Passage route planning method and system, electronic device and computer program product

Abstract

The application is suitable for the field of data processing, and provides a passing path planning method and system, an electronic device and a computer program product, wherein the method comprises: acquiring a space reference space-time network; the space reference space-time network comprises a plurality of space-time edges, each space-time edge connects two waypoints and corresponds to a space-time range between the waypoints; determining at least one target space-time range corresponding to a space emergency event and passing restriction information corresponding to each target space-time range; adjusting a target space-time edge corresponding to the target space-time range in the space reference space-time network based on the target space-time range and the passing restriction information, to obtain a space passable space-time network; and planning a target passing path for each target flight task in the space passable space-time network. The scheme performs fine management on the space, replans the path for the target flight task, and improves the utilization rate of the space resource.

Description

Technical Field

[0001] This application belongs to the field of data processing, and in particular relates to a route planning method, system, electronic device, and computer program product. Background Technology

[0002] With the rapid development of the urban low-altitude economy, drones and other aircraft are increasingly used in logistics, inspection, emergency response and other scenarios. Their operating environment is usually urban areas with dense buildings and complex airspace structures, which are susceptible to various emergencies (such as large-scale events, emergency rescues and weather changes).

[0003] Currently, the mainstream measures have obvious limitations when facing emergencies that affect low-altitude airspace: the determination of the scope of airspace impact is too crude, and the entire airspace corresponding to the emergency is usually designated as a no-fly zone at once, that is, a two-value management model of "full control - full opening". This directly reduces the effective passage capacity of low-altitude micro-airways and causes a serious waste of airspace resources. Summary of the Invention

[0004] This application provides a route planning method, system, electronic device, and computer program product to solve the problem of low airspace resource utilization caused by the crude delineation of no-fly zones in the event of emergencies in the prior art.

[0005] The first aspect of this application provides a route planning method, including:

[0006] Obtain the airspace reference spatiotemporal network; the airspace reference spatiotemporal network contains multiple spatiotemporal edges, each spatiotemporal edge connects two waypoints, corresponding to the spatiotemporal range between waypoints;

[0007] Determine at least one target spatiotemporal range corresponding to the airspace emergency and the traffic restriction information corresponding to each target spatiotemporal range; the target spatiotemporal range is the spatiotemporal range affected by the airspace emergency.

[0008] Based on the target spatiotemporal range and the access restriction information, the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network is adjusted to obtain the airspace passable spatiotemporal network.

[0009] In the airspace traversable spatiotemporal network, a target traversal path is planned for each target flight mission; the target flight mission is a flight mission whose original traversal path includes any of the target spatiotemporal edges.

[0010] A second aspect of this application provides a route planning system, including:

[0011] The acquisition module is used to acquire the airspace reference spatiotemporal network; the airspace reference spatiotemporal network contains multiple spatiotemporal edges, each spatiotemporal edge connects two waypoints, corresponding to the spatiotemporal range between waypoints;

[0012] The determination module is used to determine at least one target spatiotemporal range corresponding to an airspace emergency and the traffic restriction information corresponding to each target spatiotemporal range; the target spatiotemporal range is the spatiotemporal range affected by the airspace emergency.

[0013] The adjustment module is used to adjust the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network based on the target spatiotemporal range and the access restriction information, so as to obtain the airspace accessible spatiotemporal network.

[0014] The planning module is used to plan a target passage path for each target flight mission in the airspace passable spatiotemporal network; the target flight mission is a flight mission whose original passage path includes any of the target spatiotemporal edges.

[0015] A third aspect of this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method described in the first aspect.

[0016] A fourth aspect of this application provides a computer program product comprising a computer program that, when executed by a processor, implements the steps of the method described in the first aspect.

[0017] A fifth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method described in the first aspect.

[0018] As can be seen from the above, this application determines at least one affected target spatiotemporal range and the access restriction information of each target spatiotemporal range corresponding to an airspace emergency. Based on the target spatiotemporal range and access restriction information, it adjusts the corresponding target spatiotemporal edges in the airspace reference spatiotemporal network to obtain an airspace passable spatiotemporal network. Then, in this airspace passable spatiotemporal network, it plans a target passage path for each target flight mission whose original passage path includes any target spatiotemporal edge. This accurately locates the specific spatiotemporal range and corresponding spatiotemporal edges affected by the emergency, rather than roughly delineating no-fly zones, effectively avoiding the ineffective idleness of airspace resources and improving the utilization rate of airspace resources. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart of a route planning method provided in an embodiment of this application. Figure 1 ;

[0021] Figure 2 This is a flowchart of a route planning method provided in an embodiment of this application. Figure 2 ;

[0022] Figure 3 This is a structural diagram of a traffic path planning system provided in an embodiment of this application;

[0023] Figure 4 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0024] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0025] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0026] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0027] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0028] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if [the described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [the described condition or event] is detected," or "in response to detection of [the described condition or event]."

[0029] In specific implementations, the terminals described in the embodiments of this application include, but are not limited to, other portable devices such as mobile phones, laptop computers, or tablet computers with touch-sensitive surfaces (e.g., touchscreen displays and / or touchpads). It should also be understood that in some embodiments, the device is not a portable communication device, but a desktop computer with touch-sensitive surfaces (e.g., touchscreen displays and / or touchpads).

[0030] The following discussion describes terminals that include displays and touch-sensitive surfaces. However, it should be understood that terminals may include one or more other physical user interface devices such as physical keyboards, mice, and / or joysticks.

[0031] The terminal supports a variety of applications, such as one or more of the following: drawing applications, presentation applications, word processing applications, website creation applications, disc burning applications, spreadsheet applications, game applications, telephone applications, video conferencing applications, email applications, instant messaging applications, exercise support applications, photo management applications, digital camera applications, digital camcorder applications, web browsing applications, digital music player applications, and / or digital video player applications.

[0032] Various applications that can run on the terminal can use at least one common physical user interface device, such as a touch-sensitive surface. One or more functions of the touch-sensitive surface and the corresponding information displayed on the terminal can be adjusted and / or changed between and / or within applications. In this way, the terminal's common physical architecture (e.g., the touch-sensitive surface) can support various applications with user interfaces that are intuitive and transparent to the user.

[0033] It should be understood that the sequence number of each step in this embodiment does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of this application embodiment.

[0034] To illustrate the technical solution described in this application, specific embodiments are provided below.

[0035] See Figure 1 , Figure 1 This is a flowchart of a route planning method provided in an embodiment of this application. Figure 1 .like Figure 1 As shown, a route planning method includes the following steps:

[0036] Step 101: Obtain the airspace reference spatiotemporal network; the airspace reference spatiotemporal network contains multiple spatiotemporal edges, each spatiotemporal edge connects two waypoints, corresponding to the spatiotemporal range between waypoints.

[0037] The airspace reference spatiotemporal network is a basic networked model that integrates low-altitude airspace geographic topology, operational rules, and resource constraints, covering three dimensions: flight segment, altitude layer, and time window. It serves as the core benchmark for subsequent path planning, network adjustment, and task scheduling, and all traffic constraints and attributes are defined and associated based on this network.

[0038] The airspace reference spatiotemporal network includes waypoints and spatiotemporal boundaries.

[0039] In the airspace reference spatiotemporal network, waypoints are also known as nodes. A waypoint is a fixed location in low-altitude airspace with unique and precise geographical coordinates (such as latitude, longitude, and altitude). It is the basic node for establishing flight routes and forming an airspace network, providing clear spatial references and connecting nodes for flight missions. Waypoints are transportation hubs in the airspace, connecting carriers of spatiotemporal boundaries, and the objects on which constraint rules are implemented. Related spatial constraints, temporal constraints, and altitude constraints revolve around waypoints and related flight segments.

[0040] Based on functional differences, waypoints can be divided into basic functional waypoints and controlled waypoints. Basic functional waypoints include takeoff points (the starting point of the flight path), landing points (the ending point of the flight path), and route turning points (used to change flight direction and connect different flight segments). Controlled waypoints include critical control points (such as airspace boundaries and no-fly zone edges, usually points that must be passed or are prohibited from being passed by the mission), stop points (where aircraft performing flight missions are allowed to wait), and level change points (where aircraft performing flight missions are allowed to change altitudes).

