A low-altitude aircraft information identification and monitoring method, system, device and medium

Abstract

The application relates to a low-altitude aircraft information identification and monitoring method, system, device and medium, and belongs to the technical field of airspace management. The method comprises the following steps: configuring a radio frequency receiving module to capture aircraft broadcast signals of a preset frequency band; performing a low-pass filtering operation on the aircraft broadcast signals, and detecting a frame synchronization byte to extract a signal frame; analyzing the frame structure of the signal frame, determining an encryption mode according to a frame header identifier, calling a corresponding decryption algorithm, and outputting flight data; matching the identity code with a pre-stored record database to generate a legality verification result of the aircraft; constructing a space-time identification data packet and processing the same through an airspace state analysis engine to generate a conflict early warning mark and an airspace compliance state; and according to the airspace compliance state and the legality verification result, triggering a multi-level risk alarm instruction and returning a target tracking signal to the radio frequency receiving module. The application realizes accurate grasping of the real state of low-altitude aircraft, and improves the efficiency of airspace traffic management.

Description

Technical Field

[0001] This application relates to the field of airspace management technology, and in particular to a method, system, device and medium for identifying and monitoring information of low-altitude aircraft. Background Technology

[0002] With the rapid development of drones, general aviation aircraft, and other low-altitude flight platforms, their applications in agricultural plant protection, logistics distribution, emergency rescue, and aerial photography for entertainment are becoming increasingly widespread. However, this has also brought numerous safety hazards and regulatory challenges. Especially in densely populated urban areas or around important facilities, unauthorized low-altitude flight activities can easily lead to safety accidents, and traditional methods relying on manual patrols and video surveillance are insufficient to meet the real-time monitoring needs of fast-moving targets.

[0003] Currently, facing diverse aircraft models and their different communication systems (such as Mode S and UAT), traditional systems often only support data acquisition in a single frequency band or fixed format, resulting in poor adaptability and difficulty in providing a unified and reliable basic input for subsequent data analysis. Particularly in terms of information security, many aircraft encrypt their broadcast content to prevent unauthorized eavesdropping, making it impossible for conventional receiving equipment to directly interpret key flight parameters. However, existing decryption technologies and reverse engineering mechanisms generally lack flexibility and compatibility, struggling to cope with constantly evolving dynamic encoding methods and compression mapping rules. These problems not only affect the accurate understanding of the aircraft's true status but also significantly restrict the efficiency of building automated risk identification and early warning systems. Summary of the Invention

[0004] To address the aforementioned technical problems, this application provides a method, system, device, and medium for identifying and monitoring information of low-altitude aircraft.

[0005] Firstly, this application provides a method for identifying and monitoring information about low-altitude aircraft, employing the following technical solution:

[0006] A method for identifying and monitoring information of low-altitude aircraft, the method comprising:

[0007] Configure the radio frequency receiving module to capture aircraft broadcast signals in a preset frequency band;

[0008] The aircraft broadcast signal is low-pass filtered, and the frame synchronization byte is detected to extract the signal frame;

[0009] The frame structure of the signal frame is analyzed, the encryption mode is determined according to the frame header identifier, and the corresponding decryption algorithm is called to output flight data containing identity code, position coordinates and flight parameters;

[0010] The identity code is matched with the pre-stored registration database to generate a verification result of the aircraft's legality.

[0011] Based on the flight data and the legality verification results, a spatiotemporal identification data packet containing timestamps, location codes, identity identifiers, and legality tags is constructed;

[0012] The spatiotemporal identifier data packet is processed by the airspace status analysis engine to generate conflict warning markers and airspace compliance status.

[0013] Based on the airspace compliance status and legality verification results, a multi-level risk alarm command is triggered and the target tracking signal is returned to the radio frequency receiving module.

[0014] By adopting the above technical solution, a complete processing chain of "signal acquisition - frame parsing - identity verification - spatiotemporal modeling - risk warning" is constructed, realizing efficient, accurate, and intelligent monitoring of low-altitude aircraft. This technical solution fully utilizes various advanced technologies such as radio frequency communication, digital signal processing, encryption and decryption, spatiotemporal data analysis, and airspace rule engines, forming a comprehensive monitoring system with autonomous perception, intelligent analysis, and automatic response capabilities. It can effectively address the regulatory challenges brought about by the increasingly complex low-altitude flight environment, and has high practical value and promising prospects for widespread application.

[0015] Optionally, the steps of performing low-pass filtering on the aircraft broadcast signal and detecting frame synchronization bytes to extract the signal frame include:

[0016] Receive the aircraft broadcast signal captured by the radio frequency receiving module;

[0017] Configure the sampling frequency and cutoff frequency of the low-pass filter according to the preset frequency band identifier;

[0018] Perform multi-stage low-pass filtering calculations on the aircraft broadcast signal to generate a noise-reduced pulse sequence;

[0019] Scan the bitstream of the noise reduction pulse sequence and match it with a preset combination of frame start synchronization bytes;

[0020] When two consecutive bytes are detected to match the synchronization byte combination, the start position of the frame header is located.

[0021] Extract the subsequent byte sequence from the start position of the frame header to obtain the complete signal frame.

[0022] By adopting the above technical solution, the system achieves accurate capture and structured parsing of broadcast messages from low-altitude flight platforms in complex electromagnetic environments. Through reasonable selection and optimized configuration of key component parameters, the system's real-time response capability and stability indicators are significantly improved, while also addressing the practical need for controllable hardware costs, demonstrating promising prospects for industrialization.

[0023] Optionally, the steps of parsing the frame structure of the signal frame, determining the encryption mode based on the frame header identifier, calling the corresponding decryption algorithm, and outputting flight data containing identity code, position coordinates, and flight parameters include:

[0024] Identify the frame header structure of the signal frame, and determine the encryption mode based on the encryption class identifier in the frame header structure;

[0025] When the encryption class identifier in the frame header structure indicates dynamic encryption mode, the 128-bit layered decryption algorithm is invoked to perform decryption on the frame data field.

[0026] Extract the control codes and flight parameters from the frame data fields;

[0027] Perform a dynamic secondary encoding inverse compression operation on the decrypted control code to restore the identity code, country / region code, and aircraft model code;

[0028] Perform uncorrected plaintext decoding on the decrypted flight parameters and output the position coordinates, true altitude and airspeed data;

[0029] The flight data is generated by integrating the identity code, country / region code, aircraft type code, location coordinates, true altitude, and airspeed data.

[0030] By employing the aforementioned technical solution, a comprehensive and in-depth structured analysis of low-altitude aircraft signal frames is performed. Combined with a flexible and efficient encryption and identification mechanism and a multi-layered security decryption model, accurate reconstruction and reliable reassembly of various telemetry data under complex environments are achieved. This technical solution cleverly integrates several key technologies, including hash mapping reverse engineering, layered decryption scheduling, and uncorrected plaintext parsing, significantly improving the robustness and adaptability of the entire system. This allows it to maintain a high parsing success rate and low response latency while facing diverse encryption strategies and high-speed data streams, thus providing robust and reliable data support for the low-altitude airspace management system.

