Low-altitude release management method, device and equipment and storage medium

Abstract

The invention provides a low-altitude release management method, device and equipment and a readable storage medium, and the method comprises the steps: generating a predicted track of a target aircraft according to a received flight plan of the target aircraft; the predicted track is a three-dimensional track corridor; if it is determined that the flight plan has the airspace use conflict event according to the predicted flight path, generating a corresponding target adjustment strategy according to the obtained conflict detection information; and adjusting the flight plan based on the target adjustment strategy to obtain a target flight plan, and sending the target flight plan to the target aircraft control terminal. Through the implementation of the scheme, the three-dimensional track corridor is generated according to the received flight plan, and the conflict risk is automatically identified, so that the risk can be accurately eliminated, and when the risk is judged to exist, an adjustment strategy is intelligently formulated, so that the flight plan optimization and instruction issuing are completed, the low-altitude operation safety is ensured, the airspace utilization efficiency is improved, and the economic benefit is increased. And support is provided for large-scale development of low-altitude economy.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of airspace management, and particularly relates to a low-altitude flying management method, device and equipment and a storage medium. BACKGROUND

[0002] With the rapid development of low-altitude economy, application scenarios of low-altitude aircraft such as unmanned aerial vehicles are increasingly widespread, and low-altitude flight activities are increasingly frequent, which brings severe challenges to low-altitude flying management. At present, low-altitude flying management mainly relies on manual review of flight plans, judgment of flight feasibility and formulation of adjustment strategies, and has problems such as low degree of digitization, complicated management process and lagging response. For example, the manual review mode cannot identify potential conflict risks in flight plans in a timely and accurate manner; when facing conflicts, the manual formulation of adjustment strategies is inefficient, and it is difficult to take into account the optimal allocation of airspace resources, which restricts the large-scale development of low-altitude economy.

[0003] Therefore, there is an urgent need for a low-altitude flying method capable of realizing intelligent management to ensure low-altitude operation safety and improve airspace utilization efficiency. SUMMARY

[0004] The main purpose of the present application is to provide a low-altitude flying management method, device, equipment and readable storage medium, which can at least solve the problem of low flying management efficiency in the related art, which is not conducive to low-altitude operation safety.

[0005] To achieve the above-mentioned purpose, the first aspect of the present application provides a low-altitude flying management method, which comprises: generating a predicted track of a target aircraft according to a received flight plan of the target aircraft; wherein the predicted track is a three-dimensional track corridor; if it is determined that there is an airspace use conflict event in the flight plan according to the predicted track, generating a corresponding target adjustment strategy according to obtained conflict detection information; adjusting the flight plan based on the target adjustment strategy to obtain a target flight plan, and sending the target flight plan to a target aircraft control terminal.

[0006] The second aspect of the present application provides a low-altitude flying management device, which comprises: a first generation module configured to generate a predicted track of a target aircraft according to a received flight plan of the target aircraft; wherein the predicted track is a three-dimensional track corridor; a second generation module configured to generate a corresponding target adjustment strategy according to obtained conflict detection information if it is determined that there is an airspace use conflict event in the flight plan according to the predicted track; and an adjustment module configured to adjust the flight plan based on the target adjustment strategy to obtain a target flight plan, and send the target flight plan to a target aircraft control terminal.

[0007] The third aspect of the present application provides an electronic device, comprising a memory and a processor, wherein the processor is configured to execute a computer program stored in the memory, and the processor, when executing the computer program, implements each step of the low-altitude flying management method provided in the first aspect of the present application.

[0008] The fourth aspect of the present application provides a computer readable storage medium, which stores a computer program, and the computer program, when executed by a processor, implements each step of the low-altitude flying management method provided in the first aspect of the present application.

[0009] As can be seen from the above, according to the low-altitude flying management method, device, equipment and readable storage medium provided by the present application, the predicted flight path of the target aircraft is generated according to the received flight plan of the target aircraft; the predicted flight path is a three-dimensional flight path corridor; if it is determined that there is a space use conflict event in the flight plan according to the predicted flight path, the corresponding target adjustment strategy is generated according to the obtained conflict detection information; the flight plan is adjusted based on the target adjustment strategy to obtain a target flight plan, and the target flight plan is sent to the target aircraft control terminal. Through the implementation of the present application, the three-dimensional flight path corridor is generated according to the received flight plan, and the conflict risk is automatically identified, which is conducive to accurately eliminating the risk. When it is determined that there is a risk, an adjustment strategy is intelligently formulated, so as to complete the flight plan optimization and instruction issuing, which is conducive to ensuring the safety of low-altitude operation, improving the utilization efficiency of airspace, and providing strong support for the large-scale development of low-altitude economy. BRIEF DESCRIPTION OF DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0011] Figure 1 The basic flowchart of the low-altitude flying management method provided by an embodiment of the present application is shown in the figure. Figure 2 The detailed flowchart of the low-altitude flying management method provided by an embodiment of the present application is shown in the figure. Figure 3 The module diagram of a low-altitude flying management device provided by an embodiment of the present application is shown in the figure. Figure 4 The structure diagram of an electronic device provided by an embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0012] In order to make the objectives, characteristics and advantages of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0013] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, the meaning of "multiple" is two or more, unless otherwise explicitly and specifically limited.