[0041] The spatiotemporal boundary is the core unit constituting the airspace reference spatiotemporal network, connecting two waypoints and defining their passable spatiotemporal range. The spatiotemporal range is a standardized range that integrates three dimensions: flight segment B, altitude layer L, and time window T. Its expression form is a three-dimensional label, that is, a combination set of (B, L, T).

[0042] Segment B (spatial dimension) is a passageway segment with a clear topological structure in the airspace, and is the spatial carrier of the spatiotemporal range; Altitude layer L (vertical dimension) is a vertical flight interval divided at fixed intervals (e.g., 100 meters / layer), and is the vertical constraint of the spatiotemporal range; Time window T (time dimension) is a time segment after continuous time is discretized at a fixed step size Δt (e.g., 1 minute), and is the time constraint of the spatiotemporal range.

[0043] In some embodiments, the spatiotemporal edge can also be bound to the passage duration τ and the minimum safe interval. , traffic capacity Information such as: Passage duration is the usable effective time of the spacetime edge; minimum safe interval is the minimum distance that adjacent aircraft must maintain in the spacetime dimension; passage capacity is the upper limit of the number of aircraft that can safely pass within a unit time window.

[0044] In some embodiments, waypoints can be bound to a resident identifier. Allowed entry and exit layer sets Information such as...

[0045] In some embodiments, the construction process of the spatial reference spatiotemporal network specifically includes:

[0046] (1) Spatial basic data integration: Obtain micro-channel map, which integrates airspace geographic topographic data, obstacle distribution data and preset flight segment topology data, and can provide airspace basic spatial layout. Building upon this foundation, we further integrate corridor geometry information from the Unmanned Traffic Management (UTM) base map, supplementing it with precise key structural data such as airspace corridor boundaries and widths. Simultaneously, we ensure the coordinate alignment accuracy between the micro-wayway chart and the UTM base map is less than a set value, such as ≤5 meters (meeting low-altitude flight positioning requirements). We then perform topological alignment and verification on both types of data. Verification includes checking the uniqueness of waypoint coordinates (removing duplicate waypoints based on a deduplication threshold, such as a latitude / longitude deviation of ≤3 meters), topological connectivity (ensuring no isolated waypoints and that each non-endpoint waypoint connects to at least two flight segments), and flight segment overlap (e.g., overlaps >100 meters require merging or labeling). This process clarifies the unique geographic coordinates of all waypoints and the flight segment connections between adjacent waypoints, ultimately forming a logically complete and data-accurate spatial topological framework. This provides a reliable spatial carrier for subsequent three-dimensional decomposition and spatiotemporal edge construction.

[0047] (2) Three-dimensional splitting: Each flight segment is divided into multiple altitude layers L according to the preset altitude interval (e.g., 100 meters / layer, which can be adjusted to 50 meters / layer in mountainous areas to adapt to the complexity of the terrain). The altitude layer number increases from low to high altitude. The continuous time is discretized into multiple continuous and non-overlapping time intervals according to the fixed step size Δt (e.g., 1 minute, which can be refined to 30 seconds during peak periods to improve time resolution). The time interval number is arranged in chronological order. A three-dimensional label D=(B,L,T) is formed for flight segment-altitude layer-time window to achieve fine division of the spatiotemporal range. After division, it is necessary to ensure that there is no overlap or omission between adjacent spatiotemporal ranges and to cover the entire planned airspace and time segment.

[0048] (3) Spatiotemporal edge construction and attribute binding: Within the feasible range corresponding to the 3D label D=(B,L,T), spatiotemporal edges between waypoints are established, and the passage time τ and minimum safety interval are bound to each spatiotemporal edge. , traffic capacity Attribute information; waypoints can be bound to and can be resident identifiers. Allowed entry and exit layer sets Attribute information; all spatiotemporal edges and waypoints are interconnected, forming a complete and parameterized airspace reference spatiotemporal network.

[0049] In some embodiments, an airspace reference spatiotemporal network is constructed based on real-time monitoring data. The specific construction process is as follows: an initial spatial topology framework is built using basic geographic data; real-time airspace monitoring data (such as radar trajectories and aircraft position reporting data) is acquired, and density clustering algorithms are used to identify unmarked waypoints (such as temporary take-off and landing points and high-frequency traffic inflection points) and automatically complete the topology connections; the time dimension is split using an adaptive step size (for example, the time step size is dynamically adjusted according to the traffic volume during a time period; when the traffic volume is ≥ the traffic volume threshold, the time step size = 30 seconds; when the traffic volume is < the traffic volume threshold, the time step size = 2 minutes); the altitude layer is split in combination with real-time meteorological data (such as reducing the altitude interval to 50 meters in windy areas), and finally a dynamic network with a basic framework and real-time completion is formed to adapt to scenarios of dynamic changes in airspace status.

[0050] The airspace reference spatiotemporal network enables a three-dimensional, refined characterization of airspace resources, clarifies passage constraints and resource boundaries, and gives airspace quantifiable and controllable attributes, avoiding the extensive problems of traditional management. It provides a standardized and structured foundation for subsequent emergency location, network adjustment, and route planning.

[0051] Step 102: Determine at least one target spatiotemporal range corresponding to the airspace emergency and the traffic restriction information corresponding to each target spatiotemporal range; the target spatiotemporal range is the spatiotemporal range affected by the airspace emergency.

[0052] Airspace emergencies refer to various dynamic events that may affect the safety of airspace passage. These include abnormal weather (such as thunderstorms and heavy fog), temporary airspace operations (such as drone mapping and power line inspection), emergency rescue operations (such as mountain search and rescue and medical transport), airspace hazards (such as aircraft malfunctions and foreign object intrusion), and temporary traffic control.

[0053] Different types of airspace emergencies have significantly different impacts, which are reflected in key parameters such as the coverage of the spatial domain Ω, the duration of the effective period Θ, the operation radius ρ, the operation direction d, and the priority Π.

[0054] In some embodiments, the spatiotemporal range of the target and the corresponding access restriction information for each target spatiotemporal range can be determined through various means, such as real-time airspace monitoring data analysis, spatiotemporal topology calculation, and directed causal graph analysis. Among these, directed causal graph analysis can achieve precise positioning of the area of ​​influence.

[0055] In some embodiments, for scenarios where the type of airspace emergency is clear and the impact parameters are known (such as temporary control within a fixed range), a spatial buffer is constructed directly with the core location of the event as the center, based on the operational radius ρ and the safety buffer distance β, and combined with the effective time period Θ to form a spatiotemporal buffer. The intersection of this buffer with the three-dimensional label D=(B,L,T) of the airspace reference spatiotemporal network is then calculated, and the intersection portion represents the target spatiotemporal range. Traffic restriction information is directly matched to preset rules based on the event type (e.g., temporary control → no entry, UAV mapping → can be avoided by changing layers). This method is suitable for the rapid location of simple emergencies.

[0056] In some embodiments, multi-source data such as real-time monitoring data, laws and regulations, and flight missions are integrated to construct a rule engine (including event type-impact range rules, regulatory-constraint rules, and mission-adaptation rules). When a sudden airspace event is detected, the rule engine automatically matches the corresponding rule, extracts parameters such as Ω, Θ, and Π, and calculates the target's spatiotemporal range by combining spatiotemporal topological relationships. The positioning result can be corrected through cross-validation of multi-source data (such as monitoring data confirming the event location and regulatory data verifying the validity of constraints), and finally outputs passage restriction information. This method is suitable for complex airspace scenarios with multiple constraints and multiple data sources.

[0057] Determine the target spatiotemporal range to accurately pinpoint the impact boundaries of airspace emergencies on airspace, avoiding the crude delineation of no-fly zones; determine traffic restriction information to clarify the traffic rules (prohibited / avoidable) for each affected area, providing a precise basis for subsequent network adjustments and route planning, ensuring safety while reducing airspace resource idleness.

[0058] In some embodiments, if the target spatiotemporal range and the corresponding access restriction information are determined by a directed causal graph, the directed causal graph needs to be constructed in advance. That is, before determining at least one target spatiotemporal range corresponding to an airspace emergency and the access restriction information corresponding to each target spatiotemporal range, the method further includes: determining multiple airspace access elements and the attribute information of each airspace access element; the multiple airspace access elements include the airspace emergency, airspace elements, regulatory constraints, and task commitments; creating element nodes corresponding to each airspace access element; the element nodes include airspace nodes, regulatory nodes, commitment nodes, and target event nodes corresponding to the airspace emergency; based on the attribute information of each airspace access element, establishing directed edges representing the influence relationship between the element nodes; and obtaining a directed causal graph containing the element nodes and the directed edges.

