Anti-collision safety monitoring method and system for low-altitude aircraft

Abstract

The invention provides an anti-collision safety monitoring method and system for a low-altitude aircraft. The method comprises the steps that a safety protection area is determined based on all-line three-dimensional coordinate information of a high-voltage power transmission line; the safety protection area comprises an early warning area and a dangerous area; based on the real-time three-dimensional position information of the low-altitude aircraft and the surrounding obstacle distribution information in combination with the whole-line three-dimensional coordinate information and the safety protection area, constructing a relative position association relationship between the aircraft and the high-voltage transmission line; judging whether the low-altitude aircraft has a collision risk or not based on the relative position association relationship and preset operation track information of the low-altitude aircraft; and if the collision risk exists, triggering a graded anti-collision early warning instruction. The operation safety of the high-voltage power transmission line and the operation safety of the low-altitude aircraft are guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of computer technology, and in particular to a low-altitude aircraft-oriented anti-collision safety monitoring method and system. BACKGROUND

[0002] With the increasing application of low-altitude aircraft in high-voltage transmission line inspection and other scenarios, anti-collision safety monitoring has become a key to ensuring the stable operation of the power system and the safety of the operation. The existing mainstream method is a monitoring method based on fixed base station radar, which core is to arrange fixed radar base stations at key nodes along the high-voltage transmission line, analyze the low-altitude aircraft position information by transmitting and receiving echo signals, and compare it with the preset high-voltage transmission line safety area boundary information to determine whether the aircraft enters the warning area and triggers an alarm.

[0003] However, along the high-voltage transmission line, there are complex terrains such as mountains and gorges, and it is difficult to arrange fixed radar base stations in some areas, forming a monitoring blind area. The detection angle and range of the fixed radar base station are fixed, and the tracking response to the flight attitude change and trajectory deviation of the low-altitude aircraft is lagging behind, and it cannot accurately capture the dynamic relative position relationship between the aircraft and the transmission line. When the aircraft enters the monitoring blind area or has a sudden trajectory deviation, it is easy to cause a collision accident due to untimely warning, which seriously threatens the safe operation of the high-voltage transmission line and the safety of the low-altitude aircraft operation. SUMMARY

[0004] The present application provides a low-altitude aircraft-oriented anti-collision safety monitoring method and system to ensure the safe operation of the high-voltage transmission line and the safety of the low-altitude aircraft operation.

[0005] In a first aspect, the present application provides a low-altitude aircraft-oriented anti-collision safety monitoring method, comprising:

[0006] determining a safety protection area based on the full-line three-dimensional coordinate information of the high-voltage transmission line; the safety protection area includes a warning area and a dangerous area;

[0007] constructing the relative position association relationship between the aircraft and the high-voltage transmission line based on the real-time three-dimensional position information and the surrounding environmental obstacle distribution information of the low-altitude aircraft in combination with the full-line three-dimensional coordinate information and the safety protection area;

[0008] determining whether the low-altitude aircraft has a collision risk based on the relative position association relationship and the preset operation trajectory information of the low-altitude aircraft;

[0009] if there is a collision risk, triggering a hierarchical anti-collision warning instruction.

[0010] In a second aspect, the present invention also provides a collision avoidance safety monitoring system for low-altitude aircraft, applied to the collision avoidance safety monitoring method for low-altitude aircraft as described in the first aspect; the collision avoidance safety monitoring system for low-altitude aircraft includes:

[0011] The protection zone planning module is used to determine the safety protection zone based on the three-dimensional coordinate information of the entire high-voltage transmission line; the safety protection zone includes a warning zone and a danger zone;

[0012] The position relationship construction module is used to construct the relative position relationship between the aircraft and the high-voltage transmission line based on the real-time three-dimensional position information of the low-altitude aircraft, the distribution information of obstacles in the surrounding environment, the three-dimensional coordinate information of the entire line, and the safety protection area.

[0013] The collision risk monitoring module is used to determine whether the low-altitude aircraft has a collision risk based on the relative position correlation and the preset operation trajectory information of the low-altitude aircraft.

[0014] The collision risk response module is used to trigger a graded collision avoidance warning command if a collision risk exists.

[0015] Thirdly, the present invention also provides an electronic device, comprising: a memory for storing computer software programs; and a processor for reading and executing the computer software programs, thereby realizing the collision avoidance safety monitoring method for low-altitude aircraft as described above.

[0016] Fourthly, the present invention also provides a non-transitory computer-readable storage medium storing a computer software program, which, when executed by a processor, implements the collision avoidance safety monitoring method for low-altitude aircraft as described above.

[0017] Fifthly, the present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the collision avoidance safety monitoring method for low-altitude aircraft as described above.

[0018] The collision avoidance safety monitoring method for low-altitude aircraft provided in this invention determines a safety protection zone containing warning and danger zones based on the three-dimensional coordinate information of the entire high-voltage power transmission line. This method is adaptable to the complex terrain of high-voltage power transmission lines, avoiding the shortcomings of fixed-base station radar monitoring methods where the safety zone is fixed and cannot match the actual route of the power transmission line. Based on the three-dimensional coordinate information of the entire line and the safety protection zone, a relative position correlation is constructed by combining the real-time three-dimensional position information of the low-altitude aircraft and the distribution information of surrounding obstacles. This achieves dynamic correlation of the positions of the aircraft, the power transmission line, and surrounding obstacles, enabling accurate capture of the real-time phase relationship between the aircraft and the power transmission line. Regarding position changes, this invention avoids the problems of delayed dynamic position tracking and inaccurate capture of relative position relationships caused by monitoring blind spots and fixed detection angles. Based on relative position correlations and preset operational trajectory information, it determines whether low-altitude aircraft pose a collision risk and can identify in real time situations where aircraft deviate from preset trajectories or are about to enter safe protection zones, overcoming the shortcomings of only static position comparison and delayed response to sudden trajectory deviations. Based on the collision risk assessment results, it triggers graded anti-collision warning commands, and can take targeted warnings and protective measures in a timely manner according to the risk level, ensuring effective warnings before the aircraft enters dangerous areas, and even initiating active deceleration. Therefore, this invention solves the problems of untimely warnings and easy collision accidents caused by monitoring blind spots and tracking lags in fixed base station radar monitoring methods, realizing accurate and dynamic early warning of low-altitude aircraft collision prevention monitoring in high-voltage power transmission line scenarios, and ensuring the operational safety of high-voltage power transmission lines and the operational safety of low-altitude aircraft. Attached Figure Description

[0019] Figure 1 This is a flowchart illustrating the collision avoidance safety monitoring method for low-altitude aircraft provided in an embodiment of the present invention.

[0020] Figure 2 This is a schematic diagram of the collision avoidance safety monitoring system for low-altitude aircraft provided in an embodiment of the present invention;

[0021] Figure 3 An embodiment diagram of the electronic device provided in this invention;

[0022] Figure 4 An embodiment diagram of a computer-readable storage medium provided in accordance with the present invention. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] In the description of this invention, 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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0025] In the description of this invention, the term "for example" is used to mean "used as an example, illustration, or description." Any embodiment described as "for example" in this invention is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is provided to enable any person skilled in the art to make and use the invention. Details are set forth in the following description for purposes of explanation. It should be understood that those skilled in the art will recognize that the invention can be made without using these specific details. In other instances, well-known structures and processes will not be described in detail to avoid obscuring the description of the invention with unnecessary detail. Therefore, the invention is not intended to be limited to the embodiments shown, but is consistent with the broadest scope of the principles and features disclosed herein.

[0026] See Figure 1 , Figure 1 This is a flowchart illustrating the collision avoidance safety monitoring method for low-altitude aircraft provided by the present invention. In this embodiment, the execution entity of the collision avoidance safety monitoring method for low-altitude aircraft is a safety monitoring system. Therefore, the collision avoidance safety monitoring method for low-altitude aircraft includes:

[0027] Step 10: Determine the safety protection zone based on the three-dimensional coordinate information of the entire high-voltage transmission line.

[0028] Optionally, the safety monitoring system acquires the three-dimensional coordinate information of the entire high-voltage transmission line. The three-dimensional coordinate information of the entire line refers to the three-dimensional spatial location data covering all line segments from the starting end to the ending end of the high-voltage transmission line, including the lateral position, longitudinal position and height information of each point of the transmission line.

[0029] Furthermore, based on the three-dimensional coordinate information of the entire line and combined with the safety operation specifications of high-voltage transmission lines, the safety monitoring system determines the safety protection zone with the high-voltage transmission line as the core. The safety protection zone refers to a specific spatial area designated to ensure the safe operation of the high-voltage transmission line and prevent collisions with low-altitude aircraft. The safety protection zone is divided into two sub-zones: the early warning zone and the danger zone.

[0030] The warning zone refers to a spatial area a certain distance from high-voltage power lines, used to warn low-altitude aircraft of their approach. When a low-altitude aircraft enters this zone, it indicates that it has approached the safety boundary of the high-voltage power lines and a warning signal must be triggered. The danger zone refers to a spatial area adjacent to high-voltage power lines where there is a direct risk of collision if a low-altitude aircraft enters. This area is the core protection zone for the safe operation of high-voltage power lines, and low-altitude aircraft entering it will face an extremely high probability of collision.

[0031] Optionally, in the delineation process of this embodiment of the invention, the safety monitoring system uses points in the three-dimensional coordinates of the entire high-voltage transmission line as reference points, and delineates the dangerous area range according to a preset dangerous area radius. The dangerous area appears as a cylindrical space extending along the entire high-voltage transmission line. Then, using the outer boundary of the dangerous area as a reference, a preset warning area width is extended outward to delineate the warning area range. The warning area appears as a ring-shaped cylindrical space that surrounds the dangerous area and extends along the entire high-voltage transmission line. After the delineation is completed, the safety monitoring system will generate three-dimensional boundary coordinate information of the safety protection area. This information includes the three-dimensional coordinates of the inner and outer boundaries of the warning area and the three-dimensional coordinates of the inner and outer boundaries of the dangerous area.

