Low-altitude flight safety control method and device, computing equipment and storage medium

Abstract

The invention discloses a low-altitude flight safety control method and device, computing equipment and a storage medium, the low-altitude flight safety control method is executed in the computing equipment, and the method comprises the following steps: based on a risk factor item, identifying a risk source existing in a flight task, the risk factor items comprise aircraft factors, personnel factors, environmental factors, airspace factors and management factors; calculating a risk score of each risk source by using a pre-constructed risk assessment model; the risk grade of the risk source is determined through the risk score, and the risk grade comprises high risk, medium risk or low risk; and selecting a corresponding flight strategy according to the risk level, and controlling the aircraft to execute the flight strategy. According to the method, the risk quantification model is constructed, a digital basis is provided for the feasibility of a flight task, and a powerful guarantee is provided for flight safety.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of low-altitude flight safety management, and in particular to a low-altitude flight safety control method and device, a computing device and a storage medium. BACKGROUND

[0002] With the rapid development of low-altitude economy, flight activities in low-altitude airspace are increasingly frequent, covering unmanned aerial vehicles (UAVs), general aircraft, manned low-altitude aircraft, and other types of aircraft. The low-altitude flight environment is complex, with low altitude, many obstacles, and complex airspace structure, and often overlaps with densely populated areas and sensitive facilities, resulting in a much higher risk than high-altitude flight. Therefore, scientific and effective safety risk assessment of low-altitude flight activities is a crucial link to protect personal safety, public property safety, and airspace order.

[0003] Currently, in the field of low-altitude flight safety risk assessment, the existing technical solutions and practices have the following limitations: The evaluation method is not systematic, and many evaluations rely on expert experience or qualitative judgment, lacking a unified and quantitative evaluation model. This leads to strong subjectivity in the evaluation results, and different evaluators may draw vastly different conclusions for the same task, making it difficult to achieve standardized management and effective supervision.

[0004] The evaluation dimension is not comprehensive, and existing solutions often focus on the state of the aircraft itself or simple weather conditions, failing to systematically integrate the four core elements of "people, machines, environment, and management", especially the "airspace" and "management" factors for in-depth analysis. For example, it ignores key risk sources such as multi-aircraft coordination conflicts, electromagnetic environmental interference, approval process compliance, and personnel emergency response capabilities, resulting in blind spots in risk identification.

[0005] The evaluation process is static, and traditional risk assessment is mostly done before flight, unable to update based on dynamic changes in weather, airspace conditions, and real-time aircraft data during flight. This "one-time" evaluation cannot address new risks that emerge during flight and cannot support dynamic decision-making during flight.

[0006] Risk control measures have weak relevance to evaluation results, even if risks are identified, there is a lack of a clear, quantitative standard to determine risk levels and directly link them to specific flight control measures (such as flight bans, route adjustments, and increased monitoring), making risk assessment less effective in guiding actual flight operations.

[0007] In summary, there is an urgent need in the field for a low-altitude flight safety risk assessment technology that covers the entire flight process, integrates multi-dimensional risk factors, supports dynamic updates, and quantifies risks into clear operational instructions. SUMMARY

[0008] In view of the above problems, the present invention is proposed to provide a low-altitude flight safety control method, apparatus, computing device, and storage medium that overcomes or at least partially solves the above problems.

[0009] According to one aspect of the present invention, a low-altitude flight safety control method is provided, executed in a computing device. The method includes: identifying risk sources for a flight mission based on risk factors, including aircraft factors, personnel factors, environmental factors, airspace factors, and management factors; calculating a risk score for each risk source using a pre-built risk assessment model; determining the risk level of the risk source based on the risk score, including high risk, medium risk, or low risk; selecting an appropriate flight strategy according to the risk level, and controlling the aircraft to execute the flight strategy.

[0010] Optionally, in the low-altitude flight safety control method according to the present invention, the risk assessment model is expressed by the following formula: Where R represents the risk value, P represents the probability of the risk source occurring during the flight mission, S represents the degree of impact when the risk occurs, E represents the frequency of the risk source occurring during the flight mission, and C represents the effectiveness of the measures taken to address the risk source.

[0011] Optionally, in the low-altitude flight safety control method according to the present invention, selecting a corresponding flight strategy based on the risk level and controlling the aircraft to execute the flight strategy includes: if any risk source has a high risk level, then the flight mission is prohibited; if any risk source has a medium risk level, then the content of the flight mission is adjusted according to the corresponding risk source type, and after adjusting the content of the flight mission, the steps of identifying risk sources, calculating risk scores, and determining risk levels are re-executed; if the risk levels of all risk sources are low risk, then the aircraft is controlled to execute the flight mission.

[0012] Optionally, in the low-altitude flight safety control method according to the present invention, the frequency of occurrence of risk sources in flight missions is determined by the duration of the risk source or its proportion in the flight route.

[0013] Optionally, in the low-altitude flight safety control method according to the present invention, identifying risk sources for a flight mission based on risk factors includes: parsing mission information, which includes at least flight path, altitude, time, and aircraft attributes; determining the operator performing the flight mission, the target aircraft, and airspace data, environmental data, obstacle distribution data, and flight control data along the flight path based on the mission information; and identifying risk sources for the flight mission using the operator's status information, target aircraft attribute information, airspace data, environmental data, obstacle distribution data, and flight control data.

