An airspace management method and system based on highly layered orbiting

Abstract

The application provides a kind of airspace management method and system based on highly layered orbiting, the method comprises the following steps: S1, airspace division and layering;S2, set level rules: in the same flight layer, all aircraft maintain the same flight direction and speed;The angle deviation between two adjacent layers keeps the same and continuous change in the height direction;S3, establish airspace interlayer transition and steering mechanism: by making the flight direction of adjacent airspace layer form a continuously changing included angle, form an invisible spiral channel, when the aircraft needs to change course, through lifting operation to realize the natural adjustment of direction;S4, implement dynamic reporting and confirmation mechanism.The application divides the complex three-dimensional airspace into an ordered hierarchy through airspace zoning and layering cycle structure.Secondly, by integrating linear steering mechanism, multi-dimensional safety spacing model and real-time reporting system, a full-chain three-dimensional collision avoidance system from path planning, dynamic adjustment to emergency escape is constructed.

Description

Technical Field

[0001] This invention belongs to the field of airspace management technology and relates to an airspace management method and system based on altitude-layered orbit determination. Background Technology

[0002] Currently, the low-altitude economy is strongly propelling the logistics industry beyond the constraints of traditional two-dimensional planes, moving towards a three-dimensional, innovative stage. In this process, efficient and reliable low-altitude air traffic management has become a core challenge for ensuring transportation efficiency and safety. Traditional air traffic management systems are primarily designed for fixed routes, and their architecture and rules are ill-suited to the large-scale, high-density, three-dimensional low-altitude traffic networks of the future. Existing technological solutions generally lack effective mechanisms for systematically managing transport vehicles in a hierarchical manner, coordinating flight directions, and making real-time dynamic adjustments. This directly leads to problems such as low airspace resource utilization efficiency, chaotic traffic flow, and increased potential safety risks.

[0003] Although some technical solutions have attempted to address some of the challenges, such as collision avoidance processing based on flight operation data in general aviation low-altitude airspace, assessing collision risks through specific data format conversion and multiplication analysis; or focusing on autonomous collision avoidance of non-cooperative targets, using advanced algorithms to calculate collision parameters; and some systems have achieved digital modeling of regional airspace, integrating urban information models and powerful computing capabilities.

[0004] However, these systems all share a common limitation: they fail to fundamentally solve the systemic challenges required in large-scale network environments, such as hierarchical management of airspace resources, global directional collaborative planning, and dynamic cross-layer flight adjustments. These limitations are particularly pronounced in the low-altitude logistics sector, which is currently constrained by four core bottlenecks: difficulty in interoperability, difficulty in sharing resources, difficulty in interconnection, and difficulty in integration. Significant differences in communication protocols and varying perception and guidance capabilities among different manufacturers and models of UAVs pose significant obstacles to large-scale unified formation and intelligent scheduling.

[0005] Therefore, there is an urgent need for an adaptive and coordinated airspace management method for large-scale low-altitude three-dimensional traffic to solve the problems of collision avoidance and global optimization. Summary of the Invention

[0006] To address the technical problems existing in the prior art, this invention provides an airspace management method and system based on altitude-layered orbit determination.

[0007] According to a first aspect of the present invention, an airspace management method based on hierarchical orbit determination is provided.

[0008] Specifically, the method includes the following steps: S1. Spatial delineation and layering The airspace is divided into functional airspace layer and transport airspace layer at a fixed altitude. Functional airspace layer and transport airspace layer can coexist. Multiple flight layers are divided within each airspace layer at a fixed altitude. S2, Set Hierarchical Rules Within the same flight level, all aircraft maintain the same flight direction and speed; the angular deviation between two adjacent levels remains the same and changes continuously in the altitude direction. S3. Establish a spatial interlayer transition and turning mechanism. By creating a continuously changing angle between the flight directions of adjacent airspace layers, an invisible spiral channel is formed. When the aircraft needs to change its course, it can achieve natural adjustment of direction by performing ascent and descent operations. S4. Implement a dynamic reporting and confirmation mechanism. Before entering the managed airspace, the aircraft shall report its flight route to the management system center. During flight, it reports real-time data to the management system center at fixed time intervals.