[0032] In one embodiment, the three-dimensional coordinate information of a section of high-voltage transmission line is obtained. The three-dimensional coordinates of the starting end of the transmission line are (100, 200, 30), and the three-dimensional coordinates of the ending end are (500, 800, 35). The line is a continuous curve, and the entire line contains 1000 evenly distributed reference points with three-dimensional coordinates. According to the safety operation specifications for high-voltage transmission lines, the radius of the preset danger zone is 3 meters, and the width of the warning zone is 5 meters. Taking each of the 1000 reference points as the center, a spherical space with a radius of 3 meters is delineated. All spherical spaces are continuously spliced ​​along the entire transmission line to form a columnar danger zone extending along the section of the transmission line. The three-dimensional coordinates of the outer boundary of this danger zone are continuously composed of the coordinates of the outer edge points of the spherical spaces of each reference point.

[0033] Furthermore, using the outer boundary of the hazardous area as a reference, a ring-shaped columnar warning zone is formed by uniformly extending outward by 5 meters. The inner boundary of this warning zone is the outer boundary of the hazardous area, and the three-dimensional coordinates of the outer boundary are composed of the coordinates of each point on the outer boundary of the hazardous area after extending outward by 5 meters. Ultimately, a safety protection zone is formed with this section of high-voltage transmission line as the core, with an inner layer of a columnar hazardous area with a radius of 3 meters and an outer layer of a ring-shaped columnar warning zone with a width of 5 meters. The system stores the complete three-dimensional boundary coordinate information of this safety protection zone.

[0034] Step 20: Based on the real-time three-dimensional position information of the low-altitude aircraft and the distribution information of obstacles in the surrounding environment, combined with the three-dimensional coordinate information of the entire line and the safety protection area, construct the relative positional relationship between the aircraft and the high-voltage transmission line.

[0035] Optionally, the safety monitoring system acquires the real-time three-dimensional position information of the low-altitude aircraft and the distribution information of surrounding obstacles. Based on the real-time three-dimensional position information, the distribution information of surrounding obstacles, and the three-dimensional coordinate information of the entire line and the safety protection zone, it constructs the relative positional relationship between the aircraft and the high-voltage transmission line, as described in steps 201 to 204. The relative positional relationship is a deterministic description of the spatial proximity, regional affiliation, and line-of-sight accessibility between the low-altitude aircraft and the high-voltage transmission line. Spatial proximity refers to the spatial distance between the low-altitude aircraft and the high-voltage transmission line; regional affiliation refers to whether the low-altitude aircraft is within the safety protection zone and the affiliation of its specific sub-region (warning zone, danger zone, or safe zone); and line-of-sight accessibility refers to whether there are surrounding environmental obstacles obstructing the view between the low-altitude aircraft and the high-voltage transmission line, and whether there is a direct approach path.

[0036] Step 30: Based on the relative position correlation and the preset operation trajectory information of the low-altitude aircraft, determine whether there is a collision risk for the low-altitude aircraft.

[0037] Optionally, the safety monitoring system determines whether there is a risk of collision between the low-altitude aircraft and the high-voltage power transmission line based on the relative position correlation and the aircraft's preset operating trajectory information, combined with the safety operation requirements of the high-voltage power transmission line. The preset operating trajectory information refers to the three-dimensional position sequence information corresponding to the pre-planned operating path of the low-altitude aircraft, including the three-dimensional coordinates, travel sequence, and speed of each key point the aircraft plans to pass through. Therefore, the safety monitoring system analyzes the current position status reflected by the relative position correlation and combines it with the preset operating trajectory information to predict the aircraft's subsequent position changes, determining whether it will enter a dangerous area or spatially overlap with the high-voltage power transmission line, thus completing the collision risk assessment, as detailed in steps 301 to 304.

[0038] Step 40: If there is a collision risk, trigger the graded collision avoidance warning command.

[0039] Optionally, the safety monitoring system triggers tiered collision avoidance warning commands based on the collision risk assessment results for situations where collision risk exists. Tiered collision avoidance warning commands refer to warning commands of different intensities and types issued according to different collision risk levels of low-altitude aircraft. Their core purpose is to enable relevant control personnel or low-altitude aircraft operators to take corresponding prevention and control measures based on the urgency of the risk through tiered alerts. Optionally, the safety monitoring system defines the criteria for classifying collision risk levels. These criteria are based on the relative position correlation established in step 20 and the risk assessment results in step 30, specifically divided into Level 1 risk and Level 2 risk: Level 1 risk refers to a risk level where the low-altitude aircraft is within the warning area but has not entered the danger zone, posing a potential collision risk but not yet reaching the urgency level of a direct collision; Level 2 risk refers to a risk level where the low-altitude aircraft is within the danger zone, or is predicted to enter the danger zone according to the preset operating trajectory, posing an urgent risk of direct collision with high-voltage power lines.

[0040] Furthermore, the safety monitoring system triggers corresponding collision avoidance warning commands based on the determined risk level: For Level 1 risk, a Level 1 collision avoidance warning command is triggered, which includes sending warning information and indicating the distance between the low-altitude aircraft's current position and the safe zone. The warning methods are mainly audible and visual prompts and text pop-up prompts. For Level 2 risk, a Level 2 collision avoidance warning command is triggered. This command, based on the Level 1 warning command, adds emergency braking suggestions and guidance prompts for the low-altitude aircraft to deviate from its path. The warning methods are mainly high-frequency audible and visual alarms, voice broadcasts, and sending emergency alarm information to the control center to ensure that relevant personnel can quickly pay attention and take emergency prevention and control measures.

[0041] In one embodiment, the safety monitoring system has determined the safety protection zone of a certain section of high-voltage transmission line (danger zone radius of 3 meters, warning zone width of 5 meters), and completes the construction of relative position correlation and collision risk determination through steps 20 and 30.

[0042] Example 1: Level 1 Risk Warning Triggered. Based on relative position correlation, the real-time 3D position of a low-altitude aircraft is determined to be (300, 500, 34), within the warning area (this position is 4 meters away from the reference point corresponding to the high-voltage power line, located between the outer boundary of the danger zone (3 meters from the reference point) and the outer boundary of the warning area (8 meters from the reference point)). According to its preset operational trajectory information, it is predicted to continue moving towards the high-voltage power line within the next 10 seconds. At this time, it is determined that the low-altitude aircraft poses a Level 1 collision risk, and a Level 1 collision avoidance warning command is immediately triggered: a text pop-up message is sent to the low-altitude aircraft's control terminal stating, "Your aircraft has entered the high-voltage power line warning area, 1 meter from the danger zone. Please adjust your flight direction immediately." Simultaneously, a low-frequency audible and visual warning is issued to the handheld terminal of the on-site control personnel.

[0043] Example 2: Level 2 Risk Warning Triggered. The safety monitoring system determines, through relative position correlation, that the real-time 3D position of a low-altitude aircraft is (200, 300, 32), within a danger zone (the straight-line distance from this position to the corresponding reference point of the high-voltage power line is 1.5 meters), and its preset operating trajectory will continue flying along the danger zone. At this time, the safety monitoring system determines that the low-altitude aircraft has a level 2 collision risk and immediately triggers a level 2 collision avoidance warning command: sending a high-frequency pop-up prompt and voice broadcast to the low-altitude aircraft's control terminal, "Emergency Warning! Your aircraft has entered the danger zone of the high-voltage power line. Immediately stop flying and return to base, otherwise you will face a collision risk," issuing a high-frequency audible and visual alarm to the handheld terminal of the on-site control personnel, and simultaneously sending emergency alarm information to the regional power control center, including the aircraft number, real-time position, risk level, and recommended emergency control measures.

[0044] The embodiments of the present invention realize precise and dynamic early warning of collision avoidance monitoring for low-altitude aircraft in high-voltage transmission line scenarios, ensuring the safe operation of high-voltage transmission lines and the safe operation of low-altitude aircraft.

[0045] Optionally, the processes of steps 201 to 204 include:

[0046] Step 201: Determine the spatial geometric trajectory of the high-voltage transmission line based on the three-dimensional coordinate information of the entire line, and determine the set of boundary surfaces of the safety protection area in three-dimensional space based on the spatial geometric trajectory.

[0047] Optionally, the safety monitoring system processes and fits the three-dimensional coordinate information of the entire line. Fitting involves connecting discrete three-dimensional coordinate points along the entire line to form a continuous curve according to the actual route of the high-voltage transmission line. This process determines the spatial geometric trajectory of the high-voltage transmission line, which is the continuous trajectory of the high-voltage transmission line in three-dimensional space, fully reflecting its spatial distribution. After determining the spatial geometric trajectory of the high-voltage transmission line, the safety monitoring system constructs a set of boundary surfaces of the safety protection area in three-dimensional space, based on relevant parameters of the safety protection area (including the radius of the danger zone and the width of the warning zone), using the spatial geometric trajectory as the core benchmark. The set of boundary surfaces refers to the collection of all surfaces formed by the boundaries of each sub-region (warning zone, danger zone) of the safety protection area, and each surface is formed by the continuous arrangement of three-dimensional coordinate points.

