Low-altitude corridor intelligent management and control method and system

Abstract

A low-altitude corridor intelligent management and control system comprises a three-dimensional grid resource pool construction module and a resource scheduling module, the three-dimensional grid resource pool construction module is used for constructing a three-dimensional dynamic grid resource pool of a low-altitude airspace, dividing the low-altitude airspace into three-dimensional grid units, and associating the three-dimensional grid units with aircraft parameters; the resource scheduling module is internally provided with a resource pointer, the resource pointer is used for scheduling the use right of the three-dimensional grid units of the three-dimensional dynamic grid resource pool; the resource scheduling module is further provided with a first time threshold judgment unit, when a three-dimensional grid unit is in an occupied state and is not used for more than a first time threshold, the three-dimensional grid unit is released as a distributable state through the resource pointer. Through airspace dynamic scheduling, real-time data fusion, intelligent rendering optimization and cross-airspace collaborative mechanism, the present application effectively solves the problems of low airspace utilization, scheduling lag, insufficient visualization efficiency and the like in the prior art.

Description

A method and system for intelligent control of low-altitude corridors Technical Field

[0001] This invention relates to the fields of aircraft airspace resource management and digital twin dynamic rendering visualization technology, and particularly to a method and system for intelligent control of low-altitude corridors. Background Technology

[0002] With the rapid development of the low-altitude economy, the application scenarios of low-altitude aircraft such as drones and light aircraft are becoming increasingly widespread, significantly increasing the demand for refined management and control of low-altitude airspace resources. Existing low-altitude airspace management technologies mostly adopt static altitude layer division and fixed airspace allocation models, which have the following problems:

[0003] First, airspace resource utilization is low: the traditional mechanism of binding fixed altitude layers with speed cannot dynamically adapt to the real-time speed changes of aircraft, resulting in long-term occupation of zombie airspace and frequent cross-layer conflict risks, especially in high-density flight scenarios where resources are wasted seriously.

[0004] Secondly, the dynamic scheduling response is lagging: lacking a dynamic adjustment strategy for airspace resources, when the aircraft speed deviates from the preset range, the altitude layer switching relies on manual intervention, which can easily lead to trajectory intersection conflicts.

[0005] Third, the visualization efficiency of digital twins is insufficient: existing digital twin platforms mostly adopt a single-precision rendering mode, and fail to achieve intelligent switching between lightweight rendering and high-precision models for close-up / high-speed targets, resulting in excessive hardware load or insufficient image precision.

[0006] Therefore, the existing technology has problems and needs further improvement and development. Summary of the Invention

[0007] (I) Purpose of the invention: In order to solve the problems existing in the prior art, the purpose of the present invention is to provide a method and system for intelligent control of low-altitude corridors.

[0008] (II) Technical Solution: To solve the above-mentioned technical problems, this technical solution provides an intelligent management and control method for low-altitude corridors, including the following steps:

[0009] A three-dimensional dynamic grid resource pool for low-altitude airspace is constructed, and the low-altitude airspace is divided into three-dimensional grid cells, wherein the three-dimensional grid cells are associated with the aircraft parameters of the aircraft occupying them;

[0010] The resource pointer is used to schedule the usage rights of the three-dimensional mesh cells in the three-dimensional dynamic mesh resource pool. The usage rights include an allocable state and an occupied state. When a three-dimensional mesh cell is in the occupied state and has not been used for more than a first time threshold, the resource pointer releases the three-dimensional mesh cell into an allocable state.

[0011] The aforementioned intelligent control method for low-altitude corridors involves real-time acquisition of the aircraft's three-dimensional coordinates, observed real-time geometric dimensions, and relative distance between the base station and the aircraft using radar and optical sensors at the base station, thereby constructing the aircraft's dynamic parameters. The three-dimensional coordinates refer to longitude, latitude, and altitude in a geographic spatial coordinate system. The aircraft's dynamic parameters include real-time speed and rate of change of position.

[0012] The aforementioned intelligent management and control method for low-altitude corridors includes converting the three-dimensional coordinates of an aircraft into two-dimensional viewport plane coordinates based on the viewport parameters of a digital twin platform. These two-dimensional viewport plane coordinates are used for the visualization rendering and conflict warning interface display of the digital twin platform. The viewport parameters include the field of view of the virtual camera of the digital twin platform, the virtual optical focal length controlling the scaling of the three-dimensional scene, the viewport resolution, and the hardware pixel density of the physical large screen.

[0013] The intelligent control method for low-altitude corridors, wherein the digital twin platform calculates the physical projection area of ​​the aircraft; when the physical projection area is less than 10 square meters, it triggers lightweight rendering of the surface texture; when the physical projection area is greater than or equal to 10 square meters, it switches to high-precision model rendering.

[0014] The aforementioned intelligent control method for low-altitude corridors includes a three-dimensional dynamic grid resource pool with six preset height layers at 50-meter intervals, each layer corresponding to a set speed range. When the real-time speed of the aircraft deviates from the current speed range by ±20%, a layer adjustment is triggered, marking the three-dimensional grid cell where the aircraft is currently located as a conflict warning grid. The control system queries whether there are continuous available three-dimensional grid cells in the target layer where the aircraft's real-time speed is located. If there are available three-dimensional grid cells, an altitude adjustment command is sent to the aircraft, releasing the conflict warning grid into an allocable state.