[0014] Optionally, in the low-altitude flight safety control method according to the present invention, the risk sources of the flight mission are identified by utilizing the operator's status information, the target aircraft's attribute information, airspace data, environmental data, obstacle distribution data, and flight control data. These include: for aircraft factors, detecting whether the target aircraft is suitable for flight, whether the payload is matched, whether the operating status is normal, whether the maintenance records are normal, whether the redundancy configuration is normal, and whether the energy is sufficient; for personnel factors, detecting whether the operator has the necessary qualifications and whether their health status is normal; for environmental factors, detecting whether the weather conditions are suitable for flight, the degree of influence of the geographical environment on flight, and the risk of electromagnetic interference; for airspace factors, detecting whether it is a permitted flight airspace, flight activities in adjacent airspace, conflicts between no-fly zones and restricted flight zones, and the risk of path intersections and collisions during multi-aircraft cooperative flight; and for management factors, detecting whether the pre-flight plan is complete, whether the approval process is closed-loop, whether risk assessment is incorporated into the flight decision-making process, and whether the emergency plan is complete and practiced.

[0015] Optionally, in the low-altitude flight safety control method according to the present invention, adjusting the content of the flight mission includes: changing the aircraft, changing the operator, modifying the flight route, or changing the flight time.

[0016] According to another aspect of the present invention, a low-altitude flight safety control device is provided, which resides in a computing device and is executed thereon. The device includes: an identification module adapted to identify risk sources existing in a flight mission based on risk factors, including aircraft factors, personnel factors, environmental factors, airspace factors, and management factors; a calculation module adapted to calculate a risk score for each risk source using a pre-built risk assessment model; a determination module adapted to determine the risk level of the risk source through the risk score, including high risk, medium risk, or low risk; and a control module adapted to select a corresponding flight strategy according to the risk level and control the aircraft to execute the flight strategy.

[0017] According to another aspect of the present invention, a computing device is provided, comprising: at least one processor; and a memory storing program instructions, wherein the program instructions are configured to be executed by the at least one processor, the program instructions including instructions for performing the methods described above.

[0018] According to another aspect of the present invention, a readable storage medium storing program instructions is provided, which, when read and executed by a computing device, causes the computing device to perform the method described above.

[0019] According to the present invention, risk identification covers five core dimensions: aircraft, personnel, environment, airspace, and management. This overcomes the shortcomings of traditional methods that rely on a single assessment dimension. This ensures that various potential risk sources can be systematically and comprehensively identified before and during flight missions, building a comprehensive foundation for flight safety. Furthermore, the risk assessment model transforms previously vague risk judgments, which relied on personal experience, into numerical calculations based on clear parameters. This makes risk assessment conclusions objective, consistent, and comparable, completely eliminating the drawbacks of subjective assumptions. It provides solid data support for decisions on "no-fly," "restricted-fly," or "permitted-fly," greatly improving the scientific rigor and reliability of flight decisions.

[0020] According to the present invention, the risk value R can be dynamically recalculated and the risk level adjusted based on real-time updated weather, airspace status or aircraft data during flight. This feature enables risk assessment to be carried out throughout the entire flight process, realizing closed-loop management from pre-flight prevention to in-flight control, and significantly improving the emergency response capability for sudden risks.

[0021] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0022] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A block diagram of the physical components (i.e., hardware) of the computing device 100 is shown; Figure 2 A flowchart of a low-altitude flight safety control method 200 according to an embodiment of the present invention is shown; Figure 3 A schematic diagram of a low-altitude flight safety control device 300 according to an embodiment of the present invention is shown. Detailed Implementation

[0023] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0024] To standardize safety risk assessment in low-altitude flight activities and enhance the risk prediction, emergency response, and flight support capabilities for flight missions, this application proposes a solution. This application presents a low-altitude flight safety control method that covers risk identification across five core dimensions: aircraft, personnel, environment, airspace, and management. This overcomes the shortcomings of traditional methods that rely on a single assessment dimension. It ensures that various potential risk sources can be systematically and comprehensively identified before and during flight missions, building a comprehensive foundation for flight safety. Furthermore, the risk assessment model transforms previously vague risk judgments, dependent on personal experience, into numerical calculations based on clear parameters. This makes risk assessment conclusions objective, consistent, and comparable, completely eliminating the drawbacks of subjective assumptions. It provides solid data support for decisions on "prohibiting flight," "restricting flight," or "allowing flight," greatly improving the scientific rigor and reliability of flight decisions.

[0025] Furthermore, this method can dynamically recalculate the risk value R and adjust the risk level during flight based on real-time updated weather, airspace status, or aircraft data. This feature enables risk assessment to be carried out throughout the entire flight process, realizing closed-loop management from pre-flight prevention to in-flight control, and significantly improving the emergency response capability for sudden risks.

[0026] It is worth noting that the low-altitude flight safety control of this application is applicable to all types of flight activities involving low-altitude airspace, including but not limited to safety assessments of flight missions such as unmanned aerial vehicles (UAVs), general aviation aircraft, and manned low-altitude aircraft.

