An unmanned aerial vehicle low-altitude flight electronic map and a method for drawing the same

Abstract

The present application relates to the technical field of unmanned aerial vehicle navigation and low-altitude airspace management, and particularly relates to an unmanned aerial vehicle low-altitude flight electronic map and a drawing method thereof, which comprises a four-layer overall architecture of a data management layer, a safety compliance layer, a terminal information interaction layer and a mobile terminal of an unmanned aerial vehicle, adopts a red-orange-yellow-green-blue five-color airspace identification system, combines a true height calculation method of multi-source sensor fusion, realizes three-dimensional accurate positioning of longitude, latitude and height of the unmanned aerial vehicle, and simultaneously has functions of model matching height limiting early warning, airspace compliance judgment, flight safety level rating, scenario-based suitable flight area recommendation, dynamic reminder of no-fly zones and the like; the drawing method thereof covers steps of airspace data acquisition and updating, five-color identification rule making, safety compliance model building, terminal interaction function development and the like. The present application provides full-process safety compliance flight navigation support for unmanned aerial vehicles, effectively reduces flight illegal risk, protects safety of pilots and the public, and provides standardized and intelligent infrastructure support for low-altitude economic development.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) navigation and low-altitude airspace management technology, and in particular to an electronic map of UAV low-altitude flight and its drawing method. Background Technology

[0002] With the booming development of the low-altitude economy, the application of drones in low-altitude airspace below 300 meters is becoming increasingly widespread, covering many fields such as commercial use, low-altitude logistics, public safety rescue, government services, and civilian consumption. However, the low-altitude flight environment is complex, with multiple safety hazards and legal risks: high-voltage power lines, military restricted areas, and areas around airports are subject to strict airspace control. If a drone accidentally enters these areas, it will not only cause damage to the aircraft but also face serious consequences such as legal penalties or even criminal charges.

[0003] Currently, existing electronic map tools are all general-purpose geographic navigation maps and are not specifically designed for low-altitude drone flight, resulting in the following technical shortcomings: 1. DJI, XAG, Pix4D, ContextCapture, and other (major manufacturers) are incompatible, resulting in high costs for cross-platform stitching / sharing. 2. Lack of electronic map markings for low-altitude electronic fences, height-restricted zones, clear airspace, take-off and landing points, charging / battery swapping stations, emergency airspace, and electromagnetic interference zones. Real-time status information for low-altitude airspace cannot be provided, and no-fly / restricted boundaries specific to low-altitude areas are not marked. 3. No height restriction guidance tailored to specific drone models, making it impossible to issue warnings for exceeding altitude limits. 4. Lack of a multi-dimensional assessment system for flight compliance, making it impossible to determine the compliance of flight equipment, environment, and personnel. 5. Lack of a targeted safety warning mechanism, failing to provide real-time alerts for risks such as approaching no-fly zones and exceeding altitude limits. 6. No recommendations for suitable flight areas based on the drone's application scenario; pilots must determine the suitability of flight areas themselves, increasing operational difficulty.

[0004] In summary, the current technology lacks a professional electronic map tool for low-altitude drone flight, which fails to meet the safety and compliance requirements of low-altitude drone flights and hinders the healthy development of the low-altitude economy. Therefore, developing an electronic map for low-altitude drone flight that features real-time airspace display, accurate no-fly zone markings, flight compliance guidance, and intelligent safety warnings has become an urgent need for low-altitude airspace management and the development of the drone industry. Summary of the Invention

[0005] In view of this, the purpose of this invention is to propose an electronic map for low-altitude flight of unmanned aerial vehicles (UAVs) and its drawing method, so as to solve the problems that general electronic maps cannot adapt to the needs of low-altitude flight of UAVs, and lack real-time airspace status feedback, accurate no-fly zone marking, flight compliance guidance and intelligent safety warning.

[0006] To achieve the above objectives, the present invention provides an electronic map for low-altitude flight of unmanned aerial vehicles (UAVs), comprising a server deployed in the cloud and a terminal deployed on the user side. The terminal may be any one or more of the following: (1) Ground station (e.g., computer, industrial control computer) (2) Or vehicle-mounted / ship-mounted / fixed base station and other drone control equipment (3) The UAV flight controller (e.g., AI+flight control) can be used as flight parameters for flight control.

[0007] (4) Remote operation and control terminal for drones (e.g., 4G / 5G / satellite control, etc.) (5) Handheld terminal; The server includes: The data management layer is used to store airspace data and flight rules data; The safety and compliance layer connects to the data management layer and has a built-in regulatory database and risk assessment module. The risk assessment module is used to conduct multi-dimensional assessments of the flight safety of the UAV based on the airspace data, flight rule data, and real-time UAV status data, and generate early warning information. The rules engine is used to store and accurately update the latest airspace identification rules on the map in real time according to the current real-time situation. The airspace identification rules map airspaces with different legal risk levels into visual identifiers. The terminal includes: The communication module is used for bidirectional data interaction with the server. The communication module can be used independently or shared with the original flight control module of the UAV. However, it is necessary to install the communication channel and other configurations when using it, or the communication channel and other configurations can be automatically performed when installing the electronic map for low-altitude flight of this UAV. The map display module is used to receive airspace data and airspace identification rules sent by the server, and render and display various airspaces on the map with corresponding visual identifiers. The map display module can be configured independently or shared with the original flight display module of the UAV. However, when the map display module and the original flight display module of the UAV are shared, the original flight display module of the UAV must meet the minimum hardware configuration requirements of the map display module, such as display resolution.

[0008] The early warning module is used to receive and present the early warning information sent by the server. The early warning information can be displayed or played in the form of text, images, and sound, for example, through a monitor or a speaker that can emit sound. The interaction module is used to receive user operation commands and upload the commands to the server through the communication module.

[0009] Preferably, the airspace identification rules stored in the rule engine include rules that dynamically adjust the spatial range of specific types of airspace according to preset time patterns. The specific types of airspace include absolute no-fly zones, flight control zones, densely populated sensitive areas, and other special areas stipulated by laws and regulations. The data management layer automatically updates the boundary data of the specific types of airspace and sends it to the terminal according to the rules during preset time periods.

