Low-altitude public air route planning method

Abstract

The application relates to a low-altitude public air route planning method and relates to the technical field of airspace planning.The method comprises the following steps: acquiring multi-source data information of a target region to construct a grid three-dimensional airspace model, determining an initial air route network scheme based on the grid three-dimensional airspace model and flight demand prediction data and a network optimization algorithm, calculating the safety interval of each node of the initial air route network, setting a backup path to obtain an integrated air route planning scheme, determining a multi-scale operation rule set, simulating and verifying the integrated air route planning scheme based on the multi-scale operation rule set, obtaining an operation performance index, quantitatively evaluating the evaluation result, and optimizing and adjusting the scheme based on the evaluation result and performing scene adaptation.If the evaluation meets the standard, an output planning result is generated.The application achieves the technical effects of scientifically and reasonably evaluating, planning and optimizing the low-altitude air route, generating an air route network variant scheme suitable for different operation scenes, and improving the operation safety and efficiency of the low-altitude air route.

Description

Technical Field

[0001] This invention relates to the field of airspace planning and assessment technology, and in particular to a method for planning low-altitude public airways. Background Technology

[0002] With urban development and technological advancements, low-altitude aircraft, such as unmanned aerial vehicles (UAVs) and electric vertical takeoff and landing (eVTOL) aircraft, are increasingly being used in cities and suburbs. Urban low-altitude public airway planning is crucial for ensuring the safe and efficient operation of these aircraft.

[0003] Currently, existing low-altitude airway planning methods mostly focus on two-dimensional planar path planning or simple utilization of existing geographical corridors, lacking refined modeling and analysis of urban three-dimensional space.

[0004] However, existing technologies have significant drawbacks. First, they often focus on geometric layout while neglecting integration with digital regulatory rules, rendering the planning schemes unsuitable for direct use in airspace management, traffic flow scheduling, and emergency response. Second, safety assessments rely heavily on static theoretical calculations, lacking dynamic verification of route capacity, conflict risk, and system robustness in high-fidelity simulation environments. Third, the evaluation of planning schemes is highly subjective, lacking a comprehensive quantitative indicator system covering network structure, capacity performance, and safety redundancy, making it difficult to objectively compare and iteratively optimize the merits of different schemes. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a low-altitude public airway planning method, which aims to solve at least one of the above-mentioned technical problems.

[0006] The technical solution of the present invention to solve the above-mentioned technical problems is as follows:

[0007] This application provides a method for planning low-altitude public airways, employing the following technical solution:

[0008] A method for planning low-altitude public airways includes:

[0009] Acquire multi-source data information of the target area, and construct a gridded three-dimensional airspace model of the target area based on the multi-source data information. The multi-source data information includes multi-source geospatial data, airspace restriction data, communication, navigation, surveillance (CNS) coverage data, meteorological data, and flight demand forecast data. The grid cells in the gridded three-dimensional airspace model include flight status, terrain elevation, population exposure level, CNS service quality, and meteorological risk attributes. The flight status is either flyable or incapable.

[0010] Based on the gridded 3D airspace model, flight demand prediction data, and preset network optimization algorithm, an initial route network scheme is determined. The initial route network scheme includes an initial route network, which includes multiple route nodes and route segments. Each route segment corresponds to a route level. The initial route network represents a 3D path with a multi-level structure of trunk, branch, and terminal.

[0011] Based on aircraft performance parameters and CNS performance constraints, the safety interval of each route node in the initial route network is calculated, and based on network topology vulnerability analysis, backup paths are set in the initial route network to obtain an integrated route planning scheme.

[0012] Based on the integrated route planning scheme and the aircraft performance parameters, a multi-scale operation rule set is determined, which includes point-scale rules, line-scale rules and area-scale rules.

[0013] Based on the integrated route planning scheme, the multi-scale operation rule set, and the preset simulation environment model, the integrated route planning scheme is simulated and verified to obtain the operation performance indicators of the integrated route planning scheme.

[0014] Based on a preset evaluation index system, the operational performance indicators of the integrated route planning scheme are quantitatively evaluated to obtain evaluation results, which are then used to modify the integrated route planning scheme.

[0015] The beneficial effects of this invention are as follows: By acquiring multi-source data information to construct a gridded three-dimensional airspace model, it can accurately reflect the geographical, meteorological, and other conditions of the target area, as well as airspace availability; based on this model, flight demand prediction data, and network optimization algorithms, an initial route network scheme can be determined, resulting in a three-dimensional path that meets requirements and has a multi-level structure; calculating safety intervals and setting backup paths yields an integrated route planning scheme, ensuring flight safety and improving network reliability; determining a multi-scale operational rule set can regulate aircraft flight; simulation verification of the integrated route planning scheme yields operational performance indicators, enabling early detection of scheme problems; finally, quantitative evaluation based on an evaluation index system provides evaluation results, allowing for a scientific assessment of the scheme's merits. This method effectively overcomes the core defects of existing low-altitude route planning, such as coarse environmental modeling, disconnect between planning and operational rules, reliance on static theoretical calculations for safety assessment, and a lack of objective quantitative indicators, thus improving the scientific rigor, safety, and feasibility of the planning scheme.

[0016] Based on the above technical solution, the present invention can be further improved as follows.

[0017] Furthermore, it also includes:

[0018] Based on the evaluation results, the integrated route planning scheme is optimized and adjusted to generate a target route planning scheme;

[0019] Based on the preset optimization objectives and scenario parameters for different operating scenarios, the target route planning scheme is adapted to different scenarios to generate route network variant schemes suitable for different operating scenarios.

[0020] The beneficial effects of adopting the above-mentioned further solutions are: by optimizing and adjusting the integrated route planning scheme based on the evaluation results, a better target route planning scheme can be generated; by adapting the target route planning scheme to different scenarios, route network variant schemes suitable for different operating scenarios can be generated, so that the route planning scheme can better meet the needs of different scenarios and improve the applicability and flexibility of the planning scheme.

[0021] Furthermore, the step of constructing a gridded three-dimensional spatial model of the target region based on the multi-source data information includes:

[0022] Based on the multi-source geospatial data, the airspace restriction data, and the preset spatial geometric feature recognition algorithm, the three-dimensional geometric boundaries of static obstacles in the target area are identified and extracted.

[0023] Based on the communication, navigation, and monitoring (CNS) coverage data and the meteorological data, the regional boundaries of dynamic operational constraints are identified.

[0024] Based on aircraft performance parameters and spatial buffer analysis algorithms, the safe envelope buffer of the three-dimensional geometric boundary of the static obstacle is determined.

[0025] Based on the three-dimensional geometric boundaries of static obstacles in the target area, the regional boundaries of dynamic operation constraints, and the safety envelope buffer, a three-dimensional spatial dataset is determined.

[0026] Based on the definition of the target region and the preset meshing parameters, the target region is regularly divided by a three-dimensional mesh discretization algorithm to obtain multiple height layers after the division.

[0027] For each height layer after partitioning, based on the three-dimensional spatial dataset and spatial Boolean difference set operation, the occupied area is removed from each layer of the mesh to obtain the available spatial contour. Then, based on the connected component analysis algorithm in graph theory, the spatial continuity analysis is performed on the available spatial contour to obtain the horizontal topology map of the height layer.

[0028] Based on the horizontal topology map and spatial overlay analysis algorithm of each height layer, the available spatial contours of adjacent height layers are compared in turn to identify the overlapping area of ​​adjacent height layers in the vertical projection direction, and the overlapping area is used as a vertical passage window.

[0029] Based on the horizontal topology map of all height layers, the vertical passage window, and the three-dimensional topology integration algorithm, a gridded three-dimensional spatial model of the target region is determined.

[0030] The beneficial effects of adopting the above-mentioned further scheme are: accurately identifying static obstacles and dynamic operational constraint areas in the target region, determining their safety envelope buffer zones, and thus obtaining a three-dimensional spatial dataset. Regularly partitioning the target region yields multiple altitude layers; Boolean difference operations and spatial continuity analysis are used to obtain the horizontal topology map of each altitude layer; vertical passage windows of adjacent altitude layers are identified; and finally, an accurate and detailed gridded three-dimensional airspace model of the target region is constructed. This provides a reliable basic environmental model for subsequent route planning, helping to improve the accuracy and safety of route planning.

[0031] Furthermore, the determination of the initial route network scheme based on the gridded three-dimensional airspace model, flight demand prediction data, and a preset network optimization algorithm includes:

[0032] Based on the flight demand forecast data, key nodes are identified, including take-off and landing fields, logistics hubs, urban core functional areas, and emergency support points.

[0033] Based on the aforementioned gridded 3D spatial domain model and the connected component analysis algorithm in graph theory, available spatial domain channels and block spatial domains within each height layer are extracted to form a spatial domain topology map.