[0014] In order to solve the problem of low efficiency of release management in the related art, which is not conducive to the safety of low-altitude operation, an embodiment of the present application provides a low-altitude release management method, which comprises the following steps: Figure 1 The basic flowchart of the low-altitude release management method provided by the present embodiment is shown in the figure, and the low-altitude release management method comprises the following steps: Step 101, generating a predicted flight path of the target aircraft according to the received flight plan of the target aircraft.

[0015] Because there are various flight subjects in the low-altitude area, such as consumer-level, industry-level unmanned aerial vehicles, light general aviation aircraft, helicopters and various aircrafts with overlapping flight altitudes and high route crossing probability. If there is no management, the flight plans of different aircrafts are easy to conflict, which can easily cause conflict accidents. In order to ensure the safety of multi-subject flight, when receiving the release request of the target aircraft, the predicted flight path of the target aircraft can be generated based on the flight plan uploaded by the control terminal of the target aircraft. The predicted flight path is a three-dimensional flight corridor of a three-dimensional space region covering all possible flight trajectories; the form of the three-dimensional flight corridor can be dynamically adjusted according to the prediction time length, for example, when the prediction time length is less than a preset threshold, an elongated three-dimensional flight corridor can be generated; and when the prediction time length is greater than or equal to the preset threshold, an error accumulation type capsule region can be generated. By generating the three-dimensional flight corridor or the capsule region, all possible motion trajectories of the target can be completely wrapped, which can effectively improve the reliability and practicability of the flight path prediction.

[0016] In some embodiments of the present embodiment, according to the received flight plan of the target aircraft, a predicted track of the target aircraft is generated, including: identifying the type of airspace in the flight plan of the target aircraft, and obtaining the flight rules corresponding to the type; obtaining the meteorological data of the target aircraft in the planned flight period; inputting the flight plan, meteorological data and flight rules into a preset track prediction model to generate a baseline single-line track of the target aircraft in a preset period; taking the baseline single-line track as a central axis, superimposing a preset error distribution range on the position point of each predicted time of the baseline single-line track to generate a predicted track of the target aircraft.

[0017] Specifically, in the present embodiment, the flight plan can include basic identity information, airspace and route information, operating parameter information, etc. The basic identity information is, for example, aircraft model, operator information, flight task type (such as logistics transportation, power inspection, emergency rescue); the airspace and route information is, for example, planned takeoff and landing time, takeoff and landing point coordinates, passing area, flight altitude range.

[0018] In order to maximize the utilization rate of airspace resources and at the same time take into account the operating requirements of different scenarios, different flight rules can be set for different airspace types. For example, for controlled airspace such as urban core area and airport clearance area, strict rules (such as limiting flight altitude and speed range) are set, while for airspace such as remote mountainous area and farmland, control can be relaxed (such as relaxing flight altitude and speed range). By identifying the airspace type of the passing area in the flight plan, the flight rules corresponding to each passing airspace can be matched.

[0019] The airspace type can be classified according to the national airspace basic classification method, such as B type (transportation airport controlled airspace), C type (general airport controlled airspace), G type (low-altitude uncontrolled airspace) (micro / light unmanned aerial vehicle exclusive uncontrolled airspace) and W type airspace (micro / light unmanned aerial vehicle exclusive uncontrolled airspace); by dividing the airspace into B type, C type, G type and W type, etc., fine classification management of the airspace can be realized, providing accurate basis for formulating differentiated flight rules for different airspace, thereby enhancing the pertinence and effectiveness of management.

[0020] The flight rules can include flight altitude level, flight direction rule and priority rule, etc. The flight altitude level is a specific flight altitude level allocated for different airspace, the flight direction rule is a one-way or two-way flight requirement set for the corresponding route of the airspace, and the priority rule is used to determine the priority order of multiple aircrafts running at the intersection of the airspace or the route. By setting the operating rules including flight altitude level, flight direction rule and priority rule for the routes or air corridors planned for different types of airspace, the standardization of air traffic flow is realized, and the operating order and passing efficiency of the route are effectively improved.

[0021] In addition, meteorological data of a flight period of the target aircraft can be acquired as a flight path prediction correction factor. By inputting the acquired target aircraft performance parameters, meteorological data, flight plan and flight rules into a preset flight path prediction model (for example, a Kalman filter flight path prediction model), a reference single-line flight path of the target aircraft within a certain time period can be obtained, for example, a single-line flight path L={P1, P2,..., Pn} within a T time period, P1(x i , y i , z i ) is a position point at the i th prediction time. Wherein, the flight rules corresponding to the airspace can reasonably define the airspace range for flight path prediction, avoiding generating invalid flight paths; meteorological data such as 3-level wind speed, 8-kilometer visibility and other real-time meteorological information can be used to correct the trajectory deviation caused by environmental influence, and ensure the consistency of the predicted flight path and the actual flight scene.