[0031] Optionally, the step of constructing a spatiotemporal identification data packet containing a timestamp, location code, identity identifier, and legality label based on the flight data and the legality verification result includes:

[0032] Receive flight data and the corresponding legality verification results;

[0033] Based on the label type of the legality verification result, match the predefined legality identifier encoding rules;

[0034] Extract the position coordinates from the flight data and convert them into BCD format latitude and longitude encoded fields;

[0035] Get the current system timestamp and generate a 4-byte UTC time encoding field;

[0036] Based on the identity identifier in the flight data, extract the 6-byte identity code field bound to the registration;

[0037] The legality identification encoding rules, latitude and longitude encoding fields, time encoding fields, and identity encoding fields are encapsulated into data units in a preset order;

[0038] Add an airspeed value field and a frame checksum to construct a spacetime identifier data packet.

[0039] By adopting the above technical solutions, the entire process from raw sensor signal acquisition to standardized message output is automated. Relying on strict field arrangement specifications and mature and reliable encoding conversion technology, the level of interconnection between heterogeneous systems is greatly improved. Furthermore, with the perfect verification feedback closed-loop design, the robustness and anti-interference performance of the overall communication link are greatly enhanced, providing solid technical support for the construction of future urban air traffic management systems.

[0040] Optionally, the step of processing the spatiotemporal identifier data packet through the airspace status analysis engine to generate conflict warning markers and airspace compliance status includes:

[0041] Receive spatiotemporal identification data packets and extract the location code, identity identifier, legality label, and timestamp fields;

[0042] The location code is converted into decimal latitude and longitude coordinates, and combined with the timestamp to construct the dynamic trajectory sequence of the aircraft.

[0043] The system matches the electronic fence database in real time and determines whether the decimal latitude and longitude coordinates fall within a no-fly zone or a height-restricted zone, generating an airspace compliance status mark.

[0044] Based on the dynamic trajectory sequence of the aircraft, the Euclidean distance between aircraft in the same airspace is calculated. If the distance is less than a preset safety threshold, a conflict warning mark is generated.

[0045] Associate the legality label with the airspace compliance status marker, and output a risk analysis result set that includes conflict warning markers, airspace compliance status, and identity identifiers.

[0046] By adopting the above technical solutions, an intelligent monitoring system for the entire process of low-altitude aircraft airspace activities has been established. It goes beyond static map-based geofencing checks, extending to a multi-dimensional interactive safety management framework based on real-time dynamic trajectory prediction. Through multi-level, cross-domain deep integration processing strategies, the system significantly improves the ability of existing air traffic control systems to respond to emergencies, while also enhancing the platform's own adaptive adjustment capabilities, demonstrating good engineering practical value and development prospects.

[0047] Optionally, the step of triggering a multi-level risk alarm command and returning a target tracking signal to the radio frequency receiving module based on the airspace compliance status and legality verification results includes:

[0048] Receive the airspace compliance status marker and legality verification result;

[0049] Based on a predefined risk level mapping table, the corresponding risk level result is matched according to the status value of the legality verification result;

[0050] Based on the risk level results and the violation type marked by the airspace compliance status, a risk control signal carrying an identity identifier and an alarm command level is generated;

[0051] Based on the alarm command level, adjust the signal acquisition parameters of the radio frequency receiving module;

[0052] Return the parameter configuration command carrying the target identifier to the RF receiver module.

[0053] By adopting the above technical solution, a multi-level analysis of the received airspace compliance status markers and legality verification results is conducted, constructing a complete risk assessment and response mechanism. This achieves full-process automation and intelligence from data collection, risk determination, alarm triggering to signal tracking. This technical solution not only improves the real-time performance and accuracy of low-altitude aircraft monitoring but also provides reliable data support and technical assurance for subsequent emergency response, demonstrating promising application prospects and widespread value.

[0054] Secondly, this application provides a low-altitude aircraft information identification and monitoring system, which adopts the following technical solution:

[0055] A low-altitude aircraft information identification and monitoring system, the system comprising:

[0056] The radio frequency configuration module is used to configure the radio frequency receiving module to capture aircraft broadcast signals in a preset frequency band;

[0057] The signal frame extraction module is used to perform low-pass filtering on the aircraft broadcast signal and detect frame synchronization bytes to extract the signal frame;

[0058] The flight data generation module is used to parse the frame structure of the signal frame, determine the encryption mode according to the frame header identifier and call the corresponding decryption algorithm, and output flight data containing identity code, position coordinates and flight parameters.

[0059] The identity verification module is used to match the identity code with the pre-stored registration database to generate the legality verification result of the aircraft;

[0060] The spatiotemporal identifier construction module is used to construct a spatiotemporal identifier data packet containing timestamps, location codes, identity identifiers, and legality tags based on the flight data and the legality verification results.

[0061] The airspace status analysis module is used to process the spatiotemporal identifier data packet through the airspace status analysis engine to generate conflict warning markers and airspace compliance status.

[0062] The risk alarm module is used to trigger multi-level risk alarm commands and return target tracking signals to the radio frequency receiving module based on the airspace compliance status and legality verification results.

[0063] Thirdly, this application provides a computer device, which adopts the following technical solution:

[0064] A computer device includes a memory, a processor, and a computer program stored in the memory, the processor executing the computer program to perform the steps of the method as described in the first aspect.

[0065] Fourthly, this application provides a computer-readable storage medium, which adopts the following technical solution:

[0066] A computer-readable storage medium storing a computer program that can be loaded by a processor and executed as in any of the methods in the first aspect. Attached Figure Description

[0067] Figure 1 This is a schematic diagram of the first process of a low-altitude aircraft information identification and monitoring method according to one embodiment of this application.

[0068] Figure 2 This is a second flowchart illustrating a method for identifying and monitoring information about low-altitude aircraft, according to one embodiment of this application.

[0069] Figure 3 This is a schematic diagram of the third process of a low-altitude aircraft information identification and monitoring method according to one embodiment of this application.

[0070] Figure 4 This is a schematic diagram of the fourth process of a low-altitude aircraft information identification and monitoring method according to one embodiment of this application.

[0071] Figure 5 This is a schematic diagram of the fifth process of a low-altitude aircraft information identification and monitoring method according to one embodiment of this application.

[0072] Figure 6 This is a schematic diagram of the sixth process of a low-altitude aircraft information identification and monitoring method according to one embodiment of this application. Detailed Implementation

[0073] To make the purpose, technical solution, and advantages of this application clearer, the following description is provided in conjunction with the appendix. Figure 1-6 The present application will be further described in detail below with reference to embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the application.

[0074] This application discloses a method for identifying and monitoring information about low-altitude aircraft.