[0027] The low-altitude flight safety control method can be executed in the computing device 100. The computing device 100 can be implemented as a server, such as an application server or a web server; it can also be implemented as a desktop computer, a laptop computer, a processor chip, a tablet computer, etc., but is not limited to these. Figure 1 A block diagram of the physical components (i.e., hardware) of a computing device 100 is shown. In a basic configuration, the computing device 100 includes at least one processing unit 102 and system memory 104. According to one aspect, depending on the configuration and type of the computing device, the system memory 104 includes, but is not limited to, volatile memory (e.g., random access memory), non-volatile memory (e.g., read-only memory), flash memory, or any combination of such memories.

[0028] According to one aspect, system memory 104 includes operating system 105. System memory 104 also includes program module 150. According to one aspect, operating system 105, for example, is adapted to control the operation of computing device 100. Furthermore, examples are practiced in conjunction with graphics libraries, other operating systems, or any other applications, and are not limited to any particular application or system. Figure 1 The basic configuration is illustrated by the components within the dashed lines 108. According to one aspect, the computing device 100 has additional features or functions. For example, according to one aspect, the computing device 100 includes additional data storage devices (removable and / or non-removable), such as disks, optical discs, or magnetic tapes. This additional storage... Figure 1 The middle part is shown by removable storage device 109 and non-removable storage device 110.

[0029] As stated above, according to one aspect, a program module 150 is stored in system memory 104. According to one aspect, the program module 150 can be implemented as one or more computer program products. This application does not limit the type of computer program product, and may include, for example, email, word processing applications, spreadsheet applications, database applications, slideshow applications, drawing or computer-aided applications, web browsers, etc. In some embodiments according to this application, computer programs / instructions related to the low-altitude flight safety control method 200 are encapsulated as a computer program product, which, when executed by a processor (i.e., processing unit 102), implements the low-altitude flight safety control method 200 according to this application.

[0030] According to one aspect, examples can be practiced on circuits including discrete electronic components, packaged or integrated electronic chips containing logic gates, circuits utilizing microprocessors, or on a single chip containing electronic components or a microprocessor. For example, it can be practiced via wherein... Figure 1Each or many of the components shown can be implemented as an example by integrating a System-on-a-Chip (SOC) on a single integrated circuit. According to one aspect, such an SOC device may include one or more processing units, graphics units, communication units, system virtualization units, and various application functions, all integrated (or “burned in”) as a single integrated circuit onto a chip substrate. When operating via the SOC, the functions described herein can be operated via dedicated logic integrated on a single integrated circuit (chip) with other components of the computing device 100. Embodiments of the invention can also be implemented using other techniques capable of performing logical operations (e.g., AND, OR, and NOT), including but not limited to mechanical, optical, fluid, and quantum technologies. Additionally, embodiments of the invention can be implemented within a general-purpose computer or in any other circuit or system.

[0031] According to one aspect, the computing device 100 may also have one or more input devices 112, such as a keyboard, mouse, pen, voice input device, touch input device, etc. It may also include output devices 114, such as a monitor, speaker, printer, etc. The foregoing devices are examples and other devices may also be used. The computing device 100 may include one or more communication connections 116 that allow communication with other computing devices 118, such as printing devices, like printers. Examples of suitable communication connections 116 include, but are not limited to: RF transmitters, receivers, and / or transceiver circuitry; Universal Serial Bus (USB); parallel and / or serial ports.

[0032] As used herein, the term computer-readable medium includes computer storage medium. Computer storage medium can include volatile and non-volatile, removable and non-removable media implemented using any method or technology for storing information (e.g., computer-readable instructions, data structures, or program modules). System memory 104, removable storage device 109, and non-removable storage device 110 are examples of computer storage media (i.e., memory storage). Computer storage media can include random access memory (RAM), read-only memory (ROM), electrically erasable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital universal disc (DVD) or other optical storage, magnetic tape, magnetic tape, disk storage or other magnetic storage devices, or any other article of manufacture that can be used to store information and is accessible by computer device 100. According to one aspect, any such computer storage medium can be part of computing device 100. Computer storage media does not include carrier waves or other transmitted data signals.

[0033] According to one aspect, a communication medium is implemented by computer-readable instructions, data structures, program modules, or other data in a modulated data signal (e.g., a carrier wave or other transmission mechanism), and includes any information transmission medium. According to one aspect, the term "modulated data signal" describes a signal having one or more sets of characteristics or altered in a manner that encodes information in the signal. By way of example and not limitation, a communication medium includes wired media such as wired networks or direct wired connections, and wireless media such as acoustic, radio frequency (RF), infrared, and other wireless media.

[0034] In an embodiment of the invention, a computing device 100 is configured to execute a low-altitude flight safety control method 200 according to the invention. The computing device 100 includes one or more processors and one or more readable storage media storing program instructions that, when configured to be executed by the one or more processors, cause the computing device to execute the low-altitude flight safety control method 200 of the present invention.

[0035] Figure 2 A flowchart of a low-altitude flight safety control method 200 according to an embodiment of the present invention is shown. Method 200 is adapted to be executed in a computing device (e.g., the aforementioned computing device 100).

[0036] like Figure 2 As shown, the purpose of Method 200 is to achieve a method that can improve the overall safety level of flight missions and ensure the steady development of the low-altitude economy.

[0037] Method 200 begins with step 202, in which risk sources for the flight mission are identified based on risk factor items, including aircraft factors, personnel factors, environmental factors, airspace factors, and management factors.

[0038] Specifically, this includes, firstly, parsing the mission information of the flight mission, which includes at least the flight path, altitude, time, and aircraft attributes.