[0059] Airspace access factors are those that affect the feasibility of low-altitude airspace access, including airspace contingencies. airspace elements (The physical space vehicles required for flight, including waypoints and flight segments), regulatory notices Task Commitment Of these, airspace emergencies are dynamic elements, while the rest are static or semi-static elements.

[0060] Attribute information comprises characteristic parameters of various airspace access elements, including general attribute fields and specific attribute values. General attribute fields include Ω (spatial scope), Λ (available altitude layer), Θ (effective time period), and Π (priority). (Minimum safety interval), Υ (committed time limit), Σ (site order), ξ (regulatory reference identifier), etc. The specific attribute value is the actual parameter corresponding to the specific element (such as Ω=flight segment B1-B3, Θ=2024-05-10 9:00-11:00 for a certain UAV mapping event).

[0061] Element nodes are the concrete representation of airspace access elements in a directed causal graph. Airspace elements correspond to airspace nodes, legal constraints correspond to legal nodes, task commitments correspond to commitment nodes, and airspace emergencies correspond to target event nodes.

[0062] Event node templates are created according to event type (such as UAV mapping, emergency rescue, temporary control). Each template carries the general attribute fields of that type of event, without filling in specific attribute values, reserving space for subsequent association with specific events, and obtaining the target event node after association.

[0063] Directed edges are links that characterize the causal relationships between element nodes. The direction is from the source of influence to the affected object, and they are divided into the following three categories: event suppression edges, which point from the target event node to the airspace node, affecting the airspace's capacity and altitude availability. The suppression strength is positively correlated with the event priority Π (the higher the Π, the greater the capacity reduction and the fewer available altitudes); regulatory restriction edges, which point from the regulatory node to the airspace node, constraining the airspace's passage window and direction of travel; and commitment guidance edges, which point from the commitment node to the airspace node, used to clarify the necessary flight segments and passage windows for flight missions. Each directed edge is associated with attributes such as the effective period Θ, the release condition (e.g., operation radius < radius threshold, or event status is paused), and the conflict priority (regulation > safety > capacity > efficiency). In case of conflict, the priority is applied, and for conflicts of the same level, the principle of priority is applied based on the closest time.

[0064] A directed causal graph Γ is a structured graphical model with element nodes as vertices and directed edges as links. It is uniformly mapped to a spatiotemporal range defined by three-dimensional labels D=(B,L,T) and is used to sort out the influence logic between elements.

[0065] In some embodiments, the construction of a directed causal graph is divided into two stages.

[0066] Phase 1: Framework Setup

[0067] (1) Determine the types of airspace access elements and common attribute fields: Clarify the types of four types of airspace access elements and pre-set common attribute fields for each type of element. Among them, the common attribute fields for airspace emergencies include Ω, Θ, ρ, Π, ξ, etc.; the common attribute fields for airspace elements include geographic coordinates, permissible altitude layer, topological relationship, etc.; the common attribute fields for regulatory constraints include clause content, scope of effect, and level of enforcement, etc.; the common attribute fields for task commitments include time limit, mandatory transit stations, priority, etc.

[0068] (2) Create event type representative nodes and other nodes: ① Create airspace nodes corresponding to airspace elements and bind their general attribute fields and related parameters; ② Create regulatory nodes corresponding to regulatory notices and bind their general attribute fields and related parameters; ③ Create commitment nodes corresponding to task commitments and bind their general attribute fields and related parameters; ④ Create event nodes corresponding to airspace emergencies according to event type (such as UAV mapping template ID=E001, emergency rescue template ID=E002), which only carry general attribute fields and do not fill in specific exclusive attribute values ​​for the time being. When an airspace emergency occurs, the corresponding parameters will be filled in to obtain the target event node.

[0069] (3) Constructing directed edges: Based on the general influence relationship between elements, three types of directed edges are built between nodes. Each directed edge is assigned parameters such as effective time period field, resolving condition field and conflict priority to complete the construction of the general association framework.

[0070] The nodes and directed edges form the initial directed causal graph framework, which can be reused to adapt to different types and time periods of specific sudden events without the need to rebuild the network repeatedly.

[0071] Phase Two, Event Correlation:

[0072] (1) When a specific airspace emergency is detected, collect information on the specific emergency that is occurring dynamically, including: event type (such as UAV mapping), exclusive attribute value, related regulatory reference ξ, etc.; and assign a unique identifier ID (such as E2024051009) to the specific airspace emergency.

[0073] (2) Match the corresponding event node according to the type of the specific event, and associate the ID, exclusive attribute value and other parameters of the specific spatial event with the matched event node to complete the association between the specific event and the node in the graph. At this time, the event node template becomes "the exclusive node bound to the specific event", that is, the target event node. The target event node automatically inherits the template, that is, the directed edge association relationship preset by the event node.

[0074] After the above construction process, a directed causal graph Γ containing element nodes and directed edges that can be used for reasoning can be obtained.

[0075] By standardizing and integrating heterogeneous and scattered airspace access elements through directed causal graphs, the influence logic of various elements is clarified, semantic ambiguity and inconsistency in adjudication are avoided, and a structured and traceable analytical basis is provided for accurately locating the impact range of emergencies.

[0076] In some embodiments, determining at least one target spatiotemporal range corresponding to an airspace emergency and the access restriction information corresponding to each target spatiotemporal range includes: in the directed causal graph, determining at least one target airspace node connected to the target event node through the directed edge, and a target regulatory node and / or target commitment node connected to each target airspace node through the directed edge; determining at least one target spatiotemporal range based on the spatiotemporal intersection of the target event node and each target airspace node; and determining the access restriction information corresponding to each target spatiotemporal range according to the constraint rules of the target regulatory node and / or the target commitment node; wherein the access restriction information is prohibition information or circumventable information.

[0077] The target spatial node is a spatial node in the directed causal graph that is directly or indirectly related to the target event node through directed edges, that is, the node corresponding to the spatial element that may be affected by the sudden spatial event.

[0078] The target regulatory node is a regulatory node that is associated with the target spatial domain node through a directed edge. The target commitment node is a commitment node that is associated with the target spatial domain node through a directed edge.

[0079] The spatiotemporal intersection is the overlapping spatiotemporal range between the target event node and the target spatial domain node.

[0080] The prohibited information indicates that the target space-time range cannot meet the requirements. Information that is completely prohibited from being passed, such as information required by laws and regulations.

[0081] The evasive information refers to the limitation information within the target's spatiotemporal range that there are evasive means such as layer switching, short-time shifting, and one-way passage, including evasive strategies and triggering conditions.

[0082] Based on the pre-defined directed edge connection relationship in the graph, extract all spatial nodes connected to the target event node through directed edges, i.e., target spatial nodes; further extract the target regulatory nodes and target commitment nodes connected to each target spatial node through directed edges.

[0083] The event is set to active status, and expansion proceeds layer by layer along directed edges and topologically adjacent edges E. During expansion, an expansion queue K controls the expansion order, which is: regulatory restriction edges > event suppression edges > commitment guidance edges. Edges of the same type are further sorted by Π. The expansion convergence condition is that K is empty, there is no new target spatiotemporal range, the expansion depth reaches the maximum expansion step number H, or the time exceeds the prospect window W. H is set according to the spatial complexity; for example, H=5-8 for urban low-altitude areas and H=8-12 for suburban low-altitude areas. Each expansion records the triggering basis index χ (including regulatory reference ξ, node ID, etc.) to ensure traceability of the impact.

[0084] The spatiotemporal intersection of the spatiotemporal range formed by Ω, Λ, and Θ of the target event node and the spatiotemporal range formed by the flight segment B, altitude layer L, and time window T of the target airspace node is calculated. The (B,L,T) that satisfies B∈Ω, L∈Λ, and T∈Θ is determined as the target spatiotemporal range, which is mathematically expressed as D={(B,L,T)∣B∈Ω,L∈Λ,T∈Θ}. For the edge ambiguity region (B partially overlaps Ω, T partially covers Θ), the influence probability model is used for determination. When the influence probability is >60%, it is included in the target spatiotemporal range. The influence probability is calculated as the ratio of overlapping area / duration.