[0034] Based on the predicted traffic flow, airspace environmental complexity, and node gravity model between each key node, the connection demand intensity between each key node is calculated.

[0035] Using the airspace topology map as a constraint and the connection demand intensity as a weight, a network optimization algorithm is used to generate initial three-dimensional flight path segments connecting key nodes.

[0036] Based on the pre-set multi-level structure principle, the initial three-dimensional air route segments are clustered and merged to form the air route network skeleton; among them, the trunk air routes undertake cross-regional high-speed transportation, the branch air routes connect the trunk air routes with important urban functional nodes, and the terminal air routes connect take-off and landing stations with branch air routes.

[0037] Based on four-dimensional quantitative analysis, each airway segment is classified into airway grades. The four dimensions include the intensity of connection demand between nodes, the predicted traffic flow, the topological importance of the airway segment in the network, and the CNS technical support level of the airspace where the airway segment is located. The airway grades include trunk airways, feeder airways, and terminal airways.

[0038] Based on the route classification, preliminary operational rule constraints and safety interval reference values ​​are preset for each route segment to form the initial route network scheme.

[0039] The beneficial effects of adopting the above-mentioned further scheme are as follows: By using key nodes identified from flight demand forecast data as a guide, and using the available airspace topology extracted from the gridded three-dimensional airspace model as a rigid constraint, and introducing a four-dimensional quantitative analysis based on connectivity demand intensity, predicted traffic, topological importance, and CNS assurance level, the scientific generation and classification of the initial route network are achieved. This overcomes the drawback of traditional planning where the network structure is disconnected from actual operational needs and the airspace physical environment, ensuring that the generated route network skeleton is both physically safe and feasible (avoiding obstacles and conforming to airspace structure) and functionally efficient and reasonable (matching traffic demand and distinguishing between trunk and feeder lines). Furthermore, preliminary operational rules adapted to the classification of each route segment are preset, laying a clear and hierarchical optimization foundation for subsequent safety interval calculations, rule set formulation, and simulation verification, thus improving the starting quality of the entire planning process and the efficiency of subsequent steps.

[0040] Furthermore, the step of generating the initial three-dimensional flight path segment connecting key nodes using a network optimization algorithm includes:

[0041] Acquire target area and environmental constraint information, including obstacle set, sensitive area, meteorological risk area, airspace traffic data and preset aircraft dynamic constraints;

[0042] Based on the airspace topology map, the environmental constraint information, the predefined three-dimensional route parameters, and the pre-constructed multi-objective function, a Pareto optimal solution set is generated using a multi-objective optimization algorithm.

[0043] The Pareto optimal solution set includes multiple initial three-dimensional flight path segments. The pre-constructed multi-objective function represents a function of a multi-objective minimization problem with economic, safety, efficiency, and environmental friendliness objectives. The multi-objective optimization algorithm is an improved non-dominated sorting genetic algorithm.

[0044] The beneficial effects of adopting the above-mentioned further scheme are: by using a multi-objective optimization algorithm to generate a Pareto optimal solution set containing multiple routes, a variety of route schemes with different characteristics can be obtained; by comprehensively considering economy, safety, efficiency and environmental friendliness, route planning can achieve the following: shortening route length to reduce energy consumption and operating costs, increasing the distance between the route and obstacles and avoiding areas with severe weather, improving traffic efficiency, and reducing noise interference from low-altitude flights to the ground, effectively solving multi-objective optimization problems and providing a more comprehensive and reasonable route planning scheme.

[0045] Furthermore, based on aircraft performance parameters and CNS performance constraints, the safe intervals of each route node in the initial route network are calculated, and based on network topology vulnerability analysis, backup paths are set in the initial route network to obtain an integrated route planning scheme, including:

[0046] Based on the aircraft performance parameters, a three-dimensional safety envelope model of the aircraft is constructed. The three-dimensional safety envelope model includes the aircraft's static physical characteristics, dynamic attitude tolerance, and control execution accuracy.

[0047] Based on the three-dimensional safety envelope model and the CNS performance constraints, the composition of the route safety interval is determined, which includes a safety zone, a positioning error zone, and a protection buffer zone.

[0048] Calculate the horizontal and vertical safety intervals of the safety zone, positioning error zone, and protection buffer zone for each route node to obtain the basic safety interval;

[0049] For the route nodes corresponding to specific scenarios in the initial route network, the basic safety intervals corresponding to the route nodes are adjusted and corrected to obtain the safety intervals of each route node in the initial route network. The specific scenarios include: node conflict areas where routes merge, separate, or intersect; CNS performance degradation areas with complex electromagnetic environments or severe signal blockage; and areas where there is wake turbulence from large aircraft or where minimum obstacle clearance margins need to be met.

[0050] A topological vulnerability analysis is performed on the initial route network to identify and remove edges with network connectivity less than a set connectivity or node distance greater than a set distance, thus obtaining the topological vulnerability analysis results.

[0051] The topological vulnerability analysis results are overlaid with the geographic risk map to identify target route segments, which are then designated as the highest priority areas for backup paths. These target route segments represent route segments with a risk level greater than a set risk threshold.

[0052] Based on preset redundancy setting principles, backup paths are set for the target route segment. The redundancy setting principles include critical coverage principle, path independence principle, and capacity matching principle.

[0053] The initial route network, after safety interval calculation and backup path setting, is used as the integrated route planning scheme.

[0054] Furthermore, the determination of a multi-scale operational rule set based on the integrated route planning scheme and the aircraft performance parameters includes:

[0055] Based on the three-dimensional safety envelope model and the safety interval in the integrated route planning scheme, the aircraft dwell time limit and passage priority ranking rules at each route node are determined;

[0056] Based on the three-dimensional safety envelope model, the safety interval of each route node, and the aircraft dwell time limit and passage priority ranking rules at each route node, the point scale rules are determined.

[0057] Based on the safety intervals of each route node, route entry and exit rules are determined. These rules define the entry angle, speed limits, and communication handshake protocols for aircraft entering or leaving trunk routes and feeder routes.

[0058] Based on the three-dimensional safety envelope model, the route cruise collision avoidance rules are determined. The cruise collision avoidance rules represent the priority rules and autonomous obstacle avoidance responsibility division in scenarios of same-direction following, oncoming encounters, and cross encounters.

[0059] Based on the safety intervals of each airway node, the turning rules at airway intersections are determined, including the turning trajectory design and time slot allocation scheme.

[0060] Based on the route merging and leaving rules, the route cruise collision avoidance rules, and the route intersection turning rules, the line scale rules are determined;

[0061] Based on the route network framework and safety intervals in the integrated route planning scheme, the rules for altitude transition corridors, grade-separated intersections, take-off and landing field operations, and flow control areas are determined.

[0062] Based on the height transition corridor rules, the grade-separated intersection rules, the take-off and landing field operation rules, and the traffic control zone rules, the surface scale rules are determined;

[0063] The point scale rules, line scale rules, and surface scale rules are coupled and logically consistent to determine the multi-scale operation rule set.

[0064] The beneficial effects of adopting the above-mentioned further solutions are as follows: Based on the three-dimensional safety envelope model and safety intervals, aircraft dwell time limits and passage priority ranking rules for route nodes are determined, thus deriving point-scale rules, which simplifies collision calculations and clarifies node rules; Line-scale rules are obtained by determining route merging and departure rules based on safety intervals, cruise collision avoidance rules based on the three-dimensional safety envelope model, and route intersection turning rules based on safety intervals, which can regulate dynamic route operations and reduce conflicts; Area-scale rules are determined based on the route network skeleton and safety intervals, including altitude transition corridor rules, grade-separated intersection rules, takeoff and landing field operation rules, and flow control area rules, enabling the formulation of global rules for regions and core facilities; Multi-scale rule coupling and logical consistency verification of rules at various scales ensures logical self-consistency of rules and guarantees that individual aircraft commands conform to the global optimum of the region.

[0065] Furthermore, based on the integrated route planning scheme, the multi-scale operation rule set, and the preset simulation environment model, the integrated route planning scheme is simulated and verified to obtain its operational performance indicators, including:

[0066] S701, Construct a high-fidelity simulation environment model, which includes an imported high-precision three-dimensional city model, no-fly zone data, CNS signal quality distribution map, and configured extreme meteorological parameters, CNS performance degradation parameters, and high-density flow peak parameters;

[0067] S702, In the high-fidelity simulation environment model, load the integrated route planning scheme and the multi-scale operation rule set;

[0068] S703, randomly select a set of parameters from a set of multiple simulation scenario parameters and load them into the high-fidelity simulation environment model;

[0069] S704, based on the simulation environment parameters of the current iteration, performs a single-segment safety envelope verification simulation, simulates a single aircraft flying along a predetermined route, counts the route deviation distance under disturbance conditions, verifies whether the aircraft safety envelope intrudes into the obstacle protection zone or no-fly zone, and obtains the first simulation result of the current iteration;

[0070] S705, based on the simulation environment parameters of the current iteration, performs dynamic conflict detection simulation, simulates multi-aircraft interaction scenarios at route intersection nodes and main routes, monitors the actual distance between aircraft, evaluates the time and space overhead of the conflict detection and resolution process, and obtains the second simulation results of the current iteration.