[0075] Reference Figure 1 A method for identifying and monitoring information of low-altitude aircraft, the method comprising:

[0076] Step S101: Configure the radio frequency receiving module to capture aircraft broadcast signals in a preset frequency band;

[0077] In some embodiments, the radio frequency receiving module can be configured to capture aircraft broadcast signals in a preset frequency band of 1090MHz or 978MHz. These two specific frequency bands are chosen because they correspond to the internationally recognized ADS-B (Automatic Dependent Surveillance-Broadcast) downlink standard frequencies, respectively.

[0078] The 1090MHz band is primarily used for commercial aircraft to broadcast their own status information, while the 978MHz band is mainly for low-altitude flight platforms such as general aviation and drones. By deploying dedicated radio frequency receiving modules, the system can continuously scan and capture S-mode or UAT format radio signals actively broadcast by aircraft, providing a raw data source for subsequent signal processing. This design ensures the system's compatibility and broad applicability, enabling effective monitoring in various types of low-altitude flight environments.

[0079] Step S102: Perform low-pass filtering on the aircraft broadcast signal and detect frame synchronization bytes to extract the signal frame;

[0080] Since the original radio frequency signal may be subject to noise interference during transmission, a Butterworth filter can be used for low-pass filtering. This filter features a flat passband response and good phase characteristics, effectively suppressing high-frequency noise without introducing significant distortion. The filter cutoff frequency is set to 2000Hz; this parameter is chosen to retain the effective signal spectrum components while filtering out unnecessary high-frequency interference. Subsequently, frame synchronization detection is performed on the filtered signal stream. Using known frame synchronization bytes (such as 0x55AA or 0x1ACFFC1D) as anchor points, the complete signal frame structure is accurately extracted, laying the foundation for subsequent frame parsing.

[0081] Step S103: parse the frame structure of the signal frame, determine the encryption mode according to the frame header identifier and call the corresponding decryption algorithm, and output flight data containing identity code, position coordinates and flight parameters;

[0082] This stage involves multi-level analysis of the frame header fields, including identifying synchronization bytes, category frame identifiers, and encryption class identifiers. The encryption class identifier in the frame header is used to determine whether the current signal uses a dynamic encryption mechanism. If it is determined to be a dynamic secondary encoding mode, a 128-bit layered decryption algorithm is called to decrypt it. This algorithm typically employs multi-round iterative operations and key expansion mechanisms to ensure effective restoration of complex encryption structures.

[0083] Furthermore, for ultra-short codes using hash mapping compression, an inverse compression operation is required to restore information such as country / province / city / district codes, aircraft type codes, and nameplate codes into complete identification identifiers. Simultaneously, for parameters such as position coordinates, true altitude, and airspeed, an uncorrected plaintext decryption operation is necessary. This involves restoring the encoded data to their actual physical values ​​according to predefined data mapping rules, thereby obtaining real flight data that can be used for subsequent analysis.

[0084] Step S104: Match the identity code with the pre-stored filing database to generate the legality verification result of the aircraft;

[0085] The pre-stored registration database contains key information such as the identification identifier, authorization validity period, and commonly used airspace coordinate range of legal aircraft. The system comprehensively assesses the compliance status of the aircraft by comparing the currently parsed identification code with the records in the database.

[0086] Specifically, if the identity code matches perfectly and is within its validity period, it is considered to be in a "legal state"; if there is no matching record or it exceeds the authorized scope, it is marked as an "illegal state"; and for cases where some fields are ambiguous or exhibit abnormal behavioral characteristics, it is marked as a "suspicious state". This hierarchical verification mechanism helps to achieve refined risk classification management and improves the flexibility and accuracy of supervision.

[0087] Step S105: Based on the flight data and the legality verification results, construct a spatiotemporal identification data packet containing timestamps, location codes, identity identifiers, and legality tags;

[0088] To facilitate subsequent processing and transmission, the data packet is structured using BCD code encapsulation units. The timestamp field (4 bytes) records the precise time of the aircraft's status report, the latitude and longitude code field (8 bytes) indicates the current geographical location, the identification identifier field (6 bytes) uniquely identifies the aircraft entity, the airspeed field (2 bytes) reflects flight speed information, and the legitimacy label field (1 byte) carries the aforementioned legitimacy verification result. This structured data packet not only improves data readability and consistency but also provides a standardized input interface for the subsequent airspace analysis engine, enhancing the system's scalability and interoperability.

[0089] Step S106: Process the spatiotemporal identifier data packet through the airspace status analysis engine to generate conflict warning markers and airspace compliance status;

[0090] Specifically, the airspace status analysis engine is a composite processing unit integrating a geographic information system (GIS), a trajectory prediction model, and a rule engine. It first constructs a real-time trajectory model of the aircraft based on the location information and timestamps in the spatiotemporal identifier data packet, and then performs spatial relationship analysis by combining the airspace map database (which includes boundary information such as no-fly zones, height-restricted zones, and sensitive areas).

[0091] Based on this, the system can calculate the relative distance change trend between aircraft and determine whether there is a potential collision risk according to preset safety thresholds, thereby generating a conflict warning marker. Simultaneously, by comparing the current position of the aircraft with the authorized airspace range, it determines whether the aircraft has entered a restricted area, generating an airspace compliance status indicator. This process integrates dynamic trajectory modeling and static airspace rules, achieving a multi-dimensional intelligent assessment of aircraft behavior.

[0092] Step S107: Based on the airspace compliance status and legality verification results, trigger multi-level risk alarm commands and return the target tracking signal to the radio frequency receiving module.

[0093] The multi-level risk warning mechanism employs differentiated response strategies based on different levels of violation. For example, when the legality label indicates an illegal status, the system immediately triggers a severe alarm, notifying regulatory authorities to take emergency intervention measures; if the airspace compliance status shows that the target has entered a no-fly zone or altitude-restricted zone, a medium alarm is triggered, indicating potential violations; if the conflict warning marker indicates that the distance between aircraft is less than a safe threshold, an altitude alarm is triggered, activating the avoidance assistance mechanism.

[0094] Furthermore, the system feeds back the radio frequency (RF) signature of the unauthorized target to the RF receiving module, configuring it to receive the target's broadcast signal frequency band in a targeted manner, thereby improving the continuous tracking capability of the target. This closed-loop feedback mechanism not only improves the timeliness of alarms but also enhances the continuous monitoring capability of key targets.

[0095] The above implementation constructs a complete processing chain of "signal acquisition - frame parsing - identity verification - spatiotemporal modeling - risk warning," achieving efficient, accurate, and intelligent monitoring of low-altitude aircraft. This technical solution fully utilizes various advanced technologies such as radio frequency communication, digital signal processing, encryption and decryption, spatiotemporal data analysis, and airspace rule engines, forming a comprehensive monitoring system with autonomous perception, intelligent analysis, and automatic response capabilities. It can effectively address the regulatory challenges posed by the increasingly complex low-altitude flight environment, possessing high practical value and promising prospects for widespread application.