[0085] Based on the constraint rules of the target regulatory nodes and target commitment nodes, and in conjunction with the minimum safety interval requirements, the access restriction information (prohibited information or circumventable information) for each target's spatiotemporal range is determined. Prohibited information is categorized into the prohibited set, with a clearly defined prohibition time window T; circumventable information is categorized into the circumventable set, supplemented with information such as the triggering condition and unidirectional direction identifier σ.

[0086] By using spatiotemporal intersection analysis and causal spillover reasoning, the impact range of airspace emergencies can be accurately located, avoiding the waste of resources caused by the indiscriminate setting of no-fly zones. The subdivision of prohibited and circumventable information provides a differentiated basis for subsequent network adjustments, which not only ensures safety but also improves the flexibility of airspace resource utilization.

[0087] Step 103: Based on the target spatiotemporal range and the access restriction information, adjust the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network to obtain the airspace passable spatiotemporal network.

[0088] The target spatiotemporal edge is the spatiotemporal edge in the airspace reference spatiotemporal network that perfectly matches the target spatiotemporal range, i.e. the spatiotemporal edge that needs to be adjusted due to sudden airspace events.

[0089] The airspace traversable spatiotemporal network is a network model adapted to the current airspace state after adjusting the airspace baseline spatiotemporal network.

[0090] By using the target spatiotemporal range and access restriction information, the airspace reference spatiotemporal network is precisely adjusted in a differentiated manner to eliminate the risk of passage through prohibited areas, retain feasible paths to avoid idle airspace resources, and output a structurally complete and clearly constrained airspace passable spatiotemporal network, providing a reliable basis for the minimum disturbance path planning of subsequent target flight missions.

[0091] In some embodiments, adjusting the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network based on the target spatiotemporal range and the access restriction information to obtain an airspace-accessible spatiotemporal network includes: removing the target spatiotemporal edge corresponding to the target spatiotemporal range from the airspace reference spatiotemporal network when the access restriction information is prohibition information; marking the target spatiotemporal edge as restricted when the access restriction information is circumventable information, and determining a substitute spatiotemporal edge in the airspace reference spatiotemporal network for temporarily replacing the target spatiotemporal edge according to the circumventable strategy in the circumventable information; and determining the airspace reference spatiotemporal network with the completed spatiotemporal edge adjustment as the airspace-accessible spatiotemporal network.

[0092] A restricted state refers to a state in which the target spacetime boundary cannot be traversed according to its original attributes due to the impact of a sudden event in the space domain, but there is an alternative solution.

[0093] Alternate spacetime edges are spacetime edges used to replace restricted target spacetime edges, including layer-changing virtual edges, waiting edges, early entry edges, one-way passage edges, etc.

[0094] Based on the type of access restriction information, differentiate adjustments are made to the target spatiotemporal edges, including the following operations:

[0095] Removal of prohibited edges: Target spatiotemporal edges in the prohibited set are directly removed from the spatial reference spatiotemporal network to eliminate the risk of passage through prohibited areas;

[0096] Layer-changing virtual edge injection: Within the same node and time interval of the airspace reference spatiotemporal network, the allowed entry and exit layer sets are sorted by altitude index and then paired with nearest neighbors (prioritizing adjacent altitude layers, and the time interval between unavailable adjacent layers does not exceed the set level) to generate candidate initial layer-changing virtual edges; the minimum safety interval and layer-changing duration are bound to establish an occupancy relationship with the flight segment; a layer-changing priority Π is set for edges crossing critical flight segments (e.g., the layer-changing priority of critical flight segments is 2 levels higher than that of ordinary flight segments), and after deduplication and compatibility checks (consistent direction, no interval conflict, and no capacity exceeding the limit), layer-changing virtual edges are formed and injected into the airspace reference spatiotemporal network;

[0097] Waiting edge / early entry edge injection: For nodes that meet the conditions for residing ( For nodes with =1), generate initial waiting edges and bind information such as concurrency limit and minimum safe interval; generate initial early entry edges for scenarios that require early passage; after compatibility checks (interval does not conflict, concurrency does not exceed limits, and successor edges are reachable), form waiting edges and early entry edges;

[0098] One-way passage edge: Within the time window of influence, retain the spatiotemporal edge that does not conflict with the event and is consistent with the direction, freeze the reverse spatiotemporal edge, and obtain the one-way passage edge; multi-event coverage edges are merged and restricted according to priority and strictness.

[0099] The spatial reference spatiotemporal network that has completed the removal of prohibited spatiotemporal edges and the injection of replacement spatiotemporal edges is determined as the spatially accessible spatiotemporal network.

[0100] By removing prohibited edges and injecting alternative edges, the precise dynamic adjustment of the airspace reference spatiotemporal network is achieved. This ensures the absolute safety of prohibited areas while retaining passable paths through multiple alternative strategies, avoiding the ineffective idleness of airspace resources and providing a high-quality basic model for subsequent path planning.

[0101] Step 104: In the airspace traversable spatiotemporal network, plan a target traversal path for each target flight mission; the target flight mission is a flight mission whose original traversal path includes any of the target spatiotemporal edges.

[0102] The target flight mission is a flight mission whose original travel path contains at least one target spatiotemporal edge, including missions in transit and missions to be executed, corresponding to independent mission flows in mission list J. .

[0103] The original travel path is the initial path planned based on the mission start point, end point, and commitment constraints in the spatial reference spatiotemporal network, and is projected as the reference path. .

[0104] The target path is through replacement The target spatiotemporal boundary in the plan is the final path that satisfies the commitment constraints and security requirements, with minimum disturbance as the planning principle.

[0105] Commitment constraints are the core hard constraints of a task, including arrival time limits. Station order Key paragraphs must pass the time window wait.

[0106] Accurately pinpoint flight missions affected by sudden airspace events, plan routes based on optimized airspace passability spatiotemporal networks, ensure mission feasibility, and avoid airspace conflicts.

[0107] In some embodiments, planning a target passage path for each target flight mission in the airspace-accessible spatiotemporal network includes: searching in the airspace-accessible spatiotemporal network for candidate spatiotemporal edges that replace the target spatiotemporal edges and satisfy the commitment constraints of the target flight mission, based on the target spatiotemporal edges included in the original passage path of each target flight mission; performing a passage feasibility check on each candidate spatiotemporal edge, and determining the candidate spatiotemporal edge that passes the check as the target replacement spatiotemporal edge; the passage feasibility check includes connectivity check, airspace capacity check, and minimum safety interval check; and concatenating all the target replacement spatiotemporal edges of each target flight mission with the unaffected spatiotemporal edges in its original passage path to obtain the target passage path that satisfies the commitment constraints.

[0108] Candidate spatiotemporal edges are spatiotemporal edges that are initially selected from the airspace-accessible spatiotemporal network and may replace the target spatiotemporal edge, and must meet the basic requirements of commitment constraints.

[0109] The target replacement spatiotemporal edge is the candidate spatiotemporal edge that passes the feasibility check.

[0110] The feasibility verification includes three core verifications: Connectivity verification: verifying the continuity of the connection between candidate spatiotemporal edges and unaffected spatiotemporal edges without disrupting the station order; Spatial capacity verification: ensuring that the passage capacity of candidate spatiotemporal edges meets the task occupancy requirements; Minimum safety interval verification: ensuring that the time and altitude of candidate spatiotemporal edges do not conflict with those of adjacent tasks.

[0111] A flight mission whose original travel path includes any target spacetime edge is defined as a target flight mission, whose original travel path includes both the target spacetime edge and an unaffected spacetime edge.

[0112] Search the airspace traversable spatiotemporal network for candidate spatiotemporal edges that can replace the target spatiotemporal edges contained in the original traversable path of the target flight mission and satisfy the commitment constraints of the target flight mission.

[0113] In some embodiments, the step of searching in the airspace-accessible spatiotemporal network for candidate spatiotemporal edges that replace the target spatiotemporal edges and satisfy the commitment constraints of the target flight mission, based on the target spatiotemporal edges included in the original travel path of each target flight mission, includes: determining at least one spatiotemporal edge to be replaced, composed of one or more target spatiotemporal edges of each target flight mission, based on the continuity of the spatiotemporal edges; defining a local search spatiotemporal range in the airspace-accessible spatiotemporal network, using the starting and ending points of the spatiotemporal edge to be replaced as spatiotemporal boundaries; and searching in the local search spatiotemporal range for candidate spatiotemporal edges that replace the spatiotemporal edge to be replaced and satisfy the commitment constraints, according to the priority order of layer switching, short time shift, and local detour.

