Low-altitude airspace flexible configuration and operation management and control method and system

Abstract

The application provides a low-altitude airspace flexible configuration and operation control method and system, the method comprising: step 1, constructing a low-altitude operation control double-layer optimization framework, and clearly defining an upper and lower layer low-altitude flight task optimization scheduling model feedback mechanism; step 2, constructing a low-altitude airspace resource optimization configuration model, and deciding the organization form configuration of a flexible airspace in different operation periods; step 3, constructing a low-altitude flight task scheduling model, and scheduling and controlling the flight task execution time; step 4, integrating and developing a low-altitude flexible airspace configuration and flight task control double-layer optimization model, and generating airspace flexible configuration results and flight task execution results in different operation periods. The method is conducive to promoting the optimal configuration of a flexible airspace structure, the intensive utilization rate of airspace resources and the maximization of operation efficiency, and simultaneously improves the support rate of flight tasks and reduces the additional energy consumption of low-altitude aircrafts caused by traffic organization, thereby providing a reference for low-altitude airspace management and operation strategy formulation.

Description

Technical Field

[0001] This invention relates to the field of low-altitude air traffic management and optimization control technology, specifically to a method and system for flexible configuration and operation control of low-altitude airspace. Background Technology

[0002] Flight demand in urban low-altitude airspace is characterized by high density, diverse types, and strong dynamics. The contradiction between limited low-altitude airspace resources and ever-increasing flight demand is becoming increasingly prominent, leading to escalating problems such as operational conflicts, airspace congestion, and mission delays. This not only affects the safety and efficiency of low-altitude operations but also restricts the large-scale development of low-altitude transportation and related industries, becoming a key issue that urgently needs to be addressed in the field of low-altitude operation management.

[0003] Current research and engineering practices in low-altitude airspace management are largely based on pre-defined static airspace structures, organizing and controlling flight missions through fixed routes, preset rules, or single-layer scheduling methods. Some studies have introduced methods such as path planning, conflict detection, and scheduling optimization, which have improved mission execution efficiency to some extent under given airspace conditions. However, existing low-altitude airspace delineation methods are still predominantly static, lacking the ability to dynamically open and close, adjust priorities, and switch control strategies based on flight mission characteristics, real-time traffic conditions, and operational risk levels. This makes it difficult to effectively support scenarios such as intensive operations during peak hours. Due to the lack of real-time adjustment and adaptive configuration mechanisms, low-altitude airspace resources are prone to localized congestion during peak hours and resource idleness and waste during off-peak hours in actual operation. Furthermore, existing methods typically optimize under fixed airspace organization, failing to consider airspace configuration and mission scheduling in a coordinated manner. This results in insufficient matching between airspace resource supply and mission demand, making it difficult to achieve an overall improvement in low-altitude operational safety, efficiency, and resource utilization. Summary of the Invention

[0004] Purpose of the invention: The technical problem to be solved by the present invention is to address the shortcomings of the prior art by providing a method and system for flexible configuration and operation management of low-altitude airspace, realizing dynamic configuration of low-altitude airspace resources and collaborative optimization scheduling of flight missions, thereby improving the safety, efficiency and utilization level of low-altitude airspace resources.

[0005] The method includes the following steps:

[0006] Step 1: Analyze the relationship between the low-altitude airspace organization and the decision-making hierarchy of low-altitude operation control, construct a two-layer optimization framework for low-altitude operation control with dynamic configuration of low-altitude airspace and collaborative scheduling of flight missions as the core, and clarify the feedback mechanism of the upper and lower layers of low-altitude flight mission optimization scheduling model.

[0007] Step 2: To meet the needs of low-altitude airspace management, construct a dynamic optimization configuration model for flexible airspace organization.

[0008] Step 3: To meet the operational needs of low-altitude flight, construct a spatiotemporal collaborative integrated scheduling model for low-altitude flight missions;

[0009] Step 4: Using the airspace environment, flexible airspace combination form, and initial flight mission list as input, generate flexible airspace configuration results and corresponding flight mission execution lists for different time periods.

[0010] Step 1 includes:

[0011] Step 1-1: Based on the low-altitude operation network structure and flight mission data, model and analyze the coupling relationship between low-altitude airspace organization and flight mission scheduling. Specifically, this includes: constructing a mapping relationship between airspace organization and route connectivity, node passage rules, and capacity constraints, as well as the feedback relationship between flight mission scheduling and airspace resource occupancy status, conflict level, and operational load; through quantitative evaluation of the mapping relationship, identifying the constraints of airspace organization adjustments on the set of feasible flight paths, passage order, and conflict relationships, as well as the degree of impact of flight mission scheduling results on airspace operation status, determining the master-slave relationship between airspace configuration decisions and mission scheduling decisions, and clarifying the hierarchical responsibilities of airspace configuration decisions and mission scheduling decisions in low-altitude operation management.

[0012] Steps 1-2: Based on the aforementioned decision-making hierarchy, a two-layer optimization framework for low-altitude operation management is constructed, with dynamic configuration of low-altitude airspace and collaborative scheduling of flight missions as its core. The two-layer optimization framework for low-altitude operation management includes an upper-layer low-altitude airspace resource optimization configuration model and a lower-layer low-altitude flight mission optimization scheduling model. The upper-layer low-altitude airspace resource optimization configuration model is used to determine the dynamic configuration scheme of low-altitude airspace organization, and the lower-layer low-altitude flight mission optimization scheduling model is used to generate a collaborative scheduling scheme for flight missions under given airspace configuration conditions.

[0013] Steps 1-3 establish a feedback mechanism between the upper-level low-altitude airspace resource optimization and allocation model and the lower-level low-altitude flight mission optimization and scheduling model. The airspace configuration results output by the upper-level low-altitude airspace resource optimization and allocation model are used as input constraints for the lower-level low-altitude flight mission optimization and scheduling model. The mission execution status, operational conflict information, and scheduling performance generated by the lower-level low-altitude flight mission optimization and scheduling model are fed back to the upper-level low-altitude airspace resource optimization and allocation model for iterative correction of the low-altitude airspace dynamic configuration scheme.

[0014] Step 2 includes:

[0015] Step 2-1: Discretize the planning time, divide the planning period into several continuous time slices, construct a set of candidate flexible airspace organization forms, and define time slice-level airspace organization form assignment decision variables.

[0016] Step 2-2: Classify and model the flight missions within the planned time period, dividing the flight missions into originating departure missions, arrival and entry missions, transit missions and intra-regional missions, and constructing a set of low-altitude operation network nodes and a set of feasible operation paths for each type of mission under different airspace organization forms.

[0017] Steps 2-3: Using the flexible airspace organization form adopted in each time slice as the decision variable, a dynamic optimization configuration model for the flexible airspace organization form is constructed. The dynamic optimization configuration model for the flexible airspace organization form aims to minimize the cost of switching airspace organization forms, minimize the degree of airspace load imbalance, and maximize the level of flight mission support. The switching cost is measured by the difference in organization forms between adjacent time slices, the degree of load imbalance is characterized by the degree of resource occupation deviation of nodes or airspace units, and the level of mission support is determined by whether the flight mission delay exceeds a threshold.

[0018] Steps 2-4 establish constraints for the optimization model, including: a unique constraint that only one airspace organization form can be selected for any given time slice, a constraint on the frequency of switching between organization forms in adjacent time slices, and a constraint on airspace service capabilities, thereby enabling dynamic configuration of flexible airspace organization forms.

[0019] Step 2-1 includes: considering the consistency of airspace organization methods, and using hourly granularity to allocate the total planning time. Discretize according to a preset time granularity, dividing it into several continuous time slices. In this embodiment, the 24-hour planning cycle is divided into 24 consecutive time slices with a time granularity of 1 hour. This is applied to the set of candidate flexible airspace organization forms. The set M is used to represent the combination of different airspace resource openness and airway connection structures. The acquisition method is as follows: based on the low-altitude operation network structure, different combinations of node connection relationships, airway passage rules and airspace capacity constraints are designed to form candidate airspace organization forms.

[0020] Introducing time-segment organization form to assign decision variables Used to represent time slices Should an airspace organization form be adopted? If time slice Adopting an organizational form ,but It is 1 if it is true, otherwise it is 0.