[0039] The computing device receives or inputs flight mission instructions and deconstructs their key elements through the mission parsing module. The purpose of this step is to transform an abstract task such as "delivering goods from point A to point B" into a series of structured parameters that can be processed by the computer and subsequently analyzed.

[0040] A flight path is not merely a start and end point, but a set of routes that includes specific waypoints, turning radii, and pre-set emergency landing routes. Altitude includes the planned cruising altitude, altitude changes for each segment, and minimum safe takeoff altitude. Time encompasses the mission's start time, expected duration, and whether it spans day and night. Aircraft attributes refer to the aircraft type performing the mission, its inherent performance parameters (such as maximum wind resistance, communication link type, and endurance), and mission payload (such as onboard cameras, sensors, or cargo).

[0041] Then, based on the mission information, the operators, target aircraft, and airspace data, environmental data, obstacle distribution data, and flight control data for the flight path are determined.

[0042] Based on the parsed structured task parameters, the computing device automatically associates and calls internal and external databases and real-time data interfaces through the data fusion module to determine the evaluation context information that is strongly relevant to this task.

[0043] The process of identifying operators and target aircraft includes matching qualified operators from a personnel pool based on the mission type and difficulty, assigning target aircraft in good condition from the fleet, and retrieving their detailed files.

[0044] Obtaining airspace data includes automatically querying the official airspace management database to confirm whether the planned route crosses no-fly zones, restricted areas, airport airspace clearance zones, etc., and to check whether prior declaration is required.

[0045] Acquiring environmental and obstacle data includes accessing meteorological forecast services to obtain real-time and forecasted wind speed, precipitation, and visibility data; and loading three-dimensional spatial data such as terrain elevation, high-voltage power line towers, tall buildings, and communication towers within the flight path area from geographic information systems (GIS) and obstacle databases.

[0046] Obtaining flight control data includes retrieving the company's internal flight management procedures and emergency response plan database, and checking the status of the approval process for this mission.

[0047] Finally, by utilizing operator status information, target aircraft attribute information, airspace data, environmental data, obstacle distribution data, and flight control data, the risk sources of the flight mission are identified.

[0048] Specifically, for aircraft factors, the checks include whether the target aircraft is flight-ready, whether the payload is compatible, whether its operational status is normal, whether its maintenance records are normal, whether its redundancy configuration is normal, and whether its energy supply is sufficient. For personnel factors, the checks include whether the operators have the necessary qualifications and whether their health status is normal. For environmental factors, the checks include whether the weather conditions are suitable for flight, the degree of influence of the geographical environment on flight, and the risk of electromagnetic interference. For airspace factors, the checks include whether the airspace is permitted for flight, flight activities in adjacent airspace, conflicts between no-fly zones and restricted flight zones, and the risk of path crossings and collisions during multi-aircraft cooperative flight. For management factors, the checks include whether the pre-flight plan is complete, whether the approval process is closed-loop, whether risk assessment is incorporated into the flight decision-making process, and whether the emergency plan is complete and practiced.

[0049] In a specific example, suppose a flight mission is to use a multi-rotor drone to conduct a 30-minute aerial filming mission in an urban area.

[0050] Step 1: Parse task information Flight path: A complex long-distance loop and rising / falling camera was planned over the city center park and surrounding buildings.

[0051] Altitude: The planned flight altitude varies between 50 and 120 meters.

[0052] Time: The event is scheduled to take place at sunset and will last approximately 30 minutes.

[0053] Aircraft attributes: It is a six-rotor drone equipped with a full-frame gimbal camera, and its maximum wind resistance is level 5.

[0054] Step 2: Determine the associated data Operator and target aircraft: It was determined that the drone was operated by a certified pilot, Zhang San. The most recent maintenance record of the drone was retrieved, which showed that its GPS module had experienced occasional malfunctions.

[0055] Airspace data: The query confirmed that the park's edge is adjacent to a temporary no-fly zone (due to a large event that day).

[0056] Environmental and obstacle data: Meteorological data shows that gusts are expected to reach level 6 at sunset; GIS database reveals that the flight path passes through areas with dense high-rise residential buildings and high-voltage power lines.

[0057] Flight control data: The query shows that the flight plan for this mission has been formulated, but has not yet passed final safety approval.

[0058] Step 3: Identify the sources of risk Based on the above information, the system automatically identified the following typical risk sources (partial list): Airspace risk sources: Flight routes may approach or even inadvertently enter temporary no-fly zones, posing risks of violations and legal issues.

[0059] Environmental risk sources: Gusts (level 6) are expected to exceed the aircraft's rated wind resistance level (level 5), posing a risk of loss of control.

[0060] The area around the flight path is lined with tall buildings, which may cause GPS signal blockage, compass interference, and complex wind field turbulence.

[0061] There is a potential risk of collision with high-voltage power lines.

[0062] Aircraft risk source: The aircraft's GPS module has a history of occasional failures, and this risk is amplified in urban environments where GNSS signals are already susceptible to interference.

[0063] Risk source management: The flight mission approval process is not closed-loop, which is a procedural risk.

[0064] Through the above three steps, a specific flight mission is transformed into a clear and quantifiable list of risk sources, laying a solid foundation for subsequent accurate calculations by incorporating them into a risk quantification model.

[0065] Subsequently, in step 204, the risk score of each risk source is calculated using a pre-built risk assessment model.