[0022] After obtaining the single-line flight path, the error sources in the flight path prediction process can be further determined and the error distribution range can be quantified, wherein the error sources include random errors caused by maneuvers (such as trajectory deviation caused by turning, acceleration and deceleration) and environmental disturbance errors (such as vertical heading direction deviation error of the target caused by wind disturbance); by using a Gaussian distribution model or a Monte Carlo simulation algorithm, the error values and distribution intervals of each error source in the three-dimensional space direction are calculated, so as to realize the quantification of the error, for example, the error intervals [Δx min , Δx max ], [Δy min , Δy max ] and [Δz min , Δz max ] of each prediction position point P1in the three-dimensional direction. Then, taking the generated reference single-line flight path L as the central axis, for each prediction position point P1of the reference single-line flight path, a space envelope is generated within the error interval with P1as the center; when the prediction time t≤5s, the error accumulation is small, and the envelope bodies of each position point are connected along the axis to form an elongated three-dimensional flight path corridor, the cross section of the corridor is rectangular, and the side length is the length of the error interval in the corresponding direction; when the prediction time t>5s, the error accumulates and expands with time, and the envelope volume expands with the increase of the prediction time, forming an irregular cystic region, and the boundary of the cystic region is the outer envelope surface of the error interval at each prediction time. Through the three-dimensional corridor or the cystic region, the error can be fully covered, and it is ensured that the actual trajectory of the target aircraft falls within the prediction region with a high probability, and the reliability of the flight path prediction is effectively improved.

[0023] Step 102, if the flight plan determined according to the predicted flight path has an airspace use conflict event, a corresponding target adjustment strategy is generated according to the acquired conflict detection information.

[0024] Specifically, in the present embodiment, the existing conflict risk can be accurately analyzed through the predicted flight path of the target aircraft, so as to formulate a corresponding adjustment strategy and ensure the safety and timeliness of the aircraft operation. Among them, the conflict detection can be achieved by calculating the space-time distance between the aircrafts to determine whether it meets the requirements of the separation standard; the adjustment decision can be one or a combination of adjusting the take-off time, adjusting the flight height, adjusting the flight speed or adjusting the predetermined route, through providing diversified and operable solutions, the operation efficiency is optimized while ensuring safety, thereby realizing the pre-prediction and active resolution of the risk, moving the safety control to the front, and greatly improving the safety level of the flight.

[0025] In some embodiments of the present embodiment, if it is determined that there is an airspace use conflict event in the flight plan according to the predicted flight path, a corresponding target adjustment strategy is generated according to the obtained conflict detection information, including: if all the spatial range of the predicted flight path is in the compliant airspace, the flight path information of the remaining aircrafts in the same period airspace is obtained; the time-space alignment processing is performed on the flight path information and the predicted flight path; the longitudinal separation and the lateral separation between the target aircraft and the remaining aircrafts are calculated according to the processed flight path information and the predicted flight path; if the longitudinal separation and the lateral separation are less than the corresponding separation threshold, it is determined that there is a conflict event in the flight plan, and a corresponding target adjustment strategy is generated according to the obtained conflict detection information.

[0026] Specifically, in the present embodiment, after obtaining the predicted track of the target aircraft, it can also be verified whether the entire spatial range of the three-dimensional track corridor falls within the compliant airspace according to the airspace type, flight rules and flight plan. The compliance verification content can include whether the boundary of the three-dimensional track region exceeds the airspace height limit, falls into the no-fly zone or restricted flight zone, and whether it meets the airspace opening time window, etc. If the airspace usage is compliant, the track information of the remaining aircraft in the overlapping area of the target aircraft's planned time-space range can be obtained for conflict detection. The track information can include time information, spatial coordinates, flight state parameters (such as flight speed, heading), flight rule attributes (such as instrument flight rules), and control priority. After obtaining the track information of the remaining aircraft in the same period airspace, the track data of all aircrafts can be calibrated according to a unified time granularity to eliminate the time deviation of different data sources; and the spatial coordinates of different formats are converted into the same coordinate system as the target aircraft to avoid conflict detection errors caused by different coordinate references. Then, according to a preset time granularity (such as 5s), the full time period of the target aircraft's predicted track is traversed, and the following operations are performed for each time node: extract the spatial coordinates of the target aircraft and each aircraft in the same period airspace at the time node, calculate the longitudinal interval (horizontal distance difference along the flight direction) and the lateral interval (the vertical distance between aircrafts in different height layers) between the two. Then compare the longitudinal interval and the lateral interval with the corresponding interval threshold values respectively. If only the longitudinal interval is out of limit (such as <2km), but the lateral interval is sufficient (such as >30m), it is not determined as a conflict, only marked as a horizontal risk warning; if only the lateral interval is out of limit (such as <30m), but the longitudinal interval is sufficient (such as >2km), it is not determined as a conflict, only marked as a vertical risk warning; only when both intervals are below the threshold value, a potential flight conflict is determined. If no conflict is determined, the track safety conclusion can be directly output; if a conflict is determined, the time-space details (such as conflict, coordinates) and the status of the aircraft involved can be extracted, and the risk level can be evaluated to provide a basis for generating a deployment strategy.

[0027] In some embodiments of the present embodiment, the low-altitude release management method further comprises: calling a corresponding interval matrix in a preset database according to the model identification of the target aircraft, the level of the current airspace and the flight scene type; wherein the flight scene type includes any one of the following: same direction flight, opposite direction flight, and cross flight; determining the longitudinal interval threshold value and the lateral interval threshold value based on the interval matrix.