[0096] Reference Figure 2 As one implementation of step S102, the steps of performing low-pass filtering on the aircraft broadcast signal and detecting frame synchronization bytes to extract the signal frame include:

[0097] Step S201: Receive the aircraft broadcast signal captured by the radio frequency receiving module;

[0098] The aircraft broadcast signal is the fundamental input stage of the entire processing link. This type of signal is usually in the form of a broadband modulated signal and may contain information from multiple channels or multiple protocol formats. Because aircraft such as drones periodically transmit their own status information (such as position, speed, heading, etc.) to ground stations or other monitoring nodes when operating in low-altitude environments, their broadcast mechanism follows specific communication standards, such as the 1090MHz ES (Extended Message) band under the ADS-B (Automatic Dependent Surveillance-Broadcast) protocol or the 978MHz band under the UAT (Universal Access Traffic) protocol. These signals are coupled into the receiver front end via antenna, converted into baseband analog signals, and further digitized into time-series samples for subsequent digital signal processing.

[0099] Step S202: Configure the sampling frequency and cutoff frequency of the low-pass filter according to the preset frequency band identifier;

[0100] In this process, the selection of the sampling rate must meet the requirements of the Nyquist sampling theorem, that is, it should be at least twice the bandwidth of the target signal to avoid aliasing distortion. For the two common operating frequency bands (1090MHz and 978MHz), the corresponding sampling frequencies are set to 10.9GHz and 9.78GHz, respectively, to ensure that the original signal spectrum range is fully covered while retaining sufficient redundancy to meet the requirements of the anti-aliasing filter transition band.

[0101] Furthermore, although the sampling rates differ at different center frequencies, the use of a fixed 2000Hz as the cutoff frequency setting means that the system focuses on extracting the changing trends of relatively low-frequency components rather than high-frequency detail fluctuations. This aligns with the characteristic performance of most data frames transmitted using OOK / FSK modulation and facilitates subsequent pulse shaping and decision threshold determination.

[0102] Step S203: Perform multi-stage low-pass filtering calculations on the aircraft broadcast signal to generate a noise-reduced pulse sequence;

[0103] In this embodiment, a sixth-order Butterworth model can be used to construct the IIR recursive structure transfer function. This not only provides a steep stopband attenuation slope, effectively suppressing out-of-band interference noise, but is also more economical and practical than higher-order implementations. In practical applications, the filtering behavior can be described using a difference equation expression in the Z-transform domain, and the efficiency of convolution operations can be accelerated using a fast Fourier transform, thereby achieving high-quality time-domain smooth estimation output under limited resource constraints. The result after this step is presented as a set of normalized amplitude variation timestamp sequences, which contain clearly identifiable effective data transition edge information, creating favorable conditions for further symbol synchronization localization.

[0104] Step S204: Scan the bitstream of the noise reduction pulse sequence and match it with the preset frame start synchronization byte combination;

[0105] Considering that most typical frame formats in air traffic management scenarios adopt a design approach of carrying control fields in a fixed-length header, a unique and stable double-byte pattern such as 0x8D and 0x8E can be selected as the matching template.

[0106] It should be noted that this dual confirmation mechanism helps reduce the probability of misjudgment, and can maintain a certain level of robustness, especially in the face of sudden strong interference or error environments.

[0107] Step S205: When two consecutive bytes are detected to match the synchronization byte combination, locate the start position of the frame header;

[0108] Specifically, a sliding window traversal strategy is adopted. Once two adjacent bytes are found to completely match the expected pattern, the current position is immediately marked as a candidate region for the suspected frame start point.

[0109] Step S206: Extract the subsequent byte sequence based on the start position of the frame header to obtain the complete signal frame.

[0110] Once the frame start address is successfully locked, the memory offset of the rest of the frame can be deduced, and all remaining bytes can be read sequentially to form a complete protocol packet entity.

[0111] The above implementation achieves accurate capture and structured parsing of broadcast messages from low-altitude flight platforms in complex electromagnetic environments. Through reasonable selection and optimized configuration of key component parameters, not only are the system's real-time response capabilities and stability indicators significantly improved, but the practical needs of hardware cost control are also taken into account, demonstrating promising prospects for industrialization.

[0112] Reference Figure 3 As one implementation of step S103, the steps of parsing the frame structure of the signal frame, determining the encryption mode based on the frame header identifier, calling the corresponding decryption algorithm, and outputting flight data containing identity code, position coordinates, and flight parameters include:

[0113] Step S301: Identify the frame header structure of the signal frame and determine the encryption mode based on the encryption class identifier in the frame header structure;

[0114] Specifically, the system needs to perform preliminary parsing of the preprocessed binary signal frame stream received from the air link to extract frame header information with a fixed format definition. The frame header is usually located at the beginning of each frame and contains several functional fields, such as the synchronization byte, frame type ID, and encryption mode flag.

[0115] Among them, the synchronization byte is used by the receiving end to quickly locate the frame boundary and establish the correct bit alignment relationship. Common values ​​are such as 0x8D or 0x8E. The category identifier is used to distinguish frame types for different purposes, such as aircraft identification frame (used to broadcast its own identity information), position frame (used to report the current position status), or surface position frame (used for ground station interaction). These different frames will be guided to different service processing paths in the subsequent data parsing process.

[0116] More importantly, the encryption mode identifier acts as a control flag, determining whether the decryption module should be activated and its specific encryption / decryption strategy. If the identifier shows "unencrypted" or "statically encrypted," the complex decryption process can be skipped, and the plaintext reading stage can be entered directly. Conversely, if it is marked as "dynamically encrypted," it indicates that the current frame uses a high-strength encryption method driven by time variations or random factors, and a dedicated decryption engine must be called to recover the payload content.

[0117] Step S302: When the encryption class identifier in the frame header structure indicates dynamic encryption mode, the 128-bit layered decryption algorithm is invoked to perform decryption operation on the frame data field.

[0118] Dynamic encryption means that each transmitted frame may use a different key sequence or transformation rule to protect the data content. This mechanism greatly enhances the resistance to interception, but it also increases the difficulty for the receiver to correctly interpret the data. The 128-bit layered decryption algorithm is a multi-level nested decryption architecture. Its core idea is to divide different fields into several levels according to their importance or sensitivity, and apply different decryption strengths and techniques at each level.

[0119] For example, for critical parameters related to flight trajectory (such as latitude, longitude, and altitude), the AES-128 standard might be used for the first round of basic decryption; while for secondary auxiliary information (such as equipment model codes), lightweight substitution or table lookup methods can be used to complete the second round of conversion. This approach ensures both the high confidentiality of critical data and the need for decryption efficiency, achieving an optimal balance in overall decryption performance.

[0120] Step S303: Extract the control code and flight parameters from the frame data fields;

[0121] Specifically, two main components were accurately separated from the decrypted payload: first, the "control code" field, representing the target aircraft's unique identity and related management information; and second, the core telemetry data set carrying its real-time operational status, namely, the "flight parameters." The control code is often a compact field, short in length but with extremely high information density. It may contain compressed identification numbers or other organizational affiliation information, and requires subsequent reverse expansion to obtain its complete semantic meaning. In contrast, the "flight parameters" field is relatively large and structurally complex, generally covering multiple dimensions of spatial motion indicators such as longitude, latitude, altitude, ground speed, and heading angle. These together constitute the basic set of elements describing the aircraft's three-dimensional spatial behavior.