[0015] The low-altitude corridor intelligent control method is described in which the target layer where the real-time speed of the aircraft is located does not have continuously available three-dimensional grid cells. A continuous grid spanning three altitude layers is temporarily opened in the three-dimensional grid cells as a vertical avoidance channel, so that the aircraft can avoid obstacles through vertical intervals greater than 50 meters.

[0016] The low-altitude corridor intelligent management and control method, wherein each three-dimensional grid cell of the three-dimensional dynamic grid resource pool is preset with an initial release time threshold, and the resource pointer release strategy is associated with the speed range of the altitude layer: when the actual speed of the aircraft at a certain altitude layer is lower than 80% of the lower limit of the speed range of that layer for 5 seconds, the resource pointer shortens the initial release time threshold of the three-dimensional grid cell occupied by the aircraft by 50%; when the actual speed is higher than 120% of the upper limit of the range, it is extended to twice the initial threshold.

[0017] The intelligent control method for low-altitude corridors, wherein the rendering strategy of the digital twin platform dynamically adjusts the accuracy based on the speed range of the altitude layer: when the aircraft is at the bottom layer (0-50 km / h), lightweight rendering with patch mapping is enabled, and the texture resolution is reduced to 512×512; when the aircraft is at the top layer (150-200 km / h), the rendering automatically switches to high-precision model rendering and the light and shadow sampling rate is increased to 16x anti-aliasing; when the aircraft is in the middle layer (50-150 km / h), the rendering transitions between the two modes according to the real-time speed fluctuations of the aircraft.

[0018] The low-altitude corridor intelligent management method described above uses a speed-rendering parameter mapping table to dynamically switch between lightweight surface texture rendering and high-precision model rendering in the middle speed range of the speed layer. The rendering parameters of the bottom and top layers of the speed layer are used as two endpoint reference values. The texture resolution within the corresponding range of the middle speed of the speed layer is calculated by a linear formula. If the real-time speed fluctuation of the aircraft causes the computational load to exceed the GPU threshold, the digital twin platform will temporarily reduce the texture resolution by 20%.

[0019] The intelligent management and control method for low-altitude corridors, wherein the accuracy of the three-dimensional grid cells in the three-dimensional dynamic grid resource pool is linked to the aircraft type: when the aircraft type is a micro UAV with a takeoff weight of <2kg, the length, width, and height dimensions of the three-dimensional grid cells are automatically reduced to 20m×20m×10m, and high-density grid division is enabled; when the aircraft type is a cargo helicopter with a takeoff weight of ≥500kg, the length, width, and height dimensions of the three-dimensional grid cells are expanded to 100m×100m×50m, and a 10% buffer space is reserved between adjacent three-dimensional grid cells.

[0020] The aforementioned intelligent control method for low-altitude corridors includes the following: for every 20 km / h increase in the speed of the aircraft, the number of triangles in the three-dimensional model of the aircraft increases by 10% for every 20 km / h increase; the texture compression rate is 80% at low speeds, and decreases by 10% for every 20 km / h increase; the light and shadow sampling rate is 4x at low speeds, and increases by 10% for every 20 km / h increase.

[0021] The aforementioned intelligent management and control method for low-altitude corridors includes a method where, when the base station collects dynamic parameters of the aircraft, it determines building occlusion using an altitude difference threshold algorithm: based on a preset virtual altitude threshold for the connection between the base station and the aircraft, the altitude of the highest point of the building below the flight path is obtained in real time; if the altitude of the highest point of the building is greater than the virtual altitude threshold, occlusion is determined, the three-dimensional coordinates are corrected to the virtual anchor point position of the top edge of the building, and a semi-transparent ghost mark is displayed at the original positioning point to indicate the occlusion status; if the altitude of the highest point of the building is less than or equal to the virtual altitude threshold, no occlusion is determined, and the original three-dimensional coordinates are maintained.

[0022] A low-altitude corridor intelligent management and control system includes a three-dimensional grid resource pool construction module and a resource scheduling module.

[0023] The three-dimensional mesh resource pool construction module is used to construct a three-dimensional dynamic mesh resource pool for low-altitude airspace, divide the low-altitude airspace into three-dimensional mesh units, and associate the three-dimensional mesh units with aircraft parameters;

[0024] The resource scheduling module has a built-in resource pointer, which is used to schedule the usage rights of the three-dimensional mesh units in the three-dimensional dynamic mesh resource pool. The usage rights include an allocable state and an occupied state. The resource scheduling module is also configured with a first time threshold judgment unit. When a three-dimensional mesh unit is in an occupied state and has not been used for more than the first time threshold, the three-dimensional mesh unit is released to an allocable state through the resource pointer.

[0025] The aforementioned intelligent control system for low-altitude corridors also includes a data acquisition module and a dynamic parameter construction module.

[0026] The data acquisition module includes radar and optical sensors deployed at the base station, used to acquire the three-dimensional coordinates of the aircraft, observe the real-time geometric dimensions of the aircraft, and the relative distance between the base station and the aircraft in real time; the three-dimensional coordinates are longitude, latitude, and altitude in a geographic spatial coordinate system;

[0027] The dynamic parameter construction module is connected to the data acquisition module and is used to calculate and construct the dynamic parameters of the aircraft based on the acquired three-dimensional coordinates, geometric dimensions and relative distances. The dynamic parameters include real-time velocity and rate of change of position.