[0071] S706, based on the simulation environment parameters of the current iteration, performs fault injection and robustness verification simulation, simulates communication interruption and emergency obstacle avoidance of aircraft, verifies the effectiveness of emergency procedures and the sufficiency of the route spacing buffer, and obtains the third simulation results of the current iteration.

[0072] S707, based on the Monte Carlo method, execute steps S703 to S706 until the current iteration number reaches the set iteration number. Based on the first simulation result, second simulation result and third simulation result of each iteration, the collision probability under the safety interval is calculated, and the conflict hotspot area in the route network is identified to obtain the statistical results.

[0073] S708, Based on the statistical results, calculate the operational performance indicators of the integrated route planning scheme. The operational performance indicators include route connectivity, network nonlinearity coefficient, node saturation, safety redundancy, emergency coverage, and communication coverage.

[0074] The beneficial effects of adopting the above-mentioned further solutions are as follows: Constructing a high-fidelity simulation environment model can simulate extremely complex operating conditions, providing a near-realistic environmental foundation for subsequent simulations; loading integrated route planning schemes and multi-scale operating rule sets allows for comprehensive verification of the schemes and rules within this environment; randomly selecting simulation scenario parameter sets for loading makes the simulation more random and representative; single-segment safety envelope verification simulation can verify the safety envelope situation during single-aircraft flight, ensuring obstacle clearance safety at various points along the route; dynamic conflict detection simulation can evaluate the conflict detection and resolution capabilities during multi-aircraft interaction, reducing collision risks; fault injection and robustness verification simulation can verify the effectiveness of emergency procedures and the adequacy of route spacing buffers, improving system robustness; multiple iterative simulations based on the Monte Carlo method and statistical analysis of the results can more accurately calculate the collision probability under safe intervals and identify conflict hotspots; and the finally calculated operational performance indicators can be used to quantitatively evaluate integrated route planning schemes, determining their compliance, rationality, and maturity.

[0075] Furthermore, based on a preset evaluation index system, the operational performance indicators of the integrated route planning scheme are quantitatively evaluated to obtain evaluation results, including:

[0076] Based on the aforementioned operational performance indicators, the actual values ​​of each indicator in the preset evaluation indicator system are calculated; the evaluation indicator system includes network structure, capacity performance, security redundancy, emergency management, and environmental connectivity.

[0077] The integrated route planning scheme is subject to mandatory safety and compliance review, which includes airspace compliance review, obstacle clearance safety review, system robustness review, and environmental constraint review.

[0078] If the integrated route planning scheme fails to meet any of the review criteria, the evaluation result of the integrated route planning scheme shall be deemed unqualified.

[0079] If the integrated route planning scheme passes the mandatory safety compliance review, the weight of each indicator in the evaluation index system will be determined based on the expert consultation method, and the weight of each indicator will be adaptively adjusted based on different planning scenarios.

[0080] Based on the actual values, weights, and preset scoring criteria of each indicator, the scores of each indicator are calculated, and the comprehensive score of the integrated route planning scheme is calculated using a weighted summation method.

[0081] Based on the comprehensive score and the preset grading criteria, the evaluation grade of the integrated route planning scheme is determined, and the evaluation result is obtained.

[0082] The beneficial effects of adopting the above-mentioned further scheme are as follows: by calculating the actual values ​​of each indicator in the evaluation index system, the performance of the integrated route planning scheme can be quantified; safety and compliance review ensures that the scheme meets the requirements of airspace, obstacle clearance, system and environment, ensuring operational safety; the expert consultation method combines scenarios to adjust the weight of indicators, making the evaluation more in line with the actual planning scenario; the weighted summation to calculate the comprehensive score and determine the evaluation level can comprehensively, objectively and scientifically evaluate the scheme, providing a basis for the implementation and optimization of the scheme.

[0083] Furthermore, it also includes:

[0084] If the evaluation results of the integrated route planning scheme meet the set evaluation requirements, the planning results will be generated and output, including a planning report, a map set, and a dataset.

[0085] The beneficial effects of adopting the above-mentioned further scheme are: when the evaluation results of the integrated route planning scheme meet the set requirements, a planning result including a planning report, map set and dataset will be generated and output, which can intuitively display the planning content and provide a comprehensive and standardized reference for the subsequent construction, operation and management of low-altitude routes.

[0086] Additional aspects and advantages of this application will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of this application. Attached Figure Description

[0087] Figure 1 This is a flowchart illustrating a low-altitude public airway planning method according to an embodiment of the present invention. Detailed Implementation

[0088] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0089] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article, unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0090] This application provides a method for planning low-altitude public airways. This method can be executed by an electronic device, which can be a server or a mobile terminal device. The server can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides cloud computing services. The mobile terminal device can be a laptop, a desktop computer, etc., but is not limited to these.

[0091] The aircraft involved in the embodiments of this application are low-altitude aircraft.

[0092] like Figure 1 As shown, a low-altitude public airway planning method mainly includes:

[0093] S1. Acquire multi-source data information of the target area, and construct a gridded three-dimensional airspace model of the target area based on the multi-source data information. The multi-source data information includes multi-source geospatial data, airspace restriction data, communication, navigation, surveillance (CNS) coverage data, meteorological data, and flight demand forecast data. The grid cells in the gridded three-dimensional airspace model include flight status, terrain elevation, population exposure level, CNS service quality, and meteorological risk attributes. The flight status is either flyable or incapable.

[0094] In this embodiment, multi-source geospatial data can be obtained from municipal / provincial natural resources authorities, such as DEM, DSM, DOM, basic geographic vector data, and real-scene 3D models. It can also be supplemented from housing and construction departments, qualified commercial surveying and mapping companies, and large Internet / map service providers. The core source of airspace restriction data is the relevant airspace management department, with supplementary sources including civil aviation authorities, emergency management, and other relevant agencies. Communication, navigation, and surveillance (CNS) coverage data mainly comes from telecommunications operators, civil aviation dedicated communication, navigation, and surveillance service providers, and radio management agencies. The core source of meteorological data is the municipal / provincial meteorological bureau, with supplementary sources including airport meteorological stations and commercial meteorological service companies. The core source of flight demand forecast data is the urban planning and natural resources authorities and transportation authorities, with supplementary sources including professional research institutions.

[0095] In this embodiment of the application, constructing a gridded three-dimensional spatial model of the target region based on the multi-source data information includes:

[0096] Based on the multi-source geospatial data, the airspace restriction data, and the preset spatial geometric feature recognition algorithm, the three-dimensional geometric boundaries of static obstacles in the target area are identified and extracted.

[0097] Based on the communication, navigation, and monitoring (CNS) coverage data and the meteorological data, the regional boundaries of dynamic operational constraints are identified.

[0098] Based on aircraft performance parameters and spatial buffer analysis algorithms, the safe envelope buffer of the three-dimensional geometric boundary of the static obstacle is determined.

[0099] Based on the three-dimensional geometric boundaries of static obstacles in the target area, the regional boundaries of dynamic operation constraints, and the safety envelope buffer, a three-dimensional spatial dataset is determined.

[0100] Based on the definition of the target region and the preset meshing parameters, the target region is regularly divided by a three-dimensional mesh discretization algorithm to obtain multiple height layers after the division.

[0101] For each height layer after partitioning, based on the three-dimensional spatial dataset and spatial Boolean difference set operation, the occupied area is removed from each layer of the mesh to obtain the available spatial contour. Then, based on the connected component analysis algorithm in graph theory, the spatial continuity analysis is performed on the available spatial contour to obtain the horizontal topology map of the height layer.

[0102] Based on the horizontal topology map and spatial overlay analysis algorithm of each height layer, the available spatial contours of adjacent height layers are compared in turn to identify the overlapping area of ​​adjacent height layers in the vertical projection direction, and the overlapping area is used as a vertical passage window.

[0103] Based on the horizontal topology map of all height layers, the vertical passage window, and the three-dimensional topology integration algorithm, a gridded three-dimensional spatial model of the target region is determined.

[0104] In the above embodiments, the three-dimensional geometric boundaries of static obstacles include, for example, the boundaries of buildings, towers, mountains, etc. The regional boundaries of dynamic operational constraints include, for example, the boundaries of electromagnetic interference zones, densely populated areas, etc.

