Real-time quantification method for risk level of low-altitude airline and electronic equipment

Abstract

The invention provides a real-time quantification method for a low-altitude airline risk level and electronic equipment, and relates to the field of risk quantitative evaluation. The method comprises the following steps: acquiring a basic risk value of each leg of a low-altitude route, determining an initial risk value of the low-altitude route based on the basic risk values of the plurality of legs, and correcting the initial risk value of the low-altitude route based on the height of an airspace where the low-altitude route is located, the type of the airspace where the low-altitude route is located and a management and control mode of the low-altitude route in a target time period. And obtaining a target risk value of the low-altitude route. Due to the fact that the height and the type of the airspace where the low-altitude air route is located and the control mode in the target time period are different and the risks of the low-altitude air route are different, after the initial risk value is obtained, the initial risk value of the low-altitude air route is corrected in a targeted mode according to the height and the type of the airspace where the low-altitude air route is located and the control mode in the target time period; therefore, the correction accuracy can be improved, and the accuracy and practicability of the obtained target risk value of the low-altitude route can be effectively improved.

Description

Technical Field

[0001] This application belongs to the field of risk quantification assessment, specifically involving a real-time quantification method and electronic equipment for the risk level of low-altitude routes. Background Technology

[0002] Before an aircraft (such as a drone) takes flight, a flight path needs to be planned and the risk level of the path needs to be assessed to ensure the flight safety of the aircraft.

[0003] Currently, the risk level of low-altitude routes is generally determined by collecting data such as geographic information, static environmental data, population and socioeconomic data, and meteorological data. However, this method has low accuracy in assessing the risk level of low-altitude routes. Summary of the Invention

[0004] This application provides a real-time quantification method and electronic device for assessing the risk level of low-altitude routes, which can solve the problem of low accuracy in assessing the risk level of low-altitude routes in related technologies. The technical solution is as follows: Firstly, this application provides a real-time quantification method for the risk level of low-altitude routes, the method comprising: The basic risk values ​​of each segment of the low-altitude route are obtained, and the initial risk value of the low-altitude route is determined based on the basic risk values ​​of multiple segments, wherein the initial risk value is positively correlated with the basic risk value. Obtain the altitude of the airspace where the low-altitude route is located, the type of the airspace, and the control mode of the low-altitude route during the target time period; Based on the altitude of the airspace where the low-altitude route is located, the type of the airspace, and the control mode during the target time period, the initial risk value of the low-altitude route is corrected to obtain the target risk value of the low-altitude route. The target risk value is used to characterize the risk level of the low-altitude route.

[0005] Optionally, the step of correcting the initial risk value of the low-altitude route based on the altitude of the airspace where the low-altitude route is located, the type of the airspace, and the control mode during the target time period to obtain the target risk value of the low-altitude route includes: Based on the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode during the target time period, a risk correction value is obtained. The initial risk value is adjusted by adding the risk correction value to obtain the target risk value of the low-altitude route.

[0006] Optionally, obtaining the risk correction value based on the altitude of the airspace where the low-altitude route is located, the type of the airspace, and the control mode during the target time period includes: Based on the altitude of the airspace where the low-altitude route is located, the type of the airspace, and the control mode during the target time period, a first correction value, a second correction value, and a third correction value are obtained respectively. A risk correction value is obtained based on the first correction value, the second correction value, and the third correction value.

[0007] Optionally, the initial risk value of the low-altitude route is determined based on the basic risk values ​​of multiple flight segments, including: Obtain the first risk compensation value for the target segment among the multiple stated flight segments; Based on the basic risk values ​​of multiple flight segments and the first risk compensation value, the initial risk value of the low-altitude route is determined, and the initial risk value is also positively correlated with the first risk compensation value. The target flight segment satisfies at least one of the following conditions: the basic risk value is higher than the risk threshold; the distance to sensitive facilities is less than the distance threshold; the airspace conflict degree is greater than the first threshold and the ground damage degree is greater than the second threshold; and the rescue capability is less than the third threshold. The ground damage degree refers to the degree of damage to objects on the ground when the aircraft flies along the low-altitude route; the airspace conflict degree characterizes the degree of conflict between the low-altitude route and other routes that intersect with the low-altitude route.

[0008] Optionally, before obtaining the basic risk values ​​for each segment of the low-altitude route, the method further includes: The area where the low-altitude flight path is located is divided into multiple grids; Obtain at least two target grids passed through by the low-altitude flight path from the plurality of grids; The at least two target grids are aggregated to obtain multiple segments of the low-altitude flight path, and each segment includes at least one target grid. Obtain the basic risk values ​​for each segment of the low-altitude flight path, including: For each of the aforementioned flight segments, obtain the risk value of each target grid included in the flight segment; The basic risk value of the flight segment is determined based on the risk values ​​of all target grids included in the flight segment.

[0009] Optionally, obtaining the risk value of each target grid included in the flight segment includes: For each target grid included in the flight segment, obtain the ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability of the target grid. The risk value of the target grid is obtained by weighted summation of the ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability.

[0010] Optionally, the aggregation of the at least two target grids to obtain multiple segments of the low-altitude flight path includes: For each target grid, the contribution of each risk factor among the following factors—navigation ground damage, airspace conflict, environmental complexity, weather hazard, and rescue capability—to the risk value of the target grid is obtained; Based on the contribution of each of the aforementioned risk factors, the key risk factors that contribute the most to the risk value of the target grid are identified; The target grids that have the same key risk factors and are adjacent are aggregated to obtain one of the multiple flight segments.

[0011] Optionally, if the key risk factor of the flight segment is the environmental complexity, the basic risk value of the flight segment is proportional to the maximum risk value of all target grids included in the flight segment, the terrain correction factor, and the standard deviation of the risk values ​​of all target grids. When the key risk factor of the flight segment is the airspace conflict degree, the basic risk value of the flight segment is proportional to the product of the first risk value among the risk values ​​of all target grids included in the flight segment and the enhancement factor, wherein the enhancement factor is the product of the conflict enhancement coefficient and the proportion of high conflict grids, the proportion of high conflict grids is the ratio of the number of target grids with airspace conflict degree greater than a number threshold to the total number of all target grids, and the first risk value is greater than a preset number of risk values ​​among the risk values ​​of all target grids; When the key risk factor for the flight segment is the weather hazard level, the base risk value for the flight segment is proportional to the moving average of the risk values ​​of all target grids within the target space window.

[0012] Optionally, obtaining the first risk compensation value for the target segment among the multiple flight segments includes: Based on the risk values ​​of each target grid included within the target flight segment, the maximum risk value is determined; Obtain the length of the target flight segment and the total length of the low-altitude flight path; Based on the maximum risk value, the length of the target segment, the total length, the enhancement coefficient corresponding to the target segment, the preset length coefficient, and the safety factor associated with the nature of the aircraft mission, a first risk compensation value for the target segment is determined. Among them, the first risk compensation value of the target segment is positively correlated with the maximum risk value, the length of the target segment, the enhancement coefficient corresponding to the target segment, the preset length coefficient, and the safety factor; the first risk compensation value of the target segment is negatively correlated with the total length.

[0013] Optionally, when multiple target flight segments exist, determining the initial risk value of the low-altitude route based on the basic risk values ​​of the multiple flight segments and the first risk compensation value includes: Based on the first risk compensation value of each of the target flight segments, obtain the maximum first risk compensation value; A second risk compensation value is obtained based on the first risk compensation value of each target segment, the maximum first risk compensation value, the coupling coefficient, and the total number of target segments. The second risk compensation value is positively correlated with the first risk compensation value of each target segment, the maximum first risk compensation value, and the coupling coefficient, and negatively correlated with the total number of target segments. Based on the basic risk values ​​of the multiple flight segments and the second risk compensation value, an initial risk value for the low-altitude route is determined, wherein the initial risk value is proportional to the basic risk value and the second risk compensation value for each flight segment.

[0014] Optionally, determining the initial risk value of the low-altitude route based on the basic risk values ​​of multiple flight segments and the second risk compensation value includes: For each flight segment, obtain the length of the flight segment and the target weight of the target risk factors for the flight segment; Based on the basic risk value of the flight segment, the length proportion of the flight segment, and the target weight of the target risk factors of the flight segment, the risk weighting value of the flight segment is determined, and the length proportion is the ratio of the length of the flight segment to the total length of the low-altitude route. The initial risk value of the low-altitude route is determined based on the risk weighted values ​​of multiple flight segments and the second risk compensation value. The initial risk value is positively correlated with the risk weighting value of each flight segment and the second risk compensation value.

[0015] In a second aspect, this application provides an electronic device, including: a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the method as described in any of the first aspects.

[0016] Thirdly, this application provides a computer-readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the method as described in any of the first aspects.

[0017] Fourthly, this application provides a computer program product, which includes a computer program or instructions, and when the computer program or instructions are executed by a processor such as a cloud server, they implement the method described in any of the first aspects.

[0018] This application provides a real-time quantification method and electronic device for low-altitude airspace risk level. This method can acquire the basic risk values ​​of each segment of a low-altitude airspace, determine the initial risk value of the low-altitude airspace based on the basic risk values ​​of multiple segments, and correct the initial risk value of the low-altitude airspace based on the altitude, type of the airspace, and control mode of the low-altitude airspace during the target time period to obtain the target risk value of the low-altitude airspace. Since the risk of a low-altitude airspace varies depending on its altitude, type, and control mode during the target time period, the method improves the accuracy of the correction by specifically correcting the initial risk value based on these factors. This effectively enhances the accuracy and practicality of the obtained target risk value of the low-altitude airspace. Attached Figure Description

[0019] Figure 1 A flowchart illustrating a real-time quantification method for low-altitude flight risk levels provided in this application embodiment; Figure 2 A flowchart of another real-time quantification method for low-altitude route risk level provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0020] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0021] The low-altitude airspace environment is complex, and the characteristics of aircraft (such as low-altitude aircraft), such as low altitude, slow speed, and small size, make them face numerous risks when flying in low-altitude airspace. For example, complex terrain, dense buildings, high population density, and a number of sensitive facilities (such as schools and hospitals) all pose static risks to aircraft during flight. In addition, sudden weather events and temporary airspace control (such as military exercises) also pose dynamic risks to aircraft during flight.