[0048] Optionally, the specific construction process of this embodiment of the invention is as follows: The safety monitoring system generates an inner boundary surface surrounding the spatial geometric trajectory, centered on each point on the spatial geometric trajectory and according to the radius of the dangerous area. This inner boundary surface is the inner boundary of the dangerous area (the boundary on the side adjacent to the high-voltage transmission line). Then, an outer boundary surface surrounding the spatial geometric trajectory is generated with the same center and according to the distance of "dangerous area radius + warning area width". This outer boundary surface is the outer boundary of the warning area. At the same time, the outer boundary of the dangerous area and the inner boundary of the warning area are set as the same surface, namely the outer boundary surface of the dangerous area, which is the separating boundary between the dangerous area and the warning area. Finally, a set of boundary surfaces of the safety protection area is formed, consisting of the inner boundary surface of the dangerous area, the outer boundary surface of the dangerous area (the inner boundary surface of the warning area), and the outer boundary surface of the warning area, and the three-dimensional coordinate parameters of each boundary surface are stored.

[0049] In one embodiment, the three-dimensional coordinate information of a section of high-voltage transmission line has been obtained. The three-dimensional coordinates of the starting end of the transmission line are (100, 200, 30), and the three-dimensional coordinates of the ending end are (500, 800, 35). The line is distributed as a continuous curve, containing 1000 uniformly distributed reference points. The radius of the danger zone is preset to 3 meters, and the width of the warning zone is preset to 5 meters. The safety monitoring system performs fitting processing on the above 1000 discrete reference point three-dimensional coordinates, and connects each reference point sequentially according to the actual route of the transmission line to form a continuous spatial curve, which is the spatial geometric trajectory of the high-voltage transmission line section. Subsequently, a surrounding surface with a radius of 3 meters is generated with each point on the spatial geometric trajectory as the center. This surface is the boundary surface of the danger zone. Then, a surrounding surface with a radius of 8 meters (3 meters + 5 meters) is generated with the same center. This surface is the outer boundary surface of the warning zone. At the same time, the outer side of the surrounding surface with a radius of 3 meters is set as the outer boundary surface of the danger zone (i.e., the boundary surface of the warning zone).

[0050] For example, for a reference point (300, 500, 33) on a spatial geometric trajectory, the safety monitoring system generates a spherical partial surface with a radius of 3 meters centered on that point (connected to the overall trajectory surrounding surface) as the corresponding part of the boundary surface within the danger zone, and generates a spherical partial surface with a radius of 8 meters centered on that point as the corresponding part of the outer boundary surface of the warning zone. The above-mentioned surfaces corresponding to all reference points are continuously connected, ultimately forming a complete set of boundary surfaces of the safety protection zone.

[0051] Step 202: Determine the spatial coordinates of the low-altitude aircraft at the current moment based on the real-time three-dimensional position information, and determine the spatial ownership status of the low-altitude aircraft relative to the safety protection area based on the spatial coordinates at the current moment and the boundary surface set of the safety protection area in three-dimensional space.

[0052] Optionally, the safety monitoring system extracts the spatial coordinates of the low-altitude aircraft at the current moment from the real-time three-dimensional position information. Spatial coordinates refer to coordinate data that can uniquely identify the specific position of the low-altitude aircraft in three-dimensional space.

[0053] Furthermore, the safety monitoring system compares and analyzes the extracted spatial coordinates of the low-altitude aircraft at the current moment with the three-dimensional coordinate parameters of each surface in the boundary surface set of the safety protection zone. This comparison analysis determines which two adjacent boundary surfaces the low-altitude aircraft's current spatial coordinates lie between. This process determines the spatial affiliation of the low-altitude aircraft relative to the safety protection zone. The spatial affiliation refers to the correspondence between the low-altitude aircraft's current spatial location and the various sub-regions of the safety protection zone, specifically including three states: located within a danger zone, located within a warning zone, and located outside the safety protection zone (i.e., a safe zone).

[0054] Optionally, the specific determination rule of this embodiment of the invention is as follows: if the spatial coordinates of the low-altitude aircraft at the current moment are located between the boundary surface of the dangerous area and the outer boundary surface of the dangerous area (the boundary surface of the warning area), then its spatial status is determined to be located within the dangerous area; if the spatial coordinates are located between the outer boundary surface of the dangerous area (the boundary surface of the warning area) and the outer boundary surface of the warning area, then its spatial status is determined to be located within the warning area; if the spatial coordinates are located outside the outer boundary surface of the warning area, then its spatial status is determined to be located outside the safety protection area.

[0055] In one embodiment, the safety monitoring system has determined the set of boundary surfaces of a certain high-voltage transmission line safety protection area (the boundary surface within the danger zone has a corresponding radius of 3 meters, the boundary surface outside the danger zone / the boundary surface within the warning zone has a corresponding radius of 3 meters, and the boundary surface outside the warning zone has a corresponding radius of 8 meters).

[0056] Scenario 1: A safety monitoring system acquires the real-time 3D position information of a low-altitude aircraft, extracting its current spatial coordinates as (300, 500, 35). The system compares these coordinates with the 3D coordinate parameters of the boundary surface set and calculates that the straight-line distance between these coordinates and the corresponding reference point (300, 500, 33) on the spatial geometric trajectory of the high-voltage transmission line is 2 meters. This distance is less than the radius of 3 meters corresponding to the boundary surface within the danger zone. Therefore, the coordinates are located between the boundary surface within the danger zone and the outer boundary surface of the danger zone. Consequently, the system determines that the low-altitude aircraft is located within the danger zone.

[0057] Scenario 2: The safety monitoring system acquires the real-time 3D position information of another low-altitude aircraft, extracting its current spatial coordinates as (300, 500, 38). The calculated straight-line distance between these coordinates and the corresponding reference point (300, 500, 33) is 5 meters. This distance falls between the radius of the outer boundary surface of the danger zone (3 meters) and the radius of the outer boundary surface of the warning zone (8 meters). Therefore, the system determines that the low-altitude aircraft is located within the warning zone.

[0058] Scenario 3: The safety monitoring system acquires the real-time 3D position information of the third low-altitude aircraft and extracts its current spatial coordinates as (300, 500, 45). The calculated straight-line distance between these coordinates and the corresponding reference point (300, 500, 33) is 12 meters. This distance is greater than the radius of the outer boundary surface of the warning area, which is 8 meters. Therefore, the system determines that the low-altitude aircraft is located outside the safety protection area.

[0059] Step 203: Based on the spatial ownership status of the low-altitude aircraft relative to the safety protection area, determine whether the low-altitude aircraft is located in the warning area or the danger area, and obtain the spatial ownership judgment result.

[0060] Optionally, the safety monitoring system uses spatial attribution status as the basis for judgment and makes targeted judgments. The core judgment objective is to determine whether the low-altitude aircraft has entered the core control area of ​​the safety protection zone (i.e., the warning area or the danger area). The specific judgment process is as follows: the safety monitoring system identifies which of the three situations the low-altitude aircraft belongs to; if the identification result is that it is located in the danger area or the warning area, it is determined that the low-altitude aircraft has entered the core control area of ​​the safety protection zone, and the spatial attribution judgment result is "yes"; if the identification result is that it is located outside the safety protection zone, it is determined that the low-altitude aircraft has not entered the core control area of ​​the safety protection zone, and the spatial attribution judgment result is "no".

[0061] In one embodiment, three scenario implementations are based on step 202:

[0062] Example 1: For the low-altitude aircraft in Scenario 1 of step 202, its spatial ownership status is located within a dangerous area. After the safety monitoring system identifies this status, it determines that the aircraft has entered the core control range of the safety protection area, and the resulting spatial ownership judgment is "yes".

[0063] Example 2: For the low-altitude aircraft in Scenario 2 of step 202, its spatial affiliation status is within the warning area. After the safety monitoring system identifies this status, it determines that the aircraft has entered the core control range of the safety protection area, and the resulting spatial affiliation judgment is "yes".

[0064] Example 3: For the low-altitude aircraft in Scenario 3 of step 202, its spatial ownership status is outside the safety protection zone. After the safety monitoring system identifies this status, it determines that the aircraft has not entered the core control range of the safety protection zone, and the resulting spatial ownership judgment is "No".

[0065] Step 204: Based on the spatial attribution judgment results and the distribution information of obstacles in the surrounding environment, construct the relative positional relationship between the aircraft and the high-voltage power transmission line.

[0066] Optionally, the safety monitoring system constructs a relative positional relationship between the aircraft and the high-voltage transmission line based on the spatial attribution judgment result and the distribution information of obstacles in the surrounding environment, as described in steps 2041 to 2045.

[0067] This invention, through its embodiments, precisely integrates relevant information from three core elements—transmission lines, aircraft, and the surrounding environment—from constructing the spatial trajectory and protection boundary of transmission lines to determining the location of aircraft, screening high-risk objects, and finally establishing multi-dimensional relative positional relationships. The constructed relative positional relationships can comprehensively and accurately reflect the spatial relationship between the two, improving the accuracy and reliability of the entire collision protection system, thereby ensuring the operational safety of high-voltage transmission lines and the operational safety of low-altitude aircraft.

[0068] Optionally, the process of steps 2041 to 2045 includes:

[0069] Step 2041: Based on the spatial attribution judgment result and the spatial geometric trajectory of the high-voltage transmission line, determine the minimum spatial distance path between the low-altitude aircraft and the high-voltage transmission line.

[0070] Optionally, the safety monitoring system acquires the spatial geometric trajectory of the high-voltage transmission line. This spatial geometric trajectory refers to the continuous path of the high-voltage transmission line in three-dimensional space, which can fully reflect the spatial distribution of the transmission line. Therefore, based on the spatial attribution judgment result, the safety monitoring system clarifies the approximate spatial relationship between the low-altitude aircraft and the high-voltage transmission line. If the spatial attribution judgment result is "yes," it indicates that the low-altitude aircraft has entered the core control area of ​​the safety protection zone, and the minimum spatial distance path needs to be accurately calculated. If the spatial attribution judgment result is "no," the minimum spatial distance path is calculated using the current spatial coordinates of the low-altitude aircraft as the starting point and the spatial geometric trajectory of the high-voltage transmission line as the target range.