[0028] The three-dimensional mesh resource pool construction module is connected to the dynamic parameter construction module and is used to associate the dynamic parameters of the aircraft with the corresponding three-dimensional mesh cells.

[0029] (III) Beneficial Effects: The intelligent management and control method and system for low-altitude corridors provided by this invention effectively solves the problems of low airspace utilization, scheduling lag, and insufficient visualization efficiency in the existing technology through dynamic airspace scheduling, real-time data fusion, intelligent rendering optimization, and cross-airspace collaboration mechanism, providing technical support for the safe and efficient operation of low-altitude corridors. Attached Figure Description

[0030] Figure 1 is a schematic diagram of the steps of a low-altitude corridor intelligent management and control method according to the present invention;

[0031] Figure 2 is a schematic diagram of the structure of a low-altitude corridor intelligent control system according to the present invention;

[0032] Figure 3 illustrates a rendering mode decision-making strategy in the rendering stage of a digital twin platform within a low-altitude corridor intelligent control system and method according to the present invention. Detailed Implementation

[0033] The present invention will be further described in detail below with reference to preferred embodiments. More details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention can obviously be implemented in many other ways different from those described herein. Those skilled in the art can make similar extensions and derivations based on actual application situations without departing from the spirit of the present invention. Therefore, the scope of protection of the present invention should not be limited by the content of this specific embodiment.

[0034] The accompanying drawings are schematic diagrams of embodiments of the present invention. It should be noted that these drawings are for illustrative purposes only and are not drawn to scale, and should not be construed as limiting the actual scope of protection of the present invention.

[0035] A low-altitude corridor intelligent management and control system, as shown in Figure 2, includes a three-dimensional grid resource pool construction module, a resource scheduling module, a data acquisition module, and a dynamic parameter construction module.

[0036] The three-dimensional mesh resource pool construction module is used to construct a three-dimensional dynamic mesh resource pool for low-altitude airspace, dividing the low-altitude airspace into three-dimensional mesh units. Each three-dimensional mesh unit is associated with the aircraft parameters of the occupied aircraft. The resource scheduling module has a built-in resource pointer, which is used to schedule the usage rights of the three-dimensional mesh units in the three-dimensional dynamic mesh resource pool. These usage rights include an allocable state and an occupied state. The resource scheduling module is also configured with a first time threshold judgment unit. When the first time threshold judgment unit determines that a three-dimensional mesh unit is in an occupied state and has not been used for more than a first time threshold, it releases the three-dimensional mesh unit to an allocable state through the resource pointer.

[0037] The data acquisition module includes radar and optical sensors deployed at the base station. The module is used to acquire the three-dimensional coordinates of the aircraft, observe the real-time geometric dimensions of the aircraft, and the relative distance between the base station and the aircraft in real time. The three-dimensional coordinates are longitude, latitude, and altitude in a geographic spatial coordinate system.

[0038] The dynamic parameter construction module, connected to the data acquisition module, is used to calculate and construct the aircraft's dynamic parameters based on the aircraft's three-dimensional coordinates acquired by the data acquisition module, the observed real-time geometric dimensions of the aircraft, and the relative distance between the base station and the aircraft. The dynamic parameters include real-time velocity and rate of position change. The three-dimensional mesh resource pool construction module, connected to the dynamic parameter construction module, is used to associate the aircraft's dynamic parameters with corresponding three-dimensional mesh cells.

[0039] A method for intelligent management and control of low-altitude corridors, as shown in Figure 1, includes the following steps:

[0040] First, a three-dimensional dynamic grid resource pool for low-altitude airspace is constructed, and the low-altitude airspace is divided into three-dimensional grid units, which are associated with aircraft parameters.

[0041] Secondly, the resource pointer is used to schedule the usage rights of the three-dimensional mesh units in the three-dimensional dynamic mesh resource pool. The usage rights include an allocable state and an occupied state. When a three-dimensional mesh unit is in an occupied state and has not been used for more than a first time threshold, the resource pointer releases the three-dimensional mesh unit into an allocable state.

[0042] The intelligent management and control method for low-altitude corridors of the present invention divides the airspace into three-dimensional grid units and allocates the right to use the three-dimensional grid units through resource pointers, thereby solving the technical problems of low airspace resource utilization and long-term occupation of zombie airspace.

[0043] The present invention preferably divides the low-altitude airspace into three-dimensional grid cells in a 2:2:1 ratio, such as 10m×10m×5m, 20m×20m×10m, 50m×50m×25m, and 100m×100m×50m grid cells. These three-dimensional grid cells are associated with aircraft class parameters.

[0044] The invention also includes six height layers spaced 50 meters apart. These six height layers correspond to speed layers within different speed ranges, or they can correspond to six speed layers. The three-dimensional grid unit represents the minimum spatial granularity of the height and speed layers. For example, the bottom speed layer is 0-50 km / h, and the top speed layer is 150-200 km / h.

[0045] Combining the dynamic scheduling requirements of low-altitude corridor control scenarios with the operational characteristics of aircraft, the three-dimensional mesh unit of this invention is associated with aircraft parameters, which include basic aircraft parameters and dynamic aircraft parameters.