[0122] Step S304: Perform a reverse compression operation of dynamic secondary encoding on the decrypted control code to restore the identity code, country / region code and aircraft type code;

[0123] Specifically, the inverse compression operation of dynamic secondary coding is an efficient compression method implemented by the transmitter during the packetization stage to save wireless channel bandwidth resources. During compression, a hash function is used to map the complete identity string into a very short code. Although tiny, this super-short code retains sufficient identification capability for the receiver to find the corresponding real identity record. Therefore, the receiver must perform an inverse compression process, that is, re-enter this compressed control code into a pre-built hash mapping table to find a matching complete identity identifier.

[0124] This complete identifier consists of three parts arranged in a predetermined order: first, the country / region code; second, the technical classification code reflecting the aircraft type; and finally, the nameplate number that distinguishes each individual. These three sub-items are linked together to form a globally unique identity chain, which can be used for subsequent identity authentication, access control, and traceability.

[0125] Step S305: Perform uncorrected plaintext decoding on the decrypted flight parameters and output the position coordinates, true altitude and airspeed data;

[0126] Plain text refers to a standard numerical representation without additional error correction or perturbation mechanisms, while "uncorrected" emphasizes that no advanced processing such as additional position drift compensation, atmospheric pressure correction, or GPS differential calibration is involved. In other words, the decoding process only parses the raw byte data in the flight parameter field into usable position coordinates (such as latitude and longitude in the WGS84 coordinate system), absolute altitude relative to sea level (True Altitude), and True Airspeed (TAS), etc., according to a specified format. Nevertheless, because the raw data may contain certain quantization errors or bit order misalignments, it is still necessary to reasonably set the floating-point precision range, sign extension rules, and endianness arrangement based on the context to avoid misjudging the flight situation due to misunderstanding.

[0127] Step S306: Integrate the identification code, country / region code, aircraft type code, location coordinates, true altitude and airspeed data to generate flight data.

[0128] This flight data not only covers the aircraft's basic identity attributes (such as identification code, country / region code, and aircraft type code), but also includes its real-time dynamic behavioral characteristics (such as position coordinates, actual altitude, and airspeed), achieving a successful transformation from a pure digital bit stream to a structured entity at the business level. Such flight data can serve as a core input source for real-time monitoring platforms, be archived and stored long-term for historical data analysis tools, and even be submitted as evidence to relevant departments for filing and review.

[0129] In addition, considering the potential needs of various application scenarios in the future, the flight data can also be supplemented with timestamp tags, source identifiers and other metadata fields to better support cross-system collaboration and multi-party sharing and exchange.

[0130] In the above embodiments, a comprehensive and in-depth structured analysis of low-altitude aircraft signal frames is performed. Combined with a flexible and efficient encryption and identification mechanism and a multi-layered security decryption model, accurate restoration and reliable reassembly of various telemetry data under complex environments are achieved. This technical solution cleverly integrates several key technologies, including hash mapping reverse engineering, layered decryption scheduling, and uncorrected plaintext parsing, significantly improving the robustness and adaptability of the entire system. This allows it to maintain a high parsing success rate and low response latency while facing diverse encryption strategies and high-speed data streams, thus providing solid and reliable data support for the low-altitude airspace management system.

[0131] Reference Figure 4 As one implementation of step S105, the step of constructing a spatiotemporal identification data packet containing a timestamp, location code, identity identifier, and legality label based on flight data and legality verification results includes:

[0132] Step S401: Receive flight data and the corresponding legality verification results;

[0133] Flight data typically includes, but is not limited to, real-time dynamic information such as position coordinates, speed, and altitude. Legality verification, on the other hand, involves a comprehensive comparison of flight plan registration, flight area restrictions, and operator qualification certifications to determine whether the flight activity complies with pre-defined airspace management regulations. Therefore, this step not only establishes the basic input source but also ensures the credibility and security of subsequent processes.

[0134] Step S402: Match the predefined legality identifier encoding rules according to the label type of the legality verification result;

[0135] Here, label type refers to the process of assigning specific marker symbols to different types of legality judgment results. For example, the three states of legality, illegality, and suspicion correspond to different business scenario requirements. The predefined legality identifier encoding rules are a pre-set mapping table used to convert various verification labels into binary codes with fixed length and clear semantics.

[0136] For example, if a flight mission is deemed fully compliant after verification, its legality identifier field should be set to 0x01; if unauthorized operations or violations of no-fly zone regulations are found, it should be set to 0xFF; for situations still in the confirmation stage but without obvious signs of violation, an intermediate state code such as 0xAA should be used. This state coding strategy, based on the state machine concept, helps improve protocol compatibility and facilitates downstream parsing equipment to quickly and accurately distinguish and take appropriate actions.

[0137] Step S403: Extract the position coordinates from the flight data and convert them into latitude and longitude encoded fields in BCD format;

[0138] The system must extract the most critical geographic location information, namely longitude and latitude values, from the complex flight data stream and compress and encode them according to internationally accepted standards. Specifically, the original floating-point geographic coordinate values ​​are first multiplied by 10^6 and then rounded to the nearest integer, thus retaining six decimal places while quantizing them into integer numbers. These integers are then further decomposed into four-byte BCD (Binary-Coded Decimal) codes. BCD is a special binary encoding method that uses four bits to represent a decimal digit character, so each byte can only store two digits. Although this method sacrifices some space efficiency, it significantly enhances the readability of human-computer interaction and cross-platform consistency.

[0139] For example, if the longitude measured at a certain moment is 116.397245°E, the calculation process is as follows: 116397245 → split into four groups of two-digit decimal numbers (11, 63, 97, 24) → converted into their respective BCD code sequences (0001 0001, 0110 0011, 1001 0111, 0010 0100), and so on to complete the same transformation of the latitude part. This encoding method effectively solves the problem of efficient and reliable transmission of high-precision geographic positioning information at the network layer.

[0140] Step S404: Obtain the current system timestamp and generate a 4-byte UTC time encoding field;

[0141] To meet the requirement of a globally unified time reference, Coordinated Universal Time (UTC) can be selected as the time reference system. In practice, complete timestamp information, including the year, month, date, hour, minute, and second, is typically collected using a built-in GPS module or other high-precision time synchronization device. This information is then concatenated into a continuous string according to the standard YYMMDDHHMMSS sequence. The BCD encoding principle is then applied to convert each decimal digit into its corresponding four-bit binary representation, forming a compact twelve-character time identifier. However, due to the limitation of a total capacity of only four bytes, truncation is necessary, retaining only the most essential parts (such as removing the century digit or omitting the second unit) to adapt to the target frame structure constraints. This approach balances timeliness and clock synchronization, enabling remote monitoring centers to accurately reconstruct the precise time of any flight event.