[0010] Preferably, the preset time pattern includes dynamically adjusting the marking range of the sensitive area according to the peak periods of personnel activity.

[0011] Preferably, the terminal further includes a true altitude display module for receiving and displaying the true altitude of the UAV relative to the ground. The true altitude display module is shared with the display module on the user side of the UAV or configured as a separate display device. The true altitude display module is shared with the display module on the user side of the UAV or configured as a separate display device, such as including: (1) a ground station (e.g., a computer, industrial control computer display screen), (2) or a display screen of a UAV control device such as a vehicle-mounted / ship-mounted / fixed base station, (3) a display screen of a UAV remote flight controller (e.g., AI+flight control), (4) a display screen of a UAV remote operation control terminal (e.g., 4G / 5G / satellite control), (5) a display screen of a handheld terminal, etc.

[0012] The true altitude is obtained by fusing multi-source sensor data. This multi-source sensor data includes at least two of the following: GPS / BeiDou data, electronic compass data, optical flow sensor data, barometer data, real-time dynamic differential positioning data, digital elevation model data, millimeter-wave radar data, and lidar data. The multi-source sensor data can be acquired from sensors on the UAV flight controller or from a separately configured sensor group, such as: (1) IMU (gyroscope + accelerometer), (2) electronic compass (magnetometer), (3) barometer (for altitude setting), (4) GPS / BeiDou module, (5) high-precision GPS / BeiDou module, i.e. RTK: Real-Time Kinematic, (6) hardware sensors such as optical flow sensor, ultrasonic / LiDAR, etc. Preferably, the risk assessment module is specifically used for: obtaining the drone model information and matching the corresponding legal height restriction rules from the rule engine; obtaining the drone's current location and determining whether it is in a no-fly zone or controlled area; obtaining environmental information of the drone's current location, such as whether it is raining or hail, which can be obtained from external interface data of weather forecasts or from the drone's current flight visual information (camera); obtaining the pilot's qualification information and flight data recording status; and generating a compliance assessment result by combining the above information.

[0013] Preferably, the terminal's interaction module is also used to receive flight operation scenarios input by the user; the map display module obtains corresponding adaptation area data from the server according to the flight operation scenario, and highlights the airspace area that is adapted to the scenario on the map; The map display module is also used to dynamically display the real-time status of the airspace within a preset range around the current location of the UAV, as well as the real-time status information of other nearby aircraft. The terminal also includes a trajectory recording module, used to record the flight trajectory data of the drone and upload it to the server through the communication module; When a drone approaches an absolute no-fly zone, the early warning module is also used to retrieve the corresponding legal basis information from the legal database and broadcast it.

[0014] Preferably, the security compliance layer further includes a privacy protection module and an emergency response module; the privacy protection module is used to de-identify sensitive information in the geographic data; the emergency response module is used to establish a handling mechanism for abnormal situations of the drone.

[0015] Preferably, the electronic map for low-altitude flight of this UAV can serve as a low-level data interface for the UAV flight control module, allowing the UAV flight control module to call it in real time.

[0016] This electronic map can be easily installed in any flight control module, and it has API interface capabilities. It can also serve as an electronic flight map within a UAV flight control module, integrating real-time navigation and alerts planned according to flight protocols.

[0017] Preferably, the UAV flight electronic map of the present invention has several secure and open data interfaces that can accept external systems, such as interfaces with national fire protection systems to seamlessly connect with the operation and safety commands of firefighting UAVs, and interfaces with forestry data systems. It can send current flight data to other systems, such as the current flight status of the UAV, camera data of captured images, and environmental information such as temperature, humidity, altitude, longitude, latitude, and flight path.

[0018] This invention also provides a method for creating electronic maps of low-altitude flight of unmanned aerial vehicles (UAVs), comprising the following steps: S1: Collect and integrate airspace data from multiple sources in the cloud to build an airspace database; S2: Based on the airspace legal risk level, formulate multi-color airspace identification rules in the cloud and store them in the rule engine; S3: Builds security assessment models in the cloud with a built-in regulatory database; S4: Establish a two-way data communication channel between the cloud and the terminal; S5: Develop a map display module and an early warning module on the terminal to receive airspace data sent from the cloud and render it with multi-color markers, as well as to receive and present early warning information.

[0019] Preferably, the multi-color airspace identification rules formulated in step S2 include rules for dynamically adjusting the spatial range of a specific type of airspace according to a preset time pattern; the airspace data collected in step S1 includes airspace boundary data that is dynamically updated according to the rules. The method also includes: developing a scenario-based flight suitability area recommendation function on the terminal, obtaining corresponding suitable area data from the cloud based on the flight operation scenario selected by the user, and highlighting it through the map display module.

[0020] Preferably, the method further includes: developing a trajectory recording module, a multi-aircraft situational awareness module, and a legal broadcasting function on the terminal, used to record flight trajectories, display the real-time status of other surrounding aircraft, and retrieve and broadcast the corresponding legal basis information when the UAV approaches an absolute no-fly zone.

[0021] The beneficial effects of this invention are: 1. This invention uses a rule engine to map airspace with different legal risk levels into visual identifiers, constructing a legal-level airspace "map". Pilots can intuitively distinguish between absolute no-fly zones, controlled airspace, sensitive areas, and suitable airspace using colors, effectively reducing the legal risks of accidentally entering no-fly zones. This technical solution, which semanticizes and spatializes legal rules, solves the fundamental deficiency of existing technologies that only divide airspace from a physical dimension.

[0022] 2. This invention dynamically adjusts the spatial range of sensitive areas according to preset time patterns, making airspace management more refined and intelligent. For example, around schools, the no-fly zone is automatically expanded according to school arrival and departure times, ensuring public safety while avoiding excessive control that could interfere with normal flights. This technical approach of incorporating social behavior patterns into dynamic airspace management is not disclosed in existing technologies.

[0023] 3. The risk assessment module of this invention conducts a comprehensive assessment from six dimensions: altitude, airspace, equipment status, flight environment, operators, and flight data, and integrates legal compliance requirements and physical safety requirements into the assessment model. A comprehensive legal and safety check can be completed before takeoff, effectively mitigating the risk of flight violations.