[0114] A spatiotemporal edge to be replaced is a path segment consisting of one or more consecutive target spatiotemporal edges, with a clearly defined starting point (starting node) and ending point (ending node).

[0115] The local search spatiotemporal range is bounded by the start and end nodes of the spatiotemporal edge to be replaced.

[0116] The priority order is the priority of the candidate edge search strategy, such as layer switching > short time shift > local detour, with the core being to achieve minimum perturbation.

[0117] Based on the continuity of spatiotemporal edges, continuous target spatiotemporal edges are merged into spatiotemporal edges to be replaced, and the start point (start node) and end point (end node) of each spatiotemporal edge to be replaced are clearly defined. By merging continuous target spatiotemporal edges and clarifying the start and end points, fragmented replacement is avoided, the search boundary is accurately anchored, and the search efficiency of candidate spatiotemporal edges and the coherence of path replacement are improved.

[0118] Using the starting and ending points of the spatiotemporal edge to be replaced as the spatiotemporal boundary, a local search spatiotemporal range is defined in the airspace navigable spatiotemporal network: spatially, it is limited to a preset neighborhood N, prioritizing flight segments of the same level; temporally, it is limited to the time window ±ΔT of the edge to be replaced; and altitude-wise, it is limited to a set altitude layer to avoid inefficiencies caused by global search.

[0119] Candidate spatiotemporal edges are searched within the local search spatiotemporal range according to the priority order of layer switching, short time shift, and local detour.

[0120] Layer-switching strategy: Within the local search spacetime range, a set of nodes capable of layer-switching operations is retrieved, and a candidate layer-switching path sequence of "layer-switching at the entrance—maintaining same-layer passage in the middle section—returning to the original layer at the exit" is constructed to search for candidate spacetime edges. The cumulative number of layers switched is limited to a set number, the flight direction after layer-switching remains consistent with the original flight direction, and priority is given to avoiding marked target spacetime ranges and critical segments.

[0121] Short-time-shift strategy: If no suitable candidate spatiotemporal edge is found through the layer-swapping strategy, the short-time-shift strategy is adopted. First, the original planned time interval of the target flight mission and the time boundary of the target spatiotemporal range are obtained. Then, based on the passage status of the spatiotemporal edge to be replaced, a new time window is determined by selecting one of the following methods: If there are resident nodes, a new time window is generated within the original planned time interval by extending symmetrically forward and backward or in one direction, with the extension amplitude not exceeding a preset extension threshold. If there are no resident nodes, a new time window is generated upstream of the spatiotemporal edge to be replaced, prioritizing delayed passage (to avoid conflict with upstream missions), with the time shift amplitude not exceeding a preset shift amplitude threshold. After generating a new time window, it is necessary to verify whether it does not touch the time boundary of the target spatiotemporal range and whether the core mission commitment parameters (such as the expected arrival time and mission execution window period) remain unchanged. After the verification is passed, candidate spatiotemporal edges are searched based on this time window.

[0122] Local detour strategy: For replacement spatiotemporal edges for which neither the layer-changing strategy nor the short-time-shift strategy finds candidate spatiotemporal edges, a detour path is searched within the local search spatiotemporal range. The number of newly added path segments is limited to a set number (to avoid overly complex paths), and the additional travel time does not exceed a set duration (not exceeding the mission's time limit). The detour direction remains consistent with the original flight direction. The detour path must avoid the marked target spatiotemporal range and high-risk obstacle areas, such as areas within two kilometers of the edge of airport airspace or restricted control zones.

[0123] For each candidate spatiotemporal edge, a feasibility verification is performed, namely, a connectivity verification, a spatial capacity verification, and a minimum safety interval verification. The candidate spatiotemporal edges that pass the verification are determined as the target replacement spatiotemporal edges.

[0124] For each target flight mission, all target replacement spatiotemporal edges and their original unaffected spatiotemporal edges are seamlessly spliced ​​together in chronological order and spatial topology to ensure that the spliced ​​path meets the commitment constraints such as mission time limits, thus obtaining the target travel path.

[0125] Candidate edge selection based on commitment constraints and multi-dimensional verification ensure the safety and compatibility of target substitution for spatiotemporal edges. The principle of minimum perturbation search and splicing maximizes the preservation of the core structure of the original travel path, reduces the scope of task adjustments, ensures the smooth execution of flight missions, and improves the efficiency and rationality of path planning.

[0126] In some embodiments, this application is used to provide continuous access support for drone logistics delivery and emergency security patrols in conjunction with a simulated sporting event. During the event, the core urban area needs to handle approximately 680 immediate delivery missions and 120 event security patrol missions daily, while various airspace emergencies such as hoisting and construction, temporary cordon, and fireworks displays occur frequently around the venues. In the initial trial operation phase, the traditional no-fly zone mode resulted in the cancellation of more than 70 missions and an average delay of over 8 minutes per day, affecting the on-time delivery of event supplies and expanding blind spots in security patrols.

[0127] In this embodiment, the airspace involved in the event is scheduled and managed using the method described in this application. An event status stream is continuously received using a 60-second sliding window, and causal overflow inference is triggered once every 5 seconds. The maximum number of expansion steps is set to 6, and the outlook window is 90 minutes.

[0128] In a specific scenario, the temporary elevation of the suspended platform work on the south facade of a venue's south gate to 110 meters necessitated 42 logistics drones operating on a three-story elevated corridor to traverse the area within 15 minutes. Combining information from multiple departments, including event construction permits and temporary traffic control, an airspace baseline spatiotemporal network and a directed causal graph were constructed. Using this event as the starting point in the directed causal graph, causal spillover reasoning was performed on nine intersecting flight segments. After conflict resolution, two main flight segments were marked as prohibited, while the remaining seven were assigned an avoidable attribute. Subsequently, the airspace baseline spatiotemporal network was adjusted based on this result to obtain a passable airspace spatiotemporal network, and minimum disturbance path planning was conducted accordingly. Ultimately, all 38 en route missions maintained their original station order throughout, with only one additional layer change operation, an average time deviation of 17 seconds, and no mission cancellations. The entire "reasoning-network adjustment-path planning and distribution" chain took 3.4 seconds, with no waiting periods during mission execution.

[0129] During the peak period of the simulated competition, 14 airspace emergencies occurred in the core area, and a total of 1,046 passage window changes were handled (including 812 automatic relaxation / restoration and 234 tightening adjustments). Data shows that this application completed a total of 17,342 missions during the simulated competition, with a mission fulfillment rate of 98.1%, an improvement of 10.5 percentage points compared to the traditional solution's 87.6% during the trial operation phase. The average delay per mission decreased from 8 minutes and 4 seconds to 48 seconds, the overall air segment lockdown time was reduced by 64%, and the average daily manual coordination time at the management center was reduced to 1.2 person-hours. Offline evaluation and verification showed that if the traditional whole-segment lockdown + full-map replanning mode were used, 96 missions would need to be canceled during peak periods, with an average delay of 11 minutes.

[0130] This embodiment fully demonstrates the causal spillover reasoning and minimum disturbance replanning method of this application, and its real-time adaptability and scheduling executability in high-density tasks and strong dynamic disturbance scenarios.

[0131] The causal spillover reasoning and minimum disturbance replanning method proposed in this application precisely limits the impact of airspace emergencies to the smallest unit of flight segment-altitude layer-time window. Within the same spatiotemporal framework, it injects alternative channels based on a layered strategy, achieving the automatic transformation of dynamic conflicts into executable continuous release windows. This mechanism not only significantly improves the available capacity and plan fulfillment rate of micro-channels, supporting operators in maintaining service stability under high task density and reducing resource idleness, compensation costs, and brand reputation losses caused by large-scale blockades or repeated rebookings; it also provides auditable evidence chains for regulatory authorities and insurance institutions through versioned record-keeping of release windows, reducing the uncertainty of liability allocation and risk assessment.