[0105] By using preset low-altitude aircraft performance parameters and spatial buffer analysis algorithms, a safe envelope buffer zone of the three-dimensional geometric boundary of static obstacles is determined to ensure aircraft flight safety.

[0106] In this embodiment of the application, a grid partitioning algorithm or a spatial analysis algorithm can also be used to obtain the horizontal topological map of the height layer.

[0107] For airspace below 600 meters true altitude, equal or non-equal spacing (e.g., 30-meter or 50-meter layers) should be used to obtain horizontal slices at different altitude levels. For each altitude level, the usable airspace contour after avoiding obstacles is extracted and classified as either channel-type or block-type. The relative position, geometric features (area, length, etc.), spatial continuity (checking horizontal connectivity paths or choke points), and static theoretical capacity upper limit (based on usable area, aircraft safe projected area, and flow channel theory estimation) of the two types of airspace are calculated. The continuity between airspaces is checked, and a horizontal topology map of that altitude level is constructed.

[0108] By comparing the horizontal topology maps of adjacent altitude layers, overlapping areas are identified as vertical access windows, clarifying the vertical connectivity of the airspace (such as spiral ascent zones or vertical transition zones). Combining the horizontal topology results of each layer with the vertical connectivity paths, a full-element three-dimensional topology network model of the usable low-altitude airspace is constructed.

[0109] S2, Based on the gridded three-dimensional airspace model, flight demand prediction data and preset network optimization algorithm, determine the initial route network scheme. The initial route network scheme includes an initial route network, which includes multiple route nodes and route segments. Each route segment corresponds to a route level. The initial route network represents a three-dimensional path with a multi-level structure of trunk, branch, and terminal.

[0110] In this embodiment, S2 specifically includes the following sub-steps:

[0111] S21. Based on the flight demand forecast data, identify key nodes, including take-off and landing fields, logistics hubs, urban core functional areas, and emergency support points.

[0112] S22, Based on the gridded three-dimensional spatial domain model and the connected component analysis algorithm in graph theory, extract the available spatial domain channels and block spatial domains in each height layer to form a spatial domain topology map;

[0113] S23, based on the predicted traffic flow, airspace environmental complexity and node gravity model between each key node, calculate the connection demand intensity between each key node;

[0114] S24. Using the airspace topology map as a constraint and the connection demand intensity as a weight, a network optimization algorithm is used to generate the initial three-dimensional flight path segments connecting key nodes.

[0115] S25, based on the preset multi-level structure principle, the initial three-dimensional air route segments are clustered and merged to form the air route network skeleton; among them, the trunk air routes undertake cross-regional high-speed transportation, the branch air routes connect the trunk air routes with important urban functional nodes, and the terminal air routes connect the take-off and landing stations with the branch air routes.

[0116] S26, based on four-dimensional quantitative analysis, classifies each airway segment into airway grades. The four dimensions include the intensity of connection demand between nodes, the predicted traffic flow, the topological importance of the airway segment in the network, and the CNS technical support level of the airspace where the airway segment is located. The airway grades include trunk airways, feeder airways, and terminal airways.

[0117] S27. Based on the route classification, preliminary operational rule constraints and safety interval reference values ​​are preset for each route segment to form the initial route network scheme.

[0118] In the above embodiments, further, the step of generating the initial three-dimensional flight path segment connecting key nodes using a network optimization algorithm includes:

[0119] Acquire target area and environmental constraint information, including obstacle set, sensitive area, meteorological risk area, airspace traffic data and preset aircraft dynamic constraints;

[0120] Based on the airspace topology map, the environmental constraint information, the predefined three-dimensional route parameters, and the pre-constructed multi-objective function, a Pareto optimal solution set is generated using a multi-objective optimization algorithm.

[0121] The Pareto optimal solution set includes multiple initial three-dimensional flight path segments. The pre-constructed multi-objective function represents a function of a multi-objective minimization problem with economic, safety, efficiency, and environmental friendliness objectives. The multi-objective optimization algorithm is an improved non-dominated sorting genetic algorithm.

[0122] The pre-constructed multi-objective function is:

[0123] ;

[0124] in, For the economic objective function, For the security objective function, For the efficiency objective function, The objective function is environmental friendliness;

[0125] ;

[0126] Where n is the total number of waypoints in the route, the route consists of n+1 waypoints, including the starting point, the ending point, and n-1 intermediate waypoints. Let be the three-dimensional spatial coordinates of the i-th waypoint on the route;

[0127] ;

[0128] in, The Euclidean distance from the waypoint to the nearest obstacle. This represents the meteorological risk coefficient for the current location. These are the normalized weighting coefficients;

[0129] ;

[0130] in, The average cruising speed of the aircraft. To pass waypoints The estimated queuing delay time for the given airspace grid;

[0131] ;

[0132] in, For the intensity of the sound source, This is the population density distribution function on the ground.

[0133] In the above embodiments, based on the airspace topology map, the environmental constraint information, the predefined three-dimensional route parameters, and the pre-constructed multi-objective function, a multi-objective optimization algorithm is used to generate a Pareto optimal solution set, including:

[0134] S241, Based on the predefined three-dimensional route parameters, a population is randomly initialized within the three-dimensional spatial boundary defined by the airspace topology map. The population includes multiple individuals, and each individual represents a route defined by an ordered waypoint sequence. The waypoint sequence includes multiple path points.

[0135] S242, Smooth the waypoint sequence corresponding to each individual to obtain a smooth route curve;

[0136] S243, based on a pre-constructed multi-objective function, determine the fitness of the smooth path curve corresponding to each individual in the current iteration;

[0137] S244, Based on the fitness of all individuals in the current iteration, perform non-dominated sorting on the population and divide the population into Pareto fronts at different levels to obtain the divided population;

[0138] S245, For all individuals at the same Pareto front level, calculate the crowding distance for each individual in the current iteration, whereby the crowding distance is used to characterize the distribution density of the individual in the target space;

[0139] S246, Based on each Pareto front level and crowding distance of the divided population, perform tournament selection, simulated binary crossover and polynomial mutation operations on the divided population to generate the offspring population of the current iteration;

[0140] S247, determine whether an individual in the current iteration of the offspring population violates the environmental constraint information. If there is an individual that violates the environmental constraint information, then impose a penalty on the fitness of the individual that violates the constraint to obtain the offspring population after constraint processing.

[0141] S248, merge the constrained offspring population and the divided population to obtain a merged population, and select a predetermined number of individuals from the merged population based on non-dominated sorting and crowding distance to obtain a new generation population;

[0142] S249, take the new generation of population as the population for the next iteration of the current iteration, and execute S243 to S248 until the preset algorithm termination condition is met. Take the initial three-dimensional route segments represented by all individuals in the population at the first Pareto front in the current iteration period as the Pareto optimal solution set.

[0143] In the above implementation method, the air route network should follow the multi-level structure principle of "trunk line - feeder line - terminal line":

[0144] a) Main air routes: These serve as cross-regional high-speed passage routes and should be located at higher altitudes.

[0145] b) Feeder routes: connecting main routes with important functional nodes in cities;

[0146] c) Terminal route: connecting take-off and landing stations with terminal service nodes, preferably located at a lower altitude.

[0147] A vertical hierarchical strategy should be adopted for route levels. Level transitions should be completed within nodes or designated transition zones.

[0148] The specific classification of air routes is as follows:

[0149] ① Main routes: connecting core nodes, undertaking high-capacity backbone functions, deployed in high / wide airspace, enjoying the highest level of CNS protection and the strictest safety separation, with continuous patrol and priority passage as the core;

[0150] ② Feeder routes: connecting regional nodes with primary routes, undertaking the function of collection and distribution, located in regular channels / blocks of airspace, with complete CNS support and appropriate spacing, the core of which is to handle merging and separation;

[0151] ③ Terminal routes: connecting take-off and landing sites with secondary routes, with dispersed traffic flow, located in low-altitude airspace, ensuring basic safe operation, with the core being precise arrival and departure and obstacle avoidance.

[0152] It should be noted that route classification is related to operating rules, and the strictness of the operating rules applicable to routes of different classifications varies. Route classification is also related to evaluation indicators; Class I routes focus on network nonlinearity coefficients and node saturation, while Class III routes focus on connectivity and takeoff and landing field connection efficiency.

[0153] After conducting a four-dimensional quantitative evaluation and scoring of each route segment, the process also includes: initially defining the route level of each route based on expert experience, and performing full-network verification and optimization of the route level of each route (ensuring backbone continuity, reasonable level conversion, compliant connection, and matching scenario requirements). Finally, the route network is periodically and dynamically adjusted based on simulation and actual operation data to obtain the adjusted initial route network scheme.

[0154] S3. Based on aircraft performance parameters and CNS performance constraints, calculate the safety interval of each route node in the initial route network, and based on network topology vulnerability analysis, set backup paths in the initial route network to obtain an integrated route planning scheme.