[0046] The basic parameters of the aircraft include: aircraft type, speed, weight classification, and mission priority. The aircraft types include: multi-rotor UAVs, fixed-wing UAVs, vertical takeoff and landing (VTOL) UAVs, unmanned helicopters, light sport aircraft (LSAs), autogyros, powered paragliders / delta wings, tethered airships, and emergency rescue UAVs. The aircraft weight classifications include: micro (<2kg), light (2-20kg), small (20-150kg), medium (150-500kg), and large (>500kg). Aircraft are allocated airspace according to mission priority: emergency rescue (highest priority) > logistics transportation > commercial flight > recreational flight; in case of conflict, lower-priority aircraft will actively avoid collisions.

[0047] The dynamic parameters of an aircraft include: heading, the flight direction angle in three-dimensional space, such as heading angle, pitch angle, and roll angle; and real-time altitude, the absolute altitude in the geographic coordinate system.

[0048] The invention links aircraft parameters with three-dimensional mesh cells, enabling precise control of the aircraft's entire lifecycle through these mesh cells. This supports the safe and efficient operation of low-altitude corridors and allows for the division of altitude and velocity layers to be accurate to a vertical scale of 5 meters and a horizontal scale of 10 meters, avoiding the resource waste associated with traditional fixed altitude layers. The altitude and velocity layers of this invention can dynamically adjust their vertical altitude based on aircraft parameters.

[0049] This invention preferably uses radar and optical sensors at a base station to collect the three-dimensional coordinates of the aircraft, observe the real-time geometric dimensions of the aircraft, and the relative distance between the base station and the aircraft in real time, thus constructing the dynamic parameters of the aircraft. The three-dimensional coordinates refer to longitude, latitude, and altitude in a geographic spatial coordinate system, and the dynamic parameters of the aircraft include real-time speed, rate of change of position, etc. The base station in this invention is preferably a 5G-A (5G-Advanced) sensing base station, integrating millimeter-wave radar, radar-visual linkage, TDOA positioning, and other technologies to achieve dual functions of communication and airspace awareness.

[0050] This invention's intelligent low-altitude corridor management method also incorporates a digital twin platform within the management system. This platform, through 3D dynamic mesh modeling and rendering, decomposes the low-altitude airspace into 10m × 10m × 5m 3D mesh units, fusing radar, optical sensor, and aircraft status data in real time, along with the 3D modeling and rendering of the aircraft, to achieve integrated visualization of airspace, aircraft, and environment. Management personnel can intuitively grasp the aircraft distribution and resource occupancy status of each mesh, achieving full-domain dynamic visualization and multi-source data fusion, reducing the latency of multi-source data fusion from 500ms to 50ms. The digital twin platform significantly improves the frequency of dynamic updates and visualization of the real-time status of the low-altitude airspace.

[0051] The digital twin platform of this invention converts the three-dimensional coordinates of an aircraft into two-dimensional viewport plane coordinates through viewport parameters: by using the parameters of the viewport camera of the digital twin platform and the dynamic parameters of the aircraft, the three-dimensional coordinates of the aircraft are sequentially converted into camera coordinates, clipping coordinates, and normalized device coordinates, and finally mapped to two-dimensional viewport plane coordinates. This is well known to those skilled in the art and will not be elaborated here.

[0052] The viewport parameters include the virtual camera's perspective, the virtual optical focal length controlling the scaling of the 3D scene, the projection matrix, the viewport resolution, and the hardware pixel density of the physical large screen. Coordinate transformation projects the aircraft's 3D coordinates (X, Y, Z) into 2D viewport coordinates (U, V) through the viewport parameters, ensuring the digital twin interface is synchronized with the physical airspace, supporting real-time visualization during situation updates, and achieving precise mapping of 3D airspace data to the 2D control interface. The digital twin platform dynamically selects the Level of Detail (LOD) strategy during rendering based on viewport distance, such as the virtual distance between the aircraft and the control terminal. High-precision model rendering, including textures and lighting, is used for near-field or key targets, while a lightweight surface mapping rendering method is switched for distant or non-critical targets, balancing image accuracy and hardware load. Simultaneously, the viewport parameters enable dynamic allocation of rendering resources within the digital twin platform.

[0053] Typical image rendering typically includes: rendering mode decision, geometry processing stage, rasterization stage, and pixel processing stage. The digital twin platform of this invention dynamically adjusts the rendering mode decision and geometry processing stages of the image rendering process by real-time mapping of the physical spatial domain and the digital interface, i.e., speed-rendering parameter mapping, and by real-time detection of physical spatial domain parameters.

[0054] Rendering mode decisions are executed on the CPU, determining the aircraft's rendering priority based on viewport parameters: high-precision model rendering is triggered when the viewport distance is <500 meters or the target is an emergency rescue aircraft; when the viewport distance is >2 kilometers, it automatically downgrades to patch mapping. Geometric data preparation in the geometry processing stage is executed on the GPU, specifically screen mapping within the geometry processing stage: a projection matrix is ​​used to convert 3D coordinates into 2D viewport coordinates, while simultaneously preserving depth information (Z-values) to provide a foundation for pixel position calculations in the subsequent rasterization stage.

[0055] Preferably, as shown in Figure 3, the rendering mode decision during the rendering stage of the digital twin platform can also use the following strategy: The digital twin platform calculates the physical projection area of ​​the aircraft. When the physical projection area is less than 10 square meters, corresponding to a low-altitude, long-distance small target, such as a small drone, lightweight rendering of the surface texture is triggered; when the physical projection area is greater than or equal to 10 square meters, corresponding to a close-range large aircraft, such as an eVTOL, high-precision model rendering is switched. The physical projection area is the actual projection area of ​​the aircraft on the ground in the physical world. It realizes the scale correlation between digital space and physical space through viewport parameters and is a core quantitative indicator connecting real flight data and digital rendering optimization.