[0132] This application's unified modeling approach for the three elements of event, resource, and commitment is not limited to low-altitude airspace. In port cargo handling and train and vehicle scheduling during railway or highway maintenance periods, constraints such as work closures, equipment repairs, and environmental disasters manifest as time- and space-limited and frequently changing limitations, urgently requiring fine-grained diversion and relocation solutions that do not interrupt the main business. In warehousing and manufacturing scenarios, the scheduling of automated guided vehicles (AGVs) and robots faces dynamic obstacles and local peak conflicts, similarly requiring precise fine-tuning without reordering the overall path. For the above scenarios, as well as scenarios such as the integrated management of computing power, energy consumption, and cooling in large data centers, load transfer during power grid maintenance, and resource allocation during satellite constellation transits, multi-source events can be transformed into executable windows or quotas through causal spillover reasoning and a minimum disturbance model, achieving continuous operation and high resource utilization. Therefore, this application possesses strong cross-industry transferability, supporting not only low-altitude traffic management but also extending to fields such as smart logistics, intelligent manufacturing, transportation infrastructure, and energy scheduling.

[0133] In this embodiment, at least one affected target spatiotemporal range and the access restriction information of each target spatiotemporal range corresponding to an airspace emergency are determined. Based on the target spatiotemporal range and access restriction information, the corresponding target spatiotemporal edges in the airspace reference spatiotemporal network are adjusted to obtain an airspace passable spatiotemporal network. Then, in this airspace passable spatiotemporal network, a target passage path is planned for each target flight mission whose original passage path includes any target spatiotemporal edge. This accurately locates the specific spatiotemporal range and corresponding spatiotemporal edges affected by the emergency, rather than roughly delineating no-fly zones, effectively avoiding the ineffective idleness of airspace resources and improving the utilization rate of airspace resources.

[0134] See Figure 2 , Figure 2 This is a flowchart of a route planning method provided in an embodiment of this application. Figure 2 .like Figure 2 As shown, a route planning method includes the following steps:

[0135] Step 201: Obtain the airspace reference spatiotemporal network; the airspace reference spatiotemporal network contains multiple spatiotemporal edges, each spatiotemporal edge connects two waypoints, corresponding to the spatiotemporal range between waypoints.

[0136] The implementation process of this step is the same as that of step 101 in the aforementioned embodiments, and will not be repeated here.

[0137] Step 202: Determine at least one target spatiotemporal range corresponding to the airspace emergency and the traffic restriction information corresponding to each target spatiotemporal range; the target spatiotemporal range is the spatiotemporal range affected by the airspace emergency.

[0138] The implementation process of this step is the same as that of step 102 in the aforementioned embodiments, and will not be repeated here.

[0139] Step 203: Based on the target spatiotemporal range and the access restriction information, adjust the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network to obtain the airspace passable spatiotemporal network.

[0140] The implementation process of this step is the same as that of step 103 in the aforementioned embodiments, and will not be repeated here.

[0141] Step 204: In the airspace passable spatiotemporal network, plan a target passage path for each target flight mission; the target flight mission is a flight mission whose original passage path includes any of the target spatiotemporal edges.

[0142] The implementation process of this step is the same as that of step 104 in the aforementioned embodiments, and will not be repeated here.

[0143] Step 205: Convert the target passage path of the target flight mission into an initial clearance.

[0144] The initial clearance is a preliminary clearance file that converts the target passage path into a standardized format. It contains the core passage parameters required for task execution, the associated ID, the strategy type ψ (layer change / short-term shift / detour), and the causal confidence score. Information such as boundary stability η. The core passage parameters are the set of core parameters for the initial clearance, including segment B, altitude layer L, time window T, passage capacity, and one-way direction constraints.

[0145] In some embodiments, the core access parameters corresponding to each spatiotemporal edge in the target access path of each target flight mission are parsed. These parameters, along with their associated IDs, policy type ψ (layer change / short time shift / detour), and causal confidence, are organized according to a preset permission template. Auxiliary information such as boundary stability η is used to obtain an initial clearance permit with a unified structure and complete parameters, ensuring that the parameters are completely matched with the target passage path.

[0146] Causal confidence is a quantitative assessment indicator of the reliability of the relationship between an emergency and its affected parties. It is calculated by comprehensively considering three core factors: event validity (i.e., the degree to which the airspace emergency truly exists and can have a real impact), the reliability of related rule edges, and the topological distance decay coefficient (i.e., as the topological distance between the affected parties and the emergency in the airspace network increases, the reliability of the relationship gradually decreases exponentially). If a mandatory prohibited edge is involved, as explicitly stipulated by regulations, the causal confidence of such edges is directly determined to be completely reliable (i.e., the highest evaluation value).

[0147] Boundary stability is a quantitative assessment indicator of the stability of the impact boundary (spatial range boundary) and the effective window (time effective interval) of an airspace emergency. It is calculated by comprehensively considering the volatility of the operational radius of the impact boundary (i.e., the degree of fluctuation of the spatial range radius affected by the airspace emergency in the time dimension) and the volatility of the length of the effective window (i.e., the degree of fluctuation of the length of the time effective interval affected by the airspace emergency in the time dimension). The smaller the volatility of the operational radius and the effective window, the higher the boundary stability assessment value, and vice versa.

[0148] The conversion operation enables the standardized transformation of path planning results into execution files, providing a unified format basis for subsequent parameter calibration and permit issuance, ensuring consistency between path planning and actual flight execution, and avoiding execution chaos caused by inconsistent parameter formats.

[0149] Step 206: The passage parameters in the initial clearance are calibrated to obtain the target clearance; the passage parameters include flight segment, altitude layer, time window, passage capacity and one-way direction constraint.

[0150] Target release permit: A standardized permit document that has been calibrated and is designed for issuance, ensuring its enforceability and security.

[0151] In some embodiments, the causal confidence and boundary stability generated during the causal spillover inference process are obtained and associated with the flight segment, altitude layer, and time window corresponding to each initial clearance permission.

[0152] In some embodiments, causal confidence and boundary stability are each divided into three intervals, with different intervals corresponding to different pass parameter adjustment strategies:

[0153] (1) Low confidence-low stability interval (causal confidence is not higher than the preset confidence threshold and boundary stability is not higher than the preset stability threshold): adopt the strategy of tightening parameters, reduce the passage capacity, increase the minimum safety interval, tighten the maximum number of layers to change, and reduce the upper limit of residence, so as to reduce the risk caused by uncertainty;

[0154] (2) High confidence-high stability interval (causal confidence is not lower than the preset confidence threshold and boundary stability is not lower than the preset stability threshold): adopt a strategy of moderately relaxing parameters, increase the traffic capacity and decrease the minimum safe interval between tasks (after adjustment, it is not lower than the minimum safe interval lower limit) to improve the utilization rate of airspace resources;

[0155] (3) Intermediate intervals (excluding low confidence-low stability intervals and high confidence-high stability intervals): Keep the baseline parameters (including traffic capacity, minimum safe interval, maximum number of deck changes, and maximum stay limit) unchanged, and balance flight safety with airspace utilization efficiency.

[0156] In accordance with the priority of regulatory requirements > safety constraints > capacity limits > efficiency improvement, the results of various parameter adjustments are merged, and the most stringent restrictions are retained; executable fields such as flight segment, altitude layer, time window, passage capacity, minimum safe interval, maximum number of layer changes, flight direction, maximum stay limit, and effective period are solidified to finally form the target release permit.

[0157] Segmented calibration enables dynamic optimization of passage parameters, allowing target clearance permits to adapt to the uncertainties of airspace emergencies. Standardized and fixed fields ensure the executability and consistency of permits, avoiding passage conflicts caused by unreasonable parameters, and maximizing the use of airspace resources while ensuring safety.

[0158] Step 207: Assign the target release permission to the mission execution terminal corresponding to the target flight mission.

[0159] The mission execution end is the control terminal corresponding to the carrier that performs the target flight mission, including the airborne control system, ground control station, mission operation management platform, etc.

[0160] Match the target release permission with the task list according to the task identifier, and bind the corresponding permission and effective time period (including start time and end time) to each task; for conflicts caused by different tasks occupying the same time window, pre-sort according to task priority, and synchronously write the occupation sequence and mutual exclusion rules to avoid passage conflicts between tasks.