[0071] The minimum spatial distance path refers to the shortest spatial line segment path connecting the current spatial coordinates of the low-altitude aircraft and the spatial geometric trajectory of the high-voltage transmission line. The specific calculation process is as follows: The safety monitoring system first extracts the current spatial coordinates of the low-altitude aircraft. Then, it discretizes the spatial geometric trajectory of the high-voltage transmission line into multiple continuous line segment units. Each line segment unit is a small straight line segment formed by dividing the spatial geometric trajectory according to a preset length. Subsequently, using a point-by-point comparison method, the spatial distance between the current spatial coordinates of the low-altitude aircraft and all points on each line segment unit is calculated. The line segment unit with the smallest distance is selected, and the point on that line segment unit that is closest to the current spatial coordinates of the low-altitude aircraft is determined. Finally, the current spatial coordinates of the low-altitude aircraft are connected to this closest point, and the resulting spatial line segment is the minimum spatial distance path between the low-altitude aircraft and the high-voltage transmission line.

[0072] Step 2042: Determine the set of entities surrounding the obstacle in three-dimensional space based on the surrounding environment obstacle distribution information, and determine the occlusion status of the obstacle on the minimum spatial distance path between the low-altitude aircraft and the high-voltage power transmission line based on the set of entities surrounding the obstacle in three-dimensional space and the spatial coordinates of the current moment.

[0073] Optionally, the safety monitoring system constructs a corresponding three-dimensional spatial entity bounding body for each obstacle based on the surrounding environment obstacle distribution information. An entity bounding body refers to a regular three-dimensional geometric shape (such as a cuboid, sphere, or cylinder) that can completely enclose the obstacle entity, used to accurately represent the area occupied by the obstacle in three-dimensional space. The entity bounding bodies corresponding to all obstacles together form the set of entity bounding bodies for obstacles in three-dimensional space. This set of entity bounding bodies includes all the entity bounding bodies of obstacles surrounding the high-voltage transmission line, comprehensively reflecting the spatial distribution of surrounding obstacles.

[0074] Furthermore, the safety monitoring system determines the obstacle occlusion status based on the three-dimensional coordinates of the minimum spatial distance path and the current spatial coordinates of the low-altitude aircraft. Occlusion status refers to whether obstacles in the surrounding environment obstruct the minimum spatial distance path, specifically categorized as "occluded" and "unoccluded." The determination process involves the safety monitoring system extracting the three-dimensional coordinate range of each entity bounding body in the entity bounding body set and comparing the overlap between the three-dimensional coordinates of the minimum spatial distance path and the three-dimensional coordinate range of each entity bounding body.

[0075] If the 3D coordinates of any segment of the minimum spatial distance path overlap with the 3D coordinate range of a certain entity's bounding body, then the obstacle is determined to occlude the minimum spatial distance path; if the 3D coordinates of all segments of the minimum spatial distance path do not overlap with the 3D coordinate range of any entity's bounding body in the entity bounding body set, then there is no obstacle occlusion, i.e., the occlusion state is "unoccluded".

[0076] Step 2043: Based on the obstruction status of the minimum spatial distance path between the low-altitude aircraft and the high-voltage transmission line by the obstacle, the effective accessibility of the minimum spatial distance path is corrected to obtain the corrected minimum spatial distance path.

[0077] Optionally, effective accessibility refers to the attribute of whether the minimum spatial distance path can connect the current spatial coordinates of the low-altitude aircraft with the spatial geometric trajectory of the high-voltage transmission line without obstruction. Specifically, it is divided into two cases: effective accessibility and ineffective inaccessibility. If the obstruction status is "unobstructed," it indicates that the minimum spatial distance path is unobstructed by any obstacles. The safety monitoring system determines that the effective accessibility of this path is effective, and no path correction is needed; the original minimum spatial distance path is directly used as the corrected minimum spatial distance path. If the obstruction status is "obstructed," it indicates that the original minimum spatial distance path is blocked by obstacles, making an unobstructed connection impossible. The safety monitoring system determines that the effective accessibility of this path is ineffective and initiates the path correction process.

[0078] Optionally, the correction process in this embodiment of the invention is as follows: The safety monitoring system determines the three-dimensional coordinate range of the entity enclosing the obstruction, clarifying the specific location and size of the obstruction area; then, taking the current spatial coordinates of the low-altitude aircraft as the starting point and the spatial geometric trajectory of the high-voltage transmission line as the target, the shortest spatial path is replanned to bypass the obstruction area. During the replanning process, it is necessary to ensure that all segments of the new path do not overlap with the three-dimensional coordinate range of any entity enclosing body in the set of entity enclosing bodies, while ensuring that the length of the new path is as close as possible to the length of the original minimum spatial distance path. After the replanning is completed, the corrected minimum spatial distance path is obtained.

[0079] Step 2044: Based on the effective reachability of the modified minimum spatial distance path and the spatial geometric trajectory of the high-voltage transmission line, determine the nearest neighbor line segment pair between the low-altitude aircraft and the high-voltage transmission line that is not obstructed.

[0080] Optionally, the nearest neighbor pair refers to the combination of line segments with the shortest spatial distance and no obstruction between the line segment fragment on the low-altitude aircraft side and the line segment unit on the high-voltage transmission line side. If the effective reachability of the corrected minimum spatial distance path is valid, the safety monitoring system uses the corrected minimum spatial distance path as a reference and extracts the starting segment of the path (the line segment fragment immediately adjacent to the spatial coordinates of the low-altitude aircraft at the current moment) as the line segment fragment on the aircraft side; at the same time, in the spatial geometric trajectory of the high-voltage transmission line, the line segment unit where the endpoint of the corrected minimum spatial distance path is located is extracted as the line segment unit on the transmission line side. The two form the nearest neighbor pair of unobstructed line segments between the low-altitude aircraft and the high-voltage transmission line.

[0081] If the effective reachability of the corrected minimum spatial distance path is invalid and unreachable, it indicates that even after correction, an unobstructed path connecting the low-altitude aircraft and the high-voltage power line cannot be found. In this case, it is necessary to expand the search range of the spatial geometric trajectory of the high-voltage power line by discretizing the spatial geometric trajectory into a larger number of line segment units. The spatial distance between the current spatial coordinates of the low-altitude aircraft and each newly added line segment unit is calculated, and multiple candidate line segment units with the smallest distances are selected. For each candidate line segment unit, a potential unobstructed path from the current position of the low-altitude aircraft to that line segment unit is planned. If a candidate line segment unit has a corresponding potential unobstructed path, the starting segment of that potential unobstructed path and the candidate line segment unit are combined to form a candidate nearest neighbor line segment pair. Finally, among all candidate nearest neighbor line segment pairs, the line segment pair with the shortest spatial distance between them is selected as the unobstructed nearest neighbor line segment pair between the low-altitude aircraft and the high-voltage power line.

[0082] Step 2045: Based on the nearest neighbor line segment pairs without obstruction between the low-altitude aircraft and the high-voltage transmission line, construct the relative positional relationship between the aircraft and the high-voltage transmission line.

[0083] Optionally, the safety monitoring system constructs the relative positional relationship between the aircraft and the high-voltage transmission line based on the nearest neighbor line segment pair without obstruction between the low-altitude aircraft and the high-voltage transmission line, as described in steps 20451 to 20453.

[0084] The embodiments of this invention comprehensively integrate the spatial information of three core elements: aircraft, high-voltage transmission lines, and the surrounding environment. This enables the constructed relative positional relationship to truly and accurately reflect the actual spatial relationship between the two, improving the accuracy and reliability of the entire collision protection system, thereby ensuring the operational safety of high-voltage transmission lines and the operational safety of low-altitude aircraft.

[0085] Optionally, the process of steps 20451 to 20453 includes:

[0086] Step 20451: Based on the nearest neighbor line segment pair without obstruction between the low-altitude aircraft and the high-voltage transmission line, determine the coordinates of the nearest neighbor point pair in three-dimensional space. Based on the coordinates of the nearest neighbor point pair and the boundary surface set of the safety protection area in three-dimensional space, determine the nearest neighbor distance vector between the low-altitude aircraft and the boundary of the safety protection area.

[0087] Optionally, the safety monitoring system performs a process of determining the coordinates of the nearest neighbor point pair for unobstructed nearest neighbor line segment pairs. The coordinates of the nearest neighbor point pair refer to the combination of the three-dimensional coordinates of the two points located on the two line segments of the unobstructed nearest neighbor line segment pair, and the two points have the shortest spatial distance between them. That is, one point is located on the line segment segment on the side of the low-altitude aircraft, and the other point is located on the line segment unit on the side of the high-voltage transmission line.

[0088] The specific determination process is as follows: The safety monitoring system discretizes the two segments in the unobstructed nearest neighbor line segment pair into multiple continuous points. Discretization refers to the processing method of dividing the continuous line segment into multiple discontinuous points according to a preset interval. Then, a point-by-point comparison method is used to calculate the spatial distance between each point on the low-altitude aircraft side line segment and each point on the high-voltage transmission line side line segment unit. The spatial distance refers to the straight-line distance corresponding to the coordinate difference between two points in three-dimensional space. The pair of points with the smallest spatial distance is selected, and the three-dimensional coordinates of the two points are recorded, which are the coordinates of the nearest neighbor pair in three-dimensional space.