[0056] The method for calculating the physical projected area of ​​an aircraft using the digital twin platform described in this invention comprises the following steps:

[0057]

[0058] The actual cross-sectional area of ​​an aircraft refers to the vertical projected area of ​​the aircraft in the flight direction; the reference distance refers to the preset reference distance, at which point the projected area equals the actual cross-sectional area; the relative distance refers to the real-time straight-line distance between the aircraft and the sensing base station.

[0059] When the aircraft approaches the base station and the relative distance is less than the reference distance, the projected area increases. For example, at a distance of 250 meters, the area increases fourfold, triggering high-precision model rendering. Conversely, when the aircraft approaches the base station, the area shrinks, and lightweight rendering with patch textures is enabled.

[0060] The rendering mode decision of the digital twin platform during the rendering stage can also dynamically adjust the accuracy based on the speed range of the altitude layer: when the aircraft is at the bottom of the altitude layer (0-50km / h), lightweight rendering with patch mapping is enabled, and the texture resolution is reduced to 512×512; when the aircraft is at the top of the altitude layer (150-200km / h), the rendering automatically switches to high-precision model rendering and the light and shadow sampling rate is increased to 16x anti-aliasing; when the aircraft is in the middle of the altitude layer (50-150km / h), the rendering smoothly transitions between the two modes according to the real-time speed fluctuations of the aircraft.

[0061] The rendering mode decision-making process of the digital twin platform during the rendering stage can also dynamically switch between lightweight surface texture rendering and high-precision model rendering by using a speed-rendering parameter mapping table for the mid-level speed range. The rendering parameters for the bottom layer (0-50 km / h) and the top layer (150-200 km / h) of the speed layer are used as two endpoint benchmark values. The texture resolution within the corresponding speed range of the mid-level speed layer is calculated using a linear formula. If the real-time speed fluctuations of the aircraft cause the computational load to exceed the GPU threshold, the digital twin platform temporarily reduces the texture resolution by 20%. This invention uses the speed range as a quantified trigger condition for rendering precision. Low-speed scenes at the bottom layer prioritize smoothness, while high-speed scenes at the top layer ensure detail accuracy. Dynamic transitions in the mid-level layer avoid resource waste, reducing computational resource consumption by 40% compared to single-precision rendering. Based on the logic of dynamically allocating computational resources according to the load, a speed-driven rendering precision and resource pre-allocation linkage mechanism is constructed. This reduces invalid computation while ensuring visual effects, reducing resource consumption in low-speed scenes by 40%, and adapting to the real-time requirements of multi-speed scenes in low-altitude corridors.

[0062] The rendering mode decision in the rendering stage of the digital twin platform may also include: if the speed of the aircraft increases by 20 km / h, the number of triangles in the triangular facets of the three-dimensional model of the aircraft increases by 10% for every 20 km / h increase; the texture compression rate is 80% at low speed, and decreases by 10% for every 20 km / h increase; the light and shadow sampling rate is 4x at low speed, and increases by 10% for every 20 km / h increase.

[0063] When the base station collects dynamic parameters of the aircraft, it determines building occlusion using an altitude difference threshold algorithm: based on a preset virtual altitude threshold for the connection between the base station and the aircraft, it obtains the altitude of the highest point of the building below the flight path in real time; if the altitude of the highest point of the building is greater than the virtual altitude threshold, occlusion is determined, and the three-dimensional coordinates are automatically corrected to the virtual anchor point position of the top edge of the building, and a semi-transparent ghost mark is displayed at the original positioning point to indicate the occlusion status; if the altitude of the highest point of the building is less than or equal to the virtual altitude threshold, no occlusion is determined, the original three-dimensional coordinates are maintained, and the field of view occlusion correction function is realized. The virtual altitude threshold = base station altitude + aircraft relative altitude × 0.8. The value of the virtual altitude threshold described in this invention can be between 50 meters and 300 meters, and is not limited here.

[0064] In a preferred embodiment of the intelligent control method for low-altitude corridors described in this invention, the three-dimensional dynamic grid resource pool further includes a three-dimensional grid cell association mechanism: for each three-dimensional grid cell, a master cell-associative cell mapping list is established, where the master cell is the three-dimensional grid cell actually used in the current airspace, and the associated cells are associated grids in adjacent airspaces that have an interactive visible relationship with the master cell, such as being in the same flight path corridor or overlapping monitoring areas; when the status of an aircraft in the master cell changes, such as speed adjustment or heading change, the status data is automatically synchronized to all associated cells through the association mechanism to ensure the consistency of the real-time status of cross-regional aircraft in the adjacent airspace control system.

[0065] The opening of the vertical avoidance channel described in this invention needs to be combined with a related airspace conflict rehearsal strategy: before temporarily opening a continuous three-dimensional grid cell across different altitude layers, the trajectory data of aircraft in adjacent airspaces are synchronized through related cells, and the trajectory intersection risks that may occur within 10 seconds after the avoidance channel is opened are rehearsed in the digital twin platform; if a new conflict is found in the rehearsal, such as other aircraft entering the avoidance channel, the vertical spacing of the channel is automatically adjusted, which can be increased from 50 meters to 80 meters, or the lateral offset is adjusted to deviate from the original path, and the conflict warning information of the related airspace is resynchronized to the related cells.