[0009] Based on the above scheme, S1, airspace division and stratification: dividing the airspace into functional airspace layers and transport airspace layers at fixed altitudes, where the functional and transport airspace layers can coexist, and further dividing each airspace layer into multiple flight layers at fixed altitudes, specifically includes: Total airspace altitude It is divided into N layers, with an initial height of ; The nominal height of the j-th floor : .

[0010] The nominal orientation angle of the j-th layer : .

[0011] The starting height of the j-th floor : .

[0012] The starting angle of the j-th layer : .

[0013] The airspace is divided into M groups, and the i-th group is further divided into N layers, with a total height of... : The i-th group of airspace, the nominal height of the j-th layer :

[0014] The i-th group of airspace, the j-th layer of nominal angle : .

[0015] In the i-th airspace, the nominal latitudinal velocity and meridional velocity at the j-th layer : ; ; In the formula, j is the flight level number within a single airspace group, i is the airspace group number, and M is the total number of airspace groups. For nominal speed, For the i-th group of airspace and the j-th layer nominal height At that time, it is the sum of the total altitudes of all preceding groups of airspace.

[0016] Based on the above scheme, step S2, setting hierarchical rules: within the same flight layer, all aircraft maintain the same flight direction and speed; the angular deviation between two adjacent layers changes continuously and in the same direction of altitude, specifically includes: Each cycle is 360°, with the initial angle measurement parallel to the latitude and longitude, forming a spiral guide structure.

[0017] Based on the above scheme, step S2, setting hierarchical rules: within the same flight layer, all aircraft maintain the same flight direction and speed; the angular deviation between two adjacent layers changes continuously and in the same direction of altitude, further includes: Set multi-dimensional safety distances for aircraft. The longitudinal distance between two aircraft is greater than the safe flight distance equal to the allowable speed multiplied by the safe flight time. The lateral safety distance is greater than 1.2 times the safe flight distance and / or 3 times the allowable transport size. The management system center dynamically calculates and maintains minimum safe clearances in the longitudinal, lateral, and vertical directions based on factors such as speed and size.

[0018] Based on the above scheme, S3, establishing an inter-layer airspace transition and turning mechanism: by creating a continuously changing angle between the flight directions of adjacent airspace layers, forming an invisible spiral channel, when the aircraft needs to change its course, the steps of natural direction adjustment are achieved through ascent and descent operations, specifically including: S31, Spiral Transition: The flight direction between adjacent airspace layers changes continuously, forming a smooth spiral channel. The aircraft naturally fine-tunes its flight direction by changing its altitude. Starting from the i-th group of airspace, vertically turning across the j-th layer, after a time interval... back, The difference in operating height is : .

[0019] The change in running angle is : .

[0020] Current latitudinal velocity and meridional velocity : ;

[0021] In the formula, Initial flight speed, The nominal vertical velocity, This represents the total height within a complete spiral cycle. S32, Vertical Turnaround: When a turnaround is required, the height of the spiral rises or falls by half a turn, and the change of direction is completed linearly during the ascent or descent.

[0022] Based on the above solution, the following steps are also included: S5. Dynamic Behavior Management and Collaborative Control: Integrates all behaviors that require real-time intervention and dynamic response from the system center.

[0023] Based on the above scheme, S5, Dynamic Behavior Management and Collaborative Control, integrates all steps of behavior that require real-time intervention and dynamic response from the system center, specifically including: S51. Real-time monitoring and conflict resolution of safe distance: The management system center monitors the distance between aircraft in real time. When it predicts that the safe distance set in S2 may be violated, it actively sends control commands to the relevant aircraft to dynamically maintain the safe distance. S52. Temporary cross-layer collaborative control: Temporary vertical cross-layers report to the management system center. The management system center obtains the incoming direction transport signals of the crossing layer and the target layer, and sends cross-layer warnings to relevant parties to achieve active collision avoidance.

[0024] According to a second aspect of the present invention, an airspace management system based on hierarchical orbit determination is provided.