[0155] In this embodiment of the application, the step of calculating the safety interval of each route node in the initial route network based on aircraft performance parameters and CNS performance constraints, and setting backup paths in the initial route network based on network topology vulnerability analysis, to obtain an integrated route planning scheme, includes:

[0156] Based on the aircraft performance parameters, a three-dimensional safety envelope model of the aircraft is constructed. The three-dimensional safety envelope model includes the aircraft's static physical characteristics, dynamic attitude tolerance, and control execution accuracy.

[0157] Based on the three-dimensional safety envelope model and the CNS performance constraints, the composition of the route safety interval is determined, which includes a safety zone, a positioning error zone, and a protection buffer zone.

[0158] Calculate the horizontal and vertical safety intervals of the safety zone, positioning error zone, and protection buffer zone for each route node to obtain the basic safety interval;

[0159] For the route nodes corresponding to specific scenarios in the initial route network, the basic safety intervals corresponding to the route nodes are adjusted and corrected to obtain the safety intervals of each route node in the initial route network. The specific scenarios include: node conflict areas where routes merge, separate, or intersect; CNS performance degradation areas with complex electromagnetic environments or severe signal blockage; and areas where there is wake turbulence from large aircraft or where minimum obstacle clearance margins need to be met.

[0160] A topological vulnerability analysis is performed on the initial route network to identify and remove edges with network connectivity less than a set connectivity or node distance greater than a set distance, thus obtaining the topological vulnerability analysis results.

[0161] The topological vulnerability analysis results are overlaid with the geographic risk map to identify target route segments, which are then designated as the highest priority areas for backup paths. These target route segments represent route segments with a risk level greater than a set risk threshold.

[0162] Based on preset redundancy setting principles, backup paths are set for the target route segment. The redundancy setting principles include critical coverage principle, path independence principle, and capacity matching principle.

[0163] The initial route network, after safety interval calculation and backup path setting, is used as the integrated route planning scheme.

[0164] In the above implementation, the three-dimensional safety envelope model is used as the basis for interval calculation. The envelope design needs to cover three core elements: static physical characteristics (maximum external geometric dimensions of the aircraft), dynamic attitude tolerance (space increment required for attitude change during takeoff, landing / turning phases), and control execution accuracy (space redundancy for flight path tracking and altitude maintenance under predetermined weather and load conditions).

[0165] The safety interval is composed of a core safety zone, a positioning error zone, and a protection buffer zone. The design principles are clearly defined in two dimensions: horizontal and vertical. ① Horizontal safety interval: It needs to cover the positioning and path tracking errors of surveillance (such as ADS-B, Beidou) and navigation systems. The main air routes need to reserve a larger horizontal protection zone to adapt to high-speed operation. ② Vertical safety interval: It needs to offset the measurement temperature drift and altitude holding errors of barometers / radar altimeters. A vertical protection buffer layer is set in combination with the urban micro-meteorological environment (such as the influence of building airflow).

[0166] Adjustments to the basic spacing are made for specific scenarios, including: ① Node conflict correction: At the merging, separating, and intersecting nodes of the route, due to the space competition of multiple aircraft converging, the spacing needs to be increased to improve the response time for conflict avoidance; ② CNS performance compensation: In areas with complex electromagnetic environments or severe signal obstruction, the longitudinal spacing is increased to compensate for communication delays or positioning jump risks; ③ Wake and obstacle clearance protection: Considering the downwash airflow interference of large manned eVTOLs on small UAVs, while ensuring that the route centerline and the boundary of static obstacles meet the minimum obstacle clearance margin (ROC), it can still avoid collisions in the navigation degraded state.

[0167] In the above implementation, the topological vulnerability analysis results are overlaid with the geographic risk map to identify target route segments, and these target route segments are designated as the highest priority areas for backup paths, including:

[0168] ① Network vulnerability analysis: Conduct complex network analysis based on the backbone network topology to identify "critical edges" that would significantly reduce network connectivity or increase node distances after removal, as well as "critical nodes" with high connectivity and handling a large amount of traffic conversion; ② Risk assessment overlay: Overlay the network vulnerability analysis results with geographical risk maps such as electromagnetic interference areas and high-frequency meteorological risk areas to identify overlapping "high vulnerability-high risk" flight routes (redundancy design with the highest priority); ③ Demand-based coverage: Ensure that there are at least two topologically independent feasible paths from any major network node to critical emergency targets such as emergency bases and medical institutions, while ensuring that more than 95% of nodes can still be connected through backup paths when the main flight route fails.

[0169] In the above embodiments, based on preset redundancy setting principles, a backup path is set in the target route segment. These redundancy setting principles include critical coverage principles, path independence principles, and capacity matching principles, including:

[0170] Sa, Redundancy Segment Setup Strategy: ① Multi-level Backup Configuration: Horizontal Backup (equipment channels along both sides of the main route or parallel auxiliary traffic corridor within the same altitude layer), Vertical Backup (reserving at least one spare altitude layer for the same route point pair to achieve rapid vertical diversion); ② Three Redundancy Modes: Parallel Redundancy (planning one or more parallel routes within the lateral safety interval of the critical trunk route, with a spacing of not less than twice the standard horizontal interval to avoid common external threats), Detour Redundancy (planning detour branches for upstream nodes of constrained critical channel routes to avoid failure areas in advance), Cyclic Redundancy (constructing a closed loop route structure to utilize the natural redundancy of the loop to ensure that the route can still be reached after a single segment fails); ③ Principle of Convergence of Critical Facilities: Backup routes should be prioritized for proximity to emergency bases, large hospitals, auxiliary take-off and landing fields, and areas with CNS blind spot coverage capabilities, while assessing the nonlinearity coefficient to ensure the timeliness of emergency response.

[0171] Sb, Backup Path Selection Criteria: ① Topology Independence: Avoid sharing critical nodes, segments, and "choke points" with the main route as much as possible to achieve fault isolation; ② Capacity Availability: The design capacity must be able to handle the expected traffic transfer in the event of a main route failure, and the node saturation should not exceed 0.9 in an emergency; ③ Operational Complexity: The nonlinearity coefficient should not be too high, and too many complex intersections and altitude changes should be avoided to ensure the safety and intuitiveness of emergency flights; ④ CNS Service Continuity: The CNS service support level of the entire route should not be lower than that of the main route.

[0172] S4. Based on the integrated route planning scheme and the aircraft performance parameters, determine a multi-scale operation rule set, which includes point-scale rules, line-scale rules and area-scale rules.

[0173] In this embodiment of the application, determining the multi-scale operational rule set based on the integrated route planning scheme and the aircraft performance parameters includes:

[0174] Based on the three-dimensional safety envelope model and the safety interval in the integrated route planning scheme, the aircraft dwell time limit and passage priority ranking rules at each route node are determined;

[0175] Based on the three-dimensional safety envelope model, the safety interval of each route node, and the aircraft dwell time limit and passage priority ranking rules at each route node, the point scale rules are determined.

[0176] Based on the safety intervals of each route node, route entry and exit rules are determined. These rules define the entry angle, speed limits, and communication handshake protocols for aircraft entering or leaving trunk routes and feeder routes.

[0177] Based on the three-dimensional safety envelope model, the route cruise collision avoidance rules are determined. The cruise collision avoidance rules represent the priority rules and autonomous obstacle avoidance responsibility division in scenarios of same-direction following, oncoming encounters, and cross encounters.

[0178] Based on the safety intervals of each airway node, the turning rules at airway intersections are determined, including the turning trajectory design and time slot allocation scheme.

[0179] Based on the route merging and leaving rules, the route cruise collision avoidance rules, and the route intersection turning rules, the line scale rules are determined;

[0180] Based on the route network framework and safety intervals in the integrated route planning scheme, the rules for altitude transition corridors, grade-separated intersections, take-off and landing field operations, and flow control areas are determined.

[0181] Based on the height transition corridor rules, the grade-separated intersection rules, the take-off and landing field operation rules, and the traffic control zone rules, the surface scale rules are determined;

[0182] The point scale rules, line scale rules, and surface scale rules are coupled and logically consistent to determine the multi-scale operation rule set.

[0183] The above implementation includes: height transition corridor rules (designing dedicated vertical climb / descent corridors and clarifying trajectory envelope and height locking procedures); grade-separated intersection rules (providing three intersection schemes and traffic sequence for high-density convergence points: grade-separated, roundabout, and staggered cross-shaped intersections); UAV take-off and landing airport rules (standardizing terminal control area entry and exit procedures, parking space allocation, and ground taxiing and hovering connections); and flow control area rules (delineating core congested airspace and designing dynamic capacity monitoring and diversion triggering mechanisms).