[0066] The risk assessment model is expressed by the following formula: Wherein, R (Risk Score) represents the risk value, which is used as the assessment result; P (Probability) represents the probability of occurrence, which is the likelihood of a risk source appearing in the flight mission; S (Severity) represents the severity of the consequences, which is the damage to personnel, equipment, and property once the risk occurs; E (Exposure) represents the exposure frequency, which is the frequency at which the risk source is exposed or contacted during the flight mission (it can be determined by the duration of the risk source or its proportion in the flight route); and C (Control Factor) represents the control factor, which is the effectiveness of existing control measures for the risk source (the higher the value, the better the control).

[0067] The levels of P include: 1 indicates that it is extremely unlikely to happen, 2 indicates that it is very unlikely, 3 indicates that it happens occasionally, 4 indicates that it happens frequently, and 5 indicates that it is almost certain to happen.

[0068] The S levels include: 1 for minor consequences, 2 for slight consequences, 3 for moderate consequences, 4 for serious consequences, and 5 for fatal consequences.

[0069] The E ratings include: 1 indicates that the risk is rare, 2 indicates that the risk may occur in any mission, and 3 indicates that the risk exists for most of the flight time.

[0070] The C level includes: 1 indicates no control measures or complete control failure, 2 indicates insufficient control, 3 indicates general control measures, 4 indicates adequate control measures, and 5 indicates multi-layered redundant control measures.

[0071] In a specific example, suppose a flight mission has the following risk: flying over gaps between tall buildings in a city.

[0072] Among them, P = 4 (frequent occurrence), S = 5 (potentially fatal consequences), E = 2 (existing in some paths), and C = 2 (manual obstacle avoidance only).

[0073] Calculate the risk score of this risk source using a risk assessment model. .

[0074] This step, by constructing a risk quantification model, fundamentally changes the traditional reliance on qualitative analysis and subjective experience in low-altitude flight safety assessments, providing objective and unified digital evidence for flight mission feasibility decisions. This fundamental shift brings multi-layered and robust protection to flight safety, specifically manifested in: The model outputs a specific risk value (R-value) and a clearly defined risk level (high risk, medium risk, low risk). This allows flight approvers, commanders, and operators to make decisions based on clear data indicators. For example, "The 'flight control failure' risk item in this mission has an R-value of 12, which is high risk; flight is prohibited." Another risk item, "visual link interference," has an R-value of 6, which is medium risk; execution can only proceed after enhanced monitoring measures are implemented. This digital basis eliminates ambiguity and greatly enhances the scientific rigor and authority of decision-making.

[0075] Furthermore, the model defines quantification standards for four key dimensions: P (probability), S (severity), E (exposure frequency), and C (control factor). Any evaluator using the same set of standards to assess the same flight mission will arrive at a highly consistent R-value. This standardization ensures the fairness, impartiality, and reproducibility of the assessment process, facilitating horizontal and vertical comparisons across different missions, teams, and time points, thus laying the technical foundation for large-scale, standardized low-altitude flight management.

[0076] This model is not a one-time tool. Because its parameters (such as weather E, equipment status C, etc.) can be linked with real-time data sources, it can be quickly recalculated at any stage before or during flight. When real-time data shows an increased risk level, the system can immediately issue an alarm, providing data support for dynamically adjusting flight routes and terminating missions in a timely manner. This represents an upgrade from "static assessment" to "dynamic escort," ensuring safety throughout the entire lifecycle of flight missions.

[0077] The control factor C in the model is a crucial element, directly quantifying the effectiveness of existing measures. This compels flight teams to proactively consider and implement specific control measures (such as enhanced inspections, redundancy settings, and plan modifications) to reduce the final risk value R, translating the effectiveness of these measures into an increase in the C value. This makes safety management measurable and optimizable, truly achieving a shift from reactive response to proactive prevention.

[0078] Then, in step 206, the risk level of the risk source is determined by risk scoring, and the risk level includes high risk, medium risk or low risk.

[0079] In some embodiments, a risk score can be compared with a scoring threshold to determine the risk level of a risk source.

[0080] For example, when R ≥ 10, the risk level of the risk source is high, indicating that the probability of the risk occurring is high and the potential consequences are extremely serious, or the existing control measures are seriously inadequate. The risk has exceeded the acceptable range and fundamental intervention measures must be taken. When 5 ≤ R < 10, the risk level of the risk source is medium, indicating that the risk is in an intermediate state. Although not fatal, it requires attention. The risk level can be reduced to a reasonably acceptable range by taking targeted control measures. When R < 5, the risk level of the risk source is low, indicating that the probability of the risk occurring is extremely low, or the consequences are minor, or the existing control measures are very effective. The risk level is acceptable under normal operation.

[0081] Finally, in step 208, the appropriate flight strategy is selected based on the risk level, and the aircraft is controlled to execute the flight strategy.

[0082] Specifically, this includes: 1. If any risk source has a high risk level, then the flight mission is prohibited.

[0083] In computing devices, this level can automatically trigger at least one of the following mandatory actions: Lock Mission: In the flight management system, the release command for this flight mission is prohibited.

[0084] Generate alarms: Send "High-risk, no-fly" alarm messages to flight commanders, safety officers, and relevant management personnel.

[0085] The core of the response strategy lies in "eliminating or substantially reducing the risk," rather than strengthening monitoring. Specific measures include: Mission veto: Explicitly prohibits flying as originally planned.