[0028] Specifically, in this embodiment, aircraft spacing standards can be determined based on aircraft type, current airspace level, and flight scenario type. Aircraft types include multi-rotor UAVs, electric vertical takeoff and landing (EVTOL) aircraft, and fixed-wing UAVs. The flight scenario type (such as an in-direction angle <15° or an out-of-direction angle 180°±15°) can be calculated from the flight paths of the target aircraft and other aircraft. Then, based on the acquired information, a suitable spacing matrix is ​​retrieved from a preset database to determine the required threshold parameters, such as longitudinal spacing thresholds and lateral spacing thresholds. Longitudinal spacing refers to the vertical distance between aircraft at different altitude levels, while lateral spacing refers to the distance between aircraft at the same altitude level. By using different spacing thresholds for different aircraft types, airspaces, and flight scenarios, the waste of airspace resources by a single large spacing can be avoided, facilitating refined management of airspace resources.

[0029] In some implementations of this embodiment, determining the longitudinal and lateral interval thresholds based on the interval matrix includes: acquiring real-time meteorological data of the current airspace and flight mission characteristic parameters of the target aircraft; determining meteorological correction coefficients and mission correction coefficients based on the real-time meteorological data and flight mission characteristic parameters, respectively; extracting basic longitudinal and lateral intervals from the interval matrix; and updating the basic longitudinal and lateral intervals based on the meteorological and mission correction coefficients to obtain the longitudinal and lateral interval thresholds.

[0030] In this embodiment, after obtaining the basic interval value from the interval matrix, correction factors based on meteorological conditions and mission characteristics can be introduced to dynamically adjust the basic longitudinal and lateral intervals in the interval matrix, ultimately obtaining a precise interval threshold adapted to the current actual flight environment. The meteorological correction coefficient can be determined based on real-time meteorological data during the flight period. For example, a coefficient of 1 corresponds to a wind speed of level 3, while the coefficient increases to 1.3 to 1.5 for wind speeds greater than level 5. This can be achieved by creating a lookup table of wind speed levels and corresponding wind speed correction coefficients, which can be matched with real-time meteorological data as needed. Furthermore, the meteorological correction coefficient can be of various types, including visibility correction coefficients, obtained in a similar manner. One or more meteorological correction coefficient types can be selected to adjust the basic interval value according to actual needs. Simultaneously, mission correction coefficients can be set according to the different requirements of different flight missions on the aircraft's trajectory accuracy and maneuverability, adjusting the interval value accordingly. Corresponding correction coefficients can be set for different mission types, and the corresponding correction data can be obtained by looking up tables during the correction process. By combining the basic matrix threshold, meteorological correction coefficients, and mission correction coefficients, the final interval threshold used for conflict determination is obtained. For example, the longitudinal interval threshold = basic longitudinal interval × meteorological correction factor × task correction factor.

[0031] In some implementations of this embodiment, the conflict detection information includes conflict time, conflict location, priority and performance parameters of the conflicting parties, and generates a corresponding target adjustment strategy based on the acquired conflict detection information. This includes: inputting the conflict detection information and the flight rules corresponding to the airspace type to which the conflict location belongs into a preset multi-strategy solver to obtain multiple adjustment strategies; performing multi-dimensional scoring on each adjustment strategy, and weighting all dimension scores according to preset dimension weight coefficients to obtain a comprehensive score for each adjustment strategy; and selecting the adjustment strategy with the highest comprehensive score as the target adjustment strategy.

[0032] In this embodiment, when a conflict event is determined in the flight plan of the target aircraft, conflict detection information can be obtained from the conflict detection results to determine the adjustment target and constraint boundary. The conflict detection information may include the conflict time, the airspace type of the conflict point, the flight rule priority of both parties, and the performance parameters of both aircraft types. The conflict detection information and the flight rules corresponding to the airspace type are input into a preset multi-strategy solver to obtain multiple conflict relocation strategies. These strategies may include instructing the aircraft to adjust to a specified flight altitude before takeoff, instructing the aircraft to postpone takeoff to a specified time, instructing the aircraft to adjust its cruise speed after takeoff to maintain a safe distance from the aircraft ahead, or replanning a detour route for the aircraft to avoid conflict. Through a preset weighted scoring system, weight coefficients are set for the core dimensions of each strategy evaluation (the sum of the weight values ​​can be 1). Each strategy is then scored by dimension, and finally, a weighted calculation is performed to obtain the total strategy score. The higher the total score, the higher the priority. For example, the vertical altitude adjustment strategy has the following weights: execution cost 9 points, mission impact 10 points, compliance 10 points, timeliness 10 points, and risk redundancy 8 points; the horizontal speed adjustment strategy has the following weights: execution cost 8 points, mission impact 9 points, compliance 10 points, timeliness 9 points, and risk redundancy 9 points; and the track replanning strategy has the following weights: execution cost 4 points, mission impact 6 points, compliance 10 points, timeliness 7 points, and risk redundancy 10 points. The total score for each strategy is calculated using a weighted formula, as follows: Vertical altitude adjustment: 9×0.3 + 10×0.25 + 10×0.2 + 10×0.15 + 8×0.1 = 9.4 points; Horizontal speed adjustment: 8×0.3 + 9×0.25 + 10×0.2 + 9×0.15 + 9×0.1 = 8.9 points; Track replanning: 4×0.3 + 6×0.25 + 10×0.2 + 7×0.15 + 10×0.1 = 6.55 points. The adjustment strategy with the highest total score (such as vertical altitude adjustment) can be used as the target adjustment strategy.

[0033] Step 103: Adjust the flight plan based on the target adjustment strategy to obtain the target flight plan, and send it to the target aircraft control terminal.