[0089] Optionally, after determining the coordinates of the nearest neighbor pair, starting from the point on the low-altitude aircraft side (i.e., the corresponding point near the spatial coordinates of the low-altitude aircraft at the current moment), search for the point closest to the starting point in the set of boundary surfaces of the safety protection zone. This point is the nearest neighbor boundary point between the low-altitude aircraft and the boundary of the safety protection zone. Starting from the nearest neighbor point on the low-altitude aircraft side and ending at the nearest neighbor boundary point, construct the nearest neighbor distance vector. The nearest neighbor distance vector is a three-dimensional vector that can simultaneously represent the magnitude and direction of the nearest distance between the low-altitude aircraft and the boundary of the safety protection zone. Its length is the nearest distance between the two, and its direction is from the low-altitude aircraft side to the boundary side of the safety protection zone.

[0090] Step 20452: Based on the nearest neighbor distance vector between the low-altitude aircraft and the boundary of the safety protection zone, determine the safety protection zone level identifier pointed to by the nearest neighbor distance vector, and based on the safety protection zone level identifier and the spatial coordinates of the low-altitude aircraft at the current moment, determine the safety protection level status of the low-altitude aircraft.

[0091] Optionally, the safety protection zone hierarchy identifier refers to the unique identifier used to distinguish the boundaries of different sub-regions (warning zone, danger zone) within the safety protection zone. Each sub-region's boundary surface corresponds to a unique hierarchy identifier, with the inner boundary surface, outer boundary surface (inner boundary surface of the warning zone), and outer boundary surface of the warning zone corresponding to different hierarchy identifiers. The safety protection hierarchy status refers to the specific status of the low-altitude aircraft's current location within the safety protection zone sub-region, including three states: located within the danger zone, located within the warning zone, and located outside the safety protection zone.

[0092] Optionally, the specific process for determining the security protection area level identifier in this embodiment of the invention is as follows: the security monitoring system matches the corresponding security protection area level identifier based on the boundary surface where the endpoint of the nearest neighbor distance vector is located, that is, it determines which boundary surface in the set of security protection area boundary surfaces the nearest neighbor boundary point belongs to, and then determines the level identifier corresponding to the boundary surface. This identifier is the security protection area level identifier pointed to by the nearest neighbor distance vector.

[0093] Furthermore, the specific process for determining the safety protection level status is as follows: The safety monitoring system, in conjunction with the boundary surface position corresponding to the safety protection area level identifier, determines the position of the low-altitude aircraft's current spatial coordinates relative to the boundary surface; if the nearest neighbor distance vector points to the inner boundary surface of the danger zone, and the low-altitude aircraft's current spatial coordinates are located inside the inner boundary surface, then the safety protection level status is determined to be within the danger zone; if the nearest neighbor distance vector points to the inner boundary surface of the warning zone (outer boundary surface of the danger zone), and the low-altitude aircraft's current spatial coordinates are located outside the inner boundary surface and inside the outer boundary surface of the warning zone, then the safety protection level status is determined to be within the warning zone; if the nearest neighbor distance vector points to the outer boundary surface of the warning zone, and the low-altitude aircraft's current spatial coordinates are located outside the outer boundary surface, then the safety protection level status is determined to be outside the safety protection zone.

[0094] Step 20453: Based on the safety protection level of the low-altitude aircraft and the nearest neighbor line segment pair with no obstruction between the low-altitude aircraft and the high-voltage transmission line, determine the relative positional relationship between the aircraft and the high-voltage transmission line.

[0095] Optionally, the safety monitoring system uses the coordinates of the nearest neighbor line segments and nearest neighbor point pairs without obstruction as a basis to extract the spatial distance data between them to characterize spatial proximity; it uses the safety protection level status as the core to clarify the regional ownership of the low-altitude aircraft; it combines the "unobstructed" attribute of the nearest neighbor line segments without obstruction to determine the line-of-sight accessibility between them as line-of-sight and unobstructed; finally, it integrates the relevant data of spatial proximity, regional ownership, and line-of-sight accessibility to obtain the relative positional relationship between the aircraft and the high-voltage transmission line, which can comprehensively and accurately reflect the actual positional relationship between the two in three-dimensional space.

[0096] The embodiments of the present invention transform scattered point coordinates, line segment information, and regional boundary information into relative positional relationships, so that the relative positional relationships can truly and accurately reflect the actual spatial interaction state between the two, thereby improving the accuracy and reliability of the high-voltage transmission line anti-collision monitoring system.

[0097] Optionally, the processes of steps 301 to 304 include:

[0098] Step 301: Based on the preset operation trajectory information, determine the sequence of preset trajectory points that the low-altitude aircraft will pass through in sequence during the operation, and based on the preset trajectory point sequence and the relative position relationship, determine the spatial proximity status of each preset trajectory point relative to the high-voltage transmission line.

[0099] Optionally, the safety monitoring system extracts the three-dimensional coordinates of all the preset trajectory points that the low-altitude aircraft passes through in sequence during the operation from the preset operation trajectory information, sorts these coordinates according to the operation driving order, and forms a preset trajectory point sequence. The preset trajectory point sequence refers to an ordered set containing the three-dimensional coordinates of all preset trajectory points arranged according to the preset operation driving order of the low-altitude aircraft. Each preset trajectory point corresponds to a specific location on the operation path.

[0100] Furthermore, the safety monitoring system extracts the core parameter representing spatial proximity from the relative positional correlation (i.e., the spatial distance data of the nearest neighbor pair between the low-altitude aircraft and the high-voltage transmission line without obstruction), and establishes a spatial proximity classification standard in combination with this parameter.

[0101] Furthermore, the shortest spatial distance between each preset trajectory point and the spatial geometric trajectory of the high-voltage transmission line is calculated. The spatial geometric trajectory of the high-voltage transmission line refers to the continuous trajectory of the high-voltage transmission line in three-dimensional space. The calculated shortest spatial distance is compared with the spatial proximity classification standard to determine the spatial proximity state corresponding to each preset trajectory point. For example, if the distance is less than the preset near distance threshold, it is a "near distance proximity state"; if the distance is between the preset near distance threshold and the preset medium distance threshold, it is a "medium distance proximity state"; and if the distance is greater than the preset medium distance threshold, it is a "far distance proximity state".

[0102] Step 302: Based on the spatial proximity status of each preset trajectory point relative to the high-voltage transmission line, determine whether each preset trajectory point is located within the safety protection area, and obtain the spatial proximity determination result.

[0103] Optionally, the safety monitoring system uses spatial proximity as a preliminary judgment criterion, combined with the three-dimensional coordinate range of the boundary surface set, to determine whether each preset trajectory point is located within the safety protection area, thus obtaining a spatial proximity judgment result. The spatial proximity judgment result refers to the judgment result used to characterize whether a single preset trajectory point is within the safety protection area, specifically divided into two cases: "located within the safety protection area" and "not located within the safety protection area." The specific judgment process is as follows: The safety monitoring system first filters preset trajectory points that may be located within the safety protection area based on the spatial proximity status, such as trajectory points in the "near proximity state" and "medium proximity state." For these filtered trajectory points, their three-dimensional coordinates are extracted and compared with the overlap range of the three-dimensional coordinate range of the outer boundary surface of the warning area in the boundary surface set of the safety protection area. If the three-dimensional coordinates of a preset trajectory point are located inside the outer boundary surface of the warning area, then the spatial proximity judgment result of the trajectory point is determined to be "located within the safety protection area." If the three-dimensional coordinates of a preset trajectory point are located outside the outer boundary surface of the warning area, or the trajectory point is in the "far proximity state," then its spatial proximity judgment result is determined to be "not located within the safety protection area."

[0104] Step 303: Based on the spatial proximity determination results and the hierarchical structure of the safety protection area, determine the safety protection level identifier to which each preset trajectory point belongs, and determine the set of trajectory segments that the preset operation trajectory crosses the warning area or danger area based on the safety protection level identifier to which each preset trajectory point belongs.

[0105] Optionally, the hierarchical structure of the safety protection area refers to the hierarchical system that divides the safety protection area according to risk level, specifically into three levels: dangerous area level, early warning area level, and safe area level. Among them, the dangerous area level is the core protection level, the early warning area level is the transitional early warning level, and the safe area level is the risk-free level. The safety protection level identifier refers to the unique identification information used to distinguish different levels of the safety protection area, and each level corresponds to a unique level identifier.

[0106] Optionally, for preset trajectory points whose spatial proximity determination result is "located within the safety protection area," the safety monitoring system further determines their corresponding safety protection level identifier: The system extracts the three-dimensional coordinates of the trajectory point and compares their overlap with the three-dimensional coordinate range of the outer boundary surface of the hazardous area (the boundary surface within the warning area) in the boundary surface set of the safety protection area. If the three-dimensional coordinates of the trajectory point are located inside the outer boundary surface of the hazardous area, then the safety protection level identifier to which the trajectory point belongs is determined to be the hazardous area level identifier; if the three-dimensional coordinates of the trajectory point are located outside the outer boundary surface of the hazardous area and inside the outer boundary surface of the warning area, then the safety protection level identifier to which it belongs is determined to be the warning area level identifier. For preset trajectory points whose spatial proximity determination result is "not located within the safety protection area," the system directly determines their corresponding safety protection level identifier to be the safe area level identifier.