[0024] 4. Based on the flight operation scenario selected by the user, this invention automatically highlights the suitable airspace area and plans the optimal path, realizing an innovative interactive mode from "person finding the ground" to "ground finding the person". Pilots do not need to judge whether the flight area is suitable, which greatly reduces the operation threshold and improves the efficiency of flight operations. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only for this invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a diagram illustrating the overall architecture of an electronic map for low-altitude flight of a drone, as described in an embodiment of the present invention. Figure 2 This is a schematic diagram illustrating the calculation process of the true flight altitude of a drone according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the electronic map interface for low-altitude flight of a drone according to an embodiment of the present invention; Figure 4 This is an overall flowchart of the electronic map drawing method according to an embodiment of the present invention; Figure 5 This is a schematic diagram of a map visualization interface for an agricultural operation scenario according to an embodiment of the present invention. Figure 6 This is a schematic diagram of a map visualization interface for a forest fire prevention patrol scenario according to an embodiment of the present invention. Figure 7 This is a schematic diagram of a map visualization interface for an express logistics operation scenario according to an embodiment of the present invention. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0028] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0029] Example 1: like Figure 1As shown, this embodiment provides an electronic map for low-altitude flight of unmanned aerial vehicles (UAVs), employing a four-layer overall architecture, including a data management layer, a security and compliance layer, a terminal information interaction layer, and a user-side terminal. The data management layer and the security and compliance layer are deployed in a cloud data center and service center. The terminal information interaction layer enables bidirectional data transmission between the cloud and the mobile terminal, and the user-side terminal is the pilot's operating terminal.

[0030] The data management layer is primarily responsible for the storage and management of various types of data, specifically including: The airspace database stores airspace data such as coordinates, boundaries, and altitude restrictions for no-fly zones. This data covers geographic information for absolute no-fly zones such as airport airspace, military restricted areas, core areas of high-voltage power lines, and core areas of high-speed rail lines, as well as boundary data for controlled airspace such as power plants, gas stations, and flammable and explosive sites. The airspace database also stores geographic information for sensitive areas such as densely populated areas, schools, hospitals, and transportation hubs, and data on flyable airspace such as open suburbs, farmland, mountains, and uninhabited beaches.

[0031] The rules engine stores rules for five-color airspace identification (red, orange, yellow, green, blue), aircraft type and altitude restriction matching rules, and flight safety level rating rules. The five-color airspace identification rules map airspace of different risk levels to visual identifiers: red indicates absolute no-fly zones, orange indicates controlled airspace, yellow indicates sensitive areas and temporary no-fly zones, and green and blue indicate suitable airspace. The aircraft type and altitude restriction matching rules determine the legal altitude limit based on the drone's weight: micro drones with an empty weight of less than 0.25kg have a maximum true altitude of ≤50 meters; light drones with an empty weight of ≤4kg or a takeoff weight of ≤7kg and small drones with an empty weight of ≤15kg or a takeoff weight of ≤25kg have a true altitude of ≤120 meters within suitable airspace; medium and large drones, after special approval, can have a maximum true altitude of 300 meters.

[0032] The user database stores user data such as flight trajectories and operation logs. After a pilot completes a flight mission, the drone's mobile terminal automatically uploads data such as flight trajectory, flight time, flight altitude, and warning records to the user database. Pilots can view historical flight records through their mobile terminals and export flight logs for job review.

[0033] The real-time data stream library stores real-time data streams such as drone location, altitude, and device status. This data is continuously written to the database in a streaming manner, providing data support for real-time assessments at the safety and compliance layer.

[0034] The safety and compliance layer has a built-in database of flight-related laws and regulations and has developed a multi-dimensional risk assessment module to conduct flight safety assessments from six dimensions: altitude compliance, airspace compliance, equipment status compliance, flight environment compliance, operator compliance, and flight data compliance.

[0035] The regulatory database collects national laws, regulations, local regulations, and industry standards related to drone flights, including the "Interim Regulations on the Management of Unmanned Aerial Vehicle Flights" and the "Measures for the Management of Commercial Flight Activities of Civil Unmanned Aerial Vehicles." The database establishes a geospatial correlation index for the articles, allowing for quick retrieval of relevant regulatory clauses when a drone enters a specific airspace.

[0036] The risk assessment module classifies flight safety levels into four levels based on the assessment results across six dimensions: Level A indicates safe or excellent, Level B indicates basically safe or good, Level C indicates caution or average, and Level D indicates dangerous or unqualified. High compliance and airspace compliance are the core dimensions; violations are directly classified as Level D. Minor equipment malfunctions are classified as Level B, while serious malfunctions are classified as Level C or D. Unairworthiness factors in the flight environment are classified according to their severity. Unqualified operators are classified as Level C, and failure to record flight data is classified as Level C.

[0037] The privacy protection module anonymizes the geographic data of residential areas. When the electronic map loads a residential area, the privacy protection module simplifies the outlines of residential buildings and hides details such as specific apartment layouts and window locations to avoid the risk of user privacy leaks during low-altitude flights.

[0038] The emergency response module establishes a handling mechanism for abnormal situations such as drone malfunctions, intrusion into no-fly zones, and communication interruptions. When a drone is detected entering a no-fly zone, the emergency response module automatically triggers the highest level of warning and activates the emergency plan, including issuing operational commands such as automatic return to home and emergency landing.

[0039] The terminal information interaction layer enables bidirectional encrypted data transmission between the cloud and the drone's mobile terminal. The cloud pushes real-time airspace data, early warning information, and recommended suitable areas to the mobile terminal; the mobile terminal uploads real-time data such as the drone's location, altitude, flight path, equipment status, and operation records to the cloud. All data transmission processes are encrypted to ensure data security.

[0040] The terminal information interaction layer supports multiple wireless communication methods such as 4G and 5G, and can adapt to communication needs in different network environments. When the network signal is unstable, the terminal information interaction layer automatically adjusts the data transmission strategy to prioritize the transmission of critical data.

[0041] The user-side terminal can be any one or more of the following terminals: (6) Ground station (e.g., computer, industrial control computer) (7) Or vehicle-mounted / ship-mounted / fixed base station and other drone control equipment (8) The UAV flight controller (e.g., AI+flight control) can be used as flight parameters for flight control.