[0022] To ensure the flight safety of low-altitude aircraft, it is necessary to conduct advance risk assessments of low-altitude flight paths. Currently, there is considerable research both domestically and internationally in the field of quantitative risk assessment for low-altitude operations. For example, fuzzy bayesian networks (FBNs) can be used to assess the risk of low-altitude flight paths; alternatively, a three-dimensional low-altitude risk map can be constructed by fusing multi-source data, and the risk of low-altitude flight paths can be assessed based on this map; or, risk values ​​for low-altitude flight paths can be determined by collecting geographic information, static environmental data, population and socioeconomic data, and meteorological data, thereby quantifying the risk of flight paths. Among these, geographic information, static environmental data, and meteorological data can reflect the complexity of the flight environment, while population and socioeconomic data can be used to determine the damage caused by an aircraft impacting the ground.

[0023] However, the risk values ​​obtained by using this method for risk assessment are not very accurate and have poor practicality.

[0024] This application provides a real-time quantification method for low-altitude flight path risk levels, applied to an electronic device. Optionally, the low-altitude aircraft can be a small to medium-sized aircraft. This aircraft can fly in low-altitude areas, such as urban, island, or mountainous airspace. The electronic device can be a mobile terminal, a fixed terminal, or a cloud server (such as an air traffic control center server). The server can be a single server, a server cluster consisting of several servers, or a cloud computing service center. See also... Figure 1 The method includes: Step 101: Obtain the basic risk value of each segment of the low-altitude route, and determine the initial risk value of the low-altitude route based on the basic risk values ​​of multiple segments.

[0025] The initial risk value is positively correlated with the basic risk value for each flight segment. Low-altitude routes are the routes taken by low-altitude aircraft.

[0026] In this embodiment of the application, the electronic device can directly perform a weighted summation of the basic risk values ​​of multiple flight segments to obtain the initial risk value of the low-altitude route.

[0027] Alternatively, electronic equipment can acquire the first risk compensation value of the target segment from multiple flight segments, and then determine the initial risk value of the low-altitude route based on the basic risk value and the first risk compensation value of the multiple flight segments. The initial risk value is also positively correlated with the first risk compensation value.

[0028] The basic risk value can be pre-stored by the electronic equipment, or it can be obtained by the electronic equipment based on multiple risk values ​​of each target grid in at least two target networks traversed by the low-altitude flight path. The risk value of each target grid is determined based on multiple risk factors of the target grid. These multiple risk factors include: ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability.

[0029] The target flight segment meets at least one of the following conditions: the basic risk value is higher than the risk threshold; the distance to sensitive facilities is less than the distance threshold; the airspace conflict degree is greater than the first threshold and the ground damage degree is greater than the second threshold; and the rescue capability is less than the third threshold.

[0030] Step 102: Obtain the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode of the low-altitude route during the target time period.

[0031] Airspace can be classified into three categories: Category W (true altitude 0-120 meters, m), Category G (true altitude 120-300 meters, m), and Category Controlled (true altitude above 300 meters, m). True altitude refers to the vertical distance between a low-altitude aircraft and a reference horizontal plane (such as the ground). Airspace types include control, surveillance, reporting, and test flights. Control modes include routine control, temporary control, and emergency release control.

[0032] Step 103: Based on the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode during the target time period, the initial risk value of the low-altitude route is corrected to obtain the target risk value of the low-altitude route.

[0033] The target risk value is used to characterize the risk level of a low-altitude flight path. The target risk value of a low-altitude flight path refers to the target risk value of the low-altitude flight path within a target time period. Specifically, the target risk value of a low-altitude flight path refers to the risk value when a low-altitude aircraft flies along that low-altitude flight path.

[0034] The target time period can be the flight period during which low-altitude aircraft fly along the low-altitude route. The airspace type can be: controlled airspace, monitored airspace, reporting airspace, and suitable airspace.

[0035] The altitude and type of airspace where a low-altitude flight path is located, as well as the control mode for that path during the target time period, also affect its risk. Furthermore, the management rules for airspace differ at different altitudes (layers), types (zones), and time periods (time-based management), and the factors influencing the risk of low-altitude flights vary. Different management rules and influencing factors have varying degrees of impact on the risk of low-altitude flights. Therefore, electronic equipment also needs to acquire the altitude and type of the airspace where the low-altitude flight path is located, as well as the control mode for that path during the target time period, and based on this altitude, type, and control mode, correct the initial risk value of the low-altitude flight path. This improves the accuracy of the acquired target risk value for the low-altitude flight path.

[0036] In summary, this application provides a real-time quantification method for the risk level of low-altitude routes. This method can obtain the basic risk values ​​of each segment of a low-altitude route, determine the initial risk value of the low-altitude route based on the basic risk values ​​of multiple segments, and correct the initial risk value of the low-altitude route based on the altitude, type of the airspace where the low-altitude route is located, and the control mode of the low-altitude route during the target time period, thus obtaining the target risk value of the low-altitude route. Since the risk of a low-altitude route varies depending on the altitude, type of the airspace where the low-altitude route is located, and the control mode during the target time period, the initial risk value is corrected specifically according to these factors after it is obtained. This improves the accuracy of the correction, thereby effectively enhancing the accuracy and practicality of the obtained target risk value of the low-altitude route.

[0037] Figure 2 This is a flowchart of another real-time quantification method for low-altitude flight path risk level provided in an embodiment of this application. See also... Figure 2 The method may include: Step 201: Divide the area where the low-altitude flight path is located into multiple grids.

[0038] This region is a three-dimensional area, specifically determined by the planar area where the low-altitude flight path is projected onto the Earth's surface and a preset altitude. This preset altitude (i.e., the height of the three-dimensional area) is at least greater than the altitude of the low-altitude flight path.

[0039] Electronic equipment can divide the area containing low-altitude flight paths into multiple sub-regions, and then further subdivide each sub-region into multiple grids. Specifically, the electronic equipment can first divide the area containing low-altitude flight paths into inter-regional corridors and non-inter-regional corridors, and then subdivide the non-inter-regional corridors according to the density of ground objects, thus obtaining multiple sub-regions. Inter-regional corridors are dedicated flight channels connecting different administrative regions or airspace units in the low-altitude domain. Inter-regional corridors may include airport approach areas. Ground objects may include populations and buildings.

[0040] For example, assuming the area where the low-altitude flight path is located is the area of ​​a city, electronic equipment can divide the non-inter-regional corridor into urban areas, suburban transition zones, and suburbs based on the density of objects on the ground. The density of objects within the urban area, suburban transition zone, and suburbs decreases sequentially. Furthermore, the electronic equipment can divide the suburbs into outer suburbs and mountainous areas based on the size of the meteorological disturbance range. The meteorological disturbance range in mountainous areas is larger than that in outer suburbs. Thus, the area where the low-altitude flight path is located can be divided into five sub-regions: urban area, suburban transition zone, outer suburbs, mountainous area, and inter-regional corridor.

[0041] For each sub-region, the electronic device can divide the sub-region along both the horizontal and vertical directions, that is, it can layer (i.e., divide along the vertical direction) and partition (i.e., divide along the horizontal direction) the sub-region, thus obtaining multiple grids. The vertical direction is parallel to the direction of gravity. The horizontal direction is parallel to the vertical direction.

[0042] In simple terms, the electronic device can acquire a first dimension and multiple second dimensions that fit the sub-region. The first dimension is the dimension used for horizontal division. The second dimensions are the dimensions used for vertical division. The multiple second dimensions correspond to different heights within the sub-region. The electronic device can then divide the sub-region horizontally according to the first dimension and vertically according to the second dimensions, thereby obtaining multiple grids.

[0043] Optionally, the first dimension can be the same for suburban and mountainous areas. For example, Table 1 shows the first dimension for different sub-regions. Table 2 shows the second dimension for different altitudes in each sub-region.

[0044]

[0045] Referring to Tables 1 and 2, the first dimension of the urban area can be 100×100m, and the second dimension at a height of 0-120m can be 30m. That is, the size of the grid in the urban area at a height of 0-120m is 100×100×30m.

[0046] Step 202: Obtain at least two target grids passed through by the low-altitude flight path from multiple grids.

[0047] Electronic devices can acquire at least two grids that the low-altitude flight path passes through from multiple grids, and identify each of the at least two grids as a target grid.

[0048] Step 203: Aggregate at least two target grids to obtain multiple segments of the low-altitude flight path.

[0049] Electronic equipment can identify key risk factors for each target grid and aggregate adjacent target grids with the same key risk factors to obtain multiple flight segments. Each flight segment includes at least one target grid. The key risk factors typically include: environmental complexity, airspace conflict level, and weather hazard level.

[0050] The process by which electronic equipment obtains multiple segments of a low-altitude flight path may include: Step A1: For each target grid included in the low-altitude flight path, obtain the ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability of the target grid.

[0051] In this embodiment of the application, the flight ground damage degree characterizes the degree of damage caused to objects on the ground by a low-altitude aircraft flying along a low-altitude flight path, and can also be called the ground population exposure index (GPEI). Moreover, the flight ground damage degree can be positively correlated with standardized population density, the presence status of sensitive facilities, and the risk weight of sensitive facilities.

[0052] The degree of damage to the ground during navigation can be represented numerically. In this case, the Ground Population Exposure Index (GPEI) can satisfy the following formula (1): (1) In formula (1), For example, population density weighting coefficients. It can be 0.7. PD is the standardized population density. For example, the weighting coefficient for sensitive facilities. It can be 0.3. This indicates the presence of sensitive facilities. If sensitive facilities exist, then... =1; if no sensitive facilities exist, then =0. The risk weights are for sensitive facilities, and different types of sensitive facilities have different risk weights. This indicates the first of the B sensitive facilities. B represents the total number of sensitive facilities.