[0025] The system includes: The airspace division and layering module is used to divide airspace into functional airspace layers and transport airspace layers at fixed altitudes. Functional airspace layers and transport airspace layers can coexist. Within each airspace layer, multiple flight layers are divided at fixed altitudes. The hierarchical module is configured to ensure that all aircraft within the same flight level maintain the same flight direction and speed; the angular deviation between two adjacent levels remains the same and changes continuously in the altitude direction. An airspace layer transition and turning mechanism module is established to create an invisible spiral channel by making the flight directions of adjacent airspace layers form a continuously changing angle. When the aircraft needs to change its course, it can achieve natural adjustment of direction by performing ascent and descent operations. Implement a dynamic reporting and confirmation mechanism module, which is used to report the flight route of the aircraft to the management system center before the aircraft enters the managed airspace, and to report real-time data to the management system center at fixed time intervals during the flight. The Dynamic Behavior Management and Collaborative Control module is used to integrate all behaviors that require real-time intervention and dynamic response from the system center.

[0026] The technical solutions provided by the embodiments of the present invention may include the following beneficial effects: This invention decomposes complex three-dimensional airspace into ordered levels through airspace partitioning and a hierarchical cyclic structure, effectively supporting high-density traffic flow. Its dynamic adaptive hierarchical mechanism significantly solves the interoperability problem compared to traditional planning. Secondly, it possesses high collision avoidance reliability. By integrating a linear steering mechanism, a multi-dimensional safety distance model, and a real-time reporting system, it constructs a full-chain three-dimensional collision avoidance system from path planning and dynamic adjustment to emergency avoidance, providing more comprehensive safety guarantees compared to existing collision avoidance technologies. Furthermore, it has adaptive coordination capabilities. The management system center, through real-time data processing and signal coordination, can pre-dissolve cross-layer conflicts, avoiding system oscillations caused by local decisions, demonstrating outstanding performance in global optimization. Finally, through unified access technology, it achieves good standardization and compatibility, enabling unified perception and secure access for heterogeneous UAVs, effectively overcoming the bottleneck of interoperability difficulties, thus providing a systematic solution for the efficient, safe, and stable operation of aerospace-based integrated transportation.

[0027] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0028] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention. Figure 1 This is a schematic diagram of spatial domain division and hierarchical structure according to an exemplary embodiment; Figure 2 This is a model diagram illustrating the continuous variation of adjacent layer angle deviation according to an exemplary embodiment (showing the linear interpolation transition from x2h to x4h). Figure 3 This is a flowchart illustrating a cross-layer turning and U-turn process according to an exemplary embodiment (showing a schematic diagram of the vertical evolution of physical quantities in the multi-layer structure over time during takeoff). Figure 4This is a flowchart illustrating a cross-layer turning and U-turn process according to an exemplary embodiment (showing a schematic diagram of the vertical evolution of physical quantities in the multi-layer structure over time during landing). Figure 5 This is a flowchart illustrating the reporting and confirmation mechanism of the management system center according to an exemplary embodiment; Figure 6 This is a schematic diagram of the safety space of an aircraft according to an exemplary embodiment (showing a side view); Figure 7 This is a schematic diagram of the safety space of an aircraft according to an exemplary embodiment (showing a top view); Figure 8 This is a schematic diagram of the safety space of an aircraft (showing an isometric view) according to an exemplary embodiment. Detailed Implementation

[0029] The following description and accompanying drawings fully illustrate specific embodiments of this application to enable those skilled in the art to practice them. Some parts and features of some embodiments may be included in or replace parts and features of other embodiments.

[0030] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other. Example

[0031] This invention provides an airspace management method based on hierarchical orbit determination. Specifically, the method includes the following steps: S1. Spatial delineation and layering The airspace within a certain altitude (e.g., 6000 meters) above the ground is divided into functional airspace layer and transport airspace layer at a fixed altitude. Functional airspace layer and transport airspace layer can coexist. Multiple flight layers are divided within each airspace layer at a fixed altitude. S2, Set Hierarchical Rules Within the same layer, all aircraft must maintain the same flight direction (angle) and speed; the angular deviation between two adjacent layers must remain the same and continuously change along the altitude; specifically, each 360° is a cycle altitude, with the initial angle measurement parallel to the latitude and longitude directions, forming a spiral guidance structure to reduce intersection conflict points. In the preferred embodiment, the angular deviation changes continuously by 0.1° for every 1 meter increase in altitude.