[0184] S5. Based on the integrated route planning scheme, the multi-scale operation rule set, and the preset simulation environment model, the integrated route planning scheme is simulated and verified to obtain the operation performance indicators of the integrated route planning scheme.

[0185] In this embodiment of the application, S5 specifically includes the following sub-steps:

[0186] S701, Construct a high-fidelity simulation environment model, which includes an imported high-precision three-dimensional city model, no-fly zone data, CNS signal quality distribution map, and configured extreme meteorological parameters, CNS performance degradation parameters, and high-density flow peak parameters;

[0187] S702, In the high-fidelity simulation environment model, load the integrated route planning scheme and the multi-scale operation rule set;

[0188] S703, randomly select a set of parameters from a set of multiple simulation scenario parameters and load them into the high-fidelity simulation environment model;

[0189] S704, based on the simulation environment parameters of the current iteration, performs a single-segment safety envelope verification simulation, simulates a single aircraft flying along a predetermined route, counts the route deviation distance under disturbance conditions, verifies whether the aircraft safety envelope intrudes into the obstacle protection zone or no-fly zone, and obtains the first simulation result of the current iteration;

[0190] S705, based on the simulation environment parameters of the current iteration, performs dynamic conflict detection simulation, simulates multi-aircraft interaction scenarios at route intersection nodes and main routes, monitors the actual distance between aircraft, evaluates the time and space overhead of the conflict detection and resolution process, and obtains the second simulation results of the current iteration.

[0191] S706, based on the simulation environment parameters of the current iteration, performs fault injection and robustness verification simulation, simulates communication interruption and emergency obstacle avoidance of aircraft, verifies the effectiveness of emergency procedures and the sufficiency of the route spacing buffer, and obtains the third simulation results of the current iteration.

[0192] S707, based on the Monte Carlo method, execute steps S703 to S706 until the current iteration number reaches the set iteration number. Based on the first simulation result, second simulation result and third simulation result of each iteration, the collision probability under the safety interval is calculated, and the conflict hotspot area in the route network is identified to obtain the statistical results.

[0193] S708, Based on the statistical results, calculate the operational performance indicators of the integrated route planning scheme. The operational performance indicators include route connectivity, network nonlinearity coefficient, node saturation, safety redundancy, emergency coverage, and communication coverage.

[0194] S6. Based on the preset evaluation index system, the operational performance index of the integrated route planning scheme is quantitatively evaluated to obtain the evaluation results.

[0195] In this embodiment of the application, the evaluation index system is shown in Table 1.

[0196] Table 1:

[0197]

[0198] air route connectivity Calculate using the following formula:

[0199] ;

[0200] In the formula, This represents the actual number of reachable nodes in the network. This represents the theoretical total number of nodes.

[0201] Network nonlinearity coefficient Calculate using the following formula:

[0202] ;

[0203] In the formula, This is the actual route length. This represents the straight-line distance between the two nodes.

[0204] Hierarchical matching degree Calculate using the following formula:

[0205] ;

[0206] In the formula, To meet the varying levels of task requirements, For route capacity.

[0207] Node saturation Calculate using the following formula:

[0208] ;

[0209] In the formula, This represents the actual traffic volume. For design capacity.

[0210] The safety redundancy R is calculated using the following formula:

[0211] ;

[0212] In the formula, The original number of edges, The minimum number of edges required to maintain connectivity after failure.

[0213] In this embodiment of the application, the quantitative evaluation of the operational performance indicators of the integrated route planning scheme based on a preset evaluation index system, to obtain the evaluation results, includes:

[0214] Based on the aforementioned operational performance indicators, the actual values ​​of each indicator in the preset evaluation indicator system are calculated; the evaluation indicator system includes network structure, capacity performance, security redundancy, emergency management, and environmental connectivity.

[0215] The integrated route planning scheme is subject to mandatory safety and compliance review, which includes airspace compliance review, obstacle clearance safety review, system robustness review, and environmental constraint review.

[0216] If the integrated route planning scheme fails to meet any of the review criteria, the evaluation result of the integrated route planning scheme shall be deemed unqualified.

[0217] If the integrated route planning scheme passes the mandatory safety compliance review, the weight of each indicator in the evaluation index system will be determined based on the expert consultation method, and the weight of each indicator will be adaptively adjusted based on different planning scenarios.

[0218] Based on the actual values, weights, and preset scoring criteria of each indicator, the scores of each indicator are calculated, and the comprehensive score of the integrated route planning scheme is calculated using a weighted summation method.

[0219] Based on the comprehensive score and the preset grading criteria, the evaluation grade of the integrated route planning scheme is determined, and the evaluation result is obtained. The integrated route planning scheme is then modified based on the evaluation result.

[0220] In the above implementation method, the overall score Calculate using the following formula:

[0221] ;

[0222] in, For the overall score, The weights of each indicator, The scores for each indicator.

[0223] In the initial weight determination phase, based on the impact of indicators such as communication, navigation, and surveillance on system security and service continuity, and combined with the system structure hierarchy, an expert consultation method (Delphi method) is used to comprehensively assess the importance of each indicator, forming a relatively stable basic weight system. This weight system reflects the long-term importance of the indicators under normal operating conditions and serves as the benchmark configuration for comprehensive evaluation.

[0224] Based on this, operational data analysis is introduced to adjust the weights. When historical operational data shows that certain indicators are more sensitive to changes in system state and have a stronger ability to differentiate service quality, their weights will be increased accordingly; conversely, indicators that have a smaller impact on changes in system state or remain stable over a long period will have their weights appropriately reduced. In this way, the weight allocation reflects both engineering experience and objective operational characteristics.

[0225] Given the significant differences in low-altitude operating environments and mission types, the indicator weights are not fixed but can be adaptively adjusted based on the operating scenario. Weight adjustments are triggered by scenario switching or changes in risk level. In scenarios such as complex urban airspace, high-density operations, and emergency support, the weights of safety-related indicators such as communication, navigation, and surveillance are increased. In scenarios with relatively simple environments or low operational risks, the weights of non-safety indicators such as operational efficiency and resource utilization are appropriately increased. Through scenario-based configuration, it is ensured that the comprehensive scoring results accurately reflect the system's capability level under current operating conditions.

[0226] To prevent frequent weight changes from interfering with the evaluation results, a clear constraint mechanism is set up for the weight adjustment process. This includes limiting the magnitude of each adjustment, setting minimum weight ratios for key safety indicators, and introducing manual confirmation or auditing mechanisms in important scenarios to ensure that the weight change process is controllable and traceable.

[0227] The criteria for determining the grade of planning schemes are shown in Table 2.

[0228] Table 2:

[0229]

[0230] If the evaluation results of the integrated route planning scheme meet the set evaluation requirements, the planning results will be generated and output, including a planning report, a map set, and a dataset.

[0231] As an optional implementation method of this application, the low-altitude flight path assessment method further includes:

[0232] Based on the evaluation results, the integrated route planning scheme is optimized and adjusted to generate a target route planning scheme;

[0233] Based on the preset optimization objectives and scenario parameters for different operating scenarios, the target route planning scheme is adapted to different scenarios to generate route network variant schemes suitable for different operating scenarios.

[0234] In the above implementation scheme, one or more of the following situations may occur: ① Communication, navigation or surveillance continuity indicators of some segments are close to the lower limit; ② There are obvious risks of building obstruction or electromagnetic interference in individual areas; ③ Insufficient route redundancy, sensitive to single point failure; ④ Insufficient system margin in high-density or emergency operation scenarios.

[0235] The integrated route planning scheme is optimized and adjusted, including:

[0236] Communication support optimization measures: ① Enhance communication coverage in critical flight segments. For flight segments with signal quality close to the threshold, improve communication stability and link redundancy by adding low-altitude communication base stations, deploying relay nodes, or introducing dedicated communication links.

[0237] ② Introduce multi-link redundancy and fast switching mechanisms, configure multiple communication methods in high-risk flight segments, and optimize link switching strategies to reduce the impact of single communication failures on flight control.

[0238] ③ Adjust the spatial layout of air routes. For air segments with severe communication obstruction, avoid densely built-up or highly interference-prone areas by raising the altitude of the air route or making minor adjustments to the route direction.

[0239] Navigation continuity optimization measures: ① Improve the configuration level of multi-source fusion navigation. In sections where navigation performance is insufficient, strengthen the weight and frequency of use of auxiliary positioning methods such as inertial navigation, vision or lidar.

[0240] ② Implement local ground-based augmentation or blind spot filling measures. At key nodes with poor GNSS availability, deploy differential augmentation facilities, UWB or pseudo-satellite equipment to improve positioning reliability.

[0241] ③ Optimize the setting of key nodes in the flight path, and reduce the difficulty of positioning in complex environments by reselecting turning points, climb points or rendezvous points.