[0021] To meet the needs of urban low-altitude airspace management, the flexible airspace organization form adopted in each time period is dynamically determined. In this embodiment, the set of candidate flexible airspace organization forms includes three different opening modes: low opening mode, medium opening mode, and high opening mode. The low opening mode opens some key airways and node connections, the medium opening mode opens the main airway connection structure, and the high opening mode opens all available airways and node connections, which are respectively suitable for low-traffic operation, normal operation, and high-traffic operation scenarios.

[0022] Step 2-2 includes: compiling a set of flight missions for the planned time period. Based on mission operational attributes, they are divided into four categories: The first category is the set of originating departure flight missions within the planned area. The set The first category consists of missions that take off from within the study area during the planned time period and enter or leave the study area from the external network; the second category consists of arrival-entry flight missions within the planned area. The set The first category consists of missions that enter the study area from external networks within the planned timeframe and ultimately reach the target take-off and landing points within the area; the second category consists of a set of transit flight missions within the planned area. The set The fourth category consists of missions that traverse the research area within the planned timeframe, or continue flying after completing a relay transfer within the area; The set Missions within the planned timeframe take off from within the study area and ultimately land or terminate within the study area. Therefore, the set of flight missions within the planned timeframe... Represented as:

[0023] ,

[0024] Consider two or more types of low-altitude operating nodes, including the set of takeoff and landing nodes. set of key route nodes Set of intersection control nodes and the set of interface nodes at the region boundary Let P be the set of network nodes operating at low altitudes. ;

[0025] Based on a specific flexible airspace organization form, the available operational network structure, route connectivity, altitude layer configuration, and node passage rules for flight missions are all known.

[0026] For any flight mission In flexible airspace organization form The set of candidate running paths is denoted as follows. ,in Indicates flight mission Flexible airspace organization The set of all feasible running paths under, This indicates the number of feasible paths in the set of feasible running paths. Indicates flight mission Flexible airspace organization The next One feasible running path;

[0027] For originating departure flight missions The first node of the running path is the take-off and landing node within the region, and the last node is the boundary node of the region.

[0028] For the arrival and entry into the domain flight mission The first node of the running path is the area boundary access node, and the last node is the take-off and landing node within the area.

[0029] For transit flight missions The first and last nodes of the running path are the boundary access node, the outgoing node, and the relay conversion node;

[0030] For intra-regional flight missions The first and last nodes of the running path are both take-off and landing nodes within the region;

[0031] The following settings are proposed:

[0032] In any given time slice, the low-altitude operation system within the study area adopts only one flexible airspace organization form, and the organization form remains unchanged within the time slice.

[0033] The flexible airspace organization form only allows switching at the boundary between adjacent time segments. The system reconfiguration time consumed by the organization form switching itself is not considered, but the switching cost is reflected through the objective function.

[0034] Each flexible airspace organization form corresponds to a set of predefined airspace partitioning methods, airway connection structures, altitude layer configuration methods, node passage rules, and task priority strategies. The lower-level low-altitude flight task optimization scheduling model can only perform scheduling under the constraints of the flexible airspace organization form selected by the upper-level low-altitude airspace resource optimization configuration model.

[0035] In the upper-level planning stage, the flight mission requirements, basic airspace resource conditions, and candidate flexible airspace organization forms within the planning period are all known, and temporary additions or deletions to the candidate organization form set within the planning period are not considered.

[0036] Steps 2-3 include:

[0037] The flexible airspace organization format adopted in each time slice Let the decision variable be defined as: if in time slices Choose to use a flexible airspace organization model ,but Otherwise, it is 0. ;

[0038] To meet the needs of low-altitude operation management, and with the objectives of minimizing the cost of switching between flexible airspace organization forms, minimizing airspace load imbalance, and maximizing flight mission support rate, the flexible airspace organization form is dynamically configured. The objective function is expressed as follows:

[0039] ,

[0040] in, This represents the comprehensive optimization objective function value of the upper-level low-altitude airspace resource optimization allocation model. Indicators of the cost of switching to flexible airspace organization models; For time slices The airspace load imbalance index; The indicator is insufficient flight mission availability. This represents the weighting coefficient, which is used to adjust the relative importance of airspace organization switching costs, airspace load balancing, and flight mission support levels in comprehensive optimization. Its value is set according to actual operation and management needs.

[0041] The cost index for switching flexible airspace organization forms is defined as follows: ;

[0042] Time slice The airspace load imbalance index is defined as ;in Indicates time slice The average target load level of the low-altitude network; Indicating flexible airspace organization Next, time slice Internal nodes or local spatial units The workload; Indicating flexible airspace organization Next, time slice Internal nodes or local spatial units The service capacity and capacity limit;

[0043] Insufficient flight mission availability index is defined as ,in Indicates flight mission The following are examples of unguaranteed values:

[0044] ,

[0045] in Indicates flight mission The delay time, Indicates flight mission The maximum acceptable delay time.

[0046] Steps 2-4 include:

[0047] The restriction is that any time slice can use one and only one flexible spatial organization form, expressed as:

[0048] ,

[0049] The total switching frequency of flexible airspace organization forms within the planning period is limited to a given threshold to ensure the continuity and stability of airspace organization, expressed as:

[0050] ,

[0051] in, This refers to the maximum number of flexible airspace organization form switching attempts or the switching intensity threshold allowed within the planned time period;

[0052] Within any given time slice, the selected flexible airspace organization form must possess basic service capabilities that match the current mission requirements; otherwise, the selected flexible airspace organization form cannot be used within the time slice, as indicated by:

[0053] ,

[0054] in, Indicates time slice The scale of flight mission requirements within the country.

[0055] Step 3 includes:

[0056] Step 3-1: Under the constraints of the flexible airspace organization form determined by the upper-level low-altitude airspace resource optimization and allocation model, construct the basic elements of the lower-level low-altitude flight mission optimization and scheduling model, including: a set of flight missions, a low-altitude operation network structure, a set of candidate paths, and mission origin and destination points, flight time, and operation rules. Specifically: the set of flight missions describes all flight missions to be executed within the planned time frame, including mission type, starting node, target node, and time window constraint information; the low-altitude operation network structure represents a directed graph structure composed of a set of nodes and a set of connecting segments, wherein the set of nodes includes take-off and landing nodes, intersection nodes, critical route nodes, and regional boundary interface nodes. The key locations during flight are represented by the connecting segment set, which represents the passable routes between nodes and includes attributes such as route capacity, flight time, and passage rules. The candidate path set represents the set of feasible operational paths under the constraints of the current flexible airspace organization. Each path consists of several consecutive nodes and their connecting segments, used to describe the complete trajectory of a flight mission from the starting node to the target node. The flight time and operation rules include flight time, speed constraints, safety interval requirements, and node passage rules. The flight time is determined by the route length and aircraft performance parameters, and the safety interval requirements are used to constrain the minimum interval time between different flight missions on the same node or route segment.

[0057] Step 3-2: Using the takeoff time, key node transit time, and path selection of the flight mission as decision variables, construct a spatiotemporal collaborative scheduling optimization model for the flight mission. The spatiotemporal collaborative scheduling optimization model for the flight mission takes minimizing the flight mission scheduling time deviation, minimizing the operational conflict risk, and minimizing the energy consumption deviation as the comprehensive optimization objectives. Here, the time deviation is represented by the difference between the actual arrival time of the mission and the arrival time of the target, the conflict risk is represented by the degree of potential conflict between missions, and the energy consumption deviation is represented by the degree of deviation of the actual path energy consumption from the optimal baseline energy consumption.

[0058] Step 3-3: Construct the constraints of the scheduling model, including: flexible airspace organization form matching constraints, unique path selection constraints, mission time window constraints, flight time constraints, route capacity constraints, node conflict resolution constraints, route safety interval constraints, energy constraints, and no-fly zone and restricted airspace constraints, so as to realize safe and orderly collaborative scheduling of flight missions in the spatiotemporal dimension.

[0059] In step 3-1, the following model settings are proposed:

[0060] The start and end points of the flight missions are known and will not change within the planned time period; the start points of both the originating domain flight missions and the intra-regional flight missions are take-off and landing nodes within the study area, and the end points of both the entering domain flight missions and the intra-regional flight missions are take-off and landing nodes within the study area.

[0061] The flight speed and flight time of the flight mission on a given route segment are known. The values ​​are determined by the aircraft type, route attributes and the corresponding flexible airspace organization form, without considering the speed fluctuations caused by the randomness of piloting and instantaneous weather disturbances.

[0062] When any two flight missions are running on the same route segment, the same intersection node, or the same local airspace unit, they must meet the prescribed safety separation requirements; when a potential conflict occurs between missions, the subsequent mission shall resolve the conflict by waiting, slowing down, or rerouting.