[0107] Optionally, after determining the safety protection level identifiers for each preset trajectory point, the safety monitoring system determines the set of trajectory segments that allow the preset work trajectory to cross warning or danger zones based on the driving order of the preset trajectory point sequence. The set of trajectory segments refers to the collection of all continuous trajectory segments in the preset work trajectory that cross warning or danger zones, with each trajectory segment formed by connecting two adjacent preset trajectory points. Specifically, the determination process is as follows: the safety monitoring system compares the safety protection level identifiers of adjacent preset trajectory points one by one according to the sequence of preset trajectory points; if at least one of the two adjacent preset trajectory points belongs to a warning zone level identifier or a danger zone level identifier, and the line connecting these two trajectory points passes through the boundary surface of the warning or danger zone, then the line segment formed by connecting these two trajectory points is determined as a crossing trajectory segment; all crossing trajectory segments that meet the conditions are compiled and summarized to form the set of trajectory segments for the preset work trajectory crossing warning or danger zones.

[0108] Step 304: Based on the set of trajectory segments and the spatial geometric trajectory of the high-voltage transmission line, determine whether there is a collision risk for the low-altitude aircraft.

[0109] Optionally, the safety monitoring system determines whether the low-altitude aircraft is at risk of collision based on the set of trajectory segments and the spatial geometric trajectory of the high-voltage transmission line, as described in steps 3041 to 3044.

[0110] This invention integrates multi-dimensional information such as preset trajectories, relative positional relationships, and safety protection zones, enabling forward-looking and precise assessment of collision risks during low-altitude aircraft operations. This enhances the predictive capabilities and control effectiveness of the high-voltage power transmission line anti-collision monitoring system, thereby ensuring the operational safety of high-voltage power transmission lines and the operational safety of low-altitude aircraft.

[0111] Optionally, the processes of steps 3041 to 3044 include:

[0112] Step 3041: Based on the set of trajectory segments and the spatial geometric trajectory of the high-voltage transmission line, determine the set of nearest neighbor spatial paths between the trajectory segments and the high-voltage transmission line, and based on the set of nearest neighbor spatial paths between the trajectory segments and the high-voltage transmission line, determine the visibility accessibility status of each nearest neighbor spatial path.

[0113] Optionally, the safety monitoring system determines the nearest neighbor spatial path between each crossing trajectory segment in the trajectory segment set and the high-voltage transmission line. The nearest neighbor spatial path is the shortest spatial line segment connecting any point on a crossing trajectory segment to any point on the spatial geometric trajectory of the high-voltage transmission line. The nearest neighbor spatial path set is the set containing the nearest neighbor spatial paths between all crossing trajectory segments and the high-voltage transmission line in the trajectory segment set. Specifically, the system discretizes each crossing trajectory segment and the spatial geometric trajectory of the high-voltage transmission line into multiple continuous points. Discretization refers to dividing continuous line segments into multiple discontinuous points at preset intervals. Then, using a point-by-point comparison method, the system calculates the spatial distance between each point on the crossing trajectory segment and each point on the spatial geometric trajectory of the high-voltage transmission line, selecting the set of points with the smallest spatial distance. The spatial line segment formed by connecting these two points is the nearest neighbor spatial path between the crossing trajectory segment and the high-voltage transmission line. This process is repeated to obtain the nearest neighbor spatial paths corresponding to all crossing trajectory segments, forming the nearest neighbor spatial path set.

[0114] Optionally, after determining the set of nearest neighbor spatial paths, the safety monitoring system determines the line-of-sight accessibility status of each nearest neighbor spatial path. Line-of-sight accessibility status refers to whether the nearest neighbor spatial path can connect the traversing trajectory segment and the spatial geometric trajectory of the high-voltage transmission line without obstruction. Specifically, it is divided into two cases: "line-of-sight accessible" and "non-line-of-sight inaccessible." The specific determination process is as follows: the safety monitoring system extracts the three-dimensional coordinate information of each nearest neighbor spatial path and compares it with the set of entity enclosing bodies of obstacles in three-dimensional space constructed in step 2042. The set of entity enclosing bodies refers to the set containing the entity enclosing bodies of all obstacles surrounding the high-voltage transmission line. If the three-dimensional coordinate information of a certain nearest neighbor spatial path does not overlap with the three-dimensional coordinate range of any entity enclosing body, then the line-of-sight accessibility status of that path is determined to be "line-of-sight accessible"; if there is overlap, it is determined to be "non-line-of-sight inaccessible."

[0115] Step 3042: Based on the visibility accessibility status of each nearest neighbor spatial path and the distribution information of obstacles in the surrounding environment, determine the actual occlusion of obstacles on the spatial approach behavior between the crossing trajectory segment and the high-voltage transmission line.

[0116] Optionally, spatial approach behavior refers to the movement process of a low-altitude aircraft approaching a high-voltage power line while traveling along the crossing trajectory segment; actual obstruction situation refers to the specific situation in which obstacles in the surrounding environment obstruct the above-mentioned spatial approach behavior, including three situations: no obstruction, partial obstruction, and complete obstruction.

[0117] If the line-of-sight accessibility status of a certain nearest neighbor spatial path is "line-of-sight accessible", it means that there are no obstacles blocking the nearest neighbor area between the traversing track segment and the high-voltage transmission line. The safety monitoring system determines that the actual occlusion of the corresponding spatial approach behavior by the obstacle is "unobstructed".

[0118] If the visibility accessibility status is "non-visibility unreachable", the safety monitoring system further extracts obstacle information corresponding to the entity enclosing body that overlaps with the nearest neighbor spatial path, including the three-dimensional position, shape and scope of the entity enclosing body of the obstacle; by analyzing the degree of overlap between the scope of the entity enclosing body of the obstacle and the nearest neighbor spatial path, as well as the relative positional relationship between the obstacle and the crossing trajectory segment and the high-voltage transmission line, the occlusion situation is determined: if the overlapping part only occupies a part of the total length of the nearest neighbor spatial path and does not completely block the approach path between the crossing trajectory segment and the high-voltage transmission line, it is determined as "partial occlusion"; if the overlapping part covers the entire length of the nearest neighbor spatial path, or the obstacle completely blocks all possible approach paths between the crossing trajectory segment and the high-voltage transmission line, it is determined as "complete occlusion".

[0119] Step 3043: Based on the actual obstruction of the obstacle to the spatial approach behavior between the crossing trajectory segment and the high-voltage transmission line, the effective approach distance of the crossing trajectory segment is corrected to obtain the corrected effective approach distance.

[0120] Optionally, the corrected effective approach distance refers to the distance data that truly reflects the actual safety status, obtained by adjusting the initial effective approach distance based on the actual obstruction situation. Therefore, if the actual obstruction situation is "unobstructed," it means that the low-altitude aircraft can directly approach the high-voltage power line while traveling along the crossing trajectory segment. The initial effective approach distance (i.e., the length of the nearest neighbor spatial path between the crossing trajectory segment and the high-voltage power line) truly reflects the actual safety status and requires no correction; the initial effective approach distance is directly used as the corrected effective approach distance. If the actual obstruction situation is "partially obstructed," the safety monitoring system analyzes the extent of the obstacle's physical enclosure, determines the unobstructed approach path segment, calculates the length of this unobstructed path segment, uses it as the corrected effective approach distance, and simultaneously records the distance loss data corresponding to the obstructed area. If the actual obstruction is "complete obstruction", it means that the obstacle completely blocks the low-altitude aircraft's approach path to the high-voltage power line. In this case, the low-altitude aircraft cannot approach the high-voltage power line through this crossing trajectory segment. The safety monitoring system will set the corrected effective approach distance to infinity (i.e., indicating that there is no actual approach distance) or set it to a fixed value greater than the preset safety distance threshold to indicate that there is no collision risk for the approach behavior corresponding to this crossing trajectory segment.

[0121] Step 3044: Based on the set of boundary surfaces of the corrected effective approach distance and the safety protection area in three-dimensional space, determine whether the low-altitude aircraft has a collision risk.

[0122] Optionally, the safety monitoring system determines whether the low-altitude aircraft is at risk of collision based on the set of boundary surfaces of the corrected effective approach distance and the safety protection area in three-dimensional space, as in steps 30441 to 30444.

[0123] The embodiments of the present invention enable refined assessment of collision risks, improve the accuracy of the high-voltage transmission line collision prevention monitoring system, and ensure the operational safety of high-voltage transmission lines and the operational safety of low-altitude aircraft.

[0124] Optionally, the process of steps 30441 to 30444 includes:

[0125] Step 30441: Based on the corrected effective approach distance and the set of boundary surfaces of the safety protection area in three-dimensional space, determine whether the crossing trajectory segment exceeds the safety distance threshold and obtain the safety distance judgment result.

[0126] Optionally, the safety distance threshold refers to the minimum safe distance that must be maintained between the low-altitude aircraft and the high-voltage transmission line to ensure the safe operation of the high-voltage transmission line.

[0127] Optionally, the safety monitoring system performs a determination process for each crossing trajectory segment in the trajectory segment set to determine whether it exceeds the safety distance threshold, obtaining a safety distance judgment result. The safety distance judgment result refers to the judgment result used to characterize whether the corrected effective approach distance corresponding to the crossing trajectory segment is less than the preset safety distance threshold, specifically divided into two cases: "exceeding the safety distance threshold" and "not exceeding the safety distance threshold". The specific judgment process is as follows: the safety monitoring system extracts the corrected effective approach distance of each crossing trajectory segment and compares it with the preset safety distance threshold; if the corrected effective approach distance of a crossing trajectory segment is less than the safety distance threshold, then the crossing trajectory segment is determined to have exceeded the safety distance threshold, and the corresponding safety distance judgment result is "exceeding the safety distance threshold"; if the corrected effective approach distance is greater than or equal to the safety distance threshold, then the crossing trajectory segment is determined to have not exceeded the safety distance threshold, and the corresponding safety distance judgment result is "not exceeding the safety distance threshold".

[0128] Step 30442: Based on the safe distance judgment result, determine the high-risk trajectory subset with potential approach violations, and based on the high-risk trajectory subset and the spatial coordinates of the low-altitude aircraft at the current moment, determine the time node when the aircraft first enters the high-risk state in the future direction of travel.