[0086] Restructuring the plan: It is necessary to replan the flight route, replace it with a more suitable aircraft platform, or adjust the mission objectives (such as canceling high-risk maneuvers).

[0087] Upgrade measures: Higher-level control measures must be introduced. After the effectiveness of control factor C is improved, the assessment should be repeated until the R value drops to medium risk or below.

[0088] For example, in the previous example of "flying over gaps between city skyscrapers," the calculated risk level is 20. The system determines this as high-risk and automatically locks the task. The operator must modify the flight path to avoid areas with dense high-rise buildings, thereby fundamentally eliminating the source of risk.

[0089] 2. If any risk source has a risk level of medium risk, the content of the flight mission shall be adjusted according to the corresponding risk source type, and method 200 shall be re-executed after the flight mission content is adjusted.

[0090] Adjustments to flight missions may include: changing the aircraft, changing the operators, modifying the flight path, or changing the flight time.

[0091] This method designs an iterative optimization and closed-loop feedback mechanism for risk sources at the medium-risk level. Its core lies in the fact that when a medium-risk risk is identified, flight is not simply permitted or prohibited; instead, a "reassessment-adjustment-reassessment" loop is forcibly initiated until all risks are reduced to an acceptable level (low risk). This process is specifically embodied in an iterative submodule of Method 200.

[0092] 1. Triggering conditions and closed-loop logic Trigger: When the risk assessment results show that any risk source has a risk level of "medium risk", the system will automatically trigger the task adjustment process.

[0093] Logic: The system will generate a prompt, requiring the user to "adjust the content of the flight mission according to the corresponding risk source type." After the adjustment is completed, the system will automatically re-execute the risk assessment process (Method 200). This means that data will be collected again based on the new mission parameters, risk sources will be identified, and the risk value R will be calculated. This cycle will continue until the risk source is reduced to low risk or eliminated through adjustment.

[0094] 2. Adjusting the typology and targeted application of strategies Adjustments to flight mission content are not arbitrary, but rather precise and targeted interventions based on the type of risk source. Specific adjustment strategies include, but are not limited to: Replacing the aircraft is applicable to the following risk source type: risks arising from aircraft factors. When the original aircraft's performance attributes cannot effectively reduce the risk value, replacing it with an aircraft with better performance is a fundamental solution. For example, in a mountainous material delivery mission, due to the long range and strong winds, the calculated "insufficient power redundancy" risk item is a medium risk (R=7). In this case, replacing the original quadcopter drone with a hexacopter or compound-wing drone with longer endurance and stronger power can directly improve the control factor C (e.g., from level 2 to level 4), thereby significantly reducing the R value after recalculation.

[0095] Replacing operators is applicable to the risk source type: risks arising from personnel factors. The operator's qualifications, experience, and condition are key control factors. When assessments show that the current operator cannot meet the mission requirements, replacing personnel is a direct and effective measure. For example, in a complex nighttime urban patrol mission, the assessment shows "insufficient operator night flight experience" as a moderate risk (R=6). Reassigning the mission to a pilot with higher qualifications and extensive night flight experience can improve the control factor C of this risk item, thereby reducing the risk level.

[0096] Modifying flight routes is applicable to risk sources posed by environmental and airspace factors. This is one of the most common and efficient adjustment strategies. By avoiding risky areas, the probability of occurrence (P) or the frequency of exposure (E) can be directly reduced. For example, if the original route requires flying over an industrial area with severe signal interference, resulting in a moderate risk of "GNSS signal loss" (R=8), replanning the route to bypass this interference area, even with a slight increase in distance, can significantly reduce the frequency of exposure (E) and / or the probability of occurrence (P), bringing the R value to the low-risk requirement.

[0097] Changing flight time applies to the type of risk source: risks arising from environmental factors (especially weather conditions). Weather conditions are dynamic, and delaying or advancing flights to avoid unfavorable weather windows is an efficient and cost-effective risk control measure. For example, a mission is originally scheduled for early morning, but the assessment shows advection fog, resulting in a moderate "low visibility" risk (R=7). Delaying the flight time by 2 hours until the fog dissipates may reduce both the exposure frequency (E) and the probability of occurrence (P) of this risk to 1, thereby reducing the R value to the low-risk range.

[0098] Through the aforementioned categorized adjustment strategies and closed-loop re-evaluation process, this invention ensures that medium-risk can be effectively controlled, ultimately achieving the goal of controllable overall mission risk before launch, demonstrating the system's safety-oriented dynamic decision-making capability.

[0099] In some embodiments, to ensure the prudence of the decision and the integrity of the process, method 200 further includes the following steps: 1. Dynamic review and authoritative confirmation: Update data and confirm feasibility with professionals. This step is the "last safety gate" of the pre-flight risk assessment, designed to address dynamically changing environments and introduce final human professional judgment.

[0100] Data updates are automatically triggered within a very short time window (e.g., within 30 minutes) before scheduled takeoff. This includes retrieving the latest real-time weather information from authoritative data sources, updating airspace status (such as temporary no-fly zones and air traffic control notices), and reconfirming the real-time status of the aircraft and operators (such as operator health status and the aircraft's final self-check report). This ensures that all assessments are based on the most timely and accurate information possible, eliminating potential risks caused by information lag.