[0063] Within a time slice, the flexible airspace organization form used by the flight mission remains unchanged; if the flight mission execution process spans two adjacent time slices, the flight mission will use the flexible airspace organization form of the corresponding time slice when entering the low-altitude operation network until the current scheduling process is completed.

[0064] No-fly zones, restricted-fly zones, and restricted airway segments are known within the planning time period; unavailable nodes and unavailable airway segments do not participate in candidate path generation;

[0065] The set of candidate operating paths for each flight mission has been predetermined by the flexible airspace organization form selected by the upper-level low-altitude airspace resource optimization and allocation model. The lower-level low-altitude flight mission optimization and scheduling model only performs collaborative optimization of mission time and passage order within the set of feasible paths.

[0066] Step 3-2 includes: defining variables Indicates flight mission Through nodes At that moment, , ;parameter Indicates if flight mission Use time slices The flexible airspace organization form, Otherwise, it is 0; parameter Indicates if flight mission Flexible airspace organization Next, select the first one. There are 10 candidate paths, then Otherwise, it is 0; parameter Indicates if flight mission During flight mission Previous Use Node ,but Otherwise, it is 0. , ;

[0067] The goal of spatiotemporal coordinated scheduling of flight missions is to minimize the deviation between flight mission scheduling time and target time, minimize conflict risk, and reduce operational energy consumption. The objective function is expressed as:

[0068] ,

[0069] in The comprehensive scheduling cost index for flight missions is expressed as:

[0070] ,

[0071] in, This represents the average of the task time deviation index. This represents the average of the conflict risk indicators. The average value of the energy consumption deviation index is defined as follows:

[0072] ,

[0073] ,

[0074] ,

[0075] Flight mission Arrival delay time This indicates that a delay occurs when the flight mission arrives at the terminal node later than the target arrival time; otherwise, the delay is zero. Indicates flight mission Arrive at the terminal node on the selected running path. The actual arrival time Indicates flight mission The planned arrival time, Indicates flight mission The terminal nodes are a set of take-off and landing nodes. or set of interface nodes at the region boundary Nodes in;

[0076] Flight mission Execution satisfaction deviation index It indicates the degree of deviation between the actual flight mission time and the minimum feasible flight time; Indicating flexible airspace organization Next, flight mission From node To node Minimum flight time; and These are the start and end nodes of the flight mission path, respectively.

[0077] Flight mission Energy consumption deviation index This represents the proportion of additional energy consumption during task execution relative to the maximum available energy budget, where... Indicates flight mission The total energy consumption under the shortest feasible path or the baseline path is used as a benchmark for energy consumption comparison. Indicating flexible airspace organization Next, flight mission From node To fly to the node The energy consumption is calculated based on the length of the corresponding route segment, flight time, and aircraft performance parameters. Indicates flight mission The maximum energy consumption allowed under the current operating constraints is set in advance based on the aircraft's remaining energy, mission execution requirements, or operational safety constraints.

[0078] Step 3-3 includes:

[0079] Constraints of flexible airspace organization:

[0080] Restricting any flight mission to use only one flexible airspace organization form corresponding to a time slice, as shown below:

[0081] ,

[0082] Restricted flight missions The initial takeoff time is located in the time slice During the start and end time periods, the flight mission Use time slices The flexible airspace organization form is represented as:

[0083] ,

[0084] ,

[0085] in, Indicates time slice The starting time, ; Indicates time slice At the end of the day, .

[0086] Flight mission path selection constraints:

[0087] Restricting any flight mission to only one execution path from the currently available candidate paths is expressed as:

[0088] ,

[0089] Restricting any flight mission to only one execution path from the currently available candidate paths is expressed as:

[0090] ,

[0091] The key time constraints for flight mission scheduling are as follows:

[0092] The restriction that the takeoff time of originating missions within the domain and missions within the area must not be earlier than the earliest permitted takeoff time is expressed as follows:

[0093] ,

[0094] in, Indicates flight mission The earliest permitted takeoff time, ;

[0095] The arrival time for restricted arrival missions and intra-regional flight missions must not be later than the latest permitted arrival time, as expressed as:

[0096] ,

[0097] in, Indicates flight mission The latest allowed arrival time, ;;

[0098] Flight mission runtime constraints:

[0099] The time limit for any flight mission to pass through two consecutive nodes should not be less than the minimum flight time of the corresponding route segment, expressed as:

[0100] ,

[0101] in, It is a very large constant;

[0102] Key node conflict resolution constraints restrict any two flight missions to a minimum node clearance interval when using the same rendezvous control node, and this is achieved through variables. The order of two flight missions at a node is determined as follows:

[0103] ,

[0104] ,

[0105] in, Indicates flight mission and flight mission The minimum interval between passing through the same critical route node or rendezvous control node. , Indicates flight mission Flexible airspace organization The set of executable paths;

[0106] The route safety separation constraint restricts any two flight missions from meeting the minimum longitudinal safety separation requirement when operating on the same route segment, and is expressed as:

[0107] ,

[0108] ,

[0109] in, Indicates when a flight mission and flight mission Minimum safe interval when two people share the same airway segment. , End point of the route segment The order determination variable at the location is used to represent the flight mission. With flight mission The order of passage on this route segment is defined as follows:

[0110] ,

[0111] A value of 1 indicates a flight mission. At the node Prior to flight mission Passage, a value of 0 indicates a flight mission. At the node Priority passage for flight mission i;

[0112] Flight mission energy consumption constraints limit the cumulative energy consumption of any flight mission executing along a selected path from exceeding the maximum available energy consumption, as expressed as:

[0113] ;

[0114] Restricted and prohibited zones limit the selection of any candidate routes that overlap with restricted or prohibited flight zones. The set of no-fly zones, restricted zones, or unusable airspace units is represented as:

[0115] ,

[0116] To avoid inconsistencies in the order of any two tasks at the same node, a unique priority order is constrained, restricting any two flight tasks to have one and only one order of passage at the same conflict node, represented as:

[0117] ,

[0118] To ensure that the order of consecutive nodes on the same path remains consistent, a constraint is imposed on sequential continuity. This constraint stipulates that if two tasks run consecutively on the same segment, their relative order must remain consistent between adjacent nodes. This can be represented as:

[0119] .

[0120] The present invention also provides a low-altitude airspace flexible configuration and operation control system based on the method, including an airspace dynamic configuration module, a flight mission collaborative scheduling module, and an operation optimization control output module;

[0121] The airspace dynamic configuration module is used to dynamically optimize the airspace organization form of each time slot based on low-altitude airspace environment data, candidate flexible airspace organization form set and planning time division results; combined with airspace resource capacity constraints, operational safety requirements and airspace load balancing requirements, it determines the flexible airspace organization form under different time periods and generates the corresponding airspace structure configuration scheme.

[0122] The flight mission collaborative scheduling module is used to construct a low-altitude flight mission spatiotemporal collaborative scheduling model based on the initial flight mission list and spatiotemporal attributes, under the constraints of the flexible airspace organization form determined by the airspace dynamic configuration module. It optimizes the takeoff time, flight path and key nodes of the flight mission by sequence. Combined with mission time window constraints, route capacity constraints, conflict resolution constraints and energy consumption constraints, it generates a flight mission scheduling scheme that meets the requirements of safety and efficiency.

[0123] The operation optimization and control output module is used to integrate and process the dynamic airspace configuration results and flight mission scheduling results, and output flexible airspace configuration results and matching flight mission execution lists for different time periods. The flight mission execution list includes mission take-off time, path selection scheme, key node passing time and mission execution status information to support real-time control and decision-making applications for low-altitude operations.

[0124] Beneficial Effects: Compared with existing technologies, this invention achieves collaborative decision-making between airspace structure design and flight mission scheduling, overcoming the problem of fragmented airspace configuration and mission scheduling in traditional methods, and improving the overall coordination and optimization capabilities of low-altitude operation management. By introducing a flexible airspace organization form and dynamic configuration mechanism and constructing a low-altitude flight mission optimization scheduling model based on nodes and airway segments, it achieves adaptive adjustment of airspace resources and integrated scheduling of flight missions in terms of time, space, and passage sequence, effectively alleviating airspace congestion during peak hours and resource idleness during off-peak hours, significantly improving airspace resource utilization efficiency and reducing mission delay levels. Verification shows that this invention outperforms existing methods in key indicators such as average mission delay time, airspace resource utilization rate, flight mission support rate, conflict risk, and energy consumption, achieving a comprehensive improvement in low-altitude operation efficiency, safety, and resource utilization, and possesses good engineering application value and promotion prospects. Attached Figure Description

[0125] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, and the advantages of the present invention in the above and / or other aspects will become clearer.