[0034] Specifically, in this embodiment, by detecting the feasibility of the target aircraft's flight plan and, when a conflict event is determined, providing a reasonable adjustment strategy, forming a new flight plan, and returning it to the aircraft control terminal, aircraft flight conflicts can be avoided. At the same time, it can also provide feasible adjustment strategies for the aircraft, avoid directly prohibiting flight, reduce airspace utilization, and effectively improve the safety and operational efficiency of low-altitude airspace management.

[0035] In some embodiments of this example, the low-altitude launch management method further includes: acquiring monitoring data during the launch process of the target aircraft; wherein the monitoring data includes the target aircraft's operational status data, airspace environment status data, and interference event characteristic data; comparing the monitoring data with a preset interference time determination rule base to determine the interference event level; and, based on the interference event level, providing real-time feedback of the interference event information to the corresponding third-party system.

[0036] In this embodiment, during the launch of the target aircraft, the following monitoring data can be collected through multi-source devices: the aircraft's own status, such as real-time position, speed, heading, battery or fuel level, communication link signal strength, and onboard sensor operating status; airspace environment status, such as real-time meteorological data (wind speed, visibility, turbulence intensity), dynamic flight paths of other aircraft in the airspace, and temporary adjustment notices for no-fly zones or restricted flight zones; and interference event characteristic data, such as the interference signal strength of the communication link, the drift amplitude of GPS positioning, the intrusion distance of foreign aircraft, and temporary airspace control instructions. A preset interference event judgment rule base is established, and the monitoring data is compared with the rule base thresholds to identify the type and level of interference events. Then, different feedback mechanisms can be triggered according to the interference level to ensure timely response from third parties (such as emergency rescue, airspace control, and early warning centers). For example, for a level-one interference event, feedback can be sent to the local monitoring center, automatically initiating anti-interference measures and continuously monitoring whether the status recovers; or, based on instructions from third-party feedback, emergency response actions can be executed until the interference level drops to level 0, confirming flight safety.

[0037] In addition, to achieve closed-loop data chain management throughout the entire process, data from the entire target aircraft launch process can be collected, including data related to compliance and safety assessments before launch, such as basic flight plan data (aircraft type, maximum payload, endurance, flight altitude / speed limits, pilot qualification information, planned airspace type, route inflection point coordinates, takeoff / landing time, mission type), approval data (flight plan submission time, approval / rejection comments, approval personnel and authority records); real-time track tracking and monitoring data during flight, such as real-time aircraft status data (4D track data, flight speed / heading / climb rate), compliance monitoring data (track deviation values, rule compliance judgment records, alarm records); and data related to retrospective analysis and rule optimization after launch, such as quantitative data on execution effectiveness (mission completion rate, rule compliance rate, conflict occurrence rate). Sending the above data to third-party systems such as the target aircraft operation management system and airspace surveillance system can achieve data interoperability and business collaboration.

[0038] By enabling data interaction with third-party systems through platform interfaces, the system achieves data interoperability and business collaboration between the management system and the external environment, enhancing the system's openness and scalability, and laying the foundation for building an industrial ecosystem.

[0039] Based on the technical solution of the above-described embodiments of this application, a predicted flight path of the target aircraft is generated according to the received flight plan of the target aircraft; wherein, the predicted flight path is a three-dimensional trajectory corridor; if it is determined from the predicted flight path that there is an airspace use conflict event in the flight plan, a corresponding target adjustment strategy is generated based on the acquired conflict detection information; the flight plan is adjusted based on the target adjustment strategy to obtain the target flight plan, which is then sent to the target aircraft control terminal. Through the implementation of this application's solution, a three-dimensional trajectory corridor is generated based on the received flight plan, and conflict risks are automatically identified, which is beneficial for accurately eliminating risks. When a risk is identified, an intelligent adjustment strategy is formulated, thereby completing tasks such as beyond-visual-range flight plan optimization and command issuance, which is beneficial for ensuring low-altitude operational safety, improving airspace utilization efficiency, and providing strong support for the large-scale development of the low-altitude economy.

[0040] Figure 2 The method described in this application is a refined low-altitude flight management method provided in an embodiment of the present application. This low-altitude flight management method includes: Step 201: Identify the type of airspace that the target aircraft will pass through in its flight plan, and obtain the corresponding flight rules and meteorological data for the planned flight period of the target aircraft. Step 202: Input the flight plan, meteorological data and flight rules into the preset trajectory prediction model to generate the baseline single-line trajectory of the target aircraft within the preset time range; Step 203: Using the baseline single-line track as the central axis, superimpose a preset error distribution range on each predicted time position point of the baseline single-line track to generate the predicted track of the target aircraft. Step 204: If the entire spatial range of the predicted trajectory is within the compliant airspace, then obtain the trajectory information of other aircraft in the airspace during the same period. Step 205: Based on the track information and the predicted track, calculate the longitudinal and lateral separation between the target aircraft and the other aircraft; Step 206: If both the longitudinal and lateral intervals are less than the corresponding interval thresholds, then it is determined that there is an airspace use conflict event in the flight plan. Step 207: Input the conflict detection information and the flight rules corresponding to the airspace type to which the conflict location belongs into the preset multi-strategy solver to obtain multiple adjustment strategies; Step 208: Score each adjustment strategy from multiple dimensions, and perform a weighted calculation on the scores of all dimensions according to the preset dimension weight coefficients to obtain the comprehensive score of each adjustment strategy. Step 209: Select the adjustment strategy with the highest overall score as the target adjustment strategy; Step 210: Adjust the flight plan based on the target adjustment strategy to obtain the target flight plan, and send it to the target aircraft control terminal.

