching, so drone flights should be limited to a small number of missions. At night, when the teaching area is less densely populated, drone noise is less likely to impact people, and the impact on privacy is relatively minimal. Therefore, teaching areas should be accessible only at night.

[0161] 3) Residential Areas: During the daytime rush hour, a large portion of residents leave their homes to go to work or school. Drone flights over residential areas should be prohibited during these times. During work hours, most residents have already left, the population density is low, and residential buildings provide shelter. However, a small number of people still roam in residential areas. The noise from drones can be annoying and infringe on people's privacy. Therefore, only a small number of flights should be scheduled during these times, and the flight altitude should be limited. At night, while residential areas are densely populated and provide shelter, the noise from drone flights during rest periods can seriously disrupt people's lives and infringe on their privacy. Therefore, drone flights should be prohibited.

[0162] 4) Internal Business Areas: During commuting hours, the population density in internal business areas is high, with many people entering and leaving buildings from outside. Those outside lack shelter, so drone flights should be prohibited. During work hours, the population density is high. Although people working indoors are sheltered by buildings, and the risk of privacy violations from flying over buildings is low, the noise from drone operations can still affect people's work. Given the needs of mission execution, a small number of flights can be scheduled, but the flight altitude should be limited. At night, the population density in internal business areas is low, and the noise from drone flights has little impact on people, and there is little risk of privacy violations. Therefore, more drone missions can be scheduled.

[0163] 5) External Business Areas: During commuting and working hours, the population density in external business areas is high, and people and equipment working outdoors lack shelter. If an accident occurs, the damage caused is significant. Therefore, drone flights should be prohibited. External business areas should be open only at night.

[0164] 6) Commercial Districts: During the day, commercial districts have a high population density, lack sufficient building shielding, and pose a risk of intrusion on people's privacy. Therefore, drone flights should be limited to a small number of missions, and the flight altitude should be restricted. At night, when the population density is low, drone flights create less noise and are less likely to infringe on people's privacy, allowing for more missions.

[0165] 7) Open Space: During working days, the population density in open spaces is very low at all times. Accidents will not cause great damage to the ground. The noise impact caused by drone flights is small, and the risk of infringing on human privacy is small, so they can be open for flight missions around the clock.

[0166] 8) Transportation hubs: Transportation hubs are key to urban transportation. Traffic density in transportation hubs is constantly high during the day. Although the noise from drones has little impact on people, once an accident occurs, the lack of buildings in transportation hubs will affect transportation in the entire city and even the entire country. Therefore, transportation hubs should only be open at night.

[0167] To sum up, on weekdays, the airspace where flights are only allowed at night includes those over external business areas, teaching areas, and transportation hubs. The airspace where flights are restricted during time periods includes internal business areas, road areas, commercial areas, and residential areas. The airspace open to flight around the clock is open space.

[0168] (4.2.2) Rest Day

[0169] On weekends, most people do not go to work, so airspace demarcation at this time does not need to consider commuting time. During the day, the population no longer gathers in business and teaching areas. During the day, the population density in roads, commercial areas, and transportation hubs remains high, while the population density in open spaces and residential areas is moderate. However, it should be noted that during certain periods of time, low-altitude drone flights can have a significant impact on people. Figure 4 , the following is a detailed analysis of the opening levels of eight types of airspace on rest days:

[0170] 1) Road area: The population density and vehicle density in the road area on weekends are continuously high, and there is a lack of shelter from buildings. If an accident occurs, it will cause serious damage to the ground. Therefore, it should be opened only at night.

[0171] 2) Teaching area: The population density in the teaching area is low on weekends, and the noise from drone flights will not affect teaching work, so it can be open all day.

[0172] 3) Residential Areas: Residential areas have a moderate population density on weekends and are sheltered by residential buildings. However, some people still spend time outside these buildings. The noise from drones could be annoying and infringe on people's privacy. Therefore, only a small number of flights should be scheduled in residential areas during the day, and drone flight altitudes should be restricted, prohibiting drones from flying at very low altitudes. At night, residential areas have a high population density, and while they provide shelter, the noise from drone flights during rest periods can seriously disrupt people's lives and infringe on their privacy. Therefore, drone flights should be prohibited.