[0126] Figure 1 Framework diagram for optimizing and controlling low-altitude flexible airspace operations.

[0127] Figure 2 This is a schematic diagram showing the time-slot distribution characteristics of low-altitude flight missions.

[0128] Figure 3 The optimal solution iteration curve for the two-layer model of "dynamic configuration of low-altitude airspace - coordinated scheduling of flight missions" is shown. Detailed Implementation

[0129] This invention provides a method for flexible configuration and operation management of low-altitude airspace, comprising the following steps:

[0130] Step 1: Analyze the relationship between the low-altitude airspace organization and the decision-making hierarchy of low-altitude operation control, construct a two-layer optimization framework for low-altitude operation control with "dynamic low-altitude airspace configuration - collaborative flight mission scheduling" as the core, and clarify the feedback mechanism of the upper and lower layer low-altitude flight mission optimization scheduling models, such as... Figure 1 As shown; specifically including:

[0131] Step 1-1: Based on the low-altitude operation network structure and flight mission data, model and analyze the coupling relationship between low-altitude airspace organization and flight mission scheduling. Specifically, this includes: constructing a mapping relationship between airspace organization and route connectivity, node passage rules, and capacity constraints, as well as the feedback relationship between flight mission scheduling and airspace resource occupancy status, conflict level, and operational load; through quantitative evaluation of the mapping relationship, identifying the constraints of airspace organization adjustments on the set of feasible flight paths, passage order, and conflict relationships, as well as the degree of impact of flight mission scheduling results on airspace operation status, determining the master-slave relationship between airspace configuration decisions and mission scheduling decisions, and clarifying the hierarchical responsibilities of airspace configuration decisions and mission scheduling decisions in low-altitude operation management.

[0132] In one specific implementation, taking flight mission scheduling within a certain time slice as an example, when the airspace organization mode is adjusted from a low-openness mode to a high-openness mode, the number of open airway segments increases, and the number of optional paths for flight missions increases accordingly, thereby reducing the probability of path conflicts. However, this may also lead to an increase in the load on local key nodes. By statistically analyzing the mission delay time, number of conflicts, and node load levels under different airspace organization modes, the above-mentioned impacts are quantitatively evaluated. Furthermore, based on the evaluation results, when the impact of mission scheduling on the airspace operation status is higher than a preset threshold, the mission scheduling result is used as the dominant feedback information to correct the airspace organization configuration scheme. Otherwise, the airspace organization configuration scheme constrains the mission scheduling process, thereby determining the master-slave relationship between airspace configuration decisions and mission scheduling decisions, and thus clarifying the hierarchical responsibilities of airspace configuration decisions and mission scheduling decisions in low-altitude operation control.

[0133] Steps 1-2: Based on the aforementioned decision-making hierarchy, a two-layer optimization framework for low-altitude operation management is constructed. Specifically, the low-altitude operation management problem is divided into an upper-layer dynamic airspace configuration problem and a lower-layer flight mission collaborative scheduling problem. The upper-layer low-altitude airspace resource optimization configuration model uses the selection of time-segmented airspace organization as its core decision content to determine the airspace structure configuration scheme under different time slices. The lower-layer low-altitude flight mission optimization scheduling model, under the constraints of the airspace configuration conditions given by the upper layer, performs spatiotemporal collaborative scheduling optimization of flight missions to generate mission execution schemes. The two-layer optimization framework achieves decoupling and collaborative modeling of the structural layer and the operational layer in the low-altitude operation system through layered modeling of airspace structure design and mission operation scheduling.

[0134] Steps 1-3 establish a feedback mechanism between the upper and lower-level low-altitude flight mission optimization scheduling models. Specifically, the airspace organization configuration results output by the upper-level low-altitude airspace resource optimization configuration model are used as input constraints for the lower-level scheduling model to limit the feasible operational network, path selection range, and passage rules for flight missions. Simultaneously, the mission execution results output by the lower-level low-altitude flight mission optimization scheduling model, including mission delays, operational conflict information, resource occupancy status, and comprehensive scheduling indicators, are fed back to the upper-level low-altitude airspace resource optimization configuration model to evaluate the adaptability of the current airspace configuration scheme. Based on this, the airspace organization is dynamically corrected through an iterative update mechanism until the preset optimization objective or convergence condition is met, thereby achieving collaborative optimization between airspace configuration and mission scheduling.

[0135] Step 2, addressing the needs of low-altitude airspace management, construct a dynamic optimization configuration model for flexible airspace organization; specifically including:

[0136] Step 2-1 involves discretizing the planning time, dividing the planning period into several continuous time slices, constructing a set of candidate flexible airspace organization forms, and defining time-slice-level airspace organization form assignment decision variables; the specific implementation method is as follows:

[0137] To ensure consistency in the use of airspace organization methods, the total planning time is allocated at the hourly granularity level. Divided into several consecutive time slices, targeting a set of candidate flexible airspace organization forms. Introducing time-segment organization form as a decision variable To meet the relevant needs of urban low-altitude airspace management, the flexible airspace organization form to be adopted in each time period is dynamically determined.

[0138] Step 2-2 involves classifying and modeling flight missions within the planned time period, categorizing them into originating departure missions, arriving arrival missions, transit missions, and intra-regional missions. A set of low-altitude operational network nodes and a set of feasible operational paths for each type of mission under different airspace organization configurations are then constructed. The specific implementation method is as follows:

[0139] The set of flight missions within the planned time period Based on mission operational attributes, they are divided into four categories: one category is the set of originating departure flight missions within the planned area. The first category consists of missions within this set that take off from within the study area during the planned time period and enter or leave the study area from the external network; the second category consists of arrival-entry flight mission sets within the planned area. The first category consists of missions within this set that enter the study area from an external network during the planned time period and ultimately reach the target take-off and landing point within the area; the second category consists of transit flight mission sets within the planned area. The first category consists of missions that traverse the study area during the planned time period, or continue flying after completing a relay transfer within the area; the second category consists of missions that fly within the planned area. The missions within this set take off from within the study area during the planned time period and ultimately land or terminate within the study area. Therefore, the set of flight missions within the planned time period is represented as:

[0140] ,

[0141] Consider various types of low-altitude operating nodes, including sets of takeoff and landing nodes. set of key route nodes Set of convergence control nodes and the set of interface nodes at the regional boundaries The set of network nodes operating at low altitudes is denoted as... .

[0142] Based on a specific flexible airspace organization, the available operational network structure, route connectivity, altitude layer configuration, and node passage rules for flight missions are all known. For any flight mission... In flexible airspace organization form The set of candidate running paths is denoted as follows. ,in Indicates flight mission Flexible airspace organization The next A feasible operational path. For originating de-territorial flight missions. Its operational path begins with an internal takeoff and landing node and ends with an exit node at the regional boundary; for arrival and entry flight missions... Its operational path begins with a regional boundary access node and ends with a regional takeoff and landing node; for transit flight missions... Its operational path begins and ends at boundary access / outbound nodes or relay conversion nodes; for intra-regional flight missions Its first and last nodes in the running path are both take-off and landing nodes within the region.

[0143] The following assumptions are made:

[0144] In any given time slice, the low-altitude operational system within the study area adopts one and only one flexible airspace organization form, and this organization form remains unchanged within that time slice.

[0145] The flexible airspace organization form only allows switching at the boundary between adjacent time segments. The system reconfiguration time consumed by the organization form switching itself is not considered, but its switching cost is reflected through the objective function.

[0146] Each flexible airspace organization form corresponds to a set of predefined airspace partitioning methods, airway connection structures, altitude layer configuration methods, node passage rules, and mission priority strategies. The lower-level flight mission scheduling model can only perform scheduling under the constraints of the upper-level selected flexible airspace organization form.

[0147] In the upper-level planning stage, the flight mission requirements, basic airspace resource conditions, and the set of candidate flexible airspace organization forms within the planning period are all known, and temporary additions or deletions to the set of candidate organization forms within the planning period are not considered.