[0053] Sensitive facilities can include: nuclear facilities (such as nuclear power plants), chemical plants, data centers, hospitals, and schools. For a target grid, if the sensitive facility is a nuclear facility, the electronic equipment determines that a nuclear facility exists in the target grid if a circle with the nuclear facility as its center and a radius of first length intersects with the projection of a portion of the flight path located in the target grid onto the ground; otherwise, the electronic equipment can determine that no nuclear facility exists in the target grid.

[0054] If the sensitive facility is a chemical plant, the electronic equipment determines that a chemical plant exists in the target grid if it determines that a circle with the chemical plant as the center and a radius of the second length intersects with the projection of a portion of the flight path located in the target grid on the ground; otherwise, the electronic equipment can determine that a chemical plant does not exist in the target grid.

[0055] If the sensitive facility is a data center, the electronic device determines that a data center exists in the target grid if it determines that a circle with the data center as the center and a radius of the third length intersects with the ground projection of a portion of the flight path located in the target grid; otherwise, the electronic device can determine that a data center does not exist in the target grid.

[0056] If the sensitive facility is a hospital, the electronic device determines that a hospital exists in the target grid if it finds that a circle with the hospital as the center and a radius of the fourth length intersects with the ground projection of a portion of the flight path located in the target grid; otherwise, the electronic device can determine that a hospital does not exist in the target grid.

[0057] If the sensitive facility is a school, the electronic device determines that a school exists in the target grid if it finds that a circle centered on the school with a radius of the fifth length intersects with the ground projection of a portion of the flight path located in the target grid; otherwise, the electronic device can determine that no school exists in the target grid. The first, second, third, fourth, and fifth lengths are all pre-stored by the electronic device.

[0058] For example, Table 3 shows the risk weights for different types of sensitive facilities.

[0059]

[0060] Airspace conflict degree characterizes the degree of conflict between low-altitude routes and other routes that intersect with them. It can also be called airspace conflict complexity (ACC). Furthermore, this airspace conflict degree is positively correlated with a weighted baseline value, a dynamic conflict probability factor, and a risk spillover coefficient. The weighted baseline value is a weighted baseline value of airspace flight traffic and density.

[0061] Airspace conflict complexity can be numerically represented. The flow of aircraft differs between non-military exercise periods and military exercise periods, resulting in different calculation methods for airspace conflict complexity during these periods. For example, during non-military exercise periods, the airspace conflict complexity ACC can satisfy the following formula (2): (2) In formula (2), These are the weighted base values. To standardize the weighting coefficients of the flow factor, TF For standardized flow factors, and TF It can satisfy: . The current or near real-time average traffic. This represents the maximum flow capacity of the target grid under safe operating conditions.

[0062] These are the standardized density factor weighting coefficients. It is a standardized density factor, and it satisfies: . The current or near-real-time average spatial density, This represents the maximum density capacity of the target grid under safe operating conditions.

[0063] As a dynamic conflict probability factor, it characterizes the dynamic conflict probability determined by the spatial structure and operation mode, and can satisfy... . This is a scaling factor used for calibration. The magnitude of, making The value range is [0,1]. The number of route intersections within the target grid. The total length of the routes within the target grid. The average velocity of low-altitude aircraft within the target grid. For reference speed. This represents the average heading intersection angle at the main intersection points. The heading intersection angle refers to the minimum angle between the headings of two intersecting routes at a given intersection point, and its value ranges from 0° to 180°. Main intersection points are defined as the route junctions within the target grid that significantly contribute to the risk of conflict. These main intersection points can be selected by considering the complexity of the airspace structure and actual operational traffic flow.

[0064] This is the risk spillover coefficient introduced due to the presence of non-cooperative aircraft. The additional risk weighting for non-cooperative aircraft (i.e., low-altitude aircraft whose flight paths are unknown). The value range can be [0.3, 0.7]. It is a mixed operation scaling factor, and can satisfy... . This refers to the number of aircraft that are not equipped with a Cooperative Detection and Avoidance (DAA) system. This represents the total number of low-altitude aircraft within the target grid. The monitoring method employed by this cooperative surveillance and avoidance system can be automatic dependent surveillance (ADS-B Out).

[0065] The flow of low-altitude aircraft in airspace is the driving force behind airspace conflict. Higher flow indicates more potential interacting entities in the airspace, meaning a greater degree of airspace conflict. With the same flow, higher density means smaller intervals between low-altitude aircraft, increasing the likelihood and urgency of airspace conflict. The presence of non-cooperative aircraft disrupts the predictability of airspace conflict, forcing other low-altitude aircraft to adopt more conservative flight strategies, thus reducing airspace capacity. Therefore, when determining the complexity of airspace conflict, a risk spillover factor needs to be considered.

[0066] For example, Table 4 shows the preferred values ​​of different weighting coefficients when calculating the spatial conflict complexity.

[0067]

[0068] Optionally, during military exercises, the airspace conflict degree (ACC) can satisfy the following formula (3): (3) In formula (3), This is a preset value. This preset value is stored in advance by the electronic device, such as 0.2.

[0069] Environmental complexity characterizes the degree to which a low-altitude aircraft's flight over a target grid is constrained by a combination of geographical environmental factors. Specifically, it refers to the influence of the terrain and ground obstacles on the low-altitude aircraft's flight over that target grid, also known as the geographical environment constraint degree (GEC). Furthermore, this environmental complexity is positively correlated with the terrain complexity coefficient, obstacle threat coefficient, and electromagnetic interference coefficient.

[0070] Environmental complexity can be represented numerically. In this case, the geographical environmental constraint (GEC) can satisfy the following formula (4): (4) In formula (4), This represents the terrain complexity coefficient. The obstacle threat coefficient, This is the electromagnetic interference coefficient.

[0071] Terrain complexity coefficient The base value and correction value of the terrain, proportional to the orthographic projection of the target grid onto the ground, are the sum of these values. The base value depends on the terrain type, which can be one of plains, hills, urban areas, or mountains. The correction value depends on the presence or absence of objects within the terrain that affect the flight of low-altitude aircraft. This presence or absence is either true or false. If the presence or absence is false, the correction value is 0.

[0072] For example, Table 5 shows the baseline and correction values ​​for different types of terrain. Referring to Table 5, a canyon in Table 5 refers to a landform with slopes greater than 45 degrees (°) on both sides and an aspect ratio greater than or equal to 1.

[0073] As shown in Table 5, the correction value for plains is 0. In hilly areas, if there are steep cliffs affecting low-altitude aircraft flight, the correction value is +0.1. In urban areas, if there are densely populated areas where the altitude affecting low-altitude aircraft flight is greater than or equal to a first altitude threshold, the correction value is also +0.1. This first altitude threshold is pre-stored by the electronic equipment.

[0074]

[0075] Obstacle threat level C O It can satisfy: The area of ​​a region is the area of ​​the target grid projected onto the ground. The unit of area is square kilometer (km²). 2 The threat value of a single obstacle can be determined by the obstacle's height and material properties. K m and dynamic coefficient K d The product of the material coefficient. K m It is positively correlated with the performance requirements of the barrier material. These performance requirements refer to the requirements that the material must meet in a specific operating environment (such as nuclear facilities and general buildings) (such as radiation resistance, high temperature resistance, and insulation).

[0076] This dynamic coefficient K d The risk level is positively correlated with the dynamic state of the obstacle. The dynamic state can be: temporary construction state, normal use state, or abandoned state. Each dynamic state corresponds to a stage of the obstacle's existence. Specifically, the temporary construction state corresponds to the construction stage, the normal use state corresponds to the operation stage, and the abandoned state corresponds to the termination stage.

[0077] This risk level refers to the risk to flight safety posed by an obstacle at different stages of its existence due to differences in structural stability, management intensity, and state predictability (also known as state predictability attribute). State predictability refers to whether the state is predictable or unpredictable.

[0078] It is understandable that the material performance requirements of an obstacle and the dynamic state of the obstacle are two different dimensions of information about the obstacle. Therefore, for each obstacle, both the material coefficients and the dynamic coefficients of the obstacle can be obtained.

[0079] For example, Table 6 exemplarily shows the material coefficients and dynamic coefficients of some obstacles. As shown in Table 6, the performance requirements for materials of nuclear facility chimneys, high-voltage lines, communication towers, and ordinary buildings decrease sequentially, therefore the corresponding material coefficients... K m Decrease successively.

[0080] In Table 6, temporary construction facilities refer to facilities in a temporary construction state, permanent facilities refer to facilities in a normal use state, and abandoned facilities refer to facilities in an abandoned state. Referring to Table 6, for example, assuming an obstacle is a regular building and that building is a temporary construction facility, the single obstacle threat value for that regular building is its height × 1.0 × 1.8. Assuming an obstacle is a high-voltage line and that the high-voltage line is a permanent facility, the single obstacle threat value for that high-voltage line is its height × 1.8 × 1.0.

[0081]

[0082] In this embodiment of the application, if the electronic device determines that the target grid includes buildings with a construction time less than a time threshold and a height greater than a first height threshold, then it can determine that the target grid includes newly constructed buildings, and can then re-acquire [the data]. The construction duration refers to the building's lifespan from its completion date to the present. This duration threshold is pre-stored in electronic devices.

[0083] The level of electromagnetic interference depends on the type of sub-region where the grid is located. This type can be: rural / desert, urban / suburban, or industrial / dense 5G base station areas, etc. The electromagnetic interference intensity varies depending on the type of sub-region. The values ​​also vary. For example, Table 7 shows the electromagnetic interference coefficients for different electromagnetic interference intensities. Referring to Table 7, different electromagnetic interference coefficients correspond to different regions.

[0084]

[0085] Meteorological hazard level characterizes the degree to which low-altitude aircraft flying within a target grid are subject to the combined disturbances and threats of severe weather conditions. In other words, it reflects the impact of the weather conditions within the target grid on the flight of low-altitude aircraft within that grid, and can also be referred to as the meteorological disturbance coefficient (MDC). Furthermore, this meteorological hazard level is positively correlated with the wind shear threat coefficient, the frequency coefficient of severe convective weather, and the low-temperature icing risk coefficient.