[0041] It should be understood that the sequence number of each step in this embodiment does not imply the order in which the steps are executed. The execution order of each step should be determined by its function and internal logic, and should not constitute a unique limitation on the implementation process of this application embodiment.

[0042] Taking a low-altitude logistics delivery scenario in a certain city as an example, the method in this embodiment will be explained.

[0043] When an operator plans to use a DJI Matrice 350RTK drone to take off from the Class G airspace of a city logistics hub at 10:00 AM to transport medical supplies to a distribution station in the Class C airspace to the northwest, the operator submits a flight plan via a web interface to the Low Altitude Digital Flight Rules (DFR) management platform deployed on Alibaba Cloud ECS servers. The plan includes information such as the drone's identification code, preset route, cruising speed of 12 meters per second, and true altitude of 120 meters. The platform first calls the airspace digital map interface to confirm that the route passes through Class G and Class C airspaces, and automatically loads the corresponding rules according to the national airspace classification standards: visual flight is allowed in Class G airspace, and ADS-BOut (Automatic Dependent Surveillance-Broadcast) is required in Class C airspace. The system then searches the aircraft performance database to confirm that the aircraft model has a maximum speed of 23 meters per second and a vertical climb rate of 6 meters per second. Combining this with real-time weather data of wind speed level 3 and visibility of 8 kilometers provided by the meteorological bureau, the system calculates and generates a dynamic separation standard with a minimum longitudinal spacing of 2 kilometers and a lateral spacing of 30 meters.

[0044] The platform's core engine employs a 4D trajectory prediction algorithm, simulating the drone's flight trajectory for the next 600 seconds with a granularity of 0.5 seconds. It also performs spatiotemporal conflict detection with the trajectories of five approved EHang 216eVTOL aircraft in the same airspace during the same period. The algorithm detects a potential conflict at T+285 seconds with an eVTOL aircraft flying according to IFR rules at latitude 31.23°N, longitude 121.47°E, and altitude 150 meters, with a minimum prediction interval of only 1.2 kilometers.

[0045] The platform immediately activated the multi-strategy solver and obtained the following results: Option 1 suggested increasing the drone's speed to 15 meters per second and climbing to an altitude of 150 meters in advance; Option 2 recommended delaying takeoff by 120 seconds; Option 3 generated a detour flight path deviating 0.5 kilometers to the north. After weighted evaluation, Option 1 was selected because it only increased energy consumption by 3% while maintaining on-time delivery.

[0046] The decision-making instructions are transmitted to the drone's flight control system via Huawei's 5G base station network, while the adjusted 4D trajectory is simultaneously synchronized to the Civil Aviation Administration's air traffic control information system. After the drone takes off as instructed, the DJI Drone 2 cloud platform continuously transmits centimeter-level position data through the RTK differential positioning system, and performs fusion monitoring with radar ADS-B data within the platform.

[0047] Upon mission completion, all flight data, including actual track deviation of 0.3 meters and wind speed impact analysis, is automatically archived for optimizing subsequent interval parameters. Throughout the process, Hikvision DS series surveillance cameras provide visual redundancy monitoring of the takeoff and landing area to ensure consistency between physical operations and digital commands.

[0048] Based on the above technical solutions of this application, low-altitude airspace is digitally modeled according to the basic airspace classification method, divided into different types of airspace such as B, C, G, and W, and corresponding flight rules are set. On this basis, low-altitude routes and air corridors are planned, and altitude levels, direction rules, and priority standards are set. At the same time, a dynamic interval matrix is ​​constructed based on the performance indicators of aircraft such as multi-rotor UAVs, eVTOL, and fixed-wing UAVs and the airspace environment. These rules and parameters are digitally encoded to form a machine-readable and computable digital flight rule set. Based on this rule set, 4D trajectory prediction technology is used to simulate and calculate the flight plan, and potential conflicts are detected through conflict identification algorithms to generate various optimization and allocation strategies. Finally, through a closed-loop data chain management covering the entire process of pre-flight assessment, in-operation monitoring, and post-flight review, and by using the DFR platform interface to achieve data interaction with third-party systems, intelligent flight management of low-altitude aircraft is completed.

[0049] Figure 3This application provides a low-altitude flight control device according to an embodiment of the present application. This low-altitude flight control device can be applied to the aforementioned low-altitude flight control method. For example... Figure 3 As shown, the low-altitude flight control device mainly includes: The first generation module 301 is used to generate a predicted trajectory of the target aircraft based on the received flight plan of the target aircraft; wherein, the predicted trajectory is a three-dimensional trajectory corridor; The second generation module 302 is used to generate a corresponding target adjustment strategy based on the obtained conflict detection information if the flight plan is determined to have an airspace use conflict event based on the predicted flight path. The adjustment module 303 is used to adjust the flight plan based on the target adjustment strategy, obtain the target flight plan, and send it to the target aircraft control terminal.