[0148] Steps 2-3 involve constructing a dynamic optimization configuration model for flexible airspace organization, using the flexible airspace organization form adopted in each time slice as the decision variable. The model aims to minimize the cost of switching airspace organization forms, minimize airspace load imbalance, and maximize flight mission support levels. The switching cost is measured by the difference in organization forms between adjacent time slices; the degree of load imbalance is characterized by the deviation in resource occupancy of nodes or airspace units; and the mission support level is determined based on whether flight mission delays exceed a threshold. The specific implementation method is as follows:

[0149] The flexible airspace organization format adopted in each time slice Let be the decision variable, defined as if in time slices Choose to use a flexible airspace organization model ,but Otherwise, it is 0. , .

[0150] To meet the needs of low-altitude operation management, and with the objectives of minimizing the cost of switching flexible airspace organization forms, minimizing airspace load imbalance, and maximizing flight mission support rate, the flexible airspace organization form is dynamically configured. The objective function is expressed as follows:

[0151] ,

[0152] in, The cost indicator for switching between flexible airspace organization forms can be expressed as the cumulative degree of difference in organization forms between adjacent time slices; For time slices The airspace load imbalance index is used to measure the degree of resource imbalance among different nodes, airway segments, or local airspace units under the current organizational form. This is an indicator of insufficient flight mission availability. The higher the value, the higher the proportion of missions that are not effectively guaranteed within the current planning cycle.

[0153] The cost index for switching flexible airspace organization can be defined as follows: This indicates that if two adjacent time slices use different flexible airspace organization forms, an organization form switching cost will be generated; if they are the same, no switching cost will be generated.

[0154] Time slice The airspace load imbalance index can be defined as follows: , which represents the sum of the deviations of the actual load rate of each node or local airspace unit from the target average load level under a given flexible airspace organization. The smaller this index is, the more conducive the current flexible airspace organization is to the balanced utilization of low-altitude operational resources. Indicates time slice The average target load level of the low-altitude network; Indicating flexible airspace organization Next, time slice Internal nodes or local spatial units The workload; Indicating flexible airspace organization Next, time slice Internal nodes or local spatial units Service capacity / capacity limit.

[0155] The proportion of flight missions that failed to be properly guaranteed can be defined as Flight mission availability is related to flight mission delay time. If the actual delay time does not exceed the prescribed standard value, the mission is considered effectively guaranteed under the current flexible airspace organization; conversely, if the delay time exceeds the prescribed standard value, the mission is considered not guaranteed. The following are the possible values ​​that are not guaranteed:

[0156] ,

[0157] in Indicates flight mission The delay time, Indicates flight mission The maximum acceptable delay time is defined as follows: if the flight mission delay time does not exceed the prescribed standard value, the mission is considered a guaranteed mission; if the flight mission delay time exceeds the prescribed standard value, the mission is considered an unguaranteed mission.

[0158] Steps 2-4 involve constructing constraints for the optimization model, including: a unique constraint that only one airspace organization form can be selected for any given time slice, a constraint on the frequency of switching between organization forms in adjacent time slices, and a constraint on airspace service capacity, thereby achieving dynamic configuration of flexible airspace organization forms; the specific implementation method is as follows:

[0159] The restriction is that any time slice can use one and only one flexible spatial organization form, expressed as:

[0160] ,

[0161] The total switching frequency of flexible airspace organization forms within the planning period is limited to a given threshold to ensure the continuity and stability of airspace organization, expressed as:

[0162] ,

[0163] in, This refers to the maximum number of flexible airspace organization form switching attempts or the switching intensity threshold allowed within the planned time period.

[0164] Within any given time slice, the selected flexible airspace organization configuration must possess basic service capabilities that match the current mission requirements; otherwise, the configuration cannot be selected for that time slice, as indicated by:

[0165] ,

[0166] in, Indicates time slice The scale of flight mission requirements within the country.

[0167] Step 3: To meet the operational needs of low-altitude flights, construct a spatiotemporal collaborative integrated scheduling model for low-altitude flight missions; specifically including:

[0168] Step 3-1: Under the constraints of the flexible airspace organization form determined at the upper level, construct the basic elements of the spatiotemporal collaborative scheduling model for low-altitude flight missions, including: flight mission set, operational network structure, candidate path set, and parameters such as mission origin and destination, flight time, and operational rules; propose model assumptions:

[0169] The start and end points of the flight missions are known and will not change within the planned time period; the start points of both the originating domain flight missions and the intra-regional flight missions are take-off and landing nodes within the study area, and the end points of both the entering domain flight missions and the intra-regional flight missions are take-off and landing nodes within the study area.

[0170] The flight speed and flight time of the flight mission on a given route segment are known. Their values ​​are determined by the aircraft type, route attributes and the corresponding flexible airspace organization form, without considering speed fluctuations caused by pilot control randomness and instantaneous weather disturbances.

[0171] When any two flight missions are running on the same route segment, the same intersection node, or the same local airspace unit, they must meet the prescribed safety separation requirements; when a potential conflict occurs between missions, the subsequent mission shall resolve the conflict by waiting, slowing down, or rerouting.

[0172] Within a time slice, the flexible airspace organization form used by the flight mission remains unchanged; if the flight mission execution process spans two adjacent time slices, the mission will use the flexible airspace organization form of the corresponding time slice when it enters the low-altitude operation network until the current scheduling process is completed.

[0173] No-fly zones, restricted-fly zones, and restricted airway segments are known within the planning time period; unavailable nodes and unavailable airway segments do not participate in candidate path generation;

[0174] The set of candidate flight paths for each flight mission has been predetermined by the flexible airspace organization form selected by the upper layer. The lower-level low-altitude flight mission optimization scheduling model only performs collaborative optimization of mission time and passage order within the set of feasible paths.

[0175] Step 3-2: Using the takeoff time, critical node transit times, and path selection of the flight mission as decision variables, a spatiotemporal collaborative scheduling optimization model for the flight mission is constructed. The model aims to minimize flight mission scheduling time deviation, minimize operational conflict risk, and minimize energy consumption deviation as comprehensive optimization objectives. Specifically, the time deviation is represented by the difference between the actual arrival time of the mission and the target arrival time; the conflict risk is represented by the degree of potential conflict between missions; and the energy consumption deviation is represented by the degree of deviation of the actual path energy consumption from the optimal baseline energy consumption. The specific implementation method is as follows:

[0176] Define variables Indicates flight mission Through nodes At that moment, , ; Indicates if flight mission Use time slices The flexible airspace organization form, Otherwise, it is 0; Indicates if flight mission Flexible airspace organization Next, select the first one. There are 10 candidate paths, then Otherwise, it is 0; Indicates if flight mission During flight mission Previous Use Node ,but Otherwise, it is 0. , ;

[0177] Considering the relevant demands of the operation management department and the mission operation entity during the execution of urban low-altitude flight missions, a spatiotemporal coordinated scheduling of flight missions is implemented with the objectives of minimizing the deviation between flight mission scheduling time and target time, minimizing conflict risk, and reducing operational energy consumption. The objective function is expressed as:

[0178] ,

[0179] in The comprehensive scheduling cost index for flight missions is expressed as:

[0180] ,

[0181] in, This represents the average of the task time deviation index. This represents the average of the conflict risk indicators. The average value of the energy consumption deviation index is defined as follows:

[0182] ,

[0183] ,

[0184] ,

[0185] Flight mission Arrival delay time This indicates that a delay occurs when the flight mission arrives at the terminal node later than the target arrival time; otherwise, the delay is zero.

[0186] Flight mission Execution satisfaction deviation index It indicates the degree of deviation between the actual flight mission time and the minimum feasible flight time; and These are the start and end nodes of the flight mission path, respectively.

[0187] Flight mission Energy consumption deviation index This represents the proportion of additional energy consumption during task execution relative to the maximum available energy budget, where... Indicates flight mission Baseline energy consumption under the shortest feasible path.

[0188] Step 3-3: Construct the constraints of the scheduling model, including: flexible airspace organization matching constraints, unique path selection constraints, mission time window constraints, flight time constraints, route capacity constraints, node conflict resolution constraints, route safety interval constraints, energy constraints, and no-fly zone and restricted airspace constraints, to achieve safe, orderly, and coordinated scheduling of flight missions in the spatiotemporal dimension; the specific implementation method is as follows:

[0189] Constraints of flexible airspace organization:

[0190] Restricting any flight mission to use only one flexible airspace organization form corresponding to a time slice, as shown below:

[0191] ,

[0192] Restricted flight missions The initial takeoff time is located in the time slice Within the start and end time periods, the task uses time slices. The flexible airspace organization form is represented as:

[0193] ,

[0194] ,

[0195] in, Indicates time slice The starting time, ; Indicates time slice At the end of the day, .