[0142] Step S405: Extract the 6-byte identity code field bound to the registration based on the identity identifier in the flight data;

[0143] In this system, modern drone regulatory systems generally implement a real-name registration system, assigning each registered drone a unique identification number and creating a linked database record of user information. During this process, the system queries a local or cloud-stored identity mapping table based on the received identification identifier to retrieve the corresponding official registration code. Considering limited network bandwidth resources and the need to improve parsing speed, this registration code needs to be optimized and compressed to exactly six bytes, possibly through methods such as removing redundant prefixes and shortening check bits. This allows for rapid identification of the specific flying entity even in complex and ever-changing urban environments, significantly enhancing air traffic management and accident tracing capabilities.

[0144] Step S406: Encapsulate the legality identifier encoding rule, latitude and longitude encoding field, time encoding field and identity encoding field into data units in a preset order;

[0145] This step marks the beginning of the transformation from previously scattered and independent information fragments into a standardized communication payload. The "pre-defined order" refers to the pre-agreed field arrangement, such as: time encoding field (occupying the first 4 bytes), followed by latitude and longitude encoding field (occupying 8 bytes in total, with the first half storing longitude information and the second half latitude), then identity encoding field (6 bytes long), and finally the legitimacy identifier field (single-byte ending). This hierarchical and clearly defined data organization helps reduce the decoding difficulty for the receiver and avoids information misinterpretation due to misreading.

[0146] In addition, all fields follow the Big Endian convention, meaning that the most significant byte is located at a lower memory address, which ensures good interoperability between processors with different architectures.

[0147] Step S407: Add the airspeed value field and frame check code to construct the spatiotemporal identifier data packet.

[0148] In this step, in addition to continuing to fill in the velocity indicators reflecting the aircraft's motion status (generally expressed as a two-byte integer representing the current airspeed value), the more important aspect is the introduction of an error detection mechanism, namely the Frame Check Sequence (FCS) algorithm. FCS often employs Cyclic Redundancy Check (CRC) technology, generating a set of characteristic digest values ​​by performing polynomial division on all the aforementioned data content, which are then attached to the end of the message for verification by the recipient. If the CRC value recalculated by the receiving side is inconsistent with that provided by the sending side, it indicates that there may be interference noise in the link causing data distortion, at which point a retransmission request or alarm notification process can be triggered.

[0149] In summary, this complete data packaging process encompasses both static attribute descriptions of the aircraft and its real-time dynamic trajectory tracking function. It fully integrates four key elements: spatial location, timestamps, identity attribution, and safety compliance, achieving efficient and accurate identification and control in low-altitude intelligent connected flight environments.

[0150] The above implementation achieves fully automated processing from raw sensor signal acquisition to standardized message output; relying on strict field arrangement specifications and mature and reliable encoding conversion technology, it significantly improves the level of interconnection and interoperability between heterogeneous systems; and with a complete verification feedback closed-loop design, it greatly enhances the robustness and anti-interference performance of the overall communication link, providing solid technical support for the construction of future urban air traffic management systems.

[0151] Reference Figure 5 As one implementation of step S106, the step of processing spatiotemporal identifier data packets through the airspace status analysis engine to generate conflict warning markers and airspace compliance status includes:

[0152] Step S501: Receive the spatiotemporal identifier data packet and extract the location code, identity identifier, legality label and timestamp fields from it;

[0153] Step S502: Convert the position code into decimal latitude and longitude coordinates, and combine it with the timestamp to construct the dynamic trajectory sequence of the aircraft;

[0154] Specifically, dividing the longitude and latitude values ​​represented in BCD (Binary-Coded Decimal) format by 10^6 converts them back to their actual decimal values. For example, if an aircraft's position code includes the longitude field 12345678, it translates to 123.45678°E in decimal. This standardization process not only unifies the representation of data from different sources but also lays the foundation for subsequent spatial geometric calculations. Subsequently, combined with the corresponding timestamps, a set of two-dimensional or multi-dimensional coordinate sequences with time attributes can be formed, the so-called "dynamic trajectory sequence." This sequence reflects the trend of the target aircraft's movement path over a period of time and is an important reference for judging its future movements.

[0155] Step S503: Match the electronic fence database in real time and determine whether the decimal latitude and longitude coordinates fall within the no-fly zone or height restriction zone, and generate an airspace compliance status mark.

[0156] In this process, the electronic fence is modeled as a series of closed polygonal regions composed of multiple vertices, with a clearly defined upper limit parameter for height. To accurately determine whether a given point is located inside a complex shape, the classic ray casting algorithm is used. The basic idea of ​​this method is to draw an infinitely long straight line from the point to be measured in any direction and count the number of times this line crosses the fence boundary line. If the number of intersections is odd, it indicates that the point is inside the area; otherwise, it is outside. Once an aircraft is detected to have its coordinates inside the no-fly zone, it will be directly marked as a serious violation regardless of its altitude; for height-restricted areas, it is necessary to further compare whether its current flight altitude exceeds a preset threshold before making a final judgment. This dual verification mechanism effectively avoids misjudgments and improves the robustness and accuracy of the system.

[0157] Step S504: Calculate the Euclidean distance between aircraft in the same airspace based on the dynamic trajectory sequence of the aircraft. If the distance is less than a preset safety threshold, generate a conflict warning marker.

[0158] In particular, given the potential for numerous small aircraft operating concurrently in low-altitude environments, an efficient collision warning model is essential to prevent mid-air collisions. One approach involves introducing a three-dimensional Euclidean distance formula. By continuously monitoring the relative distances between all active aircraft and setting a reasonable minimum safe separation threshold (e.g., 50 meters), a collision warning signal is immediately triggered when the instantaneous distance between any two aircraft falls below this standard. This method considers both the impact of horizontal projection distance and potential vertical approach threats, providing a comprehensive safety protection measure covering the entire space domain.

[0159] Step S505: Associate the legality label with the airspace compliance status mark, and output a risk analysis result set containing conflict warning mark, airspace compliance status and identity identifier.

[0160] According to a predefined set of rules, if an aircraft's identity verification tag shows an illegal status, it should be classified into the highest priority risk category regardless of other conditions. If it only exhibits minor transgressions but its identity is legal, it should be assessed as a medium-level concern. When there is a clear indication of approaching danger accompanied by suspicious identity characteristics, it is necessary to activate emergency response procedures for special monitoring. Furthermore, for individuals identified as high-risk or illegal, their IDs can be fed back to the front-end radio frequency receiving module, guiding it to adjust its receiving sensitivity configuration to enhance its ability to capture such signal sources, thereby assisting relevant departments in conducting deeper behavioral tracing.

[0161] The above implementation method establishes an intelligent monitoring system for the entire process of low-altitude aircraft airspace activities. It goes beyond static map-based geofencing checks, extending to a multi-dimensional interactive safety management framework based on real-time dynamic trajectory prediction. Through multi-level, cross-domain deep integration processing strategies, it significantly improves the existing air traffic control system's ability to respond to emergencies, while also enhancing the platform's own adaptive adjustment capabilities, demonstrating good engineering practical value and development prospects.