[0129] Optionally, a potential approach violation refers to a situation where a low-altitude aircraft, while traveling along a crossing trajectory segment, may violate the safety distance threshold due to the corrected effective approach distance exceeding the safety distance threshold, potentially violating the safety protection regulations for high-voltage power transmission lines. A high-risk trajectory subset refers to a subset of all crossing trajectory segments selected from the trajectory segment set whose safety distance assessment result is "exceeding the safety distance threshold." A high-risk state refers to a state where a low-altitude aircraft may violate safety protection regulations and faces a collision risk. The specific determination process is as follows: the safety monitoring system selects all crossing trajectory segments whose safety distance assessment result is "exceeding the safety distance threshold," and compiles and summarizes these crossing trajectory segments to form a high-risk trajectory subset with potential approach violations.

[0130] Furthermore, the safety monitoring system, based on the high-risk trajectory subset and the current spatial coordinates of the low-altitude aircraft, combined with the preset operating speed from the acquired preset operating trajectory information of the low-altitude aircraft, determines the time node when the aircraft first enters a high-risk state in its future direction of travel. The time node refers to the specific moment when the low-altitude aircraft first enters the trajectory segment corresponding to the high-risk trajectory subset while traveling along the preset operating trajectory; the future direction of travel refers to the direction the low-altitude aircraft travels along the preset operating trajectory sequence. The specific determination process is as follows: the safety monitoring system clarifies the future direction of travel of the low-altitude aircraft; based on the preset operating trajectory sequence, it determines the travel path length from the current spatial coordinates to each trajectory segment of the high-risk trajectory subset; then, based on the preset operating speed, it calculates the travel time corresponding to the travel path length; finally, it adds the current moment to the aforementioned travel time to obtain the moment when the low-altitude aircraft arrives at each high-risk trajectory segment, and selects the earliest moment as the time node when the aircraft first enters a high-risk state in its future direction of travel.

[0131] Step 30443: Based on the time node when the aircraft first enters a high-risk state in its future direction of travel, determine the continuous trajectory interval from the current time to the time node, and based on the line-of-sight accessibility in the continuous trajectory interval and the relative position relationship, determine whether there is an unobstructed direct approach situation within the interval.

[0132] Optionally, a continuous trajectory interval refers to the range of continuous trajectory formed by a low-altitude aircraft starting from its current spatial coordinates, traveling along a preset operational trajectory, and reaching the trajectory point corresponding to the time node when it first enters a high-risk state. The specific determination process is as follows: Based on the preset trajectory point sequence and preset operational speed in the preset operational trajectory information, the safety monitoring system determines the trajectory point corresponding to the current moment and the trajectory point corresponding to the time node when it first enters a high-risk state. The continuous trajectory segment between these two trajectory points is then defined as the continuous trajectory interval from the current moment to the time node.

[0133] Furthermore, the unobstructed direct approach scenario refers to a situation where a low-altitude aircraft, traveling along a continuous trajectory section, has a path that allows it to directly approach the high-voltage power line without any obstructions. The specific determination process is as follows: The safety monitoring system extracts the three-dimensional coordinate range of the continuous trajectory section and, combined with information representing line-of-sight accessibility from the relative positional relationships, analyzes whether there are any obstacles obstructing the path between each point within the continuous trajectory section and the spatial geometric trajectory of the high-voltage power line. If there is a segment of the trajectory within the continuous trajectory section whose approach path to the high-voltage power line is not obstructed by any obstacles, then it is determined that an unobstructed direct approach scenario exists within the section. If all the approaches between the trajectory and the high-voltage power line within the continuous trajectory section are obstructed by obstacles, then it is determined that no unobstructed direct approach scenario exists within the section. The safety monitoring system records the continuous trajectory section and the corresponding unobstructed direct approach scenario determination results.

[0134] Step 30444: Based on whether there is an unobstructed direct connection approach within the interval, determine whether the low-altitude aircraft will have a physical collision or safety distance intrusion with the high-voltage power line during the execution of the preset operation trajectory, and obtain the collision risk assessment result.

[0135] Optionally, a physical collision refers to a situation where a low-altitude aircraft comes into direct contact with a high-voltage power line; a safety distance intrusion refers to a situation where the distance between a low-altitude aircraft and a high-voltage power line is less than a preset safety distance threshold; the collision risk assessment result refers to the final assessment result used to characterize whether the low-altitude aircraft has the aforementioned physical collision or safety distance intrusion situation during the execution of the preset operating trajectory, specifically divided into two cases: "collision risk exists" and "collision risk does not exist". The specific assessment process is as follows: if there is an unobstructed direct approach situation within the continuous trajectory interval, and the high-risk trajectory subset is not empty (i.e., there is a crossing trajectory segment that exceeds the safety distance threshold), it indicates that when the low-altitude aircraft travels along the preset operating trajectory, it may approach the high-voltage power line without obstruction and exceed the safety distance threshold, and there is a possibility of physical collision or safety distance intrusion, and the collision risk assessment result is "collision risk exists"; if there is no unobstructed direct approach situation within the continuous trajectory interval, or the high-risk trajectory subset is empty (i.e., there is no crossing trajectory segment that exceeds the safety distance threshold), it indicates that when the low-altitude aircraft travels along the preset operating trajectory, there will be no physical collision or safety distance intrusion situation, and the collision risk assessment result is "collision risk does not exist".

[0136] The embodiments of the present invention accurately capture the influencing factors of the collision risk between low-altitude aircraft and high-voltage transmission lines, realize the accurate judgment of collision risk, improve the reliability and prevention and control effectiveness of the high-voltage transmission line anti-collision monitoring system, and ensure the operational safety of high-voltage transmission lines and the operational safety of low-altitude aircraft.

[0137] Furthermore, the collision avoidance safety monitoring system for low-altitude aircraft provided by the present invention will be described below. The collision avoidance safety monitoring system for low-altitude aircraft described below can be referred to in correspondence with the collision avoidance safety monitoring method for low-altitude aircraft described above.

[0138] Optional, refer to Figure 2 , Figure 2 This is a schematic diagram of the collision avoidance safety monitoring system for low-altitude aircraft provided by the present invention. The collision avoidance safety monitoring system for low-altitude aircraft includes:

[0139] The protection zone planning module 210 is used to determine the safety protection zone based on the three-dimensional coordinate information of the entire high-voltage transmission line; the safety protection zone includes the warning zone and the danger zone;

[0140] The position relationship construction module 220 is used to construct the relative position relationship between the aircraft and the high-voltage transmission line based on the real-time three-dimensional position information of the low-altitude aircraft, the distribution information of obstacles in the surrounding environment, the three-dimensional coordinate information of the entire line, and the safety protection area.

[0141] The collision risk monitoring module 230 is used to determine whether there is a collision risk for the low-altitude aircraft based on the relative position correlation and the preset operation trajectory information of the low-altitude aircraft.

[0142] The collision risk response module 240 triggers a graded collision avoidance warning command if a collision risk exists.

[0143] The embodiments of the present invention realize precise and dynamic early warning of collision avoidance monitoring for low-altitude aircraft in high-voltage transmission line scenarios, ensuring the safe operation of high-voltage transmission lines and the safe operation of low-altitude aircraft.

[0144] Please see Figure 3 , Figure 3 An embodiment diagram of an electronic device provided in accordance with the present invention. For example... Figure 3 As shown, this embodiment of the invention provides an electronic device 300, including a memory 310, a processor 320, and a computer program 311 stored in the memory 310 and executable on the processor 320. When the processor 320 executes the computer program 311, it performs the following steps:

[0145] The safety protection zone is determined based on the three-dimensional coordinate information of the entire high-voltage transmission line; the safety protection zone includes the early warning zone and the danger zone.

[0146] Based on the real-time three-dimensional position information of the low-altitude aircraft and the distribution information of obstacles in the surrounding environment, combined with the three-dimensional coordinate information of the entire line and the safety protection area, the relative positional relationship between the aircraft and the high-voltage transmission line is constructed.

[0147] Based on the relative position correlation and the preset operation trajectory information of the low-altitude aircraft, determine whether the low-altitude aircraft has a collision risk;

[0148] If a collision risk exists, a graded collision avoidance warning instruction will be triggered.

[0149] Please see Figure 4 , Figure 4 An embodiment diagram of a computer-readable storage medium provided in accordance with an embodiment of the present invention is shown. Figure 4 As shown, this embodiment provides a computer-readable storage medium 400 on which a computer program 311 is stored. When the computer program 311 is executed by a processor, it performs the following steps:

[0150] The safety protection zone is determined based on the three-dimensional coordinate information of the entire high-voltage transmission line; the safety protection zone includes the early warning zone and the danger zone.

[0151] Based on the real-time three-dimensional position information of the low-altitude aircraft and the distribution information of obstacles in the surrounding environment, combined with the three-dimensional coordinate information of the entire line and the safety protection area, the relative positional relationship between the aircraft and the high-voltage transmission line is constructed.

[0152] Based on the relative position correlation and the preset operation trajectory information of the low-altitude aircraft, determine whether the low-altitude aircraft has a collision risk;

[0153] If a collision risk exists, a graded collision avoidance warning instruction will be triggered.

[0154] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer is able to execute the collision avoidance safety monitoring method for low-altitude aircraft provided by the above methods, the method comprising:

[0155] The safety protection zone is determined based on the three-dimensional coordinate information of the entire high-voltage transmission line; the safety protection zone includes the early warning zone and the danger zone.

[0156] Based on the real-time three-dimensional position information of the low-altitude aircraft and the distribution information of obstacles in the surrounding environment, combined with the three-dimensional coordinate information of the entire line and the safety protection area, the relative positional relationship between the aircraft and the high-voltage transmission line is constructed.