[0050] In some embodiments of this example, the first generation module is specifically used to: identify the type of airspace the target aircraft passes through in its flight plan and obtain the flight rules corresponding to the type; obtain meteorological data for the planned flight period of the target aircraft; input the flight plan, meteorological data and flight rules into a preset trajectory prediction model to generate a baseline single-line trajectory of the target aircraft within a preset time range; and, with the baseline single-line trajectory as the central axis, superimpose a preset error distribution range on each predicted time point of the baseline single-line trajectory to generate a predicted trajectory of the target aircraft.

[0051] In some embodiments of this example, the second generation module is further configured to: if the entire spatial range of the predicted trajectory is within compliant airspace, acquire the trajectory information of other aircraft in the airspace during the same period; perform spatiotemporal alignment processing on the trajectory information and the predicted trajectory; calculate the longitudinal and lateral separations between the target aircraft and other aircraft based on the processed trajectory information and the predicted trajectory; if both the longitudinal and lateral separations are less than the corresponding separation thresholds, determine that there is an airspace use conflict event in the flight plan, and generate a corresponding target adjustment strategy based on the acquired conflict detection information.

[0052] In some embodiments of this example, the low-altitude flight management device further includes: an interval threshold determination module, used to call the corresponding interval matrix in a preset database according to the target aircraft's model identifier, the current airspace level and the flight scenario type; wherein, the flight scenario type includes any of the following: same-direction flight, opposite-direction flight, and cross-flow flight; and to determine the longitudinal interval threshold and the lateral interval threshold based on the interval matrix.

[0053] In some embodiments of this example, the interval threshold determination module is further configured to: acquire real-time meteorological data of the current airspace and flight mission characteristic parameters of the target aircraft; determine meteorological correction coefficients and mission correction coefficients based on the real-time meteorological data and flight mission characteristics, respectively; extract basic longitudinal intervals and basic lateral intervals from the interval matrix; and update the basic longitudinal intervals and basic lateral intervals based on the meteorological correction coefficients and mission correction coefficients to obtain longitudinal interval thresholds and lateral interval thresholds.

[0054] In some implementations of this embodiment, the conflict detection information includes conflict time, conflict location, priority of the conflicting parties, and performance parameters. The second generation module is specifically used to: input the conflict detection information and the flight rules corresponding to the airspace type to which the conflict location belongs into a preset multi-strategy solver to obtain multiple adjustment strategies; perform multi-dimensional scoring on each adjustment strategy, and perform weighted calculation on all dimension scores according to preset dimension weight coefficients to obtain a comprehensive score for each adjustment strategy; and select the adjustment strategy with the highest comprehensive score as the target adjustment strategy.

[0055] In some embodiments of this example, the low-altitude launch management device further includes: an interaction module, used to acquire monitoring data during the launch process of the target aircraft; wherein the monitoring data includes the target aircraft's operational status data, airspace environment status data, and interference event characteristic data; the monitoring data is compared with a preset interference time judgment rule base to determine the interference event level; and the interference event information is fed back to the corresponding third-party system in real time according to the interference event level.

[0056] It should be noted that the low-altitude flight management methods in the foregoing embodiments can all be implemented based on the low-altitude flight management device provided in this embodiment. Those skilled in the art can clearly understand that, for the sake of convenience and brevity, the specific working process of the low-altitude flight management device described in this embodiment can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0057] Based on the technical solution of the above embodiments of this application, a predicted flight path of the target aircraft is generated according to the received flight plan of the target aircraft; wherein, the predicted flight path is a three-dimensional track corridor; if it is determined from the predicted flight path that there is an airspace use conflict event in the flight plan, a corresponding target adjustment strategy is generated according to the acquired conflict detection information; the flight plan is adjusted based on the target adjustment strategy to obtain the target flight plan, and then sent to the target aircraft control terminal. Through the implementation of the solution of this application, a three-dimensional track corridor is generated according to the received flight plan, and conflict risks are automatically identified, which is conducive to accurately eliminating risks. When a risk is determined to exist, an adjustment strategy is intelligently formulated, thereby completing the flight plan optimization and command issuance, which is conducive to ensuring low-altitude operation safety, improving airspace utilization efficiency, and providing strong support for the large-scale development of the low-altitude economy.

[0058] Figure 4 An electronic device is provided as an embodiment of this application. This electronic device can be used to implement the low-altitude flight management method in the foregoing embodiments, and mainly includes: The system includes a memory 401, a processor 402, and a computer program 403 stored on the memory 401 and executable on the processor 402. The memory 401 and the processor 402 are communicatively connected. When the processor 402 executes the computer program 403, it implements the method described in the foregoing embodiments. The number of processors can be one or more.

[0059] The memory 401 can be a high-speed random access memory (RAM) or a non-volatile memory, such as a disk storage device. The memory 401 is used to store executable program code, and the processor 402 is coupled to the memory 401.

[0060] Furthermore, embodiments of this application also provide a computer-readable storage medium, which may be disposed in the aforementioned electronic device, and the computer-readable storage medium may be as described above. Figure 4 The memory in the illustrated embodiment.

[0061] The computer-readable storage medium stores a computer program that, when executed by a processor, implements the low-altitude flight management method described in the foregoing embodiments. Furthermore, the computer-readable storage medium can also be a USB flash drive, a portable hard drive, a read-only memory (ROM), RAM, a magnetic disk, or an optical disk, or any other medium capable of storing program code.