[0196] Flight mission path selection constraints:

[0197] Restricting any flight mission to only one execution path from the currently available candidate paths is expressed as:

[0198] ,

[0199] Restricting any flight mission to only one execution path from the currently available candidate paths is expressed as:

[0200] ,

[0201] The key time constraints for flight mission scheduling are as follows:

[0202] The restriction that the takeoff time of originating missions within the domain and missions within the area must not be earlier than the earliest permitted takeoff time is expressed as follows:

[0203] ,

[0204] in, Indicates flight mission The earliest permitted takeoff time, .

[0205] The arrival time for restricted arrival missions and intra-regional flight missions must not be later than the latest permitted arrival time, as expressed as:

[0206] ,

[0207] in, Indicates flight mission The latest allowed arrival time, .

[0208] Flight mission runtime constraints:

[0209] The time limit for any flight mission to pass through two consecutive nodes should not be less than the minimum flight time of the corresponding route segment, expressed as:

[0210] ,

[0211] in, It is a very large constant; Indicating flexible airspace organization Next, flight mission From node To node The minimum flight time.

[0212] Key node conflict resolution constraints restrict any two flight missions to a minimum node clearance interval when using the same rendezvous control node, and this is achieved through variables. To determine the order of the two at this node, it is represented as:

[0213] ,

[0214] ,

[0215] in, Indicates flight mission and flight mission The minimum interval between passing through the same critical route node or rendezvous control node. .

[0216] The route safety separation constraint restricts any two flight missions from meeting the minimum longitudinal safety separation requirement when operating on the same route segment, and is expressed as:

[0217] ,

[0218] ,

[0219] in, Indicates when a flight mission and flight mission Minimum safe interval when two people share the same airway segment. .

[0220] Flight mission energy consumption constraints limit the cumulative energy consumption of any flight mission executing along a selected path from exceeding the maximum available energy consumption, as expressed as:

[0221] ,

[0222] in, Indicating flexible airspace organization Next, flight mission From node To node Energy consumption; Indicates flight mission The maximum available energy consumption.

[0223] Restricted and prohibited zones limit the selection of any candidate routes that overlap with restricted or prohibited flight zones. The set of no-fly zones, restricted zones, or unusable airspace units is represented as:

[0224] ,

[0225] To avoid inconsistencies in the order of any two tasks at the same node, a unique priority order is constrained, restricting any two flight tasks to have one and only one order of passage at the same conflict node, represented as:

[0226] ,

[0227] To ensure that the order of consecutive nodes on the same path remains consistent, this constraint on sequential continuity restricts the relative order of two tasks to remain consistent between adjacent nodes if they run consecutively on the same segment. This avoids head-on conflicts, cross-talk conflicts, and other conflicts. This can be represented as:

[0228] .

[0229] Step 4: Integrate and develop a low-altitude flexible airspace operation optimization and control model. Using the airspace environment, flexible airspace configuration, and initial flight mission list as inputs, generate flexible airspace configuration results and corresponding flight mission execution lists for different time periods. Specifically, this includes:

[0230] Step 4-1: Construct the low-altitude airspace operating environment. The specific implementation method is as follows:

[0231] A structured model of the low-altitude operational network in the study area is performed, abstracting the airspace into a directed network structure composed of nodes and connecting segments. Nodes represent key spatial locations during flight, and connecting segments represent traversable routes between nodes. In this embodiment, the airspace network contains 160 nodes, including 30 takeoff and landing nodes, 40 intersection nodes, 80 key route nodes, and 10 peripheral interface nodes. Different flexible airspace organization forms are characterized by controlling the open and closed states of the connecting segments between nodes. Three different levels of openness are set, corresponding to low, medium, and high openness, to characterize the availability and connectivity of airspace resources under different operational conditions.

[0232] Step 4-2: Input the initial flight mission list and perform requirement feature analysis. The specific implementation method is as follows:

[0233] The planning cycle is discretized into several time slices. In this embodiment, one hour is considered one time slice, and the entire day is divided into 24 consecutive time slices. The total number of flight missions is input as 1200, and they are categorized into four types based on takeoff and landing type: originating departure missions, arriving arrival missions, transit missions, and intra-regional missions. Statistical analysis of the mission quantity distribution within each time slice reveals a spatiotemporal distribution of flight demand with distinct peak and trough characteristics. Peak operations occur at noon and in the evening, while troughs occur in the early morning and late afternoon. The specific distribution is as follows: Figure 2 As shown.

[0234] Step 4-3: Run a two-layer optimization model based on the input data and output the results. The specific implementation method is as follows:

[0235] The low-altitude flexible airspace operation optimization and management model is constructed by inputting airspace environment and flight mission data. Through iterative interaction between the upper-level airspace dynamic configuration model and the lower-level flight mission collaborative scheduling model, the collaborative optimization of airspace structure and mission scheduling is achieved. During the iteration process, the upper-level low-altitude airspace resource optimization configuration model dynamically adjusts the flexible airspace organization form for different time periods based on feedback from the lower-level low-altitude flight mission optimization scheduling model regarding key node passage times, mission delays, and conflict information. Under the updated airspace structure constraints, the lower-level low-altitude flight mission optimization scheduling model optimizes and updates the timing, path selection, and passage order of flight missions through key nodes. As the number of iterations increases, the upper and lower-level low-altitude flight mission optimization scheduling models gradually converge, as... Figure 3 As shown in this embodiment, when the iteration reaches the 40th generation, the objective function value of the two-layer model tends to stabilize, indicating that the system has reached a convergence state.

[0236] A comparative analysis of the method of this invention with scheduling methods under fixed airspace combinations and methods that only perform airspace configuration without task scheduling shows that, under the method of this invention, the average task delay time is reduced from 442 s to 117 s, the airspace resource utilization rate is increased from 42.56% to 82.45%, the flight mission support rate is increased from 68.12% to 97.84%, the average conflict risk probability is reduced from 87.55% to 21.50%, and the additional total energy consumption is reduced from 2696.20 kWh to 713.70 kWh. Therefore, this invention can significantly improve the overall efficiency and safety of low-altitude operation systems, achieving efficient utilization of airspace resources and orderly operation of flight missions.

[0237] Table 1 Comparison of Indicators for Low-Altitude Operation Management Methods

[0238]

[0239] This invention provides a method and system for flexible configuration and operation control of low-altitude airspace. Many methods and approaches exist for implementing this technical solution; the above description is merely a preferred embodiment. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this invention, and these improvements and modifications should also be considered within the scope of protection of this invention. All components not explicitly stated in this embodiment can be implemented using existing technologies.

Claims

1. A method for flexible configuration and operation control of low-altitude airspace, characterized in that, Includes the following steps: Step 1: Analyze the relationship between the low-altitude airspace organization and the decision-making hierarchy of low-altitude operation control, construct a two-layer optimization framework for low-altitude operation control with dynamic configuration of low-altitude airspace and collaborative scheduling of flight missions as the core, and clarify the feedback mechanism of the upper and lower layers of low-altitude flight mission optimization scheduling model. Step 2: To meet the needs of low-altitude airspace management, construct a dynamic optimization configuration model for flexible airspace organization. Step 3: To meet the operational needs of low-altitude flight, construct a spatiotemporal collaborative integrated scheduling model for low-altitude flight missions; Step 4: Using the airspace environment, flexible airspace combination form, and initial flight mission list as input, generate flexible airspace configuration results and corresponding flight mission execution lists for different time periods.