[0042] (9) Remote operation and control terminal for unmanned aerial vehicles (e.g., 4G / 5G / satellite control, etc.) (10) Handheld terminal; The mobile app has the following core functions: The map visualization interface displays the drone's latitude, longitude, and true altitude in real time. It uses a five-color airspace identification system (red, orange, yellow, green, and blue) to represent various airspace types and provides real-time flight safety level markings. The map supports basic operations such as zooming and panning, and dynamically displays the airspace status within a 1000-meter radius of the drone's current location. Figure 3 As shown.

[0043] The scene selection function includes built-in map data for 12 low-altitude flight application areas, such as agricultural operations, forest fire prevention, express delivery, surveying and mapping, advertising shooting, disaster relief and rescue, and medical assistance. After the pilot selects the corresponding scene, the map automatically highlights the suitable flight area for that scene, marking the area's range, shape, and size, and plans the optimal flight path based on airspace safety rules. Specifically, this includes: The cloud server pre-builds a scenario-rule mapping library, associating 12 low-altitude flight application areas with airspace rules. Taking agricultural operations as an example, the mapping rules include: excluding absolute no-fly zones, excluding controlled airspace, excluding villages and schools in sensitive areas, excluding areas with more than 50% water area, and prioritizing areas with contiguous farmland exceeding 100 mu (approximately 6.7 hectares). Taking express delivery as an example, the mapping rules include: excluding absolute no-fly zones, excluding controlled airspace, maintaining a distance of at least 200 meters from transportation hubs in sensitive areas, prioritizing areas within 500 meters of express delivery stations, and ensuring the route avoids high-voltage power line core areas.

[0044] When the drone pilot selects a scene on the terminal, the terminal sends a scene selection command to the cloud server. This command includes the scene identifier code and the drone's current position coordinates. Upon receiving the command, the cloud server initiates the adaptation area calculation process.

[0045] The adaptation area calculation employs a combination of spatial analysis and rule-based filtering. First, all airspace data within a 20-kilometer radius of the drone's current location is extracted from the airspace database, including boundary data for no-fly zones, controlled zones, sensitive zones, and suitable flight zones. Then, based on the scene identifier code, the corresponding mapping rules are retrieved to filter the extracted airspace data layer by layer.

[0046] First layer of filtering: Exclude all absolute no-fly zones and remove these areas from the candidate set.

[0047] The second layer of filtering excludes all controlled airspace unless there is a special approval mechanism for the scenario.

[0048] The third layer of filtering: exclude or retain sensitive areas according to scene rules. For example, villages need to be excluded in agricultural scenes, but delivery scenes are allowed to pass over villages as long as a safe distance is maintained.

[0049] The fourth layer of filtering: Select suitable flight areas based on scene rules. For example, in agricultural scenes, farmland plots need to be selected; in surveying scenes, areas with significant terrain changes need to be selected; and in delivery scenes, areas near express delivery stations need to be selected.

[0050] After four layers of filtering, the remaining airspace is the suitable area for this scene. The server encapsulates the boundary data, area information, and attribute labels of these suitable areas and sends them to the terminal. After receiving the data, the terminal's map display module renders these areas on the electronic map with highlighted colors and labels the area attributes and suggested information.

[0051] When the pilot clicks on a highlighted area, the terminal triggers a path planning request. Path planning uses the A* algorithm, comprehensively considering airspace safety rules and flight distance to generate the optimal path from the current location to the target area. During path planning, the algorithm maps airspace identifiers to cost functions: absolute no-fly zones have an infinite cost, controlled airspace has a cost of 100, sensitive areas have a cost of 50, and suitable airspace has a cost of 1. The algorithm searches for the path with the minimum cumulative cost in the gridded airspace space, ensuring that the generated path is both safe and efficient.

[0052] The early warning function triggers triple alerts—voice, text, and map indicators—for various risks such as approaching a no-fly zone, exceeding altitude limits, equipment malfunction, and unairworthy flight conditions. When approaching an absolute no-fly zone, the alert simultaneously broadcasts relevant laws and regulations.

[0053] The flight trajectory recording function automatically records the drone's entire flight path, including latitude, longitude, altitude, and flight speed, and uploads it to the cloud user database in real time. Pilots can view historical trajectories on their mobile devices and export flight logs for job review.

[0054] The multi-drone situational awareness function can display the real-time location, flight altitude, and flight direction of other drones in the vicinity, enabling coordinated avoidance among multiple aircraft and preventing collisions with low-altitude aircraft.

[0055] The intelligent path planning assistance function combines airspace safety rules, the distribution of suitable flight areas, and flight mission requirements to plan the shortest flight route with no safety hazards for pilots, and supports manual adjustment.

[0056] As one implementation method, the electronic map of the present invention uses a five-color airspace identification system (red, orange, yellow, green, and blue) to intuitively distinguish airspaces of different risk levels. The specific identification rules are as follows: Red markings indicate absolute no-fly zones, including airport airspace, military restricted areas, core areas of high-voltage power lines, and core areas of high-speed rail lines. Drones are prohibited from flying in these areas; approaching such areas will trigger the highest-level warning and simultaneously broadcast relevant laws and regulations.

[0057] Orange-marked controlled airspace includes areas surrounding airports, power plants, gas stations, flammable and explosive sites, and hazardous chemical warehouses. These areas are marked with detailed information such as latitude and longitude, and altitude restrictions; pilots must obtain approval before flying.

[0058] Yellow markings indicate sensitive areas and temporary no-fly zones. Sensitive areas include densely populated areas, schools, hospitals, and transportation hubs. Temporary no-fly zones are designated for major events, competitions, and emergency control measures. The scope of sensitive areas is dynamically adjusted during morning and evening rush hours. During peak travel times (7:00 AM to 9:30 AM and 4:30 PM to 7:30 PM), the marked areas for sensitive areas such as densely populated areas, schools, and transportation hubs are expanded, and targeted flight alerts are triggered. During off-peak hours, the marked areas revert to their original ranges.