[0242] Optimization measures for surveillance and perception capabilities: ① Fill in the low-altitude surveillance blind spots. In areas with insufficient surveillance coverage, improve target visibility by adding radar, photoelectric, or multi-sensor fusion nodes.

[0243] ②Strengthen the ability to identify cooperative targets, improve the coverage and reception quality of cooperative surveillance methods such as ADS-B and RemoteID, and reduce surveillance uncertainty.

[0244] ③ Introduce prediction and virtual monitoring mechanisms to predict the location of passengers in short-term monitoring interruption scenarios using historical trajectories and flight plans, thereby reducing the area of ​​safety uncertainty.

[0245] Optimization of route structure and operation strategy: ① Increase route redundancy and spatial diversity, plan alternative routes or detours for key segments, and reduce the risk of single point of failure.

[0246] ② Implement a time-sharing and segmented operation strategy, introducing time separation or altitude-stratified operation in high-load flight segments to alleviate system pressure.

[0247] ③ Limit operating conditions or operating levels. For flight segments that are difficult to optimize in the short term, reduce risks by limiting weather conditions, operating density, or aircraft performance levels.

[0248] Optimization measures can be automatically generated under rule constraints, but they should not be completely separated from manual review.

[0249] The mechanism for automatically generating optimization measures includes:

[0250] ① Automatic identification of weak indicators: Identify indicators that are below the target threshold or have a high weight contribution.

[0251] ② Problem type classification: Problems are categorized into insufficient communication, navigation failure risk, surveillance blind spots, or route structure problems, etc.

[0252] ③ Rule-driven measure matching: A set of candidate optimization measures is generated according to the mapping relationship of "problem type - applicable scenario - optimization method".

[0253] ④ Impact assessment and prioritization: Conduct a preliminary assessment of the expected effects, implementation costs, and deployment cycles of each optimization measure to form a recommended order.

[0254] The optimization objectives and scenario parameters based on preset different operating scenarios are used to adapt the target route planning scheme to different scenarios, generating route network variant schemes suitable for different operating scenarios, including:

[0255] S801, set multiple typical operating scenarios and their corresponding optimization objectives and constraint parameters. The typical operating scenarios include at least high-density urban areas, logistics and distribution corridors, emergency and medical rescue, and ecological and noise-sensitive areas.

[0256] S802, for high-density urban scenarios, with the primary goal of improving security and network capacity, adapts to the target airway planning scheme, specifically including: prioritizing the use of channel-type airspace structures to avoid densely built-up areas and communication blind spots, and making the airway layout parallel to or staggered with the ground main traffic corridor.

[0257] S803, for logistics distribution corridor scenarios, with the primary goal of ensuring high timeliness and continuous passage, adapts to the target route planning scheme, specifically including: optimizing route direction along urban main roads, waterways or power transmission corridors, controlling the nonlinearity coefficient of the route network to be less than 1.2, and ensuring that the saturation of key nodes does not exceed 0.8;

[0258] S804, for emergency and medical rescue scenarios, prioritizes ensuring connectivity and rapid response, and adapts to the target route planning scheme, specifically including: prioritizing ensuring that the route redundancy to emergency bases and major medical institutions is not less than 0.8, and ensuring that when the main route fails, 95% of critical nodes can obtain alternative routes within 3 minutes;

[0259] S805, for scenarios in ecologically and noise-sensitive areas, with the primary goal of reducing environmental impact, adapts to the target route planning scheme, specifically including: avoiding nature reserves, schools, hospitals and densely populated areas, and setting up a buffer zone of not less than 200 meters between the boundary of the route corridor and the sensitive area;

[0260] S806 generates corresponding route network variant schemes based on the route planning schemes adapted to various scenarios, and outputs the scenario-based operation rules and performance indicators of each variant scheme.

[0261] This method constructs a gridded 3D airspace model by acquiring multi-source data, accurately reflecting the geographical, meteorological, and airspace availability of the target area. Based on this model, flight demand forecast data, and network optimization algorithms, an initial route network scheme is determined, resulting in a 3D path that meets requirements and has a multi-level structure. Calculating safety intervals and setting backup paths yields an integrated route planning scheme, ensuring flight safety and improving network reliability. Determining a multi-scale operational rule set standardizes aircraft flight. Simulation verification of the integrated route planning scheme yields operational performance indicators, allowing for early detection of problems. Finally, quantitative evaluation based on an evaluation index system provides assessment results, enabling scientific evaluation of the scheme's merits. This method effectively overcomes the core shortcomings of existing low-altitude route planning, such as coarse environmental modeling, disconnect between planning and operational rules, reliance on static theoretical calculations for safety assessment, and a lack of objective quantitative indicators, thus improving the scientific rigor, safety, and feasibility of the planning scheme.

[0262] The terms “comprising,” “including,” or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0263] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the foregoing application concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions claimed in this application.

Claims

1. A method for planning low-altitude public airways, characterized in that, include: Acquire multi-source data information of the target area, and construct a gridded three-dimensional airspace model of the target area based on the multi-source data information. The multi-source data information includes multi-source geospatial data, airspace restriction data, communication, navigation, surveillance (CNS) coverage data, meteorological data, and flight demand forecast data. The grid cells in the gridded three-dimensional airspace model include flight status, terrain elevation, population exposure level, CNS service quality, and meteorological risk attributes. The flight status is either flyable or incapable. Based on the gridded 3D airspace model, flight demand prediction data, and preset network optimization algorithm, an initial route network scheme is determined. The initial route network scheme includes an initial route network, which includes multiple route nodes and route segments. Each route segment corresponds to a route level. The initial route network represents a 3D path with a multi-level structure of trunk, branch, and terminal. Based on aircraft performance parameters and CNS performance constraints, the safety interval of each route node in the initial route network is calculated, and based on network topology vulnerability analysis, backup paths are set in the initial route network to obtain an integrated route planning scheme. Based on the integrated route planning scheme and the aircraft performance parameters, a multi-scale operation rule set is determined, which includes point-scale rules, line-scale rules and area-scale rules. Based on the integrated route planning scheme, the multi-scale operation rule set, and the preset simulation environment model, the integrated route planning scheme is simulated and verified to obtain the operation performance indicators of the integrated route planning scheme. Based on a preset evaluation index system, the operational performance index of the integrated route planning scheme is quantitatively evaluated to obtain evaluation results, and the integrated route planning scheme is modified based on the evaluation results. The step of constructing a gridded three-dimensional spatial model of the target region based on the multi-source data information includes: Based on the multi-source geospatial data, the airspace restriction data, and the preset spatial geometric feature recognition algorithm, the three-dimensional geometric boundaries of static obstacles in the target area are identified and extracted; Based on the communication, navigation, and monitoring (CNS) coverage data and the meteorological data, the regional boundaries of dynamic operational constraints are identified. Based on aircraft performance parameters and spatial buffer analysis algorithms, the safe envelope buffer of the three-dimensional geometric boundary of the static obstacle is determined. Based on the three-dimensional geometric boundaries of static obstacles in the target area, the area boundaries of dynamic operation constraints, and the safety envelope buffer, a three-dimensional spatial dataset is determined. Based on the definition of the target region and the preset meshing parameters, the target region is regularly divided by a three-dimensional mesh discretization algorithm to obtain multiple height layers after the division. For each height layer after partitioning, based on the three-dimensional spatial dataset and spatial Boolean difference set operation, the occupied area is removed from each layer of the mesh to obtain the available spatial contour. Then, based on the connected component analysis algorithm in graph theory, the spatial continuity analysis is performed on the available spatial contour to obtain the horizontal topology map of the height layer. Based on the horizontal topology map and spatial overlay analysis algorithm of each height layer, the available spatial contours of adjacent height layers are compared in turn to identify the overlapping area of ​​adjacent height layers in the vertical projection direction, and the overlapping area is used as a vertical passage window. Based on the horizontal topology map of all height layers, the vertical passage window, and the three-dimensional topology integration algorithm, a gridded three-dimensional spatial model of the target region is determined.

2. The low-altitude public airway planning method according to claim 1, characterized in that, Also includes: Based on the evaluation results, the integrated route planning scheme is optimized and adjusted to generate a target route planning scheme; Based on the preset optimization objectives and scenario parameters for different operating scenarios, the target route planning scheme is adapted to different scenarios to generate route network variant schemes suitable for different operating scenarios.