[0062] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or modules may be electrical, mechanical, or other forms.

[0063] The modules described as separate components may or may not be physically separate. Similarly, the components shown as modules may or may not be physical modules; they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0064] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0065] If the integrated module is implemented as a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned readable storage medium includes various media capable of storing program code, such as USB flash drives, external hard drives, ROM, RAM, magnetic disks, or optical disks.

[0066] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0067] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0068] The above is a description of the low-altitude flight management method, apparatus, equipment, and readable storage medium provided in this application. For those skilled in the art, based on the ideas of the embodiments of this application, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for managing low-altitude flight operations, characterized in that, include: Based on the received flight plan of the target aircraft, a predicted trajectory of the target aircraft is generated; wherein, the predicted trajectory is a three-dimensional trajectory corridor; If the predicted flight path indicates that there is an airspace use conflict event in the flight plan, a corresponding target adjustment strategy is generated based on the obtained conflict detection information. The flight plan is adjusted based on the target adjustment strategy to obtain the target flight plan, which is then sent to the target aircraft control terminal.

2. The low-altitude flight management method according to claim 1, characterized in that, The step of generating a predicted trajectory for the target aircraft based on the received flight plan of the target aircraft includes: Identify the type of airspace the target aircraft passes through in its flight plan and obtain the corresponding flight rules for that type; Obtain meteorological data for the planned flight period of the target aircraft; The flight plan, the meteorological data, and the flight rules are input into a preset trajectory prediction model to generate a baseline single-line trajectory for the target aircraft within a preset time period. Using the reference single-line track as the central axis, a preset error distribution range is superimposed on each predicted time position point of the reference single-line track to generate the predicted track of the target aircraft.

3. The low-altitude flight management method according to claim 1, characterized in that, If, based on the predicted flight path, it is determined that the flight plan involves an airspace use conflict, a corresponding target adjustment strategy is generated based on the acquired conflict detection information, including: If the entire spatial range of the predicted trajectory is within compliant airspace, then the trajectory information of other aircraft in the airspace during the same period is obtained. The trajectory information and the predicted trajectory are spatiotemporally aligned. Based on the processed track information and the predicted track, calculate the longitudinal and lateral separations between the target aircraft and the other aircraft; If both the longitudinal interval and the lateral interval are less than the corresponding interval threshold, it is determined that there is an airspace use conflict event in the flight plan, and a corresponding target adjustment strategy is generated based on the obtained conflict detection information.

4. The low-altitude flight management method according to claim 3, characterized in that, Also includes: Based on the target aircraft's model identifier, the current airspace level, and the flight scenario type, the corresponding interval matrix in the preset database is invoked; wherein, the flight scenario type includes any of the following: same-direction flight, opposite-direction flight, and intersecting flight; The vertical and horizontal interval thresholds are determined based on the interval matrix.

5. The low-altitude flight management method according to claim 4, characterized in that, The step of determining the vertical interval threshold and the horizontal interval threshold based on the interval matrix includes: The real-time meteorological data of the current airspace and the flight mission characteristic parameters of the target aircraft are acquired respectively. The meteorological correction coefficient and the mission correction coefficient are determined based on the real-time meteorological data and the flight mission characteristic parameters, respectively. Extract the basic vertical interval and the basic horizontal interval from the interval matrix; Based on the meteorological correction coefficient and the task correction coefficient, the basic longitudinal interval and the basic lateral interval are updated to obtain the longitudinal interval threshold and the lateral interval threshold.

6. The low-altitude flight management method according to claim 1, characterized in that, The conflict detection information includes conflict time, conflict location, priority and performance parameters of the conflicting parties, and the generation of a corresponding target adjustment strategy based on the acquired conflict detection information includes: The conflict detection information and the flight rules corresponding to the airspace type to which the conflict location belongs are input into a preset multi-strategy solver to obtain multiple adjustment strategies; Each adjustment strategy is scored from multiple dimensions, and the scores of all dimensions are weighted according to preset dimension weight coefficients to obtain a comprehensive score for each adjustment strategy. The adjustment strategy with the highest overall score is selected as the target adjustment strategy.

7. The low-altitude flight management method according to any one of claims 1 to 6, characterized in that, Also includes: Acquire monitoring data during the launch process of the target aircraft; wherein, the monitoring data includes the operational status data of the target aircraft, airspace environment status data, and interference event characteristic data; The monitoring data is compared with a preset interference time determination rule base to determine the level of interference events; Based on the level of the interference event, the interference event information is fed back to the corresponding third-party system in real time.

8. A low-altitude flight management device, characterized in that, include: The first generation module is used to generate a predicted trajectory of the target aircraft based on the received flight plan of the target aircraft; wherein the predicted trajectory is a three-dimensional trajectory corridor; The second generation module is used to generate a corresponding target adjustment strategy based on the obtained conflict detection information if it is determined from the predicted flight path that there is an airspace use conflict event in the flight plan. The adjustment module is used to adjust the flight plan based on the target adjustment strategy to obtain the target flight plan and send it to the target aircraft control terminal.

9. An electronic device, characterized in that, Includes memory and processor, of which: The processor is used to execute computer programs stored in the memory; When the processor executes the computer program, it implements the steps in the low-altitude flight management method as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps in the low-altitude flight management method as described in any one of claims 1 to 7.

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