[0162] Reference Figure 6 As one implementation of step S107, the step of triggering a multi-level risk alarm command and returning a target tracking signal to the radio frequency receiving module based on the airspace compliance status and legality verification results includes:

[0163] Step S601: Receive the airspace compliance status marker and legality verification result;

[0164] Step S602: Based on the predefined risk level mapping table, match the corresponding risk level result according to the status value of the legality verification result;

[0165] The risk level mapping table is a pre-built decision rule table that maps different combinations of legality verification status and airspace compliance status to different risk levels. For example, if the legality verification result is illegal, it is mapped to the highest risk level; if the legality verification result is suspicious and the airspace compliance status is marked as highly non-compliant, it is mapped to a high risk level; if the legality verification result is legal and the airspace compliance status is marked as a no-fly zone intrusion, it is mapped to a medium risk level.

[0166] Understandably, this multi-dimensional cross-judgment mechanism can effectively distinguish different types of potential threats, thereby achieving more refined risk management. This mapping process is essentially a state machine-driven classification strategy that, based on a pre-defined security strategy model, performs qualitative analysis of the aircraft's behavior to ensure that alarm responses are targeted and hierarchical.

[0167] Step S603: Combine the risk level results and the violation type marked by the airspace compliance status to generate a risk control signal carrying an identity identifier and an alarm command level.

[0168] After determining the risk level, the system needs to not only identify the aircraft's risk level but also combine it with the specific type of violation to generate a control signal with clear operational guidelines. This signal includes not only the alarm command level but also the aircraft's identification identifier (such as ICAO address code, flight number, or other unique identifier) ​​to facilitate subsequent tracking and handling.

[0169] For example, if an aircraft is deemed high-risk and its violation type is "flying off-course," the generated control signal will explicitly instruct the activation of the tower's real-time tracking window, rather than simply remaining at the alarm level. This structured signal format facilitates rapid parsing and execution of corresponding safety measures by downstream modules, improving the overall system's response efficiency and consistency.

[0170] Step S604: Adjust the signal acquisition parameters of the radio frequency receiving module based on the alarm command level;

[0171] Different risk levels correspond to different monitoring intensity requirements: when the alarm command level is the highest risk, the radio frequency receiving module is configured to directionally enhance the signal reception gain of the 1090MHz band to improve the sensitivity and stability of the aircraft's communication signals; when the alarm command level is medium risk, the radio frequency receiving module is configured to simultaneously monitor the 978MHz and 1090MHz dual-band signals to cover more potential communication protocols and prevent the target aircraft from evading monitoring by switching frequency bands.

[0172] In this embodiment, the radio frequency receiving module serves as the sensing front end, and the dynamic adjustment of its parameters directly affects the accuracy and timeliness of subsequent tracking, making it a crucial step in achieving precise monitoring. This step relies on digital signal processing (DSP) technology and software-defined radio (SDR) architecture, enabling the system to flexibly adapt to different monitoring needs without replacing hardware.

[0173] Step S605: Return the parameter configuration command carrying the target identifier to the radio frequency receiving module.

[0174] At this stage, the system encapsulates the target identifier and related parameter configuration information extracted from the previously generated risk control signal into a configuration command and sends it back to the radio frequency receiving module, guiding it to perform signal acquisition tasks according to specified parameters such as frequency, gain, and monitoring mode. This approach not only improves the targeting of signal acquisition but also enhances the ability to continuously track specific aircraft.

[0175] For example, if an aircraft has been marked as a high-risk object, the radio frequency receiving module will continuously focus on the signal characteristics of the target after receiving the configuration command, reducing interference from other irrelevant signals, thereby improving tracking accuracy and stability.

[0176] In the above implementation, multi-level analysis is performed on the received airspace compliance status markers and legality verification results to construct a complete risk assessment and response mechanism, achieving full-process automation and intelligence from data collection, risk determination, alarm triggering to signal tracking. This technical solution not only improves the real-time performance and accuracy of low-altitude aircraft monitoring but also provides reliable data support and technical assurance for subsequent emergency response, demonstrating promising application prospects and widespread value.

[0177] This application also discloses a low-altitude aircraft information identification and monitoring system.

[0178] A low-altitude aircraft information identification and monitoring system, the system comprising:

[0179] The radio frequency configuration module is used to configure the radio frequency receiving module to capture aircraft broadcast signals in a preset frequency band;

[0180] The signal frame extraction module is used to perform low-pass filtering on the aircraft broadcast signal and detect frame synchronization bytes to extract the signal frame;

[0181] The flight data generation module is used to parse the frame structure of the signal frame, determine the encryption mode based on the frame header identifier, call the corresponding decryption algorithm, and output flight data containing identity code, position coordinates and flight parameters.

[0182] The identity verification module is used to match the identity code with the pre-stored registration database and generate the aircraft's legality verification result;

[0183] The spatiotemporal identifier construction module is used to construct a spatiotemporal identifier data packet containing timestamps, location codes, identity identifiers, and legality labels based on flight data and legality verification results.

[0184] The airspace status analysis module is used to process spatiotemporal identifier data packets through the airspace status analysis engine to generate conflict warning markers and airspace compliance status.

[0185] The risk alarm module is used to trigger multi-level risk alarm commands and return target tracking signals to the radio frequency receiving module based on airspace compliance status and legality verification results.

[0186] The low-altitude aircraft information identification and monitoring system of this application embodiment can implement any of the above-mentioned low-altitude aircraft information identification and monitoring methods, and the specific working process of each module in the low-altitude aircraft information identification and monitoring system can refer to the corresponding process in the above-mentioned method embodiments.

[0187] In the several embodiments provided in this application, it should be understood that the provided methods and systems can be implemented in other ways. For example, the system embodiments described above are merely illustrative; for example, the division of a certain module is merely a logical functional division, and in actual implementation there may be other division methods, such as multiple modules can be combined or integrated into another system, or some features can be ignored or not executed.

[0188] This application also discloses a computer device.

[0189] A computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement a low-altitude aircraft information identification and monitoring method as described above.

[0190] This application also discloses a computer-readable storage medium.

[0191] A computer-readable storage medium storing a computer program that can be loaded by a processor and executed as described above in any of the methods for identifying and monitoring low-altitude aircraft information.

[0192] The computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in connection with an instruction execution system, apparatus, or device; the program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0193] It should be noted that the computer device and storage medium in the embodiments of this application are respectively electronic devices and storage media that apply the above-described low-altitude aircraft information identification and monitoring method. Therefore, all embodiments of the above-described low-altitude aircraft information identification and monitoring method are applicable to the computer device and storage medium, and can achieve the same or similar beneficial effects. For the computer device / storage medium embodiments, since they are basically similar to the method embodiments, the description is relatively simple; relevant details can be found in the descriptions of the method embodiments.