[0161] Target clearance is issued according to the communication protocol corresponding to the mission execution end (such as UAV-specific communication protocol, air traffic control data link protocol); the occupancy status of key flight segments, the time of mission arrival and departure nodes, the usage of altitude layers and queue length are continuously collected, and the degree of matching between the status changes of emergencies and the permission triggering conditions is monitored in real time to ensure that the permission execution process meets the expected requirements.

[0162] During the monitoring of license enforcement, in order to ensure the continuity, adaptability and traceability of license enforcement, it is necessary to adjust the license in response to dynamic changes and keep a record of the version.

[0163] The trigger scenarios for adjustment include the following scenarios: ① Relaxed triggers (restriction source weakened, such as the end of a sudden event or a reduction in the scope of impact): Redundant restriction conditions are reclaimed, the original height layer and two-way traffic mode are restored, or waiting sections are canceled; ② Tightened triggers (restriction source strengthened, such as the expansion of the impact of a sudden event or the addition of new related events): Parameter fine-tuning is performed in the order of layer change → short time shift → local detour. The adjustment only takes effect within the vicinity of the affected time window to minimize interference with tasks being performed en route.

[0164] The adjusted differential scheme records only the changed items, including the affected time window, operation type (including addition, deletion, and modification), adjustment parameters (including altitude layer adjustment, time window adjustment, and segment adjustment), updated throughput capacity, updated minimum safe interval, effective period, involved task set, version number (e.g., formatted as: year-month-day-hour-minute-second-event identifier), and rollback reference (associated with the previous version scheme identifier), reducing data transmission volume. The differential scheme must include an adjustment description, clearly stating the reasons for the adjustment, the basis for it, and the expected impact. Differential execution also follows the strategy sequence of layer change-time shift-detour.

[0165] The differential scheme is compared with the original permit before being issued; a switchover point is specified for missions in transit (such as after the current flight segment ends), and the takeoff time or initial altitude layer of the mission to be executed is updated to avoid mission execution interruption.

[0166] The target release permits and differential schemes are archived by version, recording information such as causal basis, emergency event identifiers, strategy types, and commitment deviations. These are then linked to mission and flight segment indexes to form an interpretable list, providing data support for regulatory review and strategy optimization.

[0167] In this application, precise matching and protocol-based issuance ensure that licenses reach the execution end directly; continuous monitoring and dynamic adjustment enable real-time adaptation of licenses to the actual airspace status, avoiding conflicts caused by static licenses; versioned archiving ensures the supervisory and traceability of the execution process, ensuring that tasks are implemented in an orderly, safe and efficient manner.

[0168] In this embodiment of the application, after planning a target passage path for each target flight mission in the airspace passable spatiotemporal network, the target passage path is converted into an initial clearance permission. By calibrating the passage parameters, which include flight segments, altitude layers, time windows, passage capacity, and unidirectional constraints, the target clearance permission is obtained and allocated to the corresponding mission execution end. This achieves a closed-loop connection from path planning to actual execution, ensuring that the clearance permission accurately matches the flight execution requirements, avoiding passage conflicts, and ensuring the orderly and efficient landing of the target flight mission.

[0169] See Figure 3 , Figure 3 This is a structural diagram of a traffic path planning system provided in an embodiment of this application. For ease of explanation, only the parts related to the embodiment of this application are shown.

[0170] The route planning system 300 includes: an acquisition module 301, a determination module 302, an adjustment module 303, and a planning module 304.

[0171] The acquisition module 301 is used to acquire the airspace reference spatiotemporal network; the airspace reference spatiotemporal network includes multiple spatiotemporal edges, each spatiotemporal edge connects two waypoints, corresponding to the spatiotemporal range between waypoints.

[0172] The determining module 302 is used to determine at least one target spatiotemporal range corresponding to the airspace emergency and the passage restriction information corresponding to each target spatiotemporal range; the target spatiotemporal range is the spatiotemporal range affected by the airspace emergency.

[0173] The adjustment module 303 is used to adjust the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network based on the target spatiotemporal range and the access restriction information, so as to obtain the airspace accessible spatiotemporal network.

[0174] The planning module 304 is used to plan a target passage path for each target flight mission in the airspace passable spatiotemporal network; the target flight mission is a flight mission whose original passage path includes any of the target spatiotemporal edges.

[0175] In some embodiments, the system further includes a mapping module for:

[0176] Identify various airspace access elements and the attribute information of each of the aforementioned airspace access elements; the various airspace access elements include airspace emergencies, airspace elements, regulatory constraints, and mission commitments;

[0177] Create element nodes corresponding to each of the aforementioned airspace access elements; the element nodes include airspace nodes, regulatory nodes, commitment nodes, and target event nodes corresponding to the aforementioned airspace contingency events.

[0178] Based on the attribute information of each of the aforementioned airspace access elements, directed edges representing the influence and correlation relationships are established between the element nodes.

[0179] A directed causal graph containing the element nodes and the directed edges is obtained.

[0180] In some embodiments, the determining module is specifically used for:

[0181] In the directed causal graph, at least one target spatial node is identified as being connected to the target event node through the directed edge, and each target spatial node is identified as being connected to a target regulatory node and / or a target commitment node through the directed edge.

[0182] Based on the spatiotemporal intersection of the target event node and each of the target spatial domain nodes, at least one target spatiotemporal range is determined;

[0183] Based on the constraint rules of the target regulatory node and / or the target commitment node, determine the passage restriction information corresponding to each of the target spatiotemporal ranges; the passage restriction information is prohibition information or circumventable information.

[0184] In some embodiments, the adjustment module is specifically used for:

[0185] If the passage restriction information is a no-entry information, the target spatiotemporal edge corresponding to the target spatiotemporal range is removed from the airspace reference spatiotemporal network;

[0186] When the passage restriction information is circumventable, the target spatiotemporal edge is marked as restricted, and according to the circumventable strategy in the circumventable information, an alternative spatiotemporal edge for temporarily replacing the target spatiotemporal edge is determined in the spatial reference spatiotemporal network.

[0187] The spatial reference spatiotemporal network that has completed spatiotemporal edge adjustment is determined as the spatially accessible spatiotemporal network.

[0188] In some embodiments, the planning module is specifically used for:

[0189] Based on the target spatiotemporal edge contained in the original travel path of each target flight mission, a candidate spatiotemporal edge that can replace the target spatiotemporal edge and satisfies the commitment constraints of the target flight mission is searched in the airspace traversable spatiotemporal network.

[0190] For each candidate spatiotemporal edge, a feasibility check is performed, and the candidate spatiotemporal edge that passes the check is determined as the target replacement spatiotemporal edge; the feasibility check includes connectivity check, spatial capacity check, and minimum safety interval check.

[0191] By concatenating all the target substitution spatiotemporal edges of each target flight mission with the unaffected spatiotemporal edges in its original travel path, a target travel path that satisfies the commitment constraint is obtained.

[0192] In some embodiments, the planning module is further configured to:

[0193] Based on the continuity of the spatiotemporal edges, determine at least one spatiotemporal edge to be replaced, which is composed of one or more of the target spatiotemporal edges for each target flight mission.

[0194] Using the starting and ending points of the spatiotemporal edge to be replaced as the spatiotemporal boundary, a local search spatiotemporal range is defined in the spatiotemporal network that is accessible in the spatial domain;

[0195] In accordance with the priority order of layer replacement, short time shift, and local detour, the candidate spatiotemporal edge that can replace the spatiotemporal edge to be replaced and satisfies the commitment constraint is searched within the local search spatiotemporal range.

[0196] In some embodiments, the system further includes a conversion and allocation module for:

[0197] Convert the target passageway of the target flight mission into an initial clearance;

[0198] The passage parameters in the initial clearance are calibrated to obtain the target clearance; the passage parameters include flight segment, altitude layer, time window, passage capacity, and one-way direction constraint.

[0199] The target release permission is assigned to the mission execution terminal corresponding to the target flight mission.

[0200] The route planning system provided in this application can implement all the processes of the above-described route planning method embodiments and achieve the same technical effect. To avoid repetition, it will not be described again here.

[0201] Figure 4 This is a structural diagram of an electronic device provided in an embodiment of this application. As shown in the figure, the electronic device 4 of this embodiment includes: at least one processor 40 ( Figure 4 (Only one is shown in the diagram), memory 41, and computer program 42 stored in said memory 41 and executable on said at least one processor 40, which, when executed, implements the steps in any of the above method embodiments.