[0059] As one implementation method, the dynamic adjustment of sensitive areas function of the present invention automatically triggers the dynamic updating and distribution of airspace boundary data based on preset social behavior time patterns through a rule engine. The specific technical implementation is as follows: The rules engine is pre-configured with a time pattern database, storing time rules for various sensitive areas. Taking schools as an example, the rules stored in the engine include: weekday morning peak hours 07:00-09:30 and evening peak hours 16:30-19:30, with no adjustments for peak hours on holidays. For transportation hubs, the rules stored include: weekday morning peak hours 07:00-09:00 and evening peak hours 17:00-19:00, and weekend peak hours 10:00-12:00 and 15:00-18:00. These time rules can be configured differently according to the actual conditions of different cities and regions.

[0060] The rules engine has a built-in scheduled task executor that uses Cron expressions to parse time rules. Every day at midnight, the rules engine loads all time rules for the day and generates a dynamically adjusted task queue for that day. When the system time reaches the task trigger point, the scheduler automatically executes the boundary update instruction.

[0061] The execution flow of the boundary update instruction is as follows: The rule engine sends a query request to the spatial database of the data management layer to obtain the baseline boundary data of the current sensitive area. The baseline boundary is stored in the form of a polygon coordinate string, for example, the baseline boundary of a school is [(x1,y1),(x2,y2),...]. The rule engine generates new boundary data according to a preset expansion and contraction algorithm. The expansion and contraction algorithm adopts a buffer analysis method, expanding outward by a preset distance from the baseline boundary. For school areas, the expansion distance is 300 meters during peak hours, forming a new boundary polygon; for transportation hubs, the expansion distance is 500 meters during peak hours. The expanded boundary is spatially overlaid with the surrounding fixed no-fly zones. When the expanded boundary overlaps with a no-fly zone, the no-fly zone priority principle is adopted, the overlapping part retains the no-fly zone attribute, and the sensitive area boundary is automatically cropped to avoid conflicts.

[0062] The newly generated boundary data is encapsulated in GeoJSON format and distributed to all online terminals via the terminal information interaction layer. Data distribution uses an incremental update method, transmitting only data for areas that have changed, reducing network transmission load. Upon receiving the updated data, the terminal's map display module immediately refreshes and renders, highlighting the updated sensitive areas in yellow.

[0063] When the peak period ends, the rules engine triggers an update command again to restore the boundaries of sensitive areas to the baseline range. The entire dynamic adjustment process is fully automated, requiring no manual intervention, ensuring the real-time nature and accuracy of airspace management.

[0064] Green and blue markings indicate suitable airspace, including open suburbs, farmland, mountains, uninhabited beaches, and other areas without safety hazards. These are regular flight areas for drones and require no additional approval.

[0065] As one implementation method, the electronic map of this invention uses a multi-source fusion method to calculate the true altitude of the UAV, compensating for the measurement deficiencies of a single sensor and achieving high-precision true altitude calculation. Three implementation methods can be flexibly selected according to the sensor configuration of the UAV, such as... Figure 2 As shown.

[0066] Method 1: Multi-source true altitude calculation. The altitude (H_gps) is obtained from GPS, the relative altitude (H_baro) from the barometer, and the ground elevation and terrain data (H_ground) are combined to calculate the true altitude (H_agl), which is equal to H_gps minus H_ground. This method is suitable for conventional drones equipped with GPS and a barometer.

[0067] Method 2: RTK plus DEM terrain data. This method employs real-time dynamic differential positioning to achieve centimeter-level location accuracy. Combined with digital elevation model (DEM) terrain data, the true height measurement error is less than or equal to 1 meter, making it suitable for high-precision flight scenarios such as surveying and precision agriculture.

[0068] Method 3: Millimeter-wave radar or lidar. Directly measuring the vertical distance from the drone to the ground allows for true-altitude, precise measurements even in GPS signal blind spots, such as between buildings or in forests, thus compensating for the deficiencies of satellite positioning.

[0069] True altitude data is displayed in real time on the drone's mobile device and synchronized to the cloud data management layer.

[0070] As one implementation method, the electronic map of this invention incorporates dedicated map data for 12 low-altitude flight application areas, including agricultural operations, forest fire prevention, express delivery, surveying and mapping, advertising photography, disaster relief and rescue, and medical assistance. When a pilot selects a corresponding operational scenario, the map automatically highlights the suitable flight area for that scenario, marks the area's range, shape, and size, and plans the optimal flight path.

[0071] Taking agricultural operations as an example, the map automatically identifies farmland areas, excludes no-fly zones such as villages and high-voltage power lines, and plans the optimal path from the drone's current location to the farmland area. In forest fire patrol scenarios, the map automatically identifies forest areas, marks patrol routes, and avoids no-fly zones such as the core areas of nature reserves. For express delivery and logistics operations, the map automatically identifies the distribution of express delivery stations and plans the optimal delivery route covering each delivery point.

[0072] As one implementation method, the electronic map of this invention dynamically displays the real-time airspace status within a 1000-meter radius of the drone's current location, supporting scale zooming. When the drone approaches an absolute no-fly zone, controlled airspace, or temporary no-fly zone, a tiered voice and map-based warning is triggered. The absolute no-fly zone warning simultaneously broadcasts relevant laws and regulations regarding the no-fly zone.

[0073] Warning levels correspond to airspace risk levels: Red warnings correspond to approaching absolute no-fly zones, orange warnings correspond to approaching controlled airspace, yellow warnings correspond to approaching sensitive areas, and blue warnings correspond to general reminders within suitable airspace. Warning information includes three forms: voice prompts, text prompts, and highlighted map markers.

[0074] The electronic map of this invention also features automatic flight trajectory recording, intelligent flight path planning assistance, multi-aircraft situational awareness, and privacy protection. Multi-aircraft situational awareness displays the position, altitude, and flight direction of other nearby drones, enabling coordinated obstacle avoidance by multiple aircraft. The privacy protection function anonymizes residential area geographic data, mitigating the risk of user privacy leaks during low-altitude flights.