[0032] Specifically, such as Figures 1-2 As shown, total airspace height It is divided into N layers, with an initial height of ; The nominal height of the j-th floor :

[0033] Nominal altitude refers to the center reference altitude of a flight level; aircraft should try to stay close to this altitude during the level flight phase.

[0034] The nominal orientation angle of the j-th layer : .

[0035] The starting height of the j-th floor (The lower boundary height of a flight level): .

[0036] The starting angle of the j-th layer : .

[0037] The airspace is divided into M groups, and the i-th group is further divided into N layers, with a total height of... :

[0038] The i-th group of airspace, the nominal height of the j-th layer : .

[0039] The i-th group of airspace, the j-th layer of nominal angle : .

[0040] The i-th group of airspace, the j-th layer nominal latitudinal velocity and meridional velocity : ; ; In the formula, j is the flight level number within a single airspace group, i is the airspace group number, and M is the total number of airspace groups. For nominal speed, For the i-th group of airspace and the j-th layer nominal height At that time, it is the sum of the total altitudes of all preceding groups of airspace.

[0041] Step S2 also includes: setting multi-dimensional safety distances (static rules): such as Figure 5 As shown, a multi-dimensional safety distance is set for the aircraft. The longitudinal distance between the two aircraft must be greater than the safe flight distance in the flight direction, which is the allowable speed multiplied by the safe flight time. The lateral safety distance is greater than a certain proportion (such as 1.2 times) of the safe flight distance and / or a certain multiple (such as 3 times) of the allowable transport size. The management system center will dynamically calculate and maintain the minimum safety distance in the longitudinal, lateral and vertical directions based on factors such as speed and size.

[0042] like Figure 5 As shown, the safety clearance is calculated as follows: Assuming the safe avoidance time is Lateral permissible speed ;

[0043] Longitudinal safety clearance for: .

[0044] Longitudinal safety clearance for: .

[0045] Lateral safety clearance for: .

[0046] Vertical safety clearance for: ; In the formula, co is the longitudinal forward safety clearance coefficient, cor is the longitudinal rearward safety clearance coefficient, cl is the lateral safety clearance coefficient, and cv is the vertical safety clearance control coefficient. These coefficients are confirmed based on the minimum requirements and recommended values ​​for safety clearances stipulated by aviation authorities.

[0047] S3. Establish a spatial interlayer transition and turning mechanism. like Figure 2 As shown, by creating a continuously changing angle between the flight directions of adjacent airspace layers, an invisible spiral channel is created throughout the airspace. When the aircraft needs to change its course, it can achieve natural adjustment of direction simply by performing ascent and descent operations.

[0048] The flight direction is linearly adjusted between the two levels using an altimeter. To turn around, the altitude needs to be increased or decreased by 0.5 times the cycle altitude (i.e., within a 180° altitude range), and the turning is forced through vertical displacement to avoid sudden collisions. Specifically, such as Figures 2-4 As shown, S31, spiral transition: the flight direction between adjacent airspace layers changes continuously, forming a smooth spiral channel, and the aircraft naturally fine-tunes its flight direction by changing its altitude.

[0049] Starting from the i-th group of airspace, vertically turning across the j-th layer, after a time interval... Afterwards, the operating height difference is : .

[0050] The change in running angle is : .

[0051] Current latitudinal velocity and meridional velocity : ; ; In the formula, Initial flight speed, The nominal vertical velocity, This represents the total height within a complete spiral cycle.

[0052] S32, Vertical Turnaround: When a turnaround is required, the vertical movement is equivalent to half the height of a spiral (for example, if each complete cycle is 720 meters, then a vertical movement of 360 meters is required), and the change of direction is completed linearly during the vertical movement. Step S3 above transforms the airspace into a well-structured and orderly three-dimensional transportation hub through spiral guidance, linear adjustment, and vertical turn-off. It not only specifies how to turn safely, but also systematically reduces the risk of collision from the source through ingenious physical rule design. It is an important cornerstone for achieving efficient and safe management of large-scale airspace.