[0066] The rendering mode decision of the digital twin platform rendering stage described in this invention may also include supporting cross-airspace association stitching: when the control personnel view the edge airspace, the rendering data of the associated cells of the adjacent airspace is automatically called, and the physically separated three-dimensional mesh cells are stitched into a continuous picture in the viewport, and a semi-transparent transition band is added at the stitching point; at the same time, the aircraft icons of the associated cells adopt a virtual and real dual display mode: the solid icon represents the local airspace aircraft, and the semi-transparent icon represents the associated airspace aircraft, so as to realize the integrated monitoring of cross-regional airspace situation through visual differentiation.

[0067] In a preferred embodiment of the intelligent control method for low-altitude corridors of the present invention, six altitude layers are preset at 50-meter intervals based on the three-dimensional dynamic grid resource pool. Each layer corresponds to a fixed speed range. When the real-time speed of the aircraft deviates from the current speed range by ±20%, a layer adjustment is triggered, and the three-dimensional grid cell where the aircraft is currently located is marked as a conflict warning grid. The control system queries whether there are continuous available three-dimensional grid cells in the target layer where the real-time speed of the aircraft is located. If there are available three-dimensional grid cells, an altitude adjustment command is sent to the aircraft, and the conflict warning grid is released to an allocable state.

[0068] If the target layer where the aircraft's real-time speed is located does not have a continuous available three-dimensional grid cell, a continuous grid spanning three altitude layers is temporarily opened in the three-dimensional grid cell as a vertical avoidance channel, so that the aircraft can avoid the obstacle through a vertical interval greater than 50 meters.

[0069] Each 3D grid cell in the 3D dynamic grid resource pool has a preset initial release time threshold. The resource pointer release strategy is related to the speed range of the altitude layer: when the actual speed of an aircraft at a certain altitude layer is lower than 80% of the lower limit of the speed range for 5 consecutive seconds, the resource pointer shortens the initial release time threshold of the 3D grid cell occupied by the aircraft by 50%; when the actual speed is higher than 120% of the upper limit of the range, it is extended to twice the initial threshold to prioritize the stability of airspace resources for high-speed aircraft. The initial threshold described in this invention can be set to 5~30 seconds.

[0070] The accuracy of the 3D grid cells in the described 3D dynamic grid resource pool is linked to the aircraft type: when the aircraft type is a micro UAV with a takeoff weight < 2kg, the 3D grid cell size automatically shrinks to 20m × 20m × 10m (length × width × height) and high-density grid division is enabled; when the aircraft type is a cargo helicopter with a takeoff weight ≥ 500kg, the 3D grid cell size expands to 100m × 100m × 50m, and a 10% buffer space is reserved between adjacent grids, achieving dynamic adaptation for refined management of small aircraft and efficient passage of large aircraft. The 10% buffer space reserved between adjacent 3D grid cells in the low-altitude corridor management grid resource pool reserves a certain proportion of unoccupied space in the boundary area of ​​each grid cell to avoid object boundary conflicts between adjacent grids and achieve dynamic transitions, such as smooth scheduling when aircraft move across grids, or redundant space for resource adjustments. The buffer space in this invention is essentially a part of the physical size of the grid cell, with the 10% proportion calculated separately for the length, width, and height dimensions of the grid cell, ultimately forming a grid structure of a core effective area and a boundary buffer area.

[0071] A method and system for intelligent management and control of low-altitude corridors solves the problem of long-term resource idleness in traditional static airspace allocation by dividing low-altitude airspace into three-dimensional grid cells associated with aircraft parameters and dynamically releasing "zombie" airspace based on occupancy status and time thresholds. For example, when the aircraft speed is below 80% of the lower limit of the interval, the resource pointer release time is shortened by 50%, significantly improving airspace turnover efficiency. The system also links altitude layers with speed intervals, pre-setting six altitude layers corresponding to different speed intervals. When the aircraft speed deviates by ±20%, layer adjustment is automatically triggered. Combined with continuous available grid queries and vertical avoidance channel opening, dynamic adaptation of airspace resources is achieved, reducing the risk of cross-layer conflicts and improving resource utilization by more than 30% compared to the fixed altitude layer mode.

[0072] A method and system for intelligent management and control of low-altitude corridors optimizes dynamic scheduling response and conflict avoidance capabilities: A real-time parameter-driven adaptive strategy collects dynamic parameters such as the aircraft's three-dimensional coordinates and speed via base stations, and combines this with an altitude difference threshold algorithm to correct positioning deviations caused by building obstruction, ensuring real-time perception of the aircraft's status by the management and control system and reducing response latency from the traditional 500ms to 50ms; An association and conflict pre-simulation mechanism establishes a master cell-associative cell mapping list, synchronizes aircraft status data across airspaces, and pre-simulates trajectory intersection risks within 10 seconds using a digital twin platform before opening a vertical avoidance channel, automatically adjusting vertical intervals or lateral offsets to avoid information asymmetry conflicts in cross-regional collaborative management.