[0173] 4) Internal business area: The internal business area has a low population density on weekends and is shielded by buildings. The noise generated by operating drones on weekends will not affect people's work, and the degree of infringement on people's privacy is also low, so it can be open all day.

[0174] 5) External Business Areas: During weekends, the population density in external business areas is low. While buildings provide less obstruction to people and equipment, drone operations have minimal impact on people and can be operated 24 / 7. However, since facilities and equipment in external business areas are exposed to the airspace and may contain factory or company trade secrets, drone flight altitudes should be restricted, and ultra-low-altitude flights are prohibited.

[0175] 6) Commercial Districts: During the day, commercial districts have consistently high population densities and lack sufficient building shielding. The noise generated by drones can have a significant impact on people and pose a risk of infringing on their privacy. To avoid negative public sentiment, drone flights should be prohibited. At night, commercial districts have lower population densities, resulting in less noise impact and less privacy. Therefore, commercial districts should be restricted to nighttime hours on weekends.

[0176] 7) Open Spaces: During the day, compared to weekdays, open spaces are more densely populated on weekends. Without the shelter of buildings, the noise generated by drone operations can disrupt people's leisure and entertainment, and pose a risk of invading privacy. Therefore, only a limited number of drones should be allowed to fly, and their flight altitudes should be restricted. At night, when open spaces are less densely populated, more flight missions can be scheduled.

[0177] 8) Transportation hubs: Regardless of weekdays or weekends, the population and traffic density in transportation hubs during the day remain high. Although the noise and privacy issues caused by drone operations have little impact on people, once an accident occurs, the lack of shelter from buildings in transportation hubs will affect the transportation of the entire city. Therefore, transportation hubs should only be open at night.

[0178] To sum up, on weekends, the airspaces that are only open for flight at night include road areas, commercial areas, and transportation hub areas; the airspaces that are open for flight during restricted time periods include open spaces and residential areas; and the airspaces that are open for flight around the clock include internal business areas, external business areas, and teaching areas.

[0179] Example 2

[0180] An embodiment of the present invention further provides an electronic device, comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the following Figure 1 A method for dynamic demarcation of urban low-altitude airspace is shown.

[0181] It is understood that the memory may include random access memory (RAM) or read-only memory (ROM). Optionally, the memory includes a non-transitory computer-readable storage medium. The memory may be used to store instructions, programs, codes, code sets, or instruction sets. The memory may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function, instructions for implementing the various method embodiments described above, etc.; the data storage area may store data created based on the use of the server, etc.

[0182] The processor may include one or more processing cores. The processor utilizes various interfaces and circuits to connect various components within the server. It executes various server functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory, as well as accessing data stored in memory. Optionally, the processor may be implemented using at least one of the following hardware forms: digital signal processing (DSP), field-programmable gate array (FPGA), and programmable logic array (PLA). The processor may integrate one or a combination of a central processing unit (CPU) and a modem. The CPU primarily processes the operating system and application programs, while the modem handles wireless communications. It is understood that the modem may not be integrated into the processor and may be implemented separately via a single chip.

[0183] Since the electronic device is an electronic device corresponding to a method for dynamic demarcation of urban low-altitude airspace in an embodiment of the present invention, and the principle of solving the problem by the electronic device is similar to that of the method, the implementation of the electronic device can refer to the implementation process of the above-mentioned method embodiment, and the repeated parts will not be repeated.

[0184] Example 3

[0185] An embodiment of the present invention further provides a computer-readable storage medium, wherein the storage medium stores at least one instruction, at least one program, code set or instruction set, and the at least one instruction, the at least one program, the code set or instruction set is loaded and executed by a processor to implement the following Figure 1 A method for dynamic demarcation of urban low-altitude airspace is shown.