[0053] S4. Implement a dynamic reporting and confirmation mechanism. Before entering the managed airspace, the aircraft shall report its flight route to the management system center; during flight, it shall report its altitude, direction, speed and other real-time data to the management system center at fixed time intervals. Any route adjustments that deviate from the original plan must be applied for in advance from the management system center and can only be implemented after approval. This ensures that the system can anticipate all dynamics and avoid conflicts; The above step S4 integrates dispersed aircraft into a unified and organic whole through a three-level control system of plan reporting, status monitoring, and change approval. It transforms the traditional passive collision avoidance into proactive conflict pre-resolution and serves as the central nervous system for achieving efficient and safe airspace operation.

[0054] S5. Dynamic Behavior Management and Collaborative Control: Integrates all behaviors that require real-time intervention and dynamic response from the system center, specifically including: S51. Real-time monitoring and conflict resolution of safe distance: The management system center monitors the distance between aircraft in real time. When it predicts that the safe distance set in S2 may be violated, it actively sends control commands (such as speed adjustment and fine-tuning of the route) to the relevant aircraft to dynamically maintain the safe distance. S52. Temporary cross-layer collaborative control (dynamic rules): Temporary vertical cross-layer needs to be reported to the management system center. The management system center obtains the incoming direction transport signals of the crossing layer and the target layer, and sends cross-layer warnings to relevant parties to achieve active collision avoidance. As a preferred implementation, the management system center also includes a collision risk modeling module. This module calculates the comprehensive vertical collision risk based on real-time flight data (such as altitude hold deviation) and analyzes airspace operational characteristic parameters through simulation. Specifically, it performs comprehensive calculations based on real-time flight data (such as dynamic parameters like aircraft altitude hold deviation) to quantitatively assess the vertical collision risk. It not only performs real-time calculations but also uses simulation methods to deeply analyze the characteristics of various airspace operational parameters, thereby predicting potential risks under different traffic flows and scenarios. This enables the system to shift from passive response to proactive early warning, identifying potential conflicts in advance and providing data support for scheduling decisions.

[0055] A cooperative trajectory tracking control method under time-varying communication is adopted, using L1 adaptive control to address communication limitations and enhance the robustness of trajectory tracking. Specifically, to address challenges such as communication delays and interruptions in real-world environments, the system employs a cooperative trajectory tracking control method under time-varying communication, incorporating an L1 adaptive control algorithm. This algorithm effectively addresses uncertainties such as communication bandwidth limitations and time delays, automatically compensating for dynamic changes in the system and external interference, thereby significantly enhancing the stability and robustness of aircraft trajectory tracking. This means that even under suboptimal communication conditions, the system can ensure that the aircraft flies strictly along the predetermined trajectory, maintaining overall traffic order.

[0056] The safety management module integrates neural network-based feature recognition to perform real-time deduplication analysis of aircraft behavior and identify abnormal patterns. Specifically, the module integrates a neural network-based feature recognition model that can perform real-time deduplication analysis of aircraft behavior data across the entire domain. Through comparison and pattern recognition, it can quickly detect flight patterns that deviate from the norm or abnormal operational behaviors. For example, it can identify abnormal trajectories, sudden speed changes, etc., that may indicate system malfunctions or violations, thereby enabling early detection and warning of safety threats and forming another intelligent line of defense for system safety.

[0057] Example 2 Based on the hierarchical orbit determination-based airspace management method of Embodiment 1, this embodiment of the invention provides an airspace management system based on hierarchical orbit determination.

[0058] The system includes: The airspace division and layering module is used to divide the airspace within a certain altitude (e.g., 6000 meters) into functional airspace layers and transport airspace layers at a fixed altitude. A hierarchical module is set up so that all aircraft must maintain the same flight direction and speed, and the angular deviation between two adjacent layers must change continuously and in the same way along the altitude direction. An airspace layer transition and turning mechanism module is established to create an invisible spiral channel in the entire airspace by making the flight directions of adjacent airspace layers form continuously changing angles. When the aircraft needs to change its course, it can achieve natural adjustment of direction simply by performing take-off and landing operations. A dynamic reporting and confirmation mechanism module is implemented, which is used to report the flight route of an aircraft to the management system center before it enters the managed airspace; during flight, it is required to report its real-time data such as altitude, direction, and speed to the management system center at fixed time intervals. The Dynamic Behavior Management and Collaborative Control module is used to integrate all behaviors that require real-time intervention and dynamic response from the system center.