2. The method according to claim 1, characterized in that, Step 1 includes: Step 1-1: Based on the low-altitude operation network structure and flight mission data, model and analyze the coupling relationship between low-altitude airspace organization and flight mission scheduling. Specifically, this includes: constructing a mapping relationship between airspace organization and route connectivity, node passage rules, and capacity constraints, as well as the feedback relationship between flight mission scheduling and airspace resource occupancy status, conflict level, and operational load; through quantitative evaluation of the mapping relationship, identifying the constraints of airspace organization adjustments on the set of feasible flight paths, passage order, and conflict relationships, as well as the degree of impact of flight mission scheduling results on airspace operation status, determining the master-slave relationship between airspace configuration decisions and mission scheduling decisions, and clarifying the hierarchical responsibilities of airspace configuration decisions and mission scheduling decisions in low-altitude operation management. Steps 1-2: Based on the aforementioned decision-making hierarchy, a two-layer optimization framework for low-altitude operation management is constructed, with dynamic configuration of low-altitude airspace and collaborative scheduling of flight missions as its core. The two-layer optimization framework for low-altitude operation management includes an upper-layer low-altitude airspace resource optimization configuration model and a lower-layer low-altitude flight mission optimization scheduling model. The upper-layer low-altitude airspace resource optimization configuration model is used to determine the dynamic configuration scheme of low-altitude airspace organization, and the lower-layer low-altitude flight mission optimization scheduling model is used to generate a collaborative scheduling scheme for flight missions under given airspace configuration conditions. Steps 1-3 establish a feedback mechanism between the upper-level low-altitude airspace resource optimization and allocation model and the lower-level low-altitude flight mission optimization and scheduling model. The airspace configuration results output by the upper-level low-altitude airspace resource optimization and allocation model are used as input constraints for the lower-level low-altitude flight mission optimization and scheduling model. The mission execution status, operational conflict information, and scheduling performance generated by the lower-level low-altitude flight mission optimization and scheduling model are fed back to the upper-level low-altitude airspace resource optimization and allocation model for iterative correction of the low-altitude airspace dynamic configuration scheme.

3. The method according to claim 2, characterized in that, Step 2 includes: Step 2-1: Discretize the planning time, divide the planning period into several continuous time slices, construct a set of candidate flexible airspace organization forms, and define time slice-level airspace organization form assignment decision variables. Step 2-2: Classify and model the flight missions within the planned time period, dividing the flight missions into originating departure missions, arrival and entry missions, transit missions and intra-regional missions, and constructing a set of low-altitude operation network nodes and a set of feasible operation paths for each type of mission under different airspace organization forms. Steps 2-3: Using the flexible airspace organization form adopted in each time slice as the decision variable, a dynamic optimization configuration model for the flexible airspace organization form is constructed. The dynamic optimization configuration model for the flexible airspace organization form aims to minimize the cost of switching airspace organization forms, minimize the degree of airspace load imbalance, and maximize the level of flight mission support. The switching cost is measured by the difference in organization forms between adjacent time slices, the degree of load imbalance is characterized by the degree of resource occupation deviation of nodes or airspace units, and the level of mission support is determined by whether the flight mission delay exceeds a threshold. Steps 2-4 establish constraints for the optimization model, including: a unique constraint that only one airspace organization form can be selected for any given time slice, a constraint on the frequency of switching between organization forms in adjacent time slices, and a constraint on airspace service capabilities, thereby enabling dynamic configuration of flexible airspace organization forms.

4. The method according to claim 3, characterized in that, Step 2-1 includes: considering the consistency of airspace organization methods, and using hourly granularity to allocate the total planning time. Discretize according to a preset time granularity, dividing it into several continuous time slices. For the set of candidate flexible airspace organization forms The set M is used to represent the combination of different airspace resource openness and airway connection structures. The acquisition method is as follows: based on the low-altitude operation network structure, different combinations of node connection relationships, airway passage rules and airspace capacity constraints are designed to form candidate airspace organization forms. Introducing time-segment organization form to assign decision variables Used to represent time slices Should an airspace organization form be adopted? If time slice Adopting an organizational form ,but It is 1 if it is true, otherwise it is 0.

5. The method according to claim 4, characterized in that, Step 2-2 includes: compiling a set of flight missions for the planned time period. Based on mission operational attributes, they are divided into four categories: The first category is the set of originating departure flight missions within the planned area. The set The first category consists of missions that take off from within the study area during the planned time period and enter or leave the study area from the external network; the second category consists of arrival-entry flight missions within the planned area. The set The first category consists of missions that enter the study area from external networks within the planned timeframe and ultimately reach the target take-off and landing points within the area; the second category consists of a set of transit flight missions within the planned area. The set The fourth category consists of missions that traverse the research area within the planned timeframe, or continue flying after completing a relay transfer within the area; The set Missions within the planned timeframe take off from within the study area and ultimately land or terminate within the study area. Therefore, the set of flight missions within the planned timeframe... Represented as: ， Consider two or more types of low-altitude operating nodes, including the set of takeoff and landing nodes. set of key route nodes Set of intersection control nodes and the set of interface nodes at the region boundary Let P be the set of network nodes operating at low altitudes. ; For any flight mission In flexible airspace organization form The set of candidate running paths is denoted as follows. ,in Indicates flight mission Flexible airspace organization The set of all feasible running paths under, This indicates the number of feasible paths in the set of feasible running paths. Indicates flight mission Flexible airspace organization The next One feasible running path; For originating departure flight missions The first node of the running path is the take-off and landing node within the region, and the last node is the boundary node of the region. For the arrival and entry into the domain flight mission The first node of the running path is the area boundary access node, and the last node is the take-off and landing node within the area. For transit flight missions The first and last nodes of the running path are the boundary access node, the outgoing node, and the relay conversion node; For intra-regional flight missions The first and last nodes of the running path are both take-off and landing nodes within the region.

6. The method according to claim 5, characterized in that, Steps 2-3 include: The flexible airspace organization format adopted in each time slice Let the decision variable be defined as: if in time slices Choose to use a flexible airspace organization model ,but Otherwise, it is 0. ; To meet the needs of low-altitude operation management, and with the objectives of minimizing the cost of switching between flexible airspace organization forms, minimizing airspace load imbalance, and maximizing flight mission support rate, the flexible airspace organization form is dynamically configured. The objective function is expressed as follows: ， in, This represents the comprehensive optimization objective function value of the upper-level low-altitude airspace resource optimization allocation model. Indicators of the cost of switching to flexible airspace organization models; For time slices The airspace load imbalance index; The indicator is insufficient flight mission availability. Indicates the weighting coefficient; The cost index for switching flexible airspace organization forms is defined as follows: ; Time slice The airspace load imbalance index is defined as ;in Indicates time slice The average target load level of the low-altitude network; Indicating flexible airspace organization Next, time slice Internal nodes or local spatial units The workload; Indicating flexible airspace organization Next, time slice Internal nodes or local spatial units The service capacity and capacity limit; Insufficient flight mission availability index is defined as ,in Indicates flight mission The following are examples of unguaranteed values: ， in Indicates flight mission The delay time, Indicates flight mission The maximum acceptable delay time.

7. The method according to claim 6, characterized in that, Steps 2-4 include: The restriction is that any time slice can use one and only one flexible spatial organization form, expressed as: ， The total switching frequency of flexible airspace organization forms within the planning period is limited to a given threshold to ensure the continuity and stability of airspace organization, expressed as: ， in, This refers to the maximum number of flexible airspace organization form switching attempts or the switching intensity threshold allowed within the planned time period; Within any given time slice, the selected flexible airspace organization form must possess basic service capabilities that match the current mission requirements; otherwise, the selected flexible airspace organization form cannot be used within the time slice, as indicated by: ， in, Indicates time slice The scale of flight mission requirements within the country.

8. The method according to claim 7, characterized in that, Step 3 includes: Step 3-1: Under the constraints of the flexible airspace organization form determined by the upper-level low-altitude airspace resource optimization and allocation model, construct the basic elements of the lower-level low-altitude flight mission optimization and scheduling model, including: a set of flight missions, a low-altitude operation network structure, a set of candidate paths, and mission origin and destination points, flight time, and operation rules. Specifically: the set of flight missions describes all flight missions to be executed within the planned time frame, including mission type, starting node, target node, and time window constraint information; the low-altitude operation network structure represents a directed graph structure composed of a set of nodes and a set of connecting segments, wherein the set of nodes includes take-off and landing nodes, intersection nodes, critical route nodes, and regional boundary interface nodes. The key locations during flight are represented by the connecting segment set, which represents the passable routes between nodes and includes attributes such as route capacity, flight time, and passage rules. The candidate path set represents the set of feasible operational paths under the constraints of the current flexible airspace organization. Each path consists of several consecutive nodes and their connecting segments, used to describe the complete trajectory of a flight mission from the starting node to the target node. The flight time and operation rules include flight time, speed constraints, safety interval requirements, and node passage rules. The flight time is determined by the route length and aircraft performance parameters, and the safety interval requirements are used to constrain the minimum interval time between different flight missions on the same node or route segment. Step 3-2: Using the takeoff time, key node transit time, and path selection of the flight mission as decision variables, construct a spatiotemporal collaborative scheduling optimization model for the flight mission. The spatiotemporal collaborative scheduling optimization model for the flight mission takes minimizing the flight mission scheduling time deviation, minimizing the operational conflict risk, and minimizing the energy consumption deviation as the comprehensive optimization objectives. Here, the time deviation is represented by the difference between the actual arrival time of the mission and the arrival time of the target, the conflict risk is represented by the degree of potential conflict between missions, and the energy consumption deviation is represented by the degree of deviation of the actual path energy consumption from the optimal baseline energy consumption. Step 3-3: Construct the constraints of the scheduling model, including: flexible airspace organization form matching constraints, unique path selection constraints, mission time window constraints, flight time constraints, route capacity constraints, node conflict resolution constraints, route safety interval constraints, energy constraints, and no-fly zone and restricted airspace constraints, so as to realize safe and orderly collaborative scheduling of flight missions in the spatiotemporal dimension.