[0086] The degree of meteorological hazard can be represented numerically. In this case, the meteorological disturbance coefficient MDC can satisfy the following formula (5): (5) In formula (5), Let be the wind shear threat coefficient, and it satisfies: A wind shear event is defined as an event in which the wind speed changes by ≥5 meters per second (m / s) and the height difference is ≤100m. It is the frequency coefficient of severe convective weather, and it can satisfy: Severe convective weather refers to weather characterized by short-duration precipitation ≥20mm / h or gusts ≥17m / s. The 10-year return period maximum refers to the maximum wind shear intensity that is likely to be reached or exceeded once every 10 years based on wind speed observation data. Specifically, it is the maximum difference in wind speed variation within a preset height difference (i.e., the maximum wind speed difference). In other words, the probability of a wind shear event reaching or exceeding this maximum value in any given year is approximately 10% (i.e., it may occur once every 10 years on average).

[0087] The low-temperature icing risk factor is given, and it meets the following requirements: I C= Base I C × Altitude correction factor. Basic I C This is the initial low-temperature icing risk factor. Altitude correction refers to the adjustment of the low-temperature icing risk factor at high altitudes. The altitude correction factor is determined based on altitude.

[0088] The more severe convective days there are per month, the higher the risk of meteorological hazards, and correspondingly, the greater the frequency coefficient of severe convection. For example, Table 8 shows the frequency coefficient of severe convection under different monthly average numbers of severe convective days.

[0089]

[0090] The degree of icing varies under different temperature (T) and humidity conditions, and correspondingly, the risk factor for low-temperature icing also varies. The lower the temperature and the higher the humidity, the greater the degree of icing. The humidity referred to here is relative humidity (RH).

[0091] For example, Table 9 shows the risk coefficients for low-temperature icing under different temperature and humidity conditions ( (the basis of) .

[0092]

[0093] The higher the altitude of the target grid, the larger the altitude correction factor. For example, Table 10 shows the altitude correction factors for different altitude ranges.

[0094]

[0095] Rescue capability characterizes the timeliness and completeness of external rescue support available to low-altitude aircraft flying within a target grid in the event of an emergency; it can also be referred to as emergency response capability (ERC). Rescue capability can be determined based on rescue arrival time, monitoring coverage, and the number of refuge points capable of rescuing low-altitude aircraft within the target grid. Rescue capability is negatively correlated with rescue arrival time and positively correlated with monitoring coverage and the number of refuge points. Refuge points can include: fire and emergency landing sites, basic landing sites, and open ground (such as makeshift open ground). Rescue capability can be represented numerically.

[0096] Optionally, the electronic device can acquire the center point of the projection area of ​​the target grid on the ground, and identify refuge points located within a circular area with the center point as the origin and a preset length as the radius as refuge points capable of rescuing low-altitude aircraft within the target grid. Optionally, the preset length is pre-stored by the electronic device, for example, 100 kilometers.

[0097] For example, Table 11 shows the range of rescue capability values ​​under different rescue arrival times, monitoring coverage rates, and the number of refuge points. As can be seen from Table 11, if the rescue arrival time is less than 15 minutes, the monitoring coverage rate is greater than 99%, and the number of refuge points is greater than or equal to 5, then the rescue capability can be greater than or equal to 0.9.

[0098]

[0099] In this application embodiment, the risk factors for grids at different sub-regions and different heights may differ. For example, the risk factors for grids in urban areas with a height of 0-120m include: GPEI, ACC, and GEC. The risk factors for grids in suburban transition zones with a height of 120-300m include: ACC, MDC, and ERC. The risk factors for grids in remote suburbs or mountainous areas with a height above 300m include: GEC, MDC, ACC, and ERC. The risk factors for grids in cross-regional corridors with a height above 300m include: ACC and ERC.

[0100] Step A2: Weighted summation of ground damage, airspace conflict, environmental complexity, weather hazard, and rescue capability to obtain the risk value of the target grid.

[0101] The weights assigned to each factor among ground damage, airspace conflict, environmental complexity, weather hazards, and rescue capabilities can be pre-acquired by electronic equipment.

[0102] The risk value of the target grid can be represented numerically; in this case, the risk value... The following formula (6) can be satisfied: (6) In formula (6), for I The first of the risk factors i The weighting of each risk factor. I This represents the total number of multiple risk factors. For the first i One risk factor.

[0103] The following is an exemplary description of the process of pre-obtaining the set weights for each risk factor: For each target grid, the electronic equipment can obtain the type of the sub-region where the target grid is located, as well as the application type of the low-altitude flight path that includes the target grid. This application type can be either passenger or cargo. Subsequently, based on the type of the sub-region, the application type, and the correspondence between type and weight, the electronic equipment can obtain the set weights for each risk factor in the target grid.

[0104] Optionally, for some target grids, both low-altitude air routes and civil aviation routes may be included. That is, both low-altitude and civil aviation routes pass through the target grid. In this case, the electronic equipment can also acquire the mixed state of different types of routes (i.e., low-altitude and civil aviation routes) in the target grid, and based on the type of the sub-region, the application type, the mixed state, and the correspondence between type and weight, obtain the set weights for each risk factor in the target grid. This mixed state can be either isolation or fusion. Isolation refers to: through airspace isolation or temporal isolation, i.e., separating low-altitude routes at different altitudes, different horizontal areas, or different time periods, to ensure that low-altitude aircraft do not conflict with existing air transport routes, i.e., physical or temporal separation. Fusion refers to: low-altitude aircraft and civil aviation aircraft operating collaboratively within shared airspace according to unified rules and spacing standards.

[0105] For example, suppose that both low-altitude air routes and civil aviation routes pass through the target grid, and the sub-region where the target grid is located is an urban area or a suburb. Then refer to Table 12, which shows a correspondence between a type and a set weight.

[0106] In Table 12, Weighting is assigned to the degree of ground damage during navigation. Assigning weights to airspace conflict levels. Assign weights to environmental complexity. Weighting is assigned to the degree of meteorological hazard. Weights are assigned to rescue capabilities.

[0107]

[0108] As shown in Table 12, assuming the target grid's low-altitude flight path application type is cargo-carrying, the mixed state of this low-altitude flight path is isolated, and the type of the sub-region corresponding to this target network is urban, the weights for the corresponding flight surface damage degree are set at 0.35, airspace conflict degree at 0.20, environmental complexity at 0.15, weather hazard degree at 0.10, and rescue capability at 0.20. Assuming the target grid's low-altitude flight path application type is manned, the mixed state of this low-altitude flight path is integrated, and the type of the sub-region corresponding to this target network is urban, the weights for the corresponding flight surface damage degree are set at 0.45, airspace conflict degree at 0.35, environmental complexity at 0.05, weather hazard degree at 0.03, and rescue capability at 0.12.

[0109] Step A3: Obtain the contribution of each risk factor among the target grid's surface damage, airspace conflict, environmental complexity, weather hazard, and rescue capability to the target grid's risk value.

[0110] The contribution of each risk factor is directly proportional to its assigned weight and inversely proportional to the risk value of the target grid. Optionally, the contribution of each risk factor... The following formula (7) can be satisfied: (7) Step A4: Based on the contribution of each risk factor, identify the key risk factor that contributes the most to the risk value of the target grid.

[0111] After obtaining the contribution of each risk factor, the electronic device first obtains the risk factor with the largest contribution and the second largest (i.e., the second largest) risk factor. If the electronic device determines that the risk factor with the largest contribution and the second largest contribution meet preset conditions, then the risk factor with the largest contribution can be identified as the key risk factor.

[0112] The preset conditions include: the contribution of the risk factor with the largest contribution is greater than a contribution threshold; and the ratio of the contribution of the risk factor with the largest contribution to the contribution of the second largest contribution risk factor is greater than a ratio threshold (also known as a relative advantage threshold). In other words, the preset conditions may include: and .

[0113] As the contribution threshold, The contribution threshold and the relative advantage threshold are pre-stored in the electronic device. For example, the contribution threshold could be 0.35 and the relative advantage threshold could be 1.5.

[0114] Assuming a contribution threshold of 0.35 and a relative advantage threshold of 1.5, the preset condition means that the contribution of a risk factor is ≥35%, and its contribution is more than 1.5 times that of the second largest contributor. If only the contribution of a risk factor ≥35% is met, the electronic device can identify the risk factor with the largest contribution in the target grid as the key risk factor of the target grid.

[0115] Step A5: Aggregate target grids with the same key risk factors and adjacent grids to obtain one of the multiple flight segments.

[0116] The electronic equipment can first filter out target grids with the same key risk factors from all target grids, and then filter out adjacent target grids from the target grids with the same key risk factors, thus obtaining target grids with the same and adjacent key risk factors. Subsequently, the electronic equipment can aggregate the target grids with the same and adjacent key risk factors to obtain one segment from multiple flight segments.

[0117] It is understandable that the key risk factors for this flight segment obtained by aggregation are the key risk factors for this target grid.

[0118] Step 204: Obtain the basic risk values ​​for each segment of the low-altitude route.

[0119] In this embodiment of the application, the process by which the electronic device acquires the basic risk values ​​for each segment of a low-altitude flight path may include: Step B1: For each flight segment, obtain the risk value of each target grid included in the flight segment.

[0120] The implementation method for this step can be found in steps A1 and A2 above, and will not be repeated here.

[0121] Step B2: Determine the basic risk value of the flight segment based on the risk values ​​of all target grids included in the flight segment.

[0122] In this embodiment, the basic risk value of a flight segment will vary depending on the key risk factors. Specifically, when the key risk factor of a flight segment is environmental complexity, the basic risk value of that flight segment can be proportional to the maximum risk value of all target grids included in the flight segment, the terrain correction coefficient, and the standard deviation of the risk values ​​of all target grids.

[0123] Specifically, the electronic equipment can acquire the maximum risk value, terrain correction factor, and standard deviation of the risk values ​​of all target grids included in the flight segment, and then determine the basic risk value of the flight segment based on the maximum risk value, terrain correction factor, and standard deviation. Optionally, the basic risk value... Satisfy the following formula (8): (8) In formula (8), This represents the maximum risk value among all target grids within the flight segment. This is the terrain correction factor, which is pre-stored in the electronic device, for example, 0.2. This is the standard deviation of the risk values ​​for all target grids included in this flight segment.