[0059] Example 3 A specific implementation example of the airspace management method based on hierarchical orbit determination is provided.

[0060] 1. Airspace Zoning and Layered Management: The low-altitude space-based integrated transportation system is divided into functional domains and transport airspace, which can overlap. The low-altitude space-based integrated transportation system is layered at fixed altitudes, with consistent flight direction angles and speeds within the same layer to ensure the stability and predictability of traffic flow within that layer. The layering altitude range is below a certain altitude above the ground (e.g., 6000 meters), preferably with each layer being a fixed 10-meter interval.

[0061] 2. Continuous Angle Variation Mechanism: The angle deviation between two adjacent layers changes in the same and continuous manner along the height direction, with each 360° representing a cycle height. The initial angle measurement is parallel to the latitude and longitude directions, forming a spiral guiding structure to reduce intersection conflict points. In the preferred implementation scheme, the angle deviation changes continuously by 0.1° for every 1 meter increase in height.

[0062] 3. Linear Direction Adjustment and Turnaround Mechanism: Linear transport direction adjustment between the two levels is achieved via altimeter, allowing for vertical ascent and descent for turning. Turning around requires ascending or descending 0.5 times the cycle height (i.e., a 180° height range), forcibly achieved through vertical displacement to avoid sharp-turn collisions. In the implementation plan with a cycle height of 720 meters, a turnaround operation requires a vertical ascent and descent of 360 meters. This mechanism, through physical spatial isolation, completely eliminates the risk of head-on collisions from oncoming airflows, making it a key design feature for ensuring safety.

[0063] 4. Dynamic Reporting and Confirmation Mechanism: Vehicles entering the low-altitude space management area must report their flight routes to the management system center, and report their flight altitude, direction, and speed at regular intervals. Adjustments to the transportation route must be reported in advance and executed only after system confirmation, ensuring overall path coordination. In the preferred scheme, the vehicle reports its location data to the management system center every 10 seconds, and route adjustments must be requested 5 minutes in advance.

[0064] 5. Multidimensional Safety Distance Model: The longitudinal distance between two aircraft must be greater than the safe flight distance calculated as the allowable speed multiplied by the safe flight time. The lateral safety distance must be greater than a certain proportion (e.g., 1.2 times) of the safe flight distance and / or a certain multiple (e.g., 3 times) of the allowable transport vehicle size, forming a three-dimensional collision avoidance barrier. In practice, the longitudinal safety distance is calculated as speed × 30 seconds, and the lateral safety distance is taken as 1.5 times the safe flight distance or 4 times the aircraft size.

[0065] 6. Temporary Cross-Layer Cooperative Control: Temporary vertical cross-layer flight angle adjustments require reporting to the management system center. The system acquires signals from the approaching transport vehicle crossing the low-altitude sky in both the crossing layer and the target layer. The management system center then sends cross-layer transport vehicle signals to the approaching transport system to achieve active collision avoidance. The system acquires the approaching direction signal via millimeter-wave radar and a communication module, and completes early warning distribution within 100 milliseconds.

[0066] 7. System Integration and Data Fusion: The management system center integrates digital twin technology to construct a low-altitude four-dimensional data field and implement refined spatiotemporal resource allocation and process management; at the same time, it supports docking with UOM system, RID, ADS-B, 5G-A and other advanced facilities to deeply integrate environmental information, flight dynamic data, general aviation data and surveillance and detection data.

[0067] The system further includes a collision risk modeling module, which calculates the comprehensive vertical collision risk based on real-time flight data (such as altitude hold deviation) and analyzes airspace operational characteristic parameters through simulation. An improved variable-scale direct approximation algorithm is used to calculate the closest distance between aircraft and the time interval between reaching that closest distance.