3. The low-altitude public airway planning method according to claim 1, characterized in that, The determination of the initial route network scheme based on the gridded three-dimensional airspace model, flight demand prediction data, and a preset network optimization algorithm includes: Based on the flight demand forecast data, key nodes are identified, including take-off and landing fields, logistics hubs, urban core functional areas, and emergency support points. Based on the aforementioned gridded 3D spatial domain model and the connected component analysis algorithm in graph theory, available spatial domain channels and block spatial domains within each height layer are extracted to form a spatial domain topology map. Based on the predicted traffic flow, airspace environmental complexity, and node gravity model between each key node, the connection demand intensity between each key node is calculated. Using the airspace topology map as a constraint and the connection demand intensity as a weight, a network optimization algorithm is used to generate initial three-dimensional flight path segments connecting key nodes. Based on the pre-set multi-level structure principle, the initial three-dimensional air route segments are clustered and merged to form the air route network skeleton; among them, the trunk air routes undertake cross-regional high-speed transportation, the branch air routes connect the trunk air routes with important urban functional nodes, and the terminal air routes connect take-off and landing stations with branch air routes. Based on four-dimensional quantitative analysis, each airway segment is classified into airway grades. The four dimensions include the intensity of connection demand between nodes, the predicted traffic flow, the topological importance of the airway segment in the network, and the CNS technical support level of the airspace where the airway segment is located. The airway grades include trunk airways, feeder airways, and terminal airways. Based on the route classification, preliminary operational rule constraints and safety interval reference values ​​are preset for each route segment to form the initial route network scheme.

4. The low-altitude public airway planning method according to claim 3, characterized in that, The generation of the initial three-dimensional flight path segment connecting key nodes using a network optimization algorithm includes: Acquire target area and environmental constraint information, including obstacle set, sensitive area, meteorological risk area, airspace traffic data and preset aircraft dynamic constraints; Based on the airspace topology map, the environmental constraint information, the predefined three-dimensional route parameters, and the pre-constructed multi-objective function, a Pareto optimal solution set is generated using a multi-objective optimization algorithm. The Pareto optimal solution set includes multiple initial three-dimensional flight path segments. The pre-constructed multi-objective function represents a function of a multi-objective minimization problem with economic, safety, efficiency, and environmental friendliness objectives. The multi-objective optimization algorithm is an improved non-dominated sorting genetic algorithm.

5. The low-altitude public airway planning method according to claim 1, characterized in that, Based on aircraft performance parameters and CNS performance constraints, the safety intervals of each route node in the initial route network are calculated, and based on network topology vulnerability analysis, backup paths are set in the initial route network to obtain an integrated route planning scheme, including: Based on the aircraft performance parameters, a three-dimensional safety envelope model of the aircraft is constructed. The three-dimensional safety envelope model includes the aircraft's static physical characteristics, dynamic attitude tolerance, and control execution accuracy. Based on the three-dimensional safety envelope model and the CNS performance constraints, the composition of the route safety interval is determined, which includes a safety zone, a positioning error zone, and a protection buffer zone. Calculate the horizontal and vertical safety intervals of the safety zone, positioning error zone, and protection buffer zone for each route node to obtain the basic safety interval; For the route nodes corresponding to specific scenarios in the initial route network, the basic safety intervals corresponding to the route nodes are adjusted and corrected to obtain the safety intervals of each route node in the initial route network. The specific scenarios include: node conflict areas where routes merge, separate, or intersect; CNS performance degradation areas with complex electromagnetic environments or severe signal blockage; and areas where there is wake turbulence from large aircraft or where minimum obstacle clearance margins need to be met. A topological vulnerability analysis is performed on the initial route network to identify and remove edges with network connectivity less than a set connectivity or node distance greater than a set distance, thus obtaining the topological vulnerability analysis results. The topological vulnerability analysis results are overlaid with the geographic risk map to identify target route segments, which are then designated as the highest priority areas for backup paths. These target route segments represent route segments with a risk level greater than a set risk threshold. Based on preset redundancy setting principles, backup paths are set for the target route segment. The redundancy setting principles include critical coverage principle, path independence principle, and capacity matching principle. The initial route network, after safety interval calculation and backup path setting, is used as the integrated route planning scheme.

6. The low-altitude public airway planning method according to claim 5, characterized in that, The determination of a multi-scale operational rule set based on the integrated route planning scheme and the aircraft performance parameters includes: Based on the three-dimensional safety envelope model and the safety interval in the integrated route planning scheme, the aircraft dwell time limit and passage priority ranking rules at each route node are determined; Based on the three-dimensional safety envelope model, the safety interval of each route node, and the aircraft dwell time limit and passage priority ranking rules at each route node, the point scale rules are determined. Based on the safety intervals of each route node, route entry and exit rules are determined. These rules define the entry angle, speed limits, and communication handshake protocols for aircraft entering or leaving trunk routes and feeder routes. Based on the three-dimensional safety envelope model, the route cruise collision avoidance rules are determined. The cruise collision avoidance rules represent the priority rules and autonomous obstacle avoidance responsibility division in scenarios of same-direction following, oncoming encounters, and cross encounters. Based on the safety intervals of each airway node, the turning rules at airway intersections are determined, including the turning trajectory design and time slot allocation scheme. Based on the route merging and leaving rules, the route cruise collision avoidance rules, and the route intersection turning rules, the line scale rules are determined; Based on the route network framework and safety intervals in the integrated route planning scheme, the rules for altitude transition corridors, grade-separated intersections, take-off and landing field operations, and flow control areas are determined. Based on the height transition corridor rules, the grade-separated intersection rules, the take-off and landing field operation rules, and the traffic control zone rules, the surface scale rules are determined; The point scale rules, line scale rules, and surface scale rules are coupled and logically consistent to determine the multi-scale operation rule set.

7. The low-altitude public airway planning method according to claim 1, characterized in that, The integrated route planning scheme, based on the integrated route planning scheme, the multi-scale operation rule set, and the preset simulation environment model, is simulated and verified to obtain the operational performance indicators of the integrated route planning scheme, including: S701, Construct a high-fidelity simulation environment model, which includes an imported high-precision three-dimensional city model, no-fly zone data, CNS signal quality distribution map, and configured extreme meteorological parameters, CNS performance degradation parameters, and high-density flow peak parameters; S702, In the high-fidelity simulation environment model, load the integrated route planning scheme and the multi-scale operation rule set; S703, randomly select a set of parameters from a set of multiple simulation scenario parameters and load them into the high-fidelity simulation environment model; S704, based on the simulation environment parameters of the current iteration, performs a single-segment safety envelope verification simulation, simulates a single aircraft flying along a predetermined route, counts the route deviation distance under disturbance conditions, verifies whether the aircraft safety envelope intrudes into the obstacle protection zone or no-fly zone, and obtains the first simulation result of the current iteration; S705, based on the simulation environment parameters of the current iteration, performs dynamic conflict detection simulation, simulates multi-aircraft interaction scenarios at route intersection nodes and main routes, monitors the actual distance between aircraft, evaluates the time and space overhead of the conflict detection and resolution process, and obtains the second simulation results of the current iteration. S706, based on the simulation environment parameters of the current iteration, performs fault injection and robustness verification simulation, simulates communication interruption and emergency obstacle avoidance of aircraft, verifies the effectiveness of emergency procedures and the sufficiency of the route spacing buffer, and obtains the third simulation results of the current iteration. S707, based on the Monte Carlo method, execute steps S703 to S706 until the current iteration number reaches the set iteration number. Based on the first simulation result, second simulation result and third simulation result of each iteration, the collision probability under the safety interval is calculated, and the conflict hotspot area in the route network is identified to obtain the statistical results. S708, Based on the statistical results, calculate the operational performance indicators of the integrated route planning scheme. The operational performance indicators include route connectivity, network nonlinearity coefficient, node saturation, safety redundancy, emergency coverage, and communication coverage.

8. A low-altitude public airway planning method according to claim 7, characterized in that, The integrated route planning scheme is quantitatively evaluated based on a preset evaluation index system to obtain evaluation results, including: Based on the aforementioned operational performance indicators, the actual values ​​of each indicator in the preset evaluation indicator system are calculated; the evaluation indicator system includes network structure, capacity performance, security redundancy, emergency management, and environmental connectivity. The integrated route planning scheme is subject to mandatory safety and compliance review, which includes airspace compliance review, obstacle clearance safety review, system robustness review, and environmental constraint review. If the integrated route planning scheme fails to meet any of the review criteria, the evaluation result of the integrated route planning scheme shall be deemed unqualified. If the integrated route planning scheme passes the mandatory safety compliance review, the weight of each indicator in the evaluation index system will be determined based on the expert consultation method, and the weight of each indicator will be adaptively adjusted based on different planning scenarios. Based on the actual values, weights, and preset scoring criteria of each indicator, the scores of each indicator are calculated, and the comprehensive score of the integrated route planning scheme is calculated using a weighted summation method. Based on the comprehensive score and the preset grading criteria, the evaluation grade of the integrated route planning scheme is determined, and the evaluation result is obtained.

9. A low-altitude public airway planning method according to claim 1, characterized in that, Also includes: If the evaluation results of the integrated route planning scheme meet the set evaluation requirements, the planning results will be generated and output, including a planning report, a map set, and a dataset.

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