[0124] When the key risk factor for a flight segment is airspace conflict level, the base risk value of the segment can be proportional to the product of the first risk value among all the risk values ​​of the target grids included in the segment and an enhancement factor. The enhancement factor is the product of the conflict enhancement coefficient and the proportion of high-conflict grids. The proportion of high-conflict grids is the ratio of the number of target grids with airspace conflict levels greater than a certain threshold to the total number of target grids. This first risk value is greater than a preset number of risk values ​​among all the risk values ​​of the target grids included in the segment. This preset number and threshold are pre-stored by electronic equipment.

[0125] Specifically, the electronic equipment can obtain the first risk value, enhancement factor, number of target grids with airspace conflict degree greater than the number threshold, and total number of all target grids included in the flight segment from the risk values ​​of all target grids included in the flight segment; and then determine the basic risk value of the flight segment based on the first risk value, enhancement factor, the number, and the total number.

[0126] Optional, base risk value Satisfy the following formula (9): (9) In formula (9), Assuming the first risk value is set at 90% of the total number of target grids within the flight segment, meaning that 90% of the target grids within this flight segment have a risk value less than or equal to... In other words, the first risk value can be the 90th percentile. This represents a high proportion of conflicting grids. The preferred value is the conflict enhancement factor. It is 0.1. This represents the number of target grids with a spatial conflict degree greater than the fourth threshold. Optionally, the fourth threshold is 0.7. This represents the total number of all target grids included in the flight segment.

[0127] When the key risk factor for a flight segment is weather hazard, the basic risk value of the flight segment can be proportional to the moving average of the risk values ​​of all target grids within the target space window.

[0128] Understandably, electronic equipment can smooth the risk values ​​of all target grids included in the flight segment and determine the base risk value for the segment based on the average (i.e., moving average) of the smoothed risk values ​​and this total. Here, optionally, the base risk value... Satisfy the following formula (10): (10) In formula (10), This represents the total number of all target grids included in the flight segment. It is the average of the smoothed risk values ​​of all target grids included in the flight segment, that is, the average of the sequence data (risk values ​​of multiple target grids) within the target space window W, and the average value is updated as the target space window moves.

[0129] Optional, target space window W The window size is determined based on the size of the baseline window. For example, it can satisfy: . W base The size of the reference window.

[0130] The size of the reference window can be dynamically adjusted based on the dominant weather type of the area where the flight segment is located and the length of the flight segment. The dominant weather type can include one of the following: local severe convection, frontal systems, valley winds, and sea-land breezes. Different weather types have different horizontal spatial scales (i.e., areas of influence) and fluctuation characteristics. Since the areas of influence of local severe convection, valley winds, sea-land breezes, and frontal systems increase sequentially, and the size of the reference window needs to match the horizontal spatial scale of the weather, the reference window sizes corresponding to local severe convection, valley winds, sea-land breezes, and frontal systems also increase sequentially.

[0131] For example, Table 13 shows the range of reference window sizes corresponding to different weather types. As shown in Table 13, the range of reference window sizes corresponding to localized severe convection can be 1-2 km.

[0132]

[0133] Step 205: Obtain the first risk compensation value of the target segment among multiple segments.

[0134] The target flight segment must meet at least one of the following conditions: the basic risk value is higher than the risk threshold; the distance to sensitive facilities is less than the distance threshold; the airspace conflict level is greater than the first threshold and the ground damage level is greater than the second threshold; and the rescue capability is less than the third threshold. In other words, the risk of the target flight segment is greater than the risk of other flight segments.

[0135] Among them, the distance threshold, risk threshold, first threshold, second threshold, and third threshold are all pre-stored by the electronic equipment. The distance to sensitive facilities refers to the distance between the target flight segment's orthographic projection on the ground and the nearest sensitive facility.

[0136] The process by which electronic devices acquire the first risk compensation value for the target flight segment may include: Step C1: Determine the maximum risk value based on the risk values ​​of each target grid included in the target flight segment.

[0137] Electronic equipment can acquire the risk values ​​of each target grid within the target flight segment, compare the acquired risk values, and determine the maximum risk value.

[0138] Step C2: Obtain the length of the target flight segment and the total length of the low-altitude route.

[0139] The length of the target segment can be determined based on the start and end points of the target segment.

[0140] The electronic equipment can obtain the start and end points of the target segment to identify the target grid included in the target segment. The electronic equipment can also obtain the length of a portion of the low-altitude flight path within each target grid, and the sum of the lengths of all portions of the low-altitude flight path; this sum is the length of the target segment.

[0141] It is understandable that the electronic equipment pre-stores the total length of the low-altitude flight path. Alternatively, the electronic equipment may use the same method as obtaining the length of the target flight segment to obtain the total length of the low-altitude flight path.

[0142] Step C3: Based on the maximum risk value, the length of the target segment, the total length, the enhancement coefficient corresponding to the target segment, the preset length coefficient, and the safety factor associated with the mission nature of the low-altitude aircraft, obtain the first risk compensation value of the target segment.

[0143] Among them, the first risk compensation value and the maximum risk value of the target segment, the length of the target segment, the enhancement coefficient, the preset length coefficient, and the safety factor are all positively correlated, and negatively correlated with the total length.

[0144] In this embodiment, the electronic device can obtain an initial risk compensation value for the target flight segment based on the maximum risk value, the length of the target flight segment, the total length, the enhancement coefficient corresponding to the target flight segment, a preset length coefficient, and a safety factor associated with the mission nature of the low-altitude aircraft. Subsequently, the electronic device can determine a first risk compensation value for the target flight segment based on the application type of the low-altitude route, the length of the target flight segment, and the initial risk compensation value.

[0145] Specifically, if the low-altitude route is used for passenger transport, considering that the risks of passenger transport are greater than those of cargo transport, the initial risk compensation value can be increased to obtain the first risk compensation value for the target route. For example, the initial risk compensation value can be increased by multiplying the initial risk compensation value by a second preset coefficient. This second preset coefficient can be pre-stored by electronic equipment, for example, it can be 1.4. That is, assuming the second preset coefficient is 1.4, the first risk compensation value can be the product of the initial risk compensation value and 1.4.

[0146] If the length of the target flight segment is less than the preset length, the electronic device can compare the initial risk compensation value with the target product and determine the smaller value as the first risk compensation value. The target product refers to the product of a third preset coefficient and the maximum risk value among all target grids in the target flight segment. The third preset coefficient is pre-stored by the electronic device; for example, the third preset coefficient is 0.1.

[0147] If the application type of the low-altitude route is cargo-carrying and the length of the target segment is greater than or equal to the preset length, the electronic equipment can directly determine the initial risk compensation value as the first risk compensation value of the target segment.

[0148] Optional, initial risk compensation value for the target flight segment The following formula (11) can be satisfied: (11) In formula (11), This is the enhancement factor, i.e., the risk amplification ratio. It is the maximum risk value among all target grids in the target segment. The length of the target flight segment, This represents the total length of the low-altitude flight path. This is the length coefficient, which is optional. =0.1. The length weight of the target flight segment is used to measure the spatial impact range. The preferred value range is [0.01, 0.15]. For safety reasons, As for the risk factor, This represents the task coefficient.

[0149] The enhancement factor is related to the type of sub-region where the target grid is located. Types of sub-regions can include: terrain bottlenecks (such as canyons or mountains), meteorological black spots (such as wind shear zones), airspace bottlenecks (such as airport approach areas), and urban sensitive areas (such as hospitals or schools). Airport approach areas refer to the controlled airspace designated at the junction of air routes at an airport, serving as a transition zone between high / medium-low altitude control and tower control. Different types of sub-regions carry different risks, and correspondingly, their enhancement factors also differ. For example, Table 14 shows the enhancement factors for different types of sub-regions. The value of .

[0150]

[0151] Cargo can be categorized into general cargo, medical supplies, and dangerous goods. The risks of transporting general cargo, medical supplies, personnel, and dangerous goods increase in that order. Therefore, the risk factors of low-altitude routes for transporting general cargo, medical supplies, personnel, and dangerous goods also increase in that order.

[0152] Optionally, to meet safety margin requirements, The preferred value range is [0.05, 0.15]. To ensure the criticality of the task, The preferred value range is [1.0, 2.0]. The safety margin is used to combat uncertainty and provide fault tolerance. For example, Table 15 shows the values ​​of the hazard coefficient and mission coefficient for different payloads.

[0153]

[0154] Step 206: Determine the initial risk value of the low-altitude route.

[0155] In some optional embodiments, if there is only one target flight segment, the electronic equipment can determine the initial risk value of the low-altitude route based on the sum of the basic risk values ​​of multiple flight segments and the first risk compensation value. The initial risk value is positively correlated with this sum. For example, it can be this sum.

[0156] In some alternative embodiments, if there are multiple target segments, the electronic device can obtain a second risk compensation value based on the first risk compensation value of the multiple target segments, and then determine the initial risk value of the low-altitude route based on the basic risk value of the multiple segments and the second risk compensation value.

[0157] The process by which electronic devices acquire a second risk compensation value for a target segment among multiple flight segments may include: Step D1: Based on the first risk compensation value of each target flight segment, obtain the maximum first risk compensation value.

[0158] The electronic equipment can obtain the first risk compensation value for each target flight segment and compare multiple first risk compensation values ​​to obtain the largest first risk compensation value.

[0159] Step D2: Based on the first risk compensation value of each target segment, the maximum first risk compensation value, the coupling coefficient, and the number of target segments, obtain the second risk compensation value.

[0160] Among them, the second risk compensation value is positively correlated with the first risk compensation value, the maximum first risk compensation value, and the coupling coefficient of each target flight segment; the second risk compensation value is negatively correlated with the number of segments.

[0161] Optionally, this second risk compensation value The following formula (12) can be satisfied: (12) In formula (12), For the first One target segment, m This represents the total number of target flight segments. For the first The first risk compensation value for each target flight segment. The coupling coefficient is optional. =0.5.

[0162] The process by which electronic equipment determines the initial risk value of a low-altitude route based on a base risk value across multiple flight segments and a second risk compensation value may include: Step E1: For each flight segment, obtain the length of the segment and the target weight of the target risk factors for that segment.