[0068] A cooperative trajectory tracking control method under time-varying communication is adopted, and L1 adaptive control is used to cope with communication limitations and enhance the robustness of trajectory tracking.

[0069] The safety management module integrates neural network-based feature recognition to perform real-time duplicate analysis of aircraft behavior and identify abnormal patterns.

[0070] The system constructs a flexible airspace management mechanism, which uses edge computing nodes to analyze meteorological turbulence and aircraft density in real time to form a self-organizing flight path adjustment algorithm.

[0071] A distributed monitoring architecture is adopted, which uses multiple ground stations to continuously detect the airspace with sensors to obtain the corresponding airspace data, and the ground computing unit automatically analyzes and evaluates it.

[0072] In the above scheme, during system deployment, airspace is divided into layers at fixed altitudes of 10 meters. Within the same layer, flight direction is parallel to latitude and longitude lines, and the speed is uniformly 300 km / h. The angular deviation between adjacent layers changes continuously by 0.5° for every 1 meter increase in altitude, with a cycle altitude of 720 meters. Turning operations require a vertical ascent and descent of 360 meters, and the turn is completed through linear directional adjustments. The transport vehicle reports its position data to the management system center every 10 seconds, and route adjustments require a 5-minute advance request. The longitudinal safety distance is calculated as speed × 30 seconds, and the lateral safety distance is 1.5 times the safe flight distance or 4 times the aircraft size. When temporarily crossing layers, the system obtains the incoming direction signal through millimeter-wave radar and a communication module (supporting FIXM format data) and completes the warning distribution within 100 milliseconds.

[0073] The management system center integrates digital twin technology to construct a low-altitude four-dimensional data field, enabling refined spatiotemporal resource allocation and process management through comprehensive airspace data. Simultaneously, the system supports seamless integration with existing air traffic control systems such as the UOM system and ADS-B, achieving seamless data interconnection and sharing.

[0074] This invention is not limited to the structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this invention is limited only by the appended claims.

[0075] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0076] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. An airspace management method based on hierarchical orbit determination, characterized in that, Includes the following steps: S1. Spatial delineation and layering The airspace is divided into functional airspace layer and transport airspace layer at a fixed altitude. Functional airspace layer and transport airspace layer can coexist. Multiple flight layers are divided within each airspace layer at a fixed altitude. S2, Set Hierarchical Rules Within the same flight level, all aircraft maintain the same flight direction and speed; the angular deviation between two adjacent levels remains the same and changes continuously in the altitude direction. S3. Establish a spatial interlayer transition and turning mechanism. By creating a continuously changing angle between the flight directions of adjacent airspace layers, an invisible spiral channel is formed. When the aircraft needs to change its course, it can achieve natural adjustment of direction by performing ascent and descent operations. S4. Implement a dynamic reporting and confirmation mechanism. Before entering the managed airspace, the aircraft shall report its flight route to the management system center. During flight, it reports real-time data to the management system center at fixed time intervals.

2. The airspace management method based on hierarchical orbit determination according to claim 1, characterized in that, S1, Airspace Division and Layering: The process of dividing airspace into functional airspace layers and transport airspace layers at fixed altitudes, where functional and transport airspace layers can coexist, and further dividing each airspace layer into multiple flight layers at fixed altitudes, specifically includes: Total airspace altitude It is divided into N layers, with an initial height of ; The nominal height of the j-th floor : ； The nominal orientation angle of the j-th layer : ； The starting height of the j-th floor : ； The starting angle of the j-th layer : ； The airspace is divided into M groups, and the i-th group is further divided into N layers, with a total height of... : The i-th group of airspace, the nominal height of the j-th layer : ； The i-th group of airspace, the j-th layer of nominal angle : ； The i-th group of airspace, the j-th layer nominal latitudinal velocity and meridional velocity : ； ； In the formula, j is the flight level number within a single airspace group, i is the airspace group number, and M is the total number of airspace groups. For nominal speed, For the i-th group of airspace and the j-th layer nominal height At that time, it is the sum of the total altitudes of all preceding groups of airspace.