[0075] Example 2: This embodiment provides a method for creating electronic maps of low-altitude flight of unmanned aerial vehicles (UAVs), such as... Figure 4 As shown, it includes the following steps: S1: Airspace Data Acquisition and Integration. This involves connecting with the National Integrated Monitoring and Service Platform for Unmanned Aerial Vehicles to obtain official low-altitude airspace data. It also includes collecting latitude, longitude, and altitude restriction data for fixed geographical boundaries such as high-voltage power lines, high-speed rail lines, military restricted areas, airports, schools, and hospitals through satellite remote sensing and on-site mapping. Furthermore, it establishes channels for collecting temporary airspace information, gathering real-time information on temporary airspace control for major events, competitions, and emergency management through official announcements, news reports, and manual reporting. All data is standardized and processed to construct a cloud-based airspace database, enabling categorized storage and retrieval of the data.

[0076] S2: Develop an airspace identification and rule engine. Based on the airspace's safety risk level and legal regulations, define the geographical boundaries and criteria for absolute no-fly zones, controlled airspace, sensitive areas, temporary no-fly zones, and suitable airspace, and develop visual identification rules for five colors: red, orange, yellow, green, and blue. Simultaneously, establish rules for matching drone models with altitude restrictions, flight safety level rating rules, and early warning threshold setting rules, integrating all rules into a rule engine and storing them in the cloud data management layer.

[0077] S3: Establish a safety compliance assessment model. Based on six compliance dimensions—altitude, airspace, equipment status, flight environment, operators, and flight data—scoring standards and risk thresholds are set for each dimension. Altitude and airspace compliance are the core dimensions; violations are directly classified as Level D hazard. Minor equipment malfunctions are classified as Level B, and serious malfunctions as Level C or D. Unairworthiness factors in the flight environment are classified according to their severity. Unqualified operators are classified as Level C, and failure to record flight data is classified as Level C. Based on the scoring results of each dimension, a four-level flight safety rating model is constructed. Simultaneously, relevant national and local laws, regulations, and industry standards related to UAV flight are collected to form a regulatory database for the safety compliance layer.

[0078] S4: Develop a true altitude calculation and monitoring module. Integrate multi-source data interfaces from GPS, barometer, RTK, millimeter-wave radar, and lidar; develop a true altitude fusion calculation program that supports flexible switching between three true altitude calculation methods. Based on the drone model and altitude limit matching rules, set altitude warning thresholds for different models: 48 meters for micro drones and 115 meters for light drones; develop an altitude over-limit warning program to achieve real-time calculation and display of true altitude, along with dual warnings of over-limit via voice and text.

[0079] S5: Develop scenario-based map data and path planning modules. For 12 low-altitude flight application areas, including agricultural operations, forest fire prevention, and express delivery, collect suitable geographic data for each area, such as farmland distribution, forest range, and express station distribution, and add specific annotations. Develop a visual interface for scenario selection and a program to highlight suitable areas. Combining airspace safety rules and suitable area distribution, build an intelligent path planning algorithm based on the A* algorithm to plan the optimal flight path with no safety hazards and the shortest path, supporting manual path adjustment by the pilot.

[0080] S6: Develop the terminal interaction and early warning module. Design a map visualization interface on the drone mobile terminal to display the drone's latitude and longitude, true altitude, flight safety level, and airspace status in real time, supporting basic operations such as scale zooming, map panning, and scene selection. Develop a tiered, multi-form early warning program that triggers triple warnings (voice, text, and map markers) for different risks such as approaching no-fly zones, exceeding altitude limits, equipment malfunction, and unsuitable flight environments. For absolute no-fly zone approach warnings, relevant laws and regulations will be broadcast simultaneously.

[0081] S7: Deploy Cloud and Terminal Architecture. Deploy the data management layer and security compliance layer to the cloud data center and service center, and build a cloud server cluster to ensure efficient data storage and computing. Establish a two-way encrypted data transmission channel for the terminal information interaction layer, using 5G or 4G wireless communication technology to achieve real-time data synchronization between the cloud and the drone mobile terminal. Complete the functional development and debugging of the drone mobile terminal, and test the compatibility, stability, and real-time performance of each module.

[0082] S8: Map Iteration and Real-time Updates. Establish a real-time airspace data update mechanism, connecting with the national integrated regulatory service platform for unmanned aerial vehicles to achieve synchronous updates of fixed airspace data. For temporary no-fly zones, enable rapid delineation, marking, and cancellation to ensure the real-time nature of temporary airspace information. During peak travel times (7:00-9:30 AM and 4:30-7:30 PM), dynamically expand the marking range of sensitive areas such as densely populated areas, schools, and transportation hubs, triggering targeted flight alerts. Continuously iterate and optimize airspace marking rules, safety compliance models, and terminal interfaces based on updates to drone flight regulations, expansion of application scenarios, and user feedback.

[0083] Specific application examples Example 1: Agricultural Operation Scenario The drone pilot uses a miniature drone to conduct agricultural plant protection operations in the suburbs. The pilot activates the drone and a mobile app; the mobile app automatically connects to a cloud data center to synchronize the latest airspace data for the work area. Figure 5As shown, the drone pilot selects an agricultural operation scenario in the scene selection interface. The map automatically highlights the farmland area within the operation area, marking the farmland's range, shape, size, and farmland boundary map (field ridges, field outlines). The crop layer (crop rows, ridges, planting areas) plans the optimal flight path from the drone's current location to the farmland area, avoiding no-fly zones such as high-voltage power lines and villages. Using GIS or aerial surveying algorithms, field ridges, crop areas, and obstacles are marked on the map. All obstacles (hazards) are marked, specifically: utility poles, guy wires, trees, houses, sheds, graves, piles of stones, ditches, ponds, etc. The drone uses RTK mapping for flight. RTK real-time dynamic positioning (achieving 1-3cm positioning accuracy) is used. Centimeter-level terrain-following flight is achieved, with the map automatically detecting the drone's equipment status and flight environment, and combining this with the pilot's qualifications to determine the flight safety level. If all indicators are compliant, a Level A rating is given, allowing takeoff. During flight, the map displays the drone's latitude and longitude, true flight altitude in real time, and dynamically displays the surrounding airspace status. A yellow alert is triggered when the drone approaches a sensitive area of ​​the village, and a voice prompt reminds the pilot to avoid it. An altitude warning is triggered when the drone reaches an altitude of 48 meters, reminding the pilot to descend. After the flight is completed, a flight compliance report is automatically generated on the map.