[0194] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0195] Although this application has been described herein in conjunction with various embodiments, those skilled in the art, by reviewing the accompanying drawings, disclosure, and appended claims, will understand and implement other variations of the disclosed embodiments in carrying out the claimed application. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude a plurality. A single processor or other unit can implement several functions listed in the claims. While different dependent claims may recite certain measures, this does not mean that these measures cannot be combined to produce a good effect.

[0196] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Any feature disclosed in this specification (including the abstract and drawings) may be replaced by other equivalent or similar features unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is only one example of a series of equivalent or similar features.

Claims

1. A method for identifying and monitoring information of low-altitude aircraft, characterized in that, The method includes: Configure the radio frequency receiving module to capture aircraft broadcast signals in a preset frequency band; The aircraft broadcast signal is low-pass filtered, and the frame synchronization byte is detected to extract the signal frame; The frame structure of the signal frame is analyzed, the encryption mode is determined according to the frame header identifier, and the corresponding decryption algorithm is called to output flight data containing identity code, position coordinates and flight parameters; The identity code is matched with the pre-stored registration database to generate a verification result of the aircraft's legality. Based on the flight data and the legality verification results, a spatiotemporal identification data packet containing timestamps, location codes, identity identifiers, and legality tags is constructed; The spatiotemporal identifier data packet is processed by the airspace status analysis engine to generate conflict warning markers and airspace compliance status. Based on the airspace compliance status and legality verification results, a multi-level risk alarm command is triggered and the target tracking signal is returned to the radio frequency receiving module.

2. The method for identifying and monitoring information of low-altitude aircraft according to claim 1, characterized in that, The steps of performing low-pass filtering on the aircraft broadcast signal and detecting frame synchronization bytes to extract the signal frame include: Receive the aircraft broadcast signal captured by the radio frequency receiving module; Configure the sampling frequency and cutoff frequency of the low-pass filter according to the preset frequency band identifier; Perform multi-stage low-pass filtering calculations on the aircraft broadcast signal to generate a noise-reduced pulse sequence; Scan the bitstream of the noise reduction pulse sequence and match it with a preset combination of frame start synchronization bytes; When two consecutive bytes are detected to match the synchronization byte combination, the start position of the frame header is located. Extract the subsequent byte sequence from the start position of the frame header to obtain the complete signal frame.

3. The method for identifying and monitoring information of low-altitude aircraft according to claim 2, characterized in that, The steps of parsing the frame structure of the signal frame, determining the encryption mode based on the frame header identifier, calling the corresponding decryption algorithm, and outputting flight data containing identity code, position coordinates, and flight parameters include: Identify the frame header structure of the signal frame, and determine the encryption mode based on the encryption class identifier in the frame header structure; When the encryption class identifier in the frame header structure indicates dynamic encryption mode, the 128-bit layered decryption algorithm is invoked to perform decryption on the frame data field. Extract the control codes and flight parameters from the frame data fields; Perform a dynamic secondary encoding inverse compression operation on the decrypted control code to restore the identity code, country / region code, and aircraft model code; Perform uncorrected plaintext decoding on the decrypted flight parameters and output the position coordinates, true altitude and airspeed data; The flight data is generated by integrating the identity code, country / region code, aircraft type code, location coordinates, true altitude, and airspeed data.

4. The method for identifying and monitoring information of low-altitude aircraft according to claim 3, characterized in that, Based on the flight data and the legitimacy verification results, the steps for constructing a spatiotemporal identification data packet containing a timestamp, location code, identity identifier, and legitimacy label include: Receive flight data and the corresponding legality verification results; Based on the label type of the legality verification result, match the predefined legality identifier encoding rules; Extract the position coordinates from the flight data and convert them into BCD format latitude and longitude encoded fields; Get the current system timestamp and generate a 4-byte UTC time encoding field; Based on the identity identifier in the flight data, extract the 6-byte identity code field bound to the registration; The legality identification encoding rules, latitude and longitude encoding fields, time encoding fields, and identity encoding fields are encapsulated into data units in a preset order; Add an airspeed value field and a frame checksum to construct a spacetime identifier data packet.

5. The method for identifying and monitoring information of low-altitude aircraft according to claim 4, characterized in that, The steps for processing the spatiotemporal identifier data packet through the airspace status analysis engine to generate conflict warning markers and airspace compliance status include: Receive spatiotemporal identification data packets and extract the location code, identity identifier, legality label, and timestamp fields; The location code is converted into decimal latitude and longitude coordinates, and combined with the timestamp to construct the dynamic trajectory sequence of the aircraft. The system matches the electronic fence database in real time and determines whether the decimal latitude and longitude coordinates fall within a no-fly zone or a height-restricted zone, generating an airspace compliance status mark. Based on the dynamic trajectory sequence of the aircraft, the Euclidean distance between aircraft in the same airspace is calculated. If the distance is less than a preset safety threshold, a conflict warning mark is generated. Associate the legality label with the airspace compliance status marker, and output a risk analysis result set that includes conflict warning markers, airspace compliance status, and identity identifiers.

6. A method for identifying and monitoring information of low-altitude aircraft according to any one of claims 1 to 5, characterized in that, The steps for triggering multi-level risk alarm commands and returning target tracking signals to the radio frequency receiving module based on the airspace compliance status and legality verification results include: Receive the airspace compliance status marker and legality verification result; Based on a predefined risk level mapping table, the corresponding risk level result is matched according to the status value of the legality verification result; Based on the risk level results and the violation type marked by the airspace compliance status, a risk control signal carrying an identity identifier and an alarm command level is generated; Based on the alarm command level, adjust the signal acquisition parameters of the radio frequency receiving module; Return the parameter configuration command carrying the target identifier to the RF receiver module.

7. A low-altitude aircraft information identification and monitoring system, characterized in that, The system includes: The radio frequency configuration module is used to configure the radio frequency receiving module to capture aircraft broadcast signals in a preset frequency band; The signal frame extraction module is used to perform low-pass filtering on the aircraft broadcast signal and detect frame synchronization bytes to extract the signal frame; The flight data generation module is used to parse the frame structure of the signal frame, determine the encryption mode according to the frame header identifier and call the corresponding decryption algorithm, and output flight data containing identity code, position coordinates and flight parameters. The identity verification module is used to match the identity code with the pre-stored registration database to generate the legality verification result of the aircraft; The spatiotemporal identifier construction module is used to construct a spatiotemporal identifier data packet containing timestamps, location codes, identity identifiers, and legality tags based on the flight data and the legality verification results. The airspace status analysis module is used to process the spatiotemporal identifier data packet through the airspace status analysis engine to generate conflict warning markers and airspace compliance status. The risk alarm module is used to trigger multi-level risk alarm commands and return target tracking signals to the radio frequency receiving module based on the airspace compliance status and legality verification results.

8. A computer device, characterized in that: It includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the method as claimed in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer program is stored that can be loaded by a processor and executed as described in any one of claims 1 to 6.

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