[0163] For a flight segment with a key risk factor, the target risk factor is the key risk factor; for a flight segment without a key risk factor, the target risk factor is the risk factor that contributes the most to the risk value of that flight segment.

[0164] For each flight segment, electronic equipment can determine the target weight of the target risk factors for that segment based on the ratio of the segment length to the total length of the low-altitude flight path. This target weight... It can satisfy Here, the length percentage refers to the ratio of the length of this flight segment to the total length of the low-altitude route. Optional, The value range is usually [0.8, 1.2].

[0165] Step E2: Based on the basic risk value of the flight segment, the length proportion of the flight segment, and the target weight of the target risk factors of the flight segment, determine the risk weight value of the flight segment.

[0166] Among them, the risk weighting value is positively correlated with the basic risk value, the length ratio of the flight segment, and the target weight.

[0167] Optional, risk-weighted value Satisfy the following formula (13): (13) In formula (13), For the first Each segment, This represents the total number of flight segments. For the first The basic risk value for each flight segment. For the first The length of each flight segment. This represents the total length of the low-altitude flight path. For the first The target weights of key risk factors for each flight segment.

[0168] Step E3: Determine the initial risk value of the low-altitude route based on the risk weighting value of multiple flight segments and the second risk compensation value.

[0169] The initial risk value is positively correlated with the risk weighting value of each flight segment and the second risk compensation value.

[0170] Electronic equipment can acquire the sum of risk weights and a second risk compensation value for multiple flight segments, and can determine the initial risk value of a low-altitude route based on this sum. For example, this sum can be used as the initial risk value for a low-altitude route.

[0171] Step 207: Obtain the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode of the low-altitude route during the target time period.

[0172] The target time period can be the flight period during which low-altitude aircraft fly along the low-altitude flight path. Airspace types can be: controlled airspace, monitored airspace, reporting airspace, and suitable airspace. Controlled airspace refers to areas where the population or building density is greater than a first density threshold, such as urban areas or airport airspace. Monitored airspace refers to areas where the building density is greater than a second density threshold but less than or equal to the first density threshold, such as suburban areas or industrial parks. Reporting airspace refers to areas where the population density is less than or equal to the second density threshold, such as farmland or forests. Suitable airspace refers to areas where there are no sensitive facilities on the ground, such as deserts, plateaus, sea areas, and uninhabited areas.

[0173] The altitude and type of airspace where a low-altitude flight path is located, as well as the control mode for that path during the target time period, also affect its risk. Furthermore, the management rules for airspace differ at different altitudes (layers), types (zones), and time periods (time-based management), and the factors influencing the risk of low-altitude flights vary. Different management rules and influencing factors have varying degrees of impact on the risk of low-altitude flights. Therefore, electronic equipment also needs to acquire the altitude and type of the airspace where the low-altitude flight path is located, as well as the control mode for that path during the target time period, and adjust the initial risk value of the low-altitude flight path based on this altitude, type, and control mode.

[0174] The following is an example of how to obtain the control mode within the target time period: Electronic equipment can pre-acquire control patterns for multiple time periods. Then, if the electronic equipment determines that the target time period falls within any of the multiple time periods, it can determine the control pattern of that any time period as the control pattern (i.e., management rule) for the low-altitude flight path in the target time period.

[0175] The time periods include: emergency release periods, temporary control periods, and normal periods. Emergency release periods refer to the time during which emergency rescue activities take place, and the control mode during this period is emergency release mode. Temporary control periods refer to the time during major events and / or military exercises, and the control mode during this period is temporary control mode.

[0176] The normal period refers to the time between the first and second hours of each day when there are no emergency rescue activities, major events, or military exercises. The control mode during this period is the normal mode. The first and second times are preset; for example, the first time could be 7:00 AM and the second time could be 10:00 PM.

[0177] For example, Table 16 shows the management rules, applicable aircraft, and typical application scenarios for airspace at different altitudes. As can be seen from Table 16, the management rules for airspace with a true altitude of 0-120 meters include: no-reporting flights (except in sensitive areas), broadcast identification information required, and priority given to dynamic obstacle avoidance; applicable aircraft include micro / light / small drones; typical application scenarios include: logistics delivery, agricultural spraying, and urban inspection.

[0178]

[0179] Table 17 shows the factors affecting low-altitude routes in the airspace at different altitudes. As can be seen from Table 17, the factors affecting the airspace with a true altitude of 0-120 meters include: obstacle collision risk as the main factor, high signal obstruction rate, reduced communication / navigation requirements, and exemption from real-time monitoring.

[0180]

[0181] Furthermore, as shown in Table 17, in the vertical direction, airspace at different altitudes can be further divided into Class W airspace, Class G airspace, and controlled airspace. For airspace with a true altitude of 0-120 meters, the influencing factor is terrain or building obstacles, resulting in a high signal obstruction rate in this airspace (i.e., Class W airspace). Therefore, communication / navigation requirements and exemptions from real-time monitoring requirements can be reduced in this airspace while ensuring safety.

[0182] For airspace with a true altitude of 120-300 meters, the influencing factors are the increased urban electromagnetic interference caused by 5G base stations / high-voltage lines, and turbulent disturbances exist in this airspace (i.e., Class G airspace). Therefore, the technical requirements for this airspace can be: improved navigation accuracy and obstacle avoidance capabilities, i.e., increased navigation accuracy requirements.

[0183] For airspace with a true altitude of 300 meters or more, the influencing factor is the conflict between military and civilian operations. Therefore, the technical requirements for airspace at this altitude (i.e., controlled airspace) can be: improving the anti-interference capability of communications and enforcing 4D flight path monitoring.

[0184] Table 18 illustrates the management rules, avoidance rules, and typical areas for a different type of airspace. As can be seen from Table 18, the management rules for controlled airspace include mandatory submission of 4D flight paths (x, y, z, t), real-time avoidance instructions, rigid obstacle avoidance rules for both military and civil aviation, and typical areas including urban core areas and airport clear zones. Rigid obstacle avoidance for military and civil aviation refers to the unbreakable obstacle avoidance rules established through mandatory legal constraints, physical airspace isolation, and rigid path planning to avoid flight conflicts between military and civil aviation routes.

[0185]

[0186] Furthermore, the main risk characteristics of controlled airspace, monitored airspace, and reporting airspace are, in descending order: high-density population / facilities areas, medium-to-low-density building areas, and sparsely populated areas. There are no sensitive targets in the suitable airspace. The minimum sector altitude limit in Table 18 refers to the minimum flight altitude requirement within a certain airspace sector to ensure that low-altitude aircraft can avoid obstacles and allow for a safety margin. Low-altitude aircraft must maintain an altitude above this limit when operating in this sector and are prohibited from flying below this limit. This ensures that low-altitude aircraft maintain the minimum vertical separation required by regulations between themselves and ground obstacles (such as buildings). Optionally, this airspace sector can be the airspace within a specific radius centered on the navigation station. Weather warning linkage refers to the automatic triggering of a preset coordinated response mechanism when the meteorological department issues a weather warning of a specific level (such as heavy rain) to avoid weather risks in advance. For example, automatically triggering preset coordinated response mechanisms includes: dynamically adjusting electronic fences, forcibly modifying waypoints, upgrading monitoring levels, or directly issuing grounding orders.

[0187] Table 19 shows the management rules and typical scenarios for different time periods. As can be seen from Table 19, the normal time period is from 7:00 to 22:00 every day, the management rule is open W / G category airspace, and the typical scenario is daily logistics.

[0188]

[0189] In addition, Table 19 states that during major events / military exercises, the temporary control period will be converted from reporting airspace to controlled airspace. This means that the management rules for reporting airspace during the temporary control period will be the same as those for controlled airspace.

[0190] The existing technologies fail to consider the varying risks associated with low-altitude routes at different altitudes and types, as well as during different time periods. Furthermore, these technologies primarily quantify the risks of low-altitude routes by considering static risks faced by aircraft during flight, neglecting to incorporate real-time changes in the operational environment such as sudden weather events, temporary airspace control measures, and instantaneous high-density traffic. This results in a mismatch between the risk assessments during route planning and the actual risks during flight, and an inability to update risk levels and trigger dynamic responses in a timely manner.

[0191] This application's embodiments consider the altitude of the airspace where the low-altitude flight path is located, the type of airspace, and the control mode during the target time period, achieving dynamic quantification of the risk level of the low-altitude flight path and improving the accuracy of the risk quantification results. Furthermore, different management rules are set to match the management rules with the risk quantification results, ensuring that the airspace responds to emergencies even when low-altitude aircraft fly using low-altitude flight paths in different airspaces, thereby improving flight safety.

[0192] Step 208: Based on the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode during the target time period, obtain the risk correction value.

[0193] Electronic equipment can obtain a first correction value, a second correction value, and a third correction value based on the altitude and type of the airspace where the low-altitude route is located, as well as the control mode during the target time period, and obtain a risk correction value based on the first correction value, the second correction value, and the third correction value.

[0194] Specifically, the electronic equipment pre-stores the correspondence between altitude and correction values, airspace type and correction values, and control mode and correction values. Based on the correspondence between altitude and correction values, the electronic equipment can determine the first correction value corresponding to the altitude of the airspace where the low-altitude flight path is located. Similarly, based on the correspondence between airspace type and correction values, the electronic equipment can determine the second correction value corresponding to the airspace type where the low-altitude flight path is located; and based on the correspondence between control mode and correction values, it can determine the third correction value corresponding to the control mode of the low-altitude flight path within the target time period. Subsequently, the electronic equipment can determine the risk correction value based on the sum of the first, second, and third correction values.

[0195] Table 20 shows the correspondence between different altitudes and correction values. As can be seen from Table 20, the first correction value for Class G airspace is +0.10 to +0.15.

[0196]

[0197] Table 21 shows the correspondence between different airspace types and correction values. As can be seen from Table 21, the second correction value corresponding to the monitored airspace is +0.10.