[0084] Example 2: Forest fire prevention patrol scenario Pilots use lightweight drones for forest fire prevention patrols. The pilot selects a forest fire patrol scenario, and the map automatically identifies the forest area, marks the patrol route, and avoids no-fly zones such as the core areas of nature reserves. Figure 6 As shown, the map determines the legal altitude limit to be 120 meters based on the drone model and sets a warning threshold of 115 meters. During flight, the map displays the surrounding airspace status with the drone's current location as the center. When smoke is detected in the forest area, the map automatically marks the suspected fire location and plans the optimal reconnaissance route.

[0085] Example 3: Express delivery and logistics operation scenario The drone pilot uses a small drone for express delivery. The pilot selects a delivery scenario, and the map automatically identifies the distribution of delivery stations, planning the optimal delivery route covering each point. The map determines the legal height limit of 120 meters based on the drone model, and the route planning avoids no-fly zones and sensitive areas throughout the entire process. Figure 7 As shown, when a drone approaches a residential area, the privacy protection module anonymizes the geographical data of the residential area to protect residents' privacy. The multi-drone situational awareness module displays the positions of other drones in the vicinity, enabling coordinated avoidance.

[0086] Example 4: Search and rescue operation scenario The drone pilot uses a medium-sized drone for search and rescue. The pilot selects the search and rescue scenario, and the map automatically activates the thermal imaging camera and LiDAR (optimally usable even in dense smoke), achieving thermal imaging camera + visible light / LiDAR + real-time SLAM mapping + thermal fusion rendering. 1. Perception layer: thermal imaging + LiDAR / binoculars. 2. Localization layer: RTK + IMU + odometry. 3. Mapping layer: real-time 3D reconstruction. 4. Fusion layer: thermal data is applied to the 3D model.

[0087] In nighttime mountain and forest search and rescue operations, LiDAR is used to build 3D terrain and thermal imaging to identify human bodies, highlighted in red. In search and rescue operations in buildings with dense smoke, when visible light is ineffective, LiDAR and thermal imaging are used to generate 3D maps. In search and rescue operations in collapsed ruins, 3D maps are used to display cavities and gaps, and thermal imaging is used to display the location of trapped individuals. In search and rescue operations in water areas / on the water surface at night, the temperature difference between the human body and the water is obvious, and the human body is highlighted directly on the 3D point cloud.

[0088] The electronic map of this invention can serve as a low-level data interface for a drone flight control module, allowing the drone flight control module to access it in real time.

[0089] The electronic map of this invention can be easily installed in any flight control module.

[0090] The electronic map of this invention has an API interface and capabilities. It can also be used as an electronic flight map in a UAV flight control module, integrating a module for real-time navigation and alerts planned according to flight protocols. It can be easily installed in any flight control module.

[0091] The UAV flight electronic map of this invention has several secure and open data interfaces that can accept external systems. For example, it can interface with the national fire protection system's data information interface, seamlessly connecting to firefighting UAV operation and safety commands, and can interface with forestry data interfaces. It can send current flight data to other systems, such as the current flight status of the UAV, camera data of captured images, and environmental information such as temperature, humidity, altitude, longitude, latitude, and flight path. The API interface functions and capabilities of the UAV flight electronic map of the present invention specifically include: the open API interface of the UAV flight map can be used as the underlying data interface of the flight control system, which can be called by the UAV flight control equipment in real time, and has flexible integration capabilities, which can be easily embedded into any flight control module.

[0092] 1. Internal flight control assistance capabilities can serve as a component of the UAV flight control self-stabilization module, providing two core capabilities: real-time navigation and alerts to support flight path planning via map visualization; 2. The external data access capability interface is secure and open, accepting data access from external systems and supporting seamless integration: for example, the national fire protection system information interface, receiving fire-fighting drone operation instructions and safety dispatch instructions; and the forestry industry data interface, adapting to forestry patrol and other operational scenarios. 3. Data output capability interface can output full-dimensional UAV operation data to external systems, including: data category specific content, flight status, current flight status, flight point trajectory data, camera image data, environmental information such as temperature, humidity, altitude, longitude, and latitude; 4. The drone's open, secure, and controllable data interface can connect to government / business systems across different industries, enabling data interoperability under compliance: 1. Firefighting scenario: Connecting to the national fire protection system information interface to receive operational dispatch and safety control instructions from the fire command center, while simultaneously transmitting back fire reconnaissance data to support frontline rescue decisions. 2. Forestry inspection scenario: Connecting to the forestry industry data interface to directly obtain information on no-fly zones and key patrol areas in forest areas, while simultaneously transmitting back forest temperature and humidity and fire monitoring images, adapting to the operational needs of forest fire prevention, resource surveys, etc. II. Flight control module integration scenario: As a secure and open underlying capability, it supports flexible integration with third-party flight control equipment: 5. Third-party flight control devices can securely and in real-time access the underlying data of the interface. They can integrate the interface capabilities into their own flight control modules without needing to repeatedly develop map navigation and flight data acquisition capabilities, quickly completing product adaptation. III. Achieving bidirectional secure data interaction in internal and external data interaction scenarios, balancing openness and security: 1. Secure inbound access: Only the agreed-upon command receiving port is open, receiving only legitimate commands from authorized external systems to prevent unauthorized commands from interfering with flight. 2. Secure outbound access: Flight data is output according to permissions, meeting the data needs of industry systems without leaking sensitive information, ensuring data transmission security. In short, "secure openness" means allowing drones to quickly adapt to the operational needs of different industries while ensuring both flight safety and data security, all within a compliant and controllable framework.