[0202] The electronic device 4 can be a desktop computer, laptop, handheld computer, or cloud server, etc. The electronic device 4 may include, but is not limited to, a processor 40 and a memory 41. Those skilled in the art will understand that... Figure 4This is merely an example of electronic device 4 and does not constitute a limitation on electronic device 4. It may include more or fewer components than shown, or combine certain components, or different components. For example, the electronic device may also include input / output devices, network access devices, buses, etc.

[0203] The processor 40 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0204] The memory 41 can be an internal storage unit of the electronic device 4, such as a hard disk or memory. The memory 41 can also be an external storage device of the electronic device 4, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory 41 can include both internal and external storage units of the electronic device 4. The memory 41 is used to store the computer program and other programs and data required by the electronic device. The memory 41 can also be used to temporarily store data that has been output or will be output.

[0205] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0206] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0207] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0208] In the embodiments provided in this application, it should be understood that the disclosed systems / electronic devices and methods can be implemented in other ways. For example, the system / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection of systems or units may be electrical, mechanical, or other forms.

[0209] 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0210] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0211] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0212] The methods described in this application can be implemented in whole or in part by a computer program product. When the computer program product is run on an electronic device, the electronic device executes the steps in the various method embodiments described above.

[0213] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application 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. Such 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 this application, and should all be included within the protection scope of this application.

Claims

1. A route planning method, characterized in that, include: Obtain the spatial reference spatiotemporal network; The airspace reference spatiotemporal network includes multiple spatiotemporal edges, each of which connects two waypoints and corresponds to the spatiotemporal range between the waypoints. Determine at least one target spatiotemporal range corresponding to the airspace emergency and the traffic restriction information corresponding to each target spatiotemporal range; the target spatiotemporal range is the spatiotemporal range affected by the airspace emergency. Based on the target spatiotemporal range and the access restriction information, the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network is adjusted to obtain the airspace passable spatiotemporal network. In the airspace traversable spatiotemporal network, a target traversal path is planned for each target flight mission; the target flight mission is a flight mission whose original traversal path includes any of the target spatiotemporal edges. Before determining at least one target spatiotemporal range corresponding to the airspace emergency and the access restriction information corresponding to each target spatiotemporal range, the method further includes: determining multiple airspace access elements and attribute information of each airspace access element; the multiple airspace access elements include the airspace emergency, airspace elements, regulatory constraints, and mission commitments; creating element nodes corresponding to each airspace access element; the element nodes include airspace nodes, regulatory nodes, commitment nodes, and target event nodes corresponding to the airspace emergency; based on the attribute information of each airspace access element, establishing directed edges representing the influence relationship between the element nodes; and obtaining a directed causal graph containing the element nodes and the directed edges. The determination of at least one target spatiotemporal range corresponding to an airspace emergency and the access restriction information corresponding to each target spatiotemporal range includes: in the directed causal graph, determining at least one target airspace node connected to the target event node through the directed edge, and a target regulatory node and / or target commitment node connected to each target airspace node through the directed edge; determining at least one target spatiotemporal range based on the spatiotemporal intersection of the target event node and each target airspace node; and determining the access restriction information corresponding to each target spatiotemporal range according to the constraint rules of the target regulatory node and / or the target commitment node; wherein the access restriction information is prohibition information or circumventable information.

2. The method according to claim 1, characterized in that, The step of adjusting the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network based on the target spatiotemporal range and the access restriction information to obtain an airspace accessible spatiotemporal network includes: If the passage restriction information is a no-entry information, the target spatiotemporal edge corresponding to the target spatiotemporal range is removed from the airspace reference spatiotemporal network; When the passage restriction information is circumventable, the target spatiotemporal edge is marked as restricted, and according to the circumventable strategy in the circumventable information, an alternative spatiotemporal edge for temporarily replacing the target spatiotemporal edge is determined in the spatial reference spatiotemporal network. The spatial reference spatiotemporal network that has completed spatiotemporal edge adjustment is determined as the spatially accessible spatiotemporal network.

3. The method according to claim 1, characterized in that, In the airspace-accessible spatiotemporal network, planning a target passage path for each target flight mission includes: Based on the target spatiotemporal edge contained in the original travel path of each target flight mission, a candidate spatiotemporal edge that can replace the target spatiotemporal edge and satisfies the commitment constraints of the target flight mission is searched in the airspace traversable spatiotemporal network. For each candidate spatiotemporal edge, a feasibility check is performed, and the candidate spatiotemporal edge that passes the check is determined as the target replacement spatiotemporal edge; the feasibility check includes connectivity check, spatial capacity check, and minimum safety interval check. By concatenating all the target substitution spatiotemporal edges of each target flight mission with the unaffected spatiotemporal edges in its original travel path, a target travel path that satisfies the commitment constraint is obtained.

4. The method according to claim 3, characterized in that, The step of searching in the airspace-accessible spatiotemporal network for candidate spatiotemporal edges that replace the target spatiotemporal edges and satisfy the commitment constraints of the target flight mission, based on the target spatiotemporal edges included in the original travel path of each target flight mission, includes: Based on the continuity of the spatiotemporal edges, determine at least one spatiotemporal edge to be replaced, which is composed of one or more of the target spatiotemporal edges for each target flight mission. Using the starting and ending points of the spatiotemporal edge to be replaced as the spatiotemporal boundary, a local search spatiotemporal range is defined in the spatiotemporal network that is accessible in the spatial domain; In accordance with the priority order of layer replacement, short time shift, and local detour, the candidate spatiotemporal edge that can replace the spatiotemporal edge to be replaced and satisfies the commitment constraint is searched within the local search spatiotemporal range.

5. The method according to claim 1, characterized in that, After planning a target passage path for each target flight mission in the airspace-accessible spatiotemporal network, the method further includes: Convert the target passageway of the target flight mission into an initial clearance; The passage parameters in the initial clearance are calibrated to obtain the target clearance; the passage parameters include flight segment, altitude layer, time window, passage capacity, and one-way direction constraint. The target release permission is assigned to the mission execution terminal corresponding to the target flight mission.

6. A route planning system, characterized in that, include: The acquisition module is used to acquire the spatial reference spatiotemporal network; The airspace reference spatiotemporal network includes multiple spatiotemporal edges, each of which connects two waypoints and corresponds to the spatiotemporal range between the waypoints. The determination module is used to determine at least one target spatiotemporal range corresponding to an airspace emergency and the passage restriction information corresponding to each target spatiotemporal range; The target spatiotemporal range is the spatiotemporal range affected by the sudden airspace event. The adjustment module is used to adjust the target spatiotemporal edge corresponding to the target spatiotemporal range in the airspace reference spatiotemporal network based on the target spatiotemporal range and the access restriction information, so as to obtain the airspace accessible spatiotemporal network. The planning module is used to plan a target passage path for each target flight mission in the airspace passable spatiotemporal network; the target flight mission is a flight mission whose original passage path includes any of the target spatiotemporal edges; The traffic path planning system further includes a mapping module, used for: determining various airspace traffic elements and attribute information of each airspace traffic element; the various airspace traffic elements include airspace emergencies, airspace elements, regulatory constraints, and mission commitments; creating element nodes corresponding to each airspace traffic element; the element nodes include airspace nodes, regulatory nodes, commitment nodes, and target event nodes corresponding to the airspace emergencies; based on the attribute information of each airspace traffic element, establishing directed edges representing the influence relationships between the element nodes; and obtaining a directed causal graph containing the element nodes and the directed edges. The determining module is specifically used for: in the directed causal graph, determining at least one target spatial node connected to the target event node through the directed edge, and a target regulatory node and / or target commitment node connected to each target spatial node through the directed edge; determining at least one target spatiotemporal range based on the spatiotemporal intersection of the target event node and each target spatial node; and determining the passage restriction information corresponding to each target spatiotemporal range according to the constraint rules of the target regulatory node and / or the target commitment node; the passage restriction information is prohibition information or circumventable information.

7. An electronic device, characterized in that, The electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the electronic device performs the method as described in any one of claims 1 to 5.

8. A computer program product, characterized in that, Includes a computer program, which, when run, causes the method as described in any one of claims 1 to 5 to be performed.

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