[0186] Those skilled in the art will appreciate that all or part of the steps in the various methods of the above embodiments can be completed by instructing related hardware through a program. The program can be stored in a computer-readable storage medium, and the storage medium includes a read-only memory (ROM), a random access memory (RAM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), a one-time programmable read-only memory (OTPROM), an electronically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, magnetic disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0187] Since the storage medium is a storage medium corresponding to a method for dynamic demarcation of urban low-altitude airspace in an embodiment of the present invention, and the principle of solving the problem by the storage medium is similar to that of the method, the implementation of the storage medium can refer to the implementation process of the above-mentioned method embodiment, and the repeated parts will not be repeated.

[0188] Example 4

[0189] In some possible implementations, various aspects of the method of the embodiments of the present invention may also be implemented in the form of a program product, which includes program code. When the program product is run on a computer device, the program code is used to cause the computer device to execute the steps of a method for dynamic demarcation of urban low-altitude airspace according to various exemplary embodiments of the present application described above in this specification. The executable computer program code or "code" for executing each embodiment may be written in a high-level programming language such as C, C++, Python, Smalltalk, Java, JavaScript, Visual Basic, Structured Query Language (e.g., Transact-SQL), Perl, or in various other programming languages.

[0190] It should be understood that various parts of the present invention can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0191] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0192] The above embodiments are intended only to illustrate the technical concepts and features of the present invention. Their purpose is to enable those skilled in the art to understand the contents of the present invention and implement them accordingly. They are not intended to limit the scope of protection of the present invention. Any equivalent changes or modifications made based on the essence of the present invention are intended to be covered by the scope of protection of the present invention.

Claims

1. A method for dynamically demarcating urban low-altitude airspace, characterized in that: The following steps are involved: Quantify the impact risks of drones operating in low-altitude urban airspace on the ground, including aircraft crash risk, noise risk, and privacy violation risk; Based on the functions of ground facilities, the airspace above urban areas is demarcated to obtain various types of available low-altitude airspace; Based on the impact risks and population flow patterns, the flight altitude of drones in the city's low-altitude airspace is dynamically confirmed, as well as the corresponding open levels of different types of available low-altitude airspace in different time periods.

2. The method for dynamic demarcation of urban low-altitude airspace according to claim 1, characterized in that: The aircraft crash risk is quantified as follows: The risks to the ground caused by a drone crash are: R=P crash ×P impact ×P fatality Where R is the risk cost, P crash is the probability of UAV failure, P impact is the probability that the UAV or its components hit an object, P fatality for human mortality; P impact It is linearly related to the number of affected vehicles, pedestrians or aircraft and is calculated as follows: P impact =C linear ×ρ car / people ×A affected Where C linear is the linear coefficient, ρ car / people A is the density of vehicles or humans in the affected area; affected is the area of ​​the region affected by the impact; Mortality rate P fatality It is related to two factors: evacuation factor and impact kinetic energy: Where c selter For refuge factors, E k is the impact kinetic energy, α is when c selter = 0.5, which may lead to a 50% mortality rate of the impact energy, β is the impact energy when c selter The impact energy threshold required to cause death when approaching 0; the kinetic energy E generated by the crashed drone or its components k The calculation is as follows: Where m is the mass of the falling drone or its component, and v is the velocity of the drone or its component when it hits the ground. The calculation process is as follows: First, we need to calculate the vertical drag on a falling drone or its components: Where R i is the drag coefficient, S crash is the frontal area of ​​the falling UAV or its components, ρ air is the air density, v crash is the true airspeed of the fall; the acceleration of the UAV or its components can be expressed as: Where G is the gravity of the drone or its components, and g is the acceleration due to gravity. The velocity v at which the drone or its components hit the ground is derived as: Where h is the height at which the UAV or its components fall.