[0198]

[0199] Table 22 shows the correspondence between different time periods and correction values. As can be seen from Table 22, the control mode during the temporary control period is the temporary control mode, and the corresponding third correction value can be the difference between the risk value corresponding to the maximum risk level and the initial risk value, that is, the forced upgrade to the maximum risk value.

[0200]

[0201] Step 209: Add a risk correction value to the initial risk value to correct the initial risk value and obtain the target risk value for the low-altitude route.

[0202] Electronic equipment can obtain the sum of the initial risk value and the risk correction value, and can determine the sum as the target risk value for low-altitude routes.

[0203] Electronic equipment can determine the risk level of a low-altitude airspace route based on the target risk value. For example, the risk level can be classified as Level I, Level II, Level III, and Level IV, with the risk increasing sequentially from Level I to Level IV. For a Level I risk low-altitude airspace route, the electronic equipment can determine if the wind force exceeds a first wind force threshold and control the route to malfunction, i.e., ground the route. For a Level II risk low-altitude airspace route, the electronic equipment can determine if the visibility is below a visibility threshold or if the wind force exceeds a second wind force threshold and control the route to malfunction, i.e., ground the route. For a Level III risk low-altitude airspace route, the electronic equipment can determine if it is during a military exercise and control the route to move away from or be kept outside the designated exercise area. For a Level IV risk low-altitude airspace route, the electronic equipment can determine if the positioning error exceeds an error threshold and / or the electromagnetic interference intensity exceeds an intensity threshold and control the route to malfunction, i.e., forcibly ground the route. The first wind force threshold, second wind force threshold, visibility threshold, and intensity threshold are all pre-stored by the electronic equipment.

[0204] The control intensity and technical configuration requirements for low-altitude aircraft vary depending on the risk level of the low-altitude air routes. For example, Table 23 shows the technical configuration and control intensity of low-altitude air routes at different risk levels. As can be seen from Table 23, the risk level of low-altitude air routes with a target risk value of less than or equal to 0.3 is Level I. The control intensity for low-altitude aircraft is self-reporting and monitoring, reporting the trajectory within 10 minutes after flight. The technical configuration for low-altitude aircraft includes reporting 4G+BeiDou short messages, single-frequency real-time kinematic (RTK) positioning technology, remote ID, and three types of information: airspace / obstacles / weather, as well as obstacle avoidance through single millimeter-wave radar.

[0205]

[0206] This application also provides control requirements or countermeasures for flight segments with different target risk factors. For flight segments where the target risk factor is surface damage, electronic equipment can classify the risk of the segment into four levels: E1, E2, E3, and E4, based on GPEI. The risk increases sequentially from E1 to E4. Different levels correspond to different area types. For example, a flight segment with a surface damage level of R1 risk can be located in a desert or sea area. A flight segment with a surface damage level of R2 risk can be located in farmland or grassland. A flight segment with a surface damage level of R3 risk can be located in a suburban area. A flight segment with a surface damage level of R4 risk can be located in an urban area or near a nuclear power plant.

[0207] Table 24 shows the response measures for different levels of surface damage to navigation, as well as the typical areas where each level of surface damage to navigation is located. As shown in Table 24, the response measures for surface damage to navigation level E1 are to not implement or simplify population risk monitoring, and the typical areas are deserts or sea areas.

[0208]

[0209] For flight segments where the target risk factor is airspace conflict level, electronic equipment can classify the risk of the segment into four levels: C1, C2, C3, and C4, based on the ACC value. The risk increases sequentially from C1 to C4.

[0210] Table 25 shows the control requirements and response measures corresponding to different risk levels of airspace conflict. Referring to Table 25, the control requirements and response measures differ for different levels of airspace conflict. As shown in Table 25, the control requirement for airspace conflict level C1 is autonomous avoidance without intervention, and the response measure is broadcast ADS-B surveillance. Here, "highest priority command coverage" means that the highest-authority commands issued by the ground control system have a higher priority than the aircraft's autonomous flight commands. "Remote takeover" refers to personnel gaining control of the aircraft.

[0211]

[0212] For flight segments where the target risk factor is environmental complexity, electronic equipment can classify the risk of the segment into three levels: low constraint, medium constraint, and high constraint, based on the GEC value. The risk increases sequentially from low constraint to high constraint. The transportation type for flight segments with a low environmental complexity risk level could be grassland logistics. The transportation type for flight segments with a medium environmental complexity risk level could be urban industrial inspection. The transportation type for flight segments with a high environmental complexity risk level could be metropolitan drone delivery.

[0213] Table 26 shows the control requirements for environmental complexity at different risk levels. As shown in Table 26, an environmental complexity with a GEC value of less than 0.3 is classified as low-constraint risk, and the control requirement is exemption from obstacle radar. Exemption from obstacle radar means not triggering warning messages related to obstacles.

[0214]

[0215] For flight segments where the target risk factor is weather hazard, electronic equipment can classify the risk of the segment into five levels: W1, W2, W3, W4, and W5, based on the MDC value. The risk increases sequentially from W1 to W5.

[0216] Table 27 shows the flight control measures for different risk levels of weather hazards. As shown in Table 27, the flight control measures corresponding to a weather hazard level of W1 are no weather monitoring or simplified weather monitoring.

[0217]

[0218] In summary, this application provides a real-time quantification method for the risk level of low-altitude routes. The electronic device can acquire the basic risk values ​​of each segment of a low-altitude route, determine the initial risk value of the low-altitude route based on the basic risk values ​​of multiple segments, and acquire the altitude, type, and control mode of the airspace where the low-altitude route is located during the target time period. Then, based on the altitude, type, and control mode of the airspace where the low-altitude route is located, the initial risk value of the low-altitude route is corrected to obtain the target risk value of the low-altitude route. Since the altitude, type, and control mode of the airspace where the low-altitude route is located differ, and the risk of the low-altitude route varies during the target time period, after acquiring the initial risk value, the initial risk value of the low-altitude route is specifically corrected according to the altitude, type, and control mode of the airspace where the low-altitude route is located, thus improving the accuracy of the correction and effectively improving the accuracy and practicality of the acquired target risk value of the low-altitude route.

[0219] This application provides an electronic device, which can be a mobile terminal, a fixed terminal, or a cloud server. See also... Figure 3 The electronic device 100 includes a processor 110. The processor 110 is used for: The basic risk values ​​of each segment of the low-altitude route are obtained, and the initial risk value of the low-altitude route is determined based on the basic risk values ​​of multiple segments. The initial risk value is positively correlated with the basic risk value. Obtain the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode of the low-altitude route during the target time period; Based on the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode during the target time period, the initial risk value of the low-altitude route is corrected to obtain the target risk value of the low-altitude route. The target risk value is used to characterize the risk level of the low-altitude route.

[0220] Optionally, the processor 110 is used for: Based on the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode during the target time period, obtain the risk correction value; A risk correction value is added to the initial risk value to correct the initial risk value and obtain the target risk value for the low-altitude route.

[0221] Optionally, the processor 110 is used for: Based on the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode during the target time period, the first correction value, the second correction value, and the third correction value are obtained respectively. The risk adjustment value is obtained based on the first adjustment value, the second adjustment value, and the third adjustment value.

[0222] Optionally, the processor 110 is used for: Obtain the first risk compensation value for the target segment among multiple flight segments; Based on the basic risk values ​​and the first risk compensation value of multiple flight segments, the initial risk value of the low-altitude route is determined. The initial risk value is also positively correlated with the first risk compensation value. The target flight segment must meet at least one of the following conditions: the basic risk value is higher than the risk threshold; the distance to sensitive facilities is less than the distance threshold; the airspace conflict level is greater than the first threshold and the ground damage level is greater than the second threshold; and the rescue capability is less than the third threshold. Ground damage degree refers to the degree of damage to objects on the ground when an aircraft flies along a low-altitude route; airspace conflict degree characterizes the degree of conflict between low-altitude routes and other routes, which intersect with low-altitude routes.

[0223] Optionally, the processor 110 is also used for: The area where the low-altitude flight path is located is divided into multiple grids; Obtain at least two target grids traversed by the low-altitude flight path from multiple grids; Aggregate at least two target grids to obtain multiple segments of low-altitude routes, each segment including at least one target grid; Obtain the basic risk values ​​for each segment of the low-altitude flight path, including: For each flight segment, obtain the risk value of each target grid included in the flight segment; The basic risk value of a flight segment is determined based on the risk values ​​of all target grids included in the segment.

[0224] Optionally, the processor 110 is used for: For each target grid included in the flight segment, obtain the ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability of the target grid. The risk value of the target grid is obtained by weighting and summing the factors of ground damage, airspace conflict, environmental complexity, weather hazard, and rescue capability.

[0225] Optionally, the processor 110 is used for: For each target grid, obtain the contribution of each risk factor among the target grid's ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability to the target grid's risk value; Based on the contribution of each risk factor, the key risk factors that contribute the most to the risk value of the target grid are identified; By aggregating target grids with the same key risk factors and adjacent grids, one segment from multiple segments is obtained.

[0226] Optionally, when the key risk factor for a flight segment is environmental complexity, the base risk value of the flight segment is proportional to the maximum risk value of all target grids included in the flight segment, the terrain correction factor, and the standard deviation of the risk values ​​of all target grids. When the key risk factor of a flight segment is airspace conflict degree, the basic risk value of the flight segment is proportional to the product of the first risk value among all the risk values ​​of the target grids included in the flight segment and the enhancement factor. The enhancement factor is the product of the conflict enhancement coefficient and the proportion of high conflict grids. The proportion of high conflict grids is the ratio of the number of target grids with airspace conflict degree greater than a set threshold to the total number of all target grids. The first risk value is greater than a preset number of risk values ​​among the risk values ​​of all target grids. When the key risk factor for a flight segment is weather hazard, the base risk value for the flight segment is proportional to the moving average of the risk values ​​of all target grids within the target space window.