[0073] A method and system for intelligent management and control of low-altitude corridors balances the visualization accuracy of digital twins with hardware load: intelligent switching of dynamic rendering strategies, based on physical projection area, viewport distance, and speed range, achieves adaptive rendering accuracy, reducing computational resource consumption by 40% compared to a single mode, and ensuring smooth visuals in high-density scenes; mid-layer speed-rendering parameter mapping optimization, calculates the mid-layer texture resolution of the height layer from 50-150km / h using a linear formula, and dynamically reduces the resolution by 20% based on GPU load, achieving a balance between resource conservation in low-speed scenes and detail preservation in high-speed scenes, meeting the dual requirements of real-time visualization and hardware performance.

[0074] A method and system for intelligent control of low-altitude corridors, adaptable to the refined control of multiple types of aircraft: by linking grid precision with aircraft type, it achieves differentiated scheduling for refined control of small aircraft and efficient passage of large aircraft, thereby improving adaptability to multiple scenarios.

[0075] In summary, this invention effectively solves the problems of low airspace utilization, scheduling lag, and insufficient visualization efficiency in existing technologies by using dynamic airspace scheduling, real-time data fusion, intelligent rendering optimization, and cross-airspace collaboration mechanisms, providing technical support for the safe and efficient operation of low-altitude corridors.

[0076] The above description illustrates preferred embodiments of the present invention and helps those skilled in the art to more fully understand the technical solution of the present invention. However, these embodiments are merely illustrative and should not be construed as limiting the specific implementation of the present invention to these embodiments. For those skilled in the art, several simple deductions and modifications can be made without departing from the inventive concept, and all such modifications should be considered within the protection scope of the present invention.

Claims

1. A method for intelligent control of low-altitude corridors, characterized in that, The process includes the following steps: constructing a three-dimensional dynamic grid resource pool for low-altitude airspace; dividing the low-altitude airspace into three-dimensional grid units, each grid unit being associated with the aircraft parameters of the aircraft occupying it; pre-setting six altitude layers at 50-meter intervals based on the three-dimensional grid of the three-dimensional dynamic grid resource pool, with each layer corresponding to a fixed speed range; and establishing a master cell-associated cell mapping list for each three-dimensional grid unit, where the master cell is the three-dimensional grid unit actually used in the current airspace, and the associated cells are the associated grids in adjacent airspaces that have an interactive visible relationship with the master cell. The use of resource pointers is used to schedule the usage rights of 3D mesh cells in the 3D dynamic mesh resource pool. These usage rights include allocable and occupied states. Each 3D mesh cell in the 3D dynamic mesh resource pool has a preset initial release time threshold. When a 3D mesh cell is occupied and remains unused for more than the first time threshold, the resource pointer releases the 3D mesh cell to an allocable state. The resource pointer release strategy is related to the speed range of an altitude layer: when the actual speed of an aircraft at a certain altitude layer is continuously below 80% of the lower limit of the speed range for 5 seconds, the resource pointer shortens the initial release time threshold of the 3D mesh cell occupied by the aircraft by 50%; when the actual speed is above 120% of the upper limit of the range... The release time is extended to twice the initial release time threshold. When the real-time speed of the aircraft deviates from the current speed range by ±20%, a layered adjustment is triggered. The target layer where the real-time speed of the aircraft is located does not have continuously available three-dimensional grid cells. A continuous grid spanning three altitude layers is temporarily opened in the three-dimensional grid cells as a vertical avoidance channel, so that the aircraft can avoid the collision through a vertical interval greater than 50 meters. Before temporarily opening a continuous three-dimensional grid cell spanning three altitude layers, the trajectory data of the aircraft in the adjacent airspace is synchronized through the associated cells. The trajectory intersection risk that may occur within 10 seconds after the avoidance channel is activated is re-enacted in the digital twin platform. If a new conflict is found in the re-enactment, the vertical interval or lateral offset of the channel is automatically adjusted, and the data is re-synchronized to the associated cells.

2. The intelligent control method for low-altitude corridors according to claim 1, characterized in that, The three-dimensional coordinates of the aircraft, the real-time geometric dimensions of the aircraft, and the relative distance between the base station and the aircraft are collected in real time by the radar and optical sensors of the base station to construct the dynamic parameters of the aircraft. The three-dimensional coordinates refer to longitude, latitude, and altitude in the geographic spatial coordinate system. The dynamic parameters of the aircraft include real-time speed and rate of change of position.

3. The intelligent control method for low-altitude corridors according to claim 2, characterized in that, Based on the viewport parameters of the digital twin platform, the three-dimensional coordinates of the aircraft are converted into two-dimensional viewport plane coordinates. The two-dimensional viewport plane coordinates are used for the visualization rendering and conflict warning interface display of the digital twin platform. The viewport parameters include the field of view of the virtual camera of the digital twin platform, the virtual optical focal length that controls the scaling of the three-dimensional scene, the viewport resolution, and the hardware pixel density of the physical large screen.

4. The intelligent control method for low-altitude corridors according to claim 3, characterized in that, The digital twin platform calculates the physical projection area of ​​the aircraft. When the physical projection area is less than 10 square meters, it triggers lightweight rendering of the surface texture; when the physical projection area is greater than or equal to 10 square meters, it switches to high-precision model rendering.

5. The intelligent control method for low-altitude corridors according to claim 2, characterized in that, The current three-dimensional grid cell where the aircraft is located is marked as a conflict warning grid. The control system queries whether there are continuous available three-dimensional grid cells in the target layer where the aircraft's real-time speed is located. If there are available three-dimensional grid cells, an altitude adjustment command is sent to the aircraft to release the conflict warning grid into an allocable state.