[0093] 6. For scenarios involving the external transmission of flight data by drones, data transmission optimization is performed from three dimensions: transmission stability, versatility, and ease of use. Specific optimization details are shown in Table 1 below: Table 1

[0094] 7. The data transmission optimization rules of the UAV flight electronic map of the present invention include: (1) Adding data header identifiers: Each data packet is assigned a unified device ID, timestamp, and data type identifier to facilitate the receiving end (firefighting / forestry system) to quickly sort the data and prevent data confusion when multiple UAVs work together. (2) Fragmentation and breakpoint resumption: For trajectory data and large-size image data of long flight routes, the data is split into small fragments of fixed length for transmission. After the signal is interrupted and restored, only the lost fragments need to be retransmitted, and the entire data packet does not need to be retransmitted, thus improving the transmission success rate. (3) Adding basic verification: A CRC check bit is added to the end of the data packet, so that the receiving end can quickly determine whether the data is corrupted and avoid dirty data affecting navigation and command decisions. III. Additional Optimizations for Connecting to External Systems Since it is necessary to connect to industry systems such as fire protection and forestry, two additional adaptation optimizations can be added: Compatibility with industry standard data formats: For example, when connecting to fire protection systems, adapt to the field naming conventions agreed upon by the fire emergency platform, eliminating the need for secondary field conversion at the receiving end and enabling faster connection. Support for optional field trimming: Dynamically trim unnecessary fields based on bandwidth conditions. For example, transmit all data when the signal is good, and only retain latitude, longitude, temperature, and key frame data when the signal is poor, ensuring stable transmission of core data.

[0095] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed in this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0096] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0097] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0098] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0099] The implementation of all or part of the processes in the methods of the above embodiments can also be accomplished by a computer program product. When the computer program product is run on a terminal device, the terminal device can implement the steps in the various method embodiments described above.

[0100] The embodiments described above are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. An electronic map for low-altitude flight of unmanned aerial vehicles (UAVs), characterized in that, This includes servers deployed in the cloud and terminals deployed on the user side; The server includes: The data management layer is used to store airspace data and flight rules data; The safety and compliance layer connects to the data management layer and has a built-in regulatory database and risk assessment module. The risk assessment module is used to conduct multi-dimensional assessments of the flight safety of the UAV based on the airspace data, flight rule data, and real-time UAV status data, and generate early warning information. A rules engine is used to store and dynamically update airspace identification rules, which map airspaces with different legal risk levels to visual identifiers. The terminal includes: The communication module is used for bidirectional data interaction with the server; The map display module is used to receive airspace data and airspace identification rules sent by the server, and render and display various airspaces on the map with corresponding visual identifiers; The early warning module is used to receive and present the early warning information sent by the server; The interaction module is used to receive user operation commands and upload the commands to the server through the communication module.

2. The electronic map for low-altitude flight of unmanned aerial vehicles according to claim 1, characterized in that, The airspace identification rules stored in the rule engine include rules that dynamically adjust the spatial range of specific types of airspace according to preset time patterns. The specific types of airspace include absolute no-fly zones, flight control zones, and densely populated sensitive areas. The data management layer automatically updates the boundary data of the specific types of airspace and sends it to the terminal according to the rules during preset time periods.

3. The electronic map for low-altitude flight of unmanned aerial vehicles according to claim 2, characterized in that, The preset time pattern includes dynamically adjusting the marking range of the sensitive area according to the peak periods of personnel activity.

4. The electronic map for low-altitude flight of unmanned aerial vehicles according to claim 1, characterized in that, The terminal also includes a true altitude display module for receiving and displaying the actual altitude of the UAV relative to the ground. The true altitude display module is shared with the display module on the user side of the UAV or configured as a separate display device. The actual altitude is obtained by fusion calculation of multi-source sensor data. The multi-source sensor data includes at least two of the following: GPS / BeiDou data, electronic compass data, optical flow sensor data, barometer data, real-time dynamic differential positioning data, digital elevation model data, millimeter-wave radar data, and lidar data. The multi-source sensor data can be obtained from sensors on the UAV flight controller or from a separately configured sensor group.

5. The electronic map for low-altitude flight of unmanned aerial vehicles according to claim 1, characterized in that, The risk assessment module is specifically used for: obtaining drone model information and matching the corresponding legal height restriction rules from the rule engine; obtaining the drone's current location and determining whether it is in a no-fly zone or controlled area; obtaining environmental information of the drone's current location; obtaining pilot qualification information and flight data recording status; and generating a compliance assessment result by combining the above information.

6. The electronic map for low-altitude flight of unmanned aerial vehicles according to claim 1, characterized in that, The terminal's interaction module is also used to receive flight operation scenarios input by the user; the map display module obtains corresponding adaptation area data from the server based on the flight operation scenario, and highlights the airspace area that is adapted to the scenario on the map. The map display module is also used to dynamically display the real-time status of the airspace within a preset range around the current location of the UAV, as well as the real-time status information of other nearby aircraft. The terminal also includes a trajectory recording module, used to record the flight trajectory data of the drone and upload it to the server through the communication module; When a drone approaches an absolute no-fly zone, the early warning module is also used to retrieve the corresponding legal basis information from the legal database and broadcast it.

7. The electronic map for low-altitude flight of unmanned aerial vehicles according to claim 1, characterized in that, The security and compliance layer also includes a privacy protection module and an emergency response module; the privacy protection module is used to de-identify sensitive information in geographic data; the emergency response module is used to establish a mechanism for handling abnormal situations of drones.

8. A method for drawing an electronic map of a drone flying at low altitude, applied to the electronic map described in any one of claims 1 to 7, characterized in that, Includes the following steps: S1: Collect and integrate airspace data from multiple sources in the cloud to build an airspace database; S2: Based on the airspace legal risk level, formulate multi-color airspace identification rules in the cloud and store them in the rule engine; S3: Builds security assessment models in the cloud with a built-in regulatory database; S4: Establish a two-way data communication channel between the cloud and the terminal; S5: Develop a map display module and an early warning module on the terminal to receive airspace data sent from the cloud and render it with multi-color markers, as well as to receive and present early warning information.

9. The drawing method according to claim 8, characterized in that, The multi-color airspace identification rules formulated in step S2 include rules for dynamically adjusting the spatial range of specific types of airspace according to a preset time pattern; the airspace data collected in step S1 includes airspace boundary data that is dynamically updated according to the rules. The method also includes: developing a scenario-based flight suitability area recommendation function on the terminal, obtaining corresponding suitable area data from the cloud based on the flight operation scenario selected by the user, and highlighting it through the map display module.

10. The drawing method according to claim 8, characterized in that, The method also includes: developing a trajectory recording module, a multi-aircraft situational awareness module, and a legal broadcasting function on the terminal, used to record flight trajectories, display the real-time status of other surrounding aircraft, and retrieve and broadcast the corresponding legal basis information when the drone approaches an absolute no-fly zone.

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