[0101] After verification by professionals, the system generates a concise pre-flight confirmation checklist, including the final flight strategy, control measures for all risk sources, and the latest data. This checklist is then submitted to a qualified pilot or safety director for final approval. The professionals do not simply "stamp" the checklist; rather, they base their approval on their experience.

[0102] Assess the completeness of control measures and determine whether the measures recommended by the system (such as changing flight routes or strengthening monitoring) are feasible and sufficient in reality.

[0103] The agency has the final decision-making power; a flight mission is only authorized to proceed after its manual confirmation. If it deems the risks uncontrollable, it has the right to veto the entire plan.

[0104] This step perfectly combines the system's computing power with human expertise, forming a "human-machine collaborative" final decision-making mechanism that greatly improves the reliability of the launch decision.

[0105] 2. Full process record keeping and compliance filing: Complete record of assessment materials, subject to regulatory inspection. This step is crucial for ensuring the traceability, auditability, and oversight of the plan, providing a data foundation for the standardized management of low-altitude flights.

[0106] The system automatically and immutably records the entire lifecycle of risk assessment and decision-making. This includes not only the final risk assessment report, but a complete data package covering: Initial inputs: task parameters and collected raw data.

[0107] The process is recorded, including each identified risk source, each calculated R value and the basis for parameter (P, S, E, C) selection, and each task adjustment record (such as why the route was modified).

[0108] The final output includes the final risk assessment report, the control measures taken, and the pre-departure confirmation record (including the confirmer and timestamp).

[0109] The approval chain includes the approval process and personnel records for all stages.

[0110] Upon acceptance of regulatory inspections, the aforementioned complete records will be stored in standardized formats (such as JSON, XML, or encrypted PDF) to form electronic flight files. The system is designed with an interface that facilitates supervision, allowing for one-click submission to regulatory agencies such as the Civil Aviation Administration or the opening of query ports, based on permissions, to accept in-process and post-process regulatory inspections.

[0111] This step directly addresses increasingly stringent low-altitude flight regulations, ensuring that every flight mission is traceable. It supports accident debriefing; in the event of an accident, complete records provide the most authentic and comprehensive data source for the investigation, facilitating precise problem identification. It drives model optimization; the accumulated data can be used for machine learning and model optimization, continuously improving the accuracy of risk assessment algorithms.

[0112] The method provided by this invention covers risk identification across five core dimensions: aircraft, personnel, environment, airspace, and management. This overcomes the limitations of traditional methods that rely on a single assessment dimension. It ensures that various potential risk sources can be systematically and comprehensively identified before and during flight missions, building a comprehensive foundation for flight safety. Furthermore, the risk assessment model transforms previously vague risk judgments, which relied on personal experience, into numerical calculations based on clear parameters. This makes risk assessment conclusions objective, consistent, and comparable, completely eliminating the drawbacks of subjective assumptions. It provides solid data support for decisions to "prohibit flight," "restrict flight," or "permit flight," greatly improving the scientific rigor and reliability of flight decisions.

[0113] According to the present invention, the risk value R can be dynamically recalculated and the risk level adjusted based on real-time updated weather, airspace status or aircraft data during flight. This feature enables risk assessment to be carried out throughout the entire flight process, realizing closed-loop management from pre-flight prevention to in-flight control, and significantly improving the emergency response capability for sudden risks.

[0114] Figure 3A schematic diagram of a low-altitude flight safety control device 300 according to an embodiment of the present invention is shown. The device 300 resides in a computing device. The device 300 includes an identification module 302, a computing module 304, a determination module 306, and a control module 308, which are coupled to each other.

[0115] The identification module 302 is adapted to identify risk sources in the flight mission based on risk factors, including aircraft factors, personnel factors, environmental factors, airspace factors, and management factors. The calculation module 304 is adapted to calculate the risk score of each risk source using a pre-built risk assessment model. The determination module 306 is adapted to determine the risk level of the risk source based on the risk score, with risk levels including high risk, medium risk, or low risk. The control module 308 is adapted to select an appropriate flight strategy based on the risk level and control the aircraft to execute the flight strategy.

[0116] It should be noted that the working principle and process of the device 300 provided in this embodiment are similar to those of the method 200 described above. For relevant details, please refer to the description of the method 200 described above, which will not be repeated here.

[0117] The various techniques described herein can be implemented in combination with hardware or software, or a combination thereof. Thus, the methods and apparatus of the present invention, or certain aspects or portions thereof, can take the form of program code (i.e., instructions) embedded in a tangible medium, such as a removable hard disk, USB flash drive, floppy disk, CD-ROM, or any other machine-readable storage medium, wherein when the program is loaded into and executed by a machine such as a computer, the machine becomes an apparatus for practicing the present invention.

[0118] When the program code is executed on a programmable computer, the computing device generally includes a processor, a processor-readable storage medium (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device. The memory is configured to store program code; the processor is configured to execute the method of the present invention according to instructions in the program code stored in the memory.

[0119] By way of example, and not limitation, readable media include readable storage media and communication media. Readable storage media stores information such as computer-readable instructions, data structures, program modules, or other data. Communication media generally embodies computer-readable instructions, data structures, program modules, or other data in the form of modulated data signals such as carrier waves or other transmission mechanisms, and includes any information delivery medium. Any combination of the above is also included within the scope of readable media.

[0120] In the specification provided herein, the algorithms and displays are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used with the examples of this invention. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing preferred embodiments of the invention.