6. The intelligent control method for low-altitude corridors according to claim 3 or 5, characterized in that, The digital twin platform's rendering strategy dynamically adjusts precision based on the speed range of the altitude layer: when the aircraft is at the bottom of the altitude layer (0-50km / h), lightweight rendering with patch mapping is enabled, and the texture resolution is reduced to 512×512; when the aircraft is at the top of the altitude layer (150-200km / h), rendering automatically switches to high-precision model rendering and the lighting sampling rate is increased to 16x anti-aliasing; when the aircraft is in the middle of the altitude layer (50-150km / h), the rendering transitions between the two modes according to the aircraft's real-time speed fluctuations.

7. The intelligent control method for low-altitude corridors according to claim 5, characterized in that, The middle speed range of the speed layer uses a speed-rendering parameter mapping table to achieve dynamic switching between lightweight rendering of patch textures and high-precision model rendering. The rendering parameters of the bottom and top speed layers of the speed layer are used as two endpoint reference values. The texture resolution within the corresponding speed range of the middle speed layer is calculated by a linear formula. If the real-time speed fluctuation of the aircraft causes the computing load to exceed the GPU threshold, the digital twin platform will temporarily reduce the texture resolution by 20%.

8. The intelligent control method for low-altitude corridors according to claim 2, characterized in that, The accuracy of the three-dimensional grid cells in the three-dimensional dynamic grid resource pool is linked to the aircraft type: when the aircraft type is a micro UAV with a takeoff weight of <2kg, the length, width and height dimensions of the three-dimensional grid cells are automatically reduced to 20m×20m×10m, and high-density grid division is enabled; when the aircraft type is a cargo helicopter with a takeoff weight of ≥500kg, the length, width and height dimensions of the three-dimensional grid cells are expanded to 100m×100m×50m, and a 10% buffer space is reserved between adjacent three-dimensional grid cells.

9. The intelligent control method for low-altitude corridors according to claim 5, characterized in that, For every 20 km / h increase in the aircraft's speed, the number of triangles in the 3D model of the aircraft increases by 10% for every 20 km / h increase; the texture compression rate is 80% at low speeds, and decreases by 10% for every 20 km / h increase; the light and shadow sampling rate is 4x at low speeds, and increases by 10% for every 20 km / h increase.

10. The intelligent control method for low-altitude corridors according to claim 2, characterized in that, When the base station collects the dynamic parameters of the aircraft, it uses a height difference threshold algorithm to determine building obstruction: based on a preset virtual height threshold for the connection between the base station and the aircraft, it obtains the altitude of the highest point of the building below the flight path in real time. If the altitude of the highest point of the building is greater than the virtual height threshold, it is determined that there is occlusion. The three-dimensional coordinates are corrected to the virtual anchor point position of the top edge of the building, and a semi-transparent ghost mark is displayed at the original positioning point to indicate the occlusion status. If the elevation of the highest point of the building is less than or equal to the virtual height threshold, then it is determined to be unobstructed and the original three-dimensional coordinates are maintained.

11. A low-altitude corridor intelligent control system, characterized in that, The system includes a 3D mesh resource pool construction module and a resource scheduling module. The 3D mesh resource pool construction module is used to construct a 3D dynamic mesh resource pool for low-altitude airspace, dividing the low-altitude airspace into 3D mesh units and associating these units with aircraft parameters. Based on the 3D dynamic mesh resource pool, six altitude layers are preset at 50-meter intervals, each corresponding to a fixed speed range. For each 3D mesh unit, a master cell-associated cell mapping list is established, where the master cell is the 3D mesh unit actually used in the current airspace, and the associated cells are associated meshes in adjacent airspaces that have an interactive visibility relationship with the master cell. The resource scheduling module has a built-in resource pointer used to schedule the usage rights of the 3D mesh units in the 3D dynamic mesh resource pool. These usage rights include an allocable state and an occupied state. Each 3D mesh unit in the 3D dynamic mesh resource pool has a preset initial release time threshold. The resource scheduling module is also configured with a first time threshold judgment unit. When a 3D mesh unit is in an occupied state and has not been used for more than the first time threshold, the system will release the resource unit. The pointer releases the three-dimensional grid cell into an allocable state; the resource pointer release strategy is associated with the speed range of the altitude layer: when the actual speed of the aircraft at a certain altitude layer is lower than 80% of the lower limit of the speed range of that altitude layer for 5 consecutive seconds, the resource pointer shortens the initial release time threshold of the three-dimensional grid cell occupied by the aircraft by 50%; when the actual speed is higher than 120% of the upper limit of the range, it is extended to twice the initial release time threshold; when the real-time speed of the aircraft deviates from the current speed range by ±20%, a layer adjustment is triggered. The target layer where the real-time speed of the aircraft is located does not have any continuously available three-dimensional grid cells. A continuous grid spanning 3 altitude layers is temporarily opened in the three-dimensional grid cell as a vertical avoidance channel, so that the aircraft can avoid the collision through a vertical interval greater than 50 meters; before temporarily opening a continuous three-dimensional grid cell spanning 3 altitude layers, the trajectory data of the aircraft in the adjacent airspace is synchronized through the associated cells. The trajectory intersection risk that may occur within 10 seconds after the avoidance channel is opened is rehearsed in the digital twin platform. If a new conflict is found in the rehearsal, the vertical interval or lateral offset of the channel is automatically adjusted and resynchronized to the associated cells.

Images