[0157] Based on the relative position correlation and the preset operation trajectory information of the low-altitude aircraft, determine whether the low-altitude aircraft has a collision risk;

[0158] If a collision risk exists, a graded collision avoidance warning instruction will be triggered.

[0159] The system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0160] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0161] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A collision avoidance safety monitoring method for low-altitude aircraft, characterized in that, include: The safety protection zone is determined based on the three-dimensional coordinate information of the entire high-voltage transmission line; the safety protection zone includes a warning zone and a danger zone. Based on the real-time three-dimensional position information of the low-altitude aircraft and the distribution information of obstacles in the surrounding environment, combined with the three-dimensional coordinate information of the entire line and the safety protection area, the relative positional relationship between the aircraft and the high-voltage transmission line is constructed. Based on the relative position correlation and the preset operating trajectory information of the low-altitude aircraft, it is determined whether the low-altitude aircraft has a collision risk; If a collision risk exists, a graded collision avoidance warning instruction will be triggered.

2. The collision avoidance safety monitoring method for low-altitude aircraft according to claim 1, characterized in that, The determination of whether the low-altitude aircraft poses a collision risk based on the relative position correlation and the preset operating trajectory information of the low-altitude aircraft includes: Based on the preset operation trajectory information, the sequence of preset trajectory points that the low-altitude aircraft will pass through in sequence during the operation is determined, and based on the preset trajectory point sequence and the relative position association, the spatial proximity status of each preset trajectory point relative to the high-voltage transmission line is determined. Based on the spatial proximity status of each preset trajectory point relative to the high-voltage transmission line, determine whether each preset trajectory point is located within the safety protection area, and obtain the spatial proximity determination result. Based on the spatial proximity determination results and the hierarchical structure of the safety protection area, the safety protection level identifier to which each preset trajectory point belongs is determined, and based on the safety protection level identifier to which each preset trajectory point belongs, the set of trajectory segments for the preset operation trajectory that crosses the warning area or danger area is determined. Based on the set of trajectory segments and the spatial geometric trajectory of the high-voltage transmission line, it is determined whether the low-altitude aircraft poses a collision risk.

3. The collision avoidance safety monitoring method for low-altitude aircraft according to claim 2, characterized in that, The determination of whether the low-altitude aircraft poses a collision risk based on the set of trajectory segments and the spatial geometric trajectory of the high-voltage transmission line includes: Based on the set of trajectory segments and the spatial geometric trajectory of the high-voltage transmission line, determine the set of nearest neighbor spatial paths between the trajectory segments and the high-voltage transmission line, and based on the set of nearest neighbor spatial paths between the trajectory segments and the high-voltage transmission line, determine the visibility accessibility status of each nearest neighbor spatial path. Based on the visibility accessibility status of each nearest neighbor spatial path and the surrounding environment obstacle distribution information, the actual occlusion situation of obstacles on the spatial approach behavior between the crossing trajectory segment and the high-voltage transmission line is determined. Based on the actual obstruction of obstacles to the spatial approach behavior between the crossing trajectory segment and the high-voltage transmission line, the effective approach distance of the crossing trajectory segment is corrected to obtain the corrected effective approach distance. Based on the corrected effective approach distance and the set of boundary surfaces of the safety protection area in three-dimensional space, it is determined whether the low-altitude aircraft has a collision risk.

4. The collision avoidance safety monitoring method for low-altitude aircraft according to claim 3, characterized in that, The determination of whether the low-altitude aircraft poses a collision risk based on the corrected effective approach distance and the set of boundary surfaces of the safety protection zone in three-dimensional space includes: Based on the corrected effective approach distance and the set of boundary surfaces of the safety protection area in three-dimensional space, it is determined whether the crossing trajectory segment exceeds the safety distance threshold, and the safety distance judgment result is obtained. Based on the safety distance judgment result, a subset of high-risk trajectories with potential close-in violations is determined, and based on the subset of high-risk trajectories and the current spatial coordinates of the low-altitude aircraft, the time node when the aircraft first enters a high-risk state in its future direction of travel is determined. Based on the time node when the aircraft first enters a high-risk state in its future direction of travel, a continuous trajectory interval from the current time to the time node is determined, and based on the line-of-sight accessibility in the continuous trajectory interval and the relative position relationship, it is determined whether there is an unobstructed direct approach within the interval. Based on whether there is an unobstructed direct connection within the interval, it is determined whether the low-altitude aircraft will have a physical collision with the high-voltage power line or intrude into the safe distance during the execution of the preset operation trajectory, and the collision risk assessment result is obtained.

5. The collision avoidance safety monitoring method for low-altitude aircraft according to claim 1, characterized in that, The steps involved in establishing the relative positional relationship between the aircraft and the high-voltage transmission line include: The spatial geometric trajectory of the high-voltage transmission line is determined based on the three-dimensional coordinate information of the entire line, and the set of boundary surfaces of the safety protection area in three-dimensional space is determined based on the spatial geometric trajectory. Based on the real-time three-dimensional position information, the spatial coordinates of the low-altitude aircraft at the current moment are determined, and based on the spatial coordinates at the current moment and the boundary surface set of the safety protection area in three-dimensional space, the spatial ownership status of the low-altitude aircraft relative to the safety protection area is determined. Based on the spatial ownership status of the low-altitude aircraft relative to the safety protection area, it is determined whether the low-altitude aircraft is located in the warning area or the danger area, and the spatial ownership determination result is obtained. Based on the spatial attribution determination results and the surrounding environmental obstacle distribution information, a relative positional association between the aircraft and the high-voltage power transmission line is constructed.

6. The collision avoidance safety monitoring method for low-altitude aircraft according to claim 5, characterized in that, The process of constructing a relative positional association between the aircraft and the high-voltage power line based on the spatial attribution determination result and the surrounding environmental obstacle distribution information includes: Based on the spatial attribution determination result and the spatial geometric trajectory of the high-voltage transmission line, the minimum spatial distance path between the low-altitude aircraft and the high-voltage transmission line is determined. Based on the surrounding environment obstacle distribution information, determine the set of entities surrounding the obstacles in three-dimensional space, and based on the set of entities surrounding the obstacles in three-dimensional space and the spatial coordinates of the current moment, determine the obstruction status of the obstacles on the minimum spatial distance path between the low-altitude aircraft and the high-voltage power transmission line. Based on the obstruction status of obstacles on the minimum spatial distance path between low-altitude aircraft and high-voltage power transmission lines, the effective accessibility of the minimum spatial distance path is corrected to obtain the corrected minimum spatial distance path. Based on the effective reachability of the modified minimum spatial distance path and the spatial geometric trajectory of the high-voltage transmission line, the nearest neighbor line segment pair with no obstruction between the low-altitude aircraft and the high-voltage transmission line is determined. Based on the nearest neighbor line segments that are unobstructed between the low-altitude aircraft and the high-voltage transmission line, the relative positional relationship between the aircraft and the high-voltage transmission line is constructed.

7. The collision avoidance safety monitoring method for low-altitude aircraft according to claim 6, characterized in that, The process of constructing the relative positional relationship between the low-altitude aircraft and the high-voltage transmission line based on the nearest neighbor line segments that are unobstructed between them includes: Based on the nearest neighbor line segment pairs between the low-altitude aircraft and the high-voltage transmission line without obstruction, the coordinates of the nearest neighbor point pairs in three-dimensional space are determined. Based on the coordinates of the nearest neighbor point pairs and the boundary surface set of the safety protection area in three-dimensional space, the nearest neighbor distance vector between the low-altitude aircraft and the boundary of the safety protection area is determined. Based on the nearest neighbor distance vector between the low-altitude aircraft and the boundary of the safety protection zone, the safety protection zone level identifier pointed to by the nearest neighbor distance vector is determined, and based on the safety protection zone level identifier and the spatial coordinates of the low-altitude aircraft at the current moment, the safety protection level status of the low-altitude aircraft is determined. Based on the safety protection level of the low-altitude aircraft and the nearest neighbor line segment pair with no obstruction between the low-altitude aircraft and the high-voltage power transmission line, the relative positional relationship between the aircraft and the high-voltage power transmission line is determined; the relative positional relationship is a deterministic description of spatial proximity, regional affiliation and line-of-sight accessibility.

8. A collision avoidance safety monitoring system for low-altitude aircraft, characterized in that, The collision avoidance safety monitoring method for low-altitude aircraft as described in any one of claims 1 to 7; the collision avoidance safety monitoring system for low-altitude aircraft includes: The protection zone planning module is used to determine the safety protection zone based on the three-dimensional coordinate information of the entire high-voltage transmission line; the safety protection zone includes a warning zone and a danger zone; The position relationship construction module is used to construct the relative position relationship between the aircraft and the high-voltage transmission line based on the real-time three-dimensional position information of the low-altitude aircraft, the distribution information of obstacles in the surrounding environment, the three-dimensional coordinate information of the entire line, and the safety protection area. The collision risk monitoring module is used to determine whether the low-altitude aircraft has a collision risk based on the relative position correlation and the preset operation trajectory information of the low-altitude aircraft. The collision risk response module is used to trigger a graded collision avoidance warning command if a collision risk exists.

9. An electronic device, comprising: Memory, used to store computer software programs; A processor for reading and executing the computer software program, characterized in that, when the processor executes the computer software program, it implements the collision avoidance safety monitoring method for low-altitude aircraft as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium, wherein a computer software program is stored therein, characterized in that, When the computer software program is executed by the processor, it implements the collision avoidance safety monitoring method for low-altitude aircraft as described in any one of claims 1 to 7.

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