9. The method according to claim 8, characterized in that, In step 3-1, the following model settings are proposed: The start and end points of the flight missions are known and will not change within the planned time period; the start points of both the originating domain flight missions and the intra-regional flight missions are take-off and landing nodes within the study area, and the end points of both the entering domain flight missions and the intra-regional flight missions are take-off and landing nodes within the study area. The flight speed and flight time of the flight mission on a given route segment are known. The values ​​are determined by the aircraft type, route attributes and the corresponding flexible airspace organization form, without considering the speed fluctuations caused by the randomness of piloting and instantaneous weather disturbances. When any two flight missions are running on the same route segment, the same intersection node, or the same local airspace unit, they must meet the prescribed safety separation requirements; when a potential conflict occurs between missions, the subsequent mission shall resolve the conflict by waiting, slowing down, or rerouting. Within a time slice, the flexible airspace organization form used by the flight mission remains unchanged; if the flight mission execution process spans two adjacent time slices, the flight mission will use the flexible airspace organization form of the corresponding time slice when entering the low-altitude operation network until the current scheduling process is completed. No-fly zones, restricted-fly zones, and restricted airway segments are known within the planning time period; unavailable nodes and unavailable airway segments do not participate in candidate path generation; The set of candidate operating paths for each flight mission has been predetermined by the flexible airspace organization form selected by the upper-level low-altitude airspace resource optimization and allocation model. The lower-level low-altitude flight mission optimization and scheduling model only performs collaborative optimization of mission time and passage order within the set of feasible paths. Step 3-2 includes: defining variables Indicates flight mission Through nodes At that moment, , ;parameter Indicates if flight mission Use time slices The flexible airspace organization form, Otherwise, it is 0; parameter Indicates if flight mission Flexible airspace organization Next, select the first one. There are 10 candidate paths, then Otherwise, it is 0; parameter Indicates if flight mission During flight mission Previous Use Node ,but Otherwise, it is 0. , ; The goal of spatiotemporal coordinated scheduling of flight missions is to minimize the deviation between flight mission scheduling time and target time, minimize conflict risk, and reduce operational energy consumption. The objective function is expressed as: ， in The comprehensive scheduling cost index for flight missions is expressed as: ， in, This represents the average of the task time deviation index. This represents the average of the conflict risk indicators. The average value of the energy consumption deviation index is defined as follows: ， ， ， Flight mission Arrival delay time This indicates that a delay occurs when the flight mission arrives at the terminal node later than the target arrival time; otherwise, the delay is zero. Indicates flight mission Arrive at the terminal node on the selected running path. The actual arrival time Indicates flight mission The planned arrival time, Indicates flight mission The terminal nodes are a set of take-off and landing nodes. or set of interface nodes at the region boundary Nodes in; Flight mission Execution satisfaction deviation index It indicates the degree of deviation between the actual flight mission time and the minimum feasible flight time; Indicating flexible airspace organization Next, flight mission From node To node Minimum flight time; and These are the start and end nodes of the flight mission path, respectively. Flight mission Energy consumption deviation index This represents the proportion of additional energy consumption during task execution relative to the maximum available energy budget, where... Indicates flight mission Total energy consumption under the shortest feasible path or baseline path; Indicating flexible airspace organization Next, flight mission From node To fly to the node Energy consumption; Indicates flight mission The maximum energy consumption allowed under current operating constraints; Step 3-3 includes: Constraints of flexible airspace organization: Restricting any flight mission to use only one flexible airspace organization form corresponding to a time slice, as shown below: ， Restricted flight missions The initial takeoff time is located in the time slice During the start and end time periods, the flight mission Use time slices The flexible airspace organization form is represented as: ， ， in, Indicates time slice The starting time, ; Indicates time slice At the end of the day, ; Flight mission path selection constraints: Restricting any flight mission to only one execution path from the currently available candidate paths is expressed as: ， Restricting any flight mission to only one execution path from the currently available candidate paths is expressed as: ， The key time constraints for flight mission scheduling are as follows: The restriction that the takeoff time of originating missions within the domain and missions within the area must not be earlier than the earliest permitted takeoff time is expressed as follows: ， in, Indicates flight mission The earliest permitted takeoff time, ; The arrival time for restricted arrival missions and intra-regional flight missions must not be later than the latest permitted arrival time, as expressed as: ， in, Indicates flight mission The latest allowed arrival time, ;; Flight mission runtime constraints: The time limit for any flight mission to pass through two consecutive nodes should not be less than the minimum flight time of the corresponding route segment, expressed as: ， in, It is a very large constant; Key node conflict resolution constraints restrict any two flight missions to a minimum node clearance interval when using the same rendezvous control node, and this is achieved through variables. The order of two flight missions at a node is determined as follows: ， ， in, Indicates flight mission and flight mission The minimum interval between passing through the same critical route node or rendezvous control node. , Indicates flight mission Flexible airspace organization The set of executable paths; The route safety separation constraint restricts any two flight missions from meeting the minimum longitudinal safety separation requirement when operating on the same route segment, and is expressed as: ， ， in, Indicates when a flight mission and flight mission Minimum safe interval when two people share the same airway segment. , End point of the route segment The order determination variable at the location is used to represent the flight mission. With flight mission The order of passage on a flight route segment is defined as follows: ， A value of 1 indicates a flight mission. At the node Prior to flight mission Passage, a value of 0 indicates a flight mission. At the node Priority passage for flight mission i; Flight mission energy consumption constraints limit the cumulative energy consumption of any flight mission executing along a selected path from exceeding the maximum available energy consumption, as expressed as: ； Restricted and prohibited zones limit the selection of any candidate routes that overlap with restricted or prohibited flight zones. The set of no-fly zones, restricted zones, or unusable airspace units is represented as: ， To avoid inconsistencies in the order of any two tasks at the same node, a unique priority order is constrained, restricting any two flight tasks to have one and only one order of passage at the same conflict node, represented as: ， To ensure that the order of consecutive nodes on the same path remains consistent, a constraint is imposed on sequential continuity. This constraint stipulates that if two tasks run consecutively on the same segment, their relative order must remain consistent between adjacent nodes. This can be represented as: 。 10. A low-altitude airspace flexible configuration and operation control system based on the method described in any one of claims 1 to 9, characterized in that, It includes a dynamic airspace configuration module, a flight mission collaborative scheduling module, and an operation optimization and control output module; The airspace dynamic configuration module is used to dynamically optimize and configure the airspace organization form of each time slice based on low-altitude airspace environment data, a set of candidate flexible airspace organization forms, and the planning time division results. Based on airspace resource capacity constraints, operational safety requirements, and airspace load balancing needs, we determine the flexible airspace organization forms for different time periods and generate corresponding airspace structure configuration schemes. The flight mission collaborative scheduling module is used to construct a low-altitude flight mission spatiotemporal collaborative scheduling model based on the initial flight mission list and spatiotemporal attributes, under the constraints of the flexible airspace organization form determined by the airspace dynamic configuration module. It optimizes the takeoff time, flight path and key nodes of the flight mission by sequence. Combined with mission time window constraints, route capacity constraints, conflict resolution constraints and energy consumption constraints, it generates a flight mission scheduling scheme that meets the requirements of safety and efficiency. The operation optimization and control output module is used to integrate and process the dynamic airspace configuration results and flight mission scheduling results, and output flexible airspace configuration results and matching flight mission execution lists for different time periods. The flight mission execution list includes mission take-off time, path selection scheme, key node passing time and mission execution status information to support real-time control and decision-making applications for low-altitude operations.

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