[0227] Optionally, the processor 110 is used for: The maximum risk value is determined based on the risk values ​​of all target grids included within the target flight segment; Obtain the length of the target flight segment and the total length of the low-altitude flight path; Based on the maximum risk value, the length of the target segment, the total length, the enhancement coefficient corresponding to the target segment, the preset length coefficient, and the safety factor associated with the nature of the aircraft mission, the first risk compensation value of the target segment is obtained. Among them, the first risk compensation value of the target segment is positively correlated with the maximum risk value, the length of the target segment, the enhancement coefficient corresponding to the target segment, the preset length coefficient, and the safety factor; the first risk compensation value of the target segment is negatively correlated with the total length.

[0228] Optionally, the processor 110 is used for: Based on the first risk compensation value of each target flight segment, obtain the maximum first risk compensation value; Based on the first risk compensation value, the maximum first risk compensation value, the coupling coefficient, and the total number of target segments for each target segment, a second risk compensation value is obtained. The second risk compensation value is positively correlated with the first risk compensation value, the maximum first risk compensation value, and the coupling coefficient for each target segment, and negatively correlated with the total number of target segments. Based on the basic risk value of multiple flight segments and the second risk compensation value, the initial risk value of the low-altitude route is determined. The initial risk value is proportional to the basic risk value and the second risk compensation value of each flight segment.

[0229] Optionally, the processor 110 is used for: For each flight segment, obtain the length of the flight segment and the target weight of the target risk factors for the flight segment; Based on the basic risk value of the flight segment, the length proportion of the flight segment, and the target weight of the target risk factors of the flight segment, the risk weight value of the flight segment is determined, and the length proportion is the ratio of the length of the flight segment to the total length of the low-altitude route. The initial risk value of the low-altitude route is determined based on the risk weighting value of multiple flight segments and the second risk compensation value. The initial risk value is positively correlated with the risk weighting value of each flight segment and the second risk compensation value.

[0230] In summary, this application provides an electronic device that can acquire the basic risk values ​​of each segment of a low-altitude air route, determine the initial risk value of the low-altitude air route based on the basic risk values ​​of multiple segments, acquire the altitude and type of the airspace where the low-altitude air route is located, and the control mode of the low-altitude air route during the target time period. Then, based on the altitude and type of the airspace where the low-altitude air route is located, and the control mode during the target time period, the initial risk value of the low-altitude air route is corrected to obtain the target risk value of the low-altitude air route. Since the altitude, type, and control mode of the airspace where the low-altitude air route is located differ, and the risk of the low-altitude air route differs during the target time period, after acquiring the initial risk value, the initial risk value of the low-altitude air route is specifically corrected according to the altitude, type, and control mode of the airspace where the low-altitude air route is located, thus improving the accuracy of the correction and effectively improving the accuracy and practicality of the acquired target risk value of the low-altitude air route.

[0231] Please continue reading Figure 3 The electronic device 100 may further include a memory 130. The processor 110 and the memory 130 are connected, for example, via a bus 120. Optionally, the electronic device 100 may also include a transceiver 140. It should be noted that in practical applications, the transceiver 140 is not limited to one, and the structure of the electronic device 100 does not constitute a limitation on the embodiments of this application.

[0232] Processor 110 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 110 may also be a combination that implements computing functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0233] Bus 120 may include a pathway for transmitting information between the aforementioned components. Bus 120 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 120 may be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 3 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0234] The memory 130 is used to store a computer program corresponding to the real-time quantification method for low-altitude flight risk levels in the above embodiments of this application. This computer program is controlled and executed by the processor 110. The processor 110 is used to execute the computer program stored in the memory 130 to implement the content shown in the aforementioned method embodiments. Figure 3 The electronic device 100 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0235] This application provides a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements the real-time quantification method for low-altitude flight path risk levels provided in the above-described method embodiments. For example, Figure 1 or Figure 2 The method shown.

[0236] This application provides a computer program product, which includes a computer program or computer instructions. When executed by a processor, the computer program or computer instructions implement the real-time quantification method for low-altitude flight path risk levels provided in the above-described method embodiments. For example, Figure 1 or Figure 2 The method shown.

[0237] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0238] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0239] In the description of this specification, the references to terms such as "optional," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0240] Furthermore, the terms "first," "second," etc., used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this application can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this application, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly and specifically defined in the embodiments.

[0241] In this application, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing" appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication between two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific implementation.

[0242] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A real-time quantification method for the risk level of low-altitude flight routes, characterized in that, The method includes: The basic risk values ​​of each segment of the low-altitude route are obtained, and the initial risk value of the low-altitude route is determined based on the basic risk values ​​of multiple segments, wherein the initial risk value is positively correlated with the basic risk value. Obtain the altitude of the airspace where the low-altitude route is located, the type of the airspace, and the control mode of the low-altitude route during the target time period; Based on the altitude of the airspace where the low-altitude route is located, the type of the airspace, and the control mode during the target time period, the initial risk value of the low-altitude route is corrected to obtain the target risk value of the low-altitude route. The target risk value is used to characterize the risk level of the low-altitude route.

2. The method according to claim 1, characterized in that, The process of correcting the initial risk value of the low-altitude route based on its altitude, airspace type, and control mode during the target time period to obtain the target risk value includes: Based on the altitude of the airspace where the low-altitude route is located, the type of airspace, and the control mode during the target time period, a risk correction value is obtained. The initial risk value is adjusted by adding the risk correction value to obtain the target risk value of the low-altitude route.

3. The method according to claim 1 or 2, characterized in that, The initial risk value of the low-altitude route is determined based on the basic risk values ​​of multiple flight segments, including: Obtain the first risk compensation value for the target segment among the multiple stated flight segments; Based on the basic risk values ​​of multiple flight segments and the first risk compensation value, the initial risk value of the low-altitude route is determined, and the initial risk value is also positively correlated with the first risk compensation value; The target flight segment satisfies at least one of the following conditions: the basic risk value is higher than the risk threshold; the distance to sensitive facilities is less than the distance threshold; the airspace conflict degree is greater than the first threshold and the ground damage degree is greater than the second threshold; and the rescue capability is less than the third threshold. The ground damage degree refers to the degree of damage to objects on the ground when the aircraft flies along the low-altitude route; the airspace conflict degree characterizes the degree of conflict between the low-altitude route and other routes that intersect with the low-altitude route.

4. The method according to claim 3, characterized in that, Before obtaining the basic risk values ​​for each segment of the low-altitude route, the method further includes: The area where the low-altitude flight path is located is divided into multiple grids; Obtain at least two target grids passed through by the low-altitude flight path from the plurality of grids; The at least two target grids are aggregated to obtain multiple segments of the low-altitude flight path, and each segment includes at least one target grid. Obtain the basic risk values ​​for each segment of the low-altitude flight path, including: For each of the aforementioned flight segments, obtain the risk value of each target grid included in the flight segment; The basic risk value of the flight segment is determined based on the risk values ​​of all target grids included in the flight segment.

5. The method according to claim 4, characterized in that, The process of obtaining the risk value of each target grid included in the flight segment includes: For each target grid included in the flight segment, obtain the ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability of the target grid. The risk value of the target grid is obtained by weighted summation of the ground damage level, airspace conflict level, environmental complexity, weather hazard level, and rescue capability.

6. The method according to claim 5, characterized in that, The aggregation of the at least two target grids to obtain multiple segments of the low-altitude flight path includes: For each target grid, the contribution of each risk factor among the following factors—navigation ground damage, airspace conflict, environmental complexity, weather hazard, and rescue capability—to the risk value of the target grid is obtained; Based on the contribution of each of the aforementioned risk factors, the key risk factors that contribute the most to the risk value of the target grid are identified; The target grids that have the same key risk factors and are adjacent are aggregated to obtain one of the multiple flight segments.

7. The method according to claim 6, characterized in that, When the key risk factor for the flight segment is the environmental complexity, the basic risk value of the flight segment is proportional to the maximum risk value of all target grids included in the flight segment, the terrain correction factor, and the standard deviation of the risk values ​​of all target grids. When the key risk factor of the flight segment is the airspace conflict degree, the basic risk value of the flight segment is proportional to the product of the first risk value among the risk values ​​of all target grids included in the flight segment and the enhancement factor, wherein the enhancement factor is the product of the conflict enhancement coefficient and the proportion of high conflict grids, the proportion of high conflict grids is the ratio of the number of target grids with airspace conflict degree greater than a number threshold to the total number of all target grids, and the first risk value is greater than a preset number of risk values ​​among the risk values ​​of all target grids; When the key risk factor for the flight segment is the weather hazard level, the base risk value for the flight segment is proportional to the moving average of the risk values ​​of all target grids within the target space window.

8. The method according to claim 7, characterized in that, The step of obtaining the first risk compensation value for the target segment among the multiple flight segments includes: The maximum risk value is determined based on the risk values ​​of all target grids included within the target flight segment; Obtain the length of the target flight segment and the total length of the low-altitude flight path; Based on the maximum risk value, the length of the target segment, the total length, the enhancement coefficient corresponding to the target segment, the preset length coefficient, and the safety factor associated with the nature of the aircraft mission, a first risk compensation value for the target segment is determined. Among them, the first risk compensation value of the target segment is positively correlated with the maximum risk value, the length of the target segment, the enhancement coefficient corresponding to the target segment, the preset length coefficient, and the safety factor; the first risk compensation value of the target segment is negatively correlated with the total length.

9. The method according to claim 8, characterized in that, In the presence of multiple target flight segments, determining the initial risk value of the low-altitude route based on the basic risk values ​​of the multiple flight segments and the first risk compensation value includes: Based on the first risk compensation value of each of the target flight segments, obtain the maximum first risk compensation value; A second risk compensation value is obtained based on the first risk compensation value of each target segment, the maximum first risk compensation value, the coupling coefficient, and the total number of target segments. The second risk compensation value is positively correlated with the first risk compensation value of each target segment, the maximum first risk compensation value, and the coupling coefficient, and negatively correlated with the total number of target segments. Based on the basic risk values ​​of the multiple flight segments and the second risk compensation value, an initial risk value for the low-altitude route is determined, wherein the initial risk value is proportional to the basic risk value and the second risk compensation value for each flight segment.

10. An electronic device, characterized in that, include: A processor and a memory, the memory storing a program or instructions that can run on the processor, the program or instructions which, when executed by the processor, implement the method as described in any one of claims 1 to 9.

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