[0121] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0122] Those skilled in the art will understand that modules, units, or components of the devices disclosed in the examples herein can be arranged in devices as described in this embodiment, or alternatively, can be located in one or more devices different from the device in this example. The modules in the foregoing examples can be combined into a single module or further divided into multiple sub-modules.

[0123] Furthermore, some of the embodiments described herein are methods or combinations of method elements that can be implemented by a processor of a computer system or by other means of performing the functions. Therefore, a processor having the necessary instructions for implementing the methods or method elements forms means for implementing the methods or method elements. Furthermore, the elements described herein in the apparatus embodiments are examples of means for implementing the functions performed by elements for the purposes of carrying out the invention.

[0124] As used herein, unless otherwise specified, the use of ordinal numbers such as “first,” “second,” “third,” etc., to describe ordinary objects merely indicates different instances of similar objects and is not intended to imply that the objects being described must have a given order in time, space, ordering, or any other manner.

[0125] Although the invention has been described with reference to a limited number of embodiments, those skilled in the art will understand from the foregoing description that other embodiments are conceivable within the scope of the invention described herein. Furthermore, it should be noted that the language used in this specification has been chosen primarily for readability and instructional purposes, and not for the purpose of interpreting or limiting the subject matter of the invention. Therefore, many modifications and alterations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims.

Claims

1. A low-altitude flight safety control method, executed in a computing device, comprising: identifying risk sources existing in a flight task based on risk factor items, the risk factor items including aircraft factors, personnel factors, environmental factors, airspace factors, and management factors; calculating risk scores of the risk sources using a pre-constructed risk assessment model; determining risk levels of the risk sources based on the risk scores, the risk levels including high risk, medium risk, or low risk; selecting corresponding flight strategies according to the risk levels, and controlling the aircraft to execute the flight strategies.

2. The method of claim 1, wherein, The risk assessment model is expressed by the following formula: wherein R represents a risk value, P represents a probability of a risk source occurring in a flight task, S represents an impact degree when the risk occurs, E represents a frequency of the risk source occurring in the flight task, and C represents effectiveness of a handling measure for the risk source.

3. The method of claim 2, wherein, The selecting corresponding flight strategies according to the risk levels, and controlling the aircraft to execute the flight strategies, comprises: if there is any risk source with a high risk level, the flight task is prohibited from being executed; if there is any risk source with a medium risk level, contents of the flight task are adjusted according to a corresponding risk source type, and after the contents of the flight task are adjusted, the steps of identifying the risk sources, calculating the risk scores, and determining the risk levels are re-executed; if all the risk sources have low risk levels, the aircraft is controlled to execute the flight task.

4. The method of claim 2, wherein, The frequency of the risk source occurring in the flight task is determined by a duration of the risk source or a proportion in a flight route.

5. The method of claim 2, wherein, The identifying risk sources existing in a flight task based on risk factor items, comprises: parsing task information of the flight task, the task information at least including a flight route, a height, a time, and aircraft attributes; based on the task information, determining an operator, a target aircraft, and airspace data, environmental data, obstacle distribution data, and flight control data of a flight route; using state information of the operator, attribute information of the target aircraft, the airspace data, the environmental data, the obstacle distribution data, and the flight control data, identifying the risk sources existing in the flight task.

6. The method of claim 5, wherein, The using state information of the operator, attribute information of the target aircraft, the airspace data, the environmental data, the obstacle distribution data, and the flight control data, to identify the risk sources existing in the flight task, comprises: for aircraft factors, detecting whether the target aircraft is suitable for flight, whether the load is matched, whether the running state is normal, whether the maintenance record is normal, whether the redundancy configuration is normal, and whether the energy is sufficient; for personnel factors, detecting whether the operator has an operating qualification and a normal health state; for environmental factors, detecting whether the weather condition is suitable for flight, an influence degree of a geographical environment on flight, and an electromagnetic environment interference risk; for airspace factors, detecting whether it is a flight-permitted airspace, a flight activity near the airspace, a conflict of a no-fly zone or a restricted flight zone, a path intersection and collision risk in multi-aircraft coordinated flight; for management factors, detecting whether a pre-flight plan is complete, whether an approval process is closed-loop, whether risk assessment is included in a flight decision-making process, and whether an emergency plan is complete and rehearsed.

7. The method of claim 3, wherein, adjusting the content of the flight mission, including: one of replacing the aircraft, replacing the operator, modifying the flight route, changing the flight time.

8. A low-altitude flight safety control apparatus, residing in a computing device for execution, the apparatus comprising: an identifying module adapted to identify risk sources existing in the flight mission based on risk factor items, the risk factor items including aircraft factors, personnel factors, environmental factors, airspace factors, and management factors; a calculating module adapted to calculate risk scores of the risk sources by using a pre-constructed risk assessment model; a determining module adapted to determine risk levels of the risk sources by using the risk scores, the risk levels including high risk, medium risk, or low risk; a control module adapted to select a corresponding flight strategy according to the risk levels, and control the aircraft to execute the flight strategy.

9. A computing device comprising: at least one processor; and a memory having stored program instructions configured to be executed by the at least one processor, the program instructions including instructions for performing the method of any one of claims 1-8.

10. A readable storage medium having stored program instructions, which when read and executed by a computing device, cause the computing device to perform the method of any one of claims 1-8.

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