3. A method for dynamic demarcation of urban low-altitude airspace according to claim 2, characterized in that: Area A affected Depending on the characteristics of the impact, the following two methods are used to determine it: 1) For a gliding descent aircraft, the area of ​​this region is equal to the aircraft's wingspan W aircraft 、The length of the aircraft L craft 、The radius of ordinary people H person Proportional, calculated using the following formula: Where glideangle is the glide angle of the aircraft, that is, the angle between the direction of aircraft movement and the horizontal plane; 2) For a vertically crashing drone, this area is approximately the aircraft's upwind area plus a small buffer zone, which is the average width of an average person: A affected =(L craft +L glide +L stop +2ft)×(W aircraft +2ft) Where, L glide is the gliding distance, L stop The distance required for the aircraft to stop is ft, and the buffer length is 2ft.

4. The method for dynamic demarcation of urban low-altitude airspace according to claim 1, characterized in that: The noise risk is quantified as follows: The closer the drone's flight is to human activity, the higher the corresponding noise impact cost. The noise calculation formula is: Where I(si) is the sound intensity at a height difference of h and a horizontal distance of d directly below the UAV, and P is the sound power. Convert sound intensity to sound intensity level: Where I0 is the reference sound intensity.

5. The method for dynamic demarcation of urban low-altitude airspace according to claim 1, characterized in that: The privacy violation risk is quantified as follows: The following formula is used to quantify the impact of drone operations in urban low-altitude airspace on human privacy: PI=ω1·SF+ω2·SP+ω3·DM Where SF is the surveillance intensity, which is used to measure the frequency and duration of drone operations in a specific airspace; SP is the sensitive data capture probability, which is used to analyze the probability of drones capturing sensitive information under specific conditions; DM is the data abuse risk, which is used to count the data leakage and abuse incidents related to drones; ω1, ω2, and ω3 are weight coefficients.

6. The method for dynamic demarcation of urban low-altitude airspace according to claim 1, characterized in that: The various types of available airspace include: road areas, teaching areas, residential areas, internal business areas, external business areas, commercial areas, open spaces and transportation hub areas.

7. A method for dynamic demarcation of urban low-altitude airspace according to claim 6, characterized in that: The above-mentioned combination of impact risks and population mobility patterns dynamically confirms the flight altitude of drones in urban low-altitude airspace, including: The areas affected by the noise generated by drone flights include: residential areas, internal business areas, and teaching areas. During non-working hours, the noise generated by drones flying at low altitudes in residential areas can affect people's rest, so except for high-priority flight missions, drones are prohibited from flying in Class W airspace below a preset altitude above residential areas. During working hours, the noise generated by drone flights can interfere with people's work in internal business areas and teaching in teaching areas, so except for high-priority flight missions, drones are prohibited from flying in Class W airspace below a preset altitude. The lower the flight altitude of a drone equipped with a visual sensor, the greater the degree of infringement on privacy and confidentiality. The areas that will be seriously affected mainly include: residential areas, external business areas, and commercial areas. There are more human activities in residential areas, commercial areas and open spaces during non-working hours. Therefore, in these time periods and areas, drones are prohibited from flying in Class W airspace below the preset altitude, except for high-priority flight missions.

8. A method for dynamic demarcation of urban low-altitude airspace according to claim 6, characterized in that: The available airspace is divided into three progressive levels: nighttime flights only, restricted hours of operation, and all-weather operation. The dynamic confirmation of the corresponding openness levels of different types of available airspace in different time periods includes: On weekdays, the available airspaces that are only allowed to fly at night include external business areas, teaching areas, and transportation hub areas; the airspaces with restricted time periods for flying include internal business areas, road areas, commercial areas, and residential areas; and the airspace open to flying around the clock is open space. On weekends, the available airspaces where flights are only allowed at night include road areas, commercial areas, and transportation hubs; the airspaces where flights are restricted during time periods include open spaces and residential areas; the airspaces open for flight around the clock include internal business areas, external business areas, and teaching areas.

9. An electronic device, characterized in that: The electronic device includes a processor and a memory, wherein the memory stores at least one instruction, at least one program, a code set, or an instruction set, and the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that The storage medium stores at least one instruction, at least one program, a code set or an instruction set, and the at least one instruction, the at least one program, the code set or the instruction set is loaded and executed by the processor to implement the method according to any one of claims 1 to 8.

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