3. The airspace management method based on hierarchical orbit determination according to claim 1, characterized in that, S2, setting hierarchical rules: within the same flight layer, all aircraft maintain the same flight direction and speed; the angular deviation between two adjacent layers changes continuously and in the same direction of altitude, specifically including: Each cycle is 360°, with the initial angle measurement parallel to the latitude and longitude, forming a spiral guide structure.

4. The airspace management method based on hierarchical orbit determination according to claim 3, characterized in that, The step S2, setting hierarchical rules: within the same flight layer, all aircraft maintain the same flight direction and speed; the angular deviation between two adjacent layers remains the same and changes continuously in the altitude direction, further includes: Set multi-dimensional safety distances for aircraft. The longitudinal distance between two aircraft is greater than the safe flight distance equal to the allowable speed multiplied by the safe flight time. The lateral safety distance is greater than the safe flight distance x (e.g., 1.2) times and / or the allowable transport size y (e.g., 3) times. The management system center dynamically calculates and maintains minimum safe clearances in the longitudinal, lateral, and vertical directions based on factors such as speed and size.

5. The airspace management method based on hierarchical orbit determination according to claim 4, characterized in that, S3, establishing an inter-layer airspace transition and turning mechanism: By creating a continuously changing angle between the flight directions of adjacent airspace layers, an invisible spiral channel is formed. When the aircraft needs to change its course, the natural adjustment of direction is achieved through ascent and descent operations. Specifically, this includes: S31, Spiral Transition: The flight direction between adjacent airspace layers changes continuously, forming a smooth spiral channel. The aircraft naturally fine-tunes its flight direction by changing its altitude. Starting from the i-th group of airspace, vertically turning across the j-th layer, after a time interval... back, The difference in operating height is : ； The change in running angle is : ； Current latitudinal velocity and meridional velocity : ； ； In the formula, Initial flight speed, The nominal vertical velocity, This represents the total height within a complete spiral cycle. S32, Vertical Turnaround: When a turnaround is required, the height of the spiral rises or falls by half a turn, and the change of direction is completed linearly during the ascent or descent.

6. The airspace management method based on hierarchical orbit determination according to claim 1, characterized in that, It also includes the following steps: S5. Dynamic Behavior Management and Collaborative Control: Integrates all behaviors that require real-time intervention and dynamic response from the system center.

7. The airspace management method based on hierarchical orbit determination according to claim 6, characterized in that, S5, Dynamic Behavior Management and Collaborative Control: Integrates all steps involving behaviors that require real-time intervention and dynamic response from the system center, specifically including: S51. Real-time monitoring and conflict resolution of safe distance: The management system center monitors the distance between aircraft in real time. When it predicts that the safe distance set in S2 may be violated, it actively sends control commands to the relevant aircraft to dynamically maintain the safe distance. S52. Temporary cross-layer collaborative control: Temporary vertical cross-layers report to the management system center. The management system center obtains the incoming direction transport signals of the crossing layer and the target layer, and sends cross-layer warnings to relevant parties to achieve active collision avoidance.

8. An airspace management system based on hierarchical orbit determination, characterized in that, The airspace management method based on hierarchical orbit determination according to any one of claims 1-7 includes: The airspace division and layering module is used to divide airspace into functional airspace layers and transport airspace layers at fixed altitudes. Functional airspace layers and transport airspace layers can coexist. Within each airspace layer, multiple flight layers are divided at fixed altitudes. The hierarchical module is configured to ensure that all aircraft within the same flight level maintain the same flight direction and speed; the angular deviation between two adjacent levels remains the same and changes continuously in the altitude direction. An airspace layer transition and turning mechanism module is established to create an invisible spiral channel by making the flight directions of adjacent airspace layers form a continuously changing angle. When the aircraft needs to change its course, it can achieve natural adjustment of direction by performing ascent and descent operations. Implement a dynamic reporting and confirmation mechanism module, which is used to report the flight route of the aircraft to the management system center before the aircraft enters the managed airspace, and to report real-time data to the management system center at fixed time intervals during the flight. The Dynamic Behavior Management and Collaborative Control module is used to integrate all behaviors that require real-time intervention and dynamic response from the system center.

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