Multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system and method

Abstract

A multi-layered strip-shaped low-altitude airspace UAV continuous coordinated release traffic control system and method are disclosed. This invention relates to the field of low-altitude traffic control technology and addresses the problems of incomplete characterization of multi-layered strip-shaped airspace resources, lack of coordination in continuous node releases, and susceptibility to window mismatches and route conflicts in existing low-altitude traffic management systems. The proposed solution is as follows: The system acquires the strip-shaped airspace operational status and UAV passage requirements, generates low-altitude airspace resource units and passage permit windows, coordinates the release phase difference between adjacent nodes based on predicted passage times, forms a continuous low-altitude passage flight wave, and generates UAV low-altitude traffic control commands. This invention is applicable to low-altitude traffic management platforms, UAV operation control systems, and take-off and landing field control units.

Description

Technical Field

[0001] This relates to the field of low-altitude traffic control technology, specifically to a multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system and its control method. Background Technology

[0002] With the development of the low-altitude economy and the large-scale operation of drones, low-altitude airspace is gradually transforming from a traditional temporary flight activity space into a traffic operation space requiring refined organization, dynamic control, and continuous scheduling. In urban low-altitude main routes, logistics routes, industrial park air corridors, port low-altitude routes, emergency support routes, and take-off and landing approach and departure channels, multiple drones need to operate within controlled low-altitude areas at specified altitudes, routes, times, and speeds. To ensure the safety of low-altitude traffic operations, existing low-altitude traffic management platforms typically need to combine drone positioning information, route declaration information, communication and navigation status, weather conditions, temporary control status, and airspace operation risks to schedule and control the process of drones entering low-altitude main routes, passing key nodes, performing layer / zone changes, and leaving controlled areas.

[0003] Current low-altitude airspace management methods mostly employ fixed routes, fixed altitude layers, static no-fly zones, static airspace grids, or single-node passage approval. Their focus is typically on determining whether a drone is qualified to enter a specific area or route, while neglecting to adequately characterize the resource attributes of the low-altitude airspace itself. In actual operation, different altitude layers, different strip routes, and different time periods within the same low-altitude area often have different capacities, directions of passage, speed limits, openness status, risk levels, and safety separation requirements. If low-altitude traffic control equipment only uses fixed routes or static areas as control objects, it is difficult to refine the low-altitude airspace into allocable, reservable, measurable, and dynamically controllable traffic resources. It is also difficult to evenly allocate passage demand among different altitude layers and different strip airspaces based on real-time operational status, easily leading to problems such as congestion in some strip airspaces, idleness in others, and uneven utilization of local airspace resources.

[0004] In low-altitude traffic organization, coordinated clearance between consecutive airspace nodes is a crucial factor affecting the operational efficiency and safety of unmanned aerial vehicles (UAVs). When UAVs travel along low-altitude routes, they typically need to pass through multiple airspace nodes, including merging points, departure points, intersections, layer change points, strip change points, takeoff and landing field entry / departure points, and temporary control boundary points. If existing traffic control equipment only releases UAVs based on the local capacity or local passage window of a single node, without simultaneously considering the release time of upstream nodes, the passage permission window of downstream nodes, and the actual passage time of the strip airspace between adjacent nodes, then UAVs may be unable to smoothly match the permission window of downstream nodes after passing upstream nodes. This can lead to problems such as hovering and waiting in the air, queuing at nodes, frequent speed adjustments, temporary detours, or route conflicts. Therefore, low-altitude UAV traffic control not only needs to solve the problem of whether a single node can release UAVs, but also the problem of coordinating release windows and phases between multiple consecutive nodes.

[0005] Meanwhile, the speed of passage in low-altitude strip airspace is not fixed but is affected by factors such as wind field, visibility, communication and navigation status, drone density, temporary no-fly zones, emergency support missions, and operational risk levels. When the speed limit changes, congestion occurs, restrictions are imposed, or the airspace is closed at different times, the actual travel time for drones from one airspace node to the next will change accordingly. If the existing low-altitude traffic scheduling method still uses a fixed speed or determines the flight speed solely based on the drone's own performance, it is difficult to reflect in a timely manner the impact of time-varying speed limits in strip airspace on node arrival times and subsequent passage windows. This can easily lead to inconsistencies between predicted arrival times and downstream permit windows, resulting in window mismatches and interruptions in continuous clearance.

[0006] Furthermore, multi-layered strip-shaped low-altitude airspace operations involve complex safety separation control during same-layer and same-band operations, adjacent bands, different altitude layers, and layer / band transitions. In scenarios with a large number of UAVs, dense route nodes, intersecting flight directions, and concentrated arrival and departure traffic at takeoff and landing sites, relying solely on two-dimensional planar conflict detection or a single route avoidance strategy is insufficient to cover the safety risks of UAVs during parallel operations, merging, departures, intersections, layer / band transitions, and transitions. If existing low-altitude traffic control equipment cannot integrate capacity control, speed control, window control, spatial safety separation, and layer / band transition constraints into a unified continuous release control process, it is prone to problems such as local control being feasible but overall traffic discontinuity, single-aircraft paths being feasible but multi-aircraft operational conflicts, and node releases being feasible but subsequent flight segments being unexecutable.

[0007] From a system control perspective, the key to improving the efficiency of low-altitude traffic operations is not merely planning a feasible flight path for a single drone, but rather enabling a group of drones with consistent directions, similar speed levels, and compatible occupied altitude layers and strip airspaces to pass continuously between multiple consecutive airspace nodes according to coordinated passage windows, reducing hovering, waiting, and repeated acceleration and deceleration. While existing ground traffic systems employ continuous passage control concepts such as green wave coordination, the continuous release of low-altitude drones is influenced by multiple factors, including altitude layer selection, strip airspace selection, time-varying speed limits, airspace capacity, safety intervals, battery life, layer / strip changes, and temporary control status. Therefore, ground road signal coordination methods cannot be directly applied. Existing low-altitude traffic control equipment lacks a continuous coordinated release control mechanism for multi-layered strip airspaces, making it difficult to generate executable traffic control commands based on airspace resource status and drone operational needs, including entry time, altitude layer, strip airspace, speed, passage window, waiting method, layer / strip change location, and conflict resolution method.

[0008] In summary, existing technologies have several shortcomings: low-altitude traffic control equipment does not provide a sufficiently detailed characterization of multi-layered strip-shaped airspace resources; there is a lack of phase coordination between release windows between continuous airspace nodes; time-varying speed limits in strip-shaped airspace are difficult to dynamically incorporate into release control; multiple UAVs are prone to window mismatch, hovering, queuing, and route conflicts between continuous nodes; and it is difficult to generate continuous and coordinated release control commands for low-altitude traffic management platforms and UAV operation control systems. Summary of the Invention

[0009] To address the shortcomings of existing low-altitude traffic control equipment in terms of insufficient precision in characterizing multi-layered strip-shaped airspace resources, lack of phase coordination between release windows of continuous airspace nodes, difficulty in dynamically incorporating time-varying speed limits of strip-shaped airspace into release control, and the tendency for multiple UAVs to experience window mismatches, hovering, queuing, and route conflicts between continuous nodes, as well as the difficulty in generating continuous and coordinated release control commands for low-altitude traffic management platforms and UAV operation control systems, the technical solution provided by this invention is as follows: The multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system includes an airspace resource management unit, an UAV demand access unit, a node release control unit, a phase coordination control unit, a flight wave organization unit, a conflict detection unit, and a control command generation unit. The airspace resource management unit is used to divide the low-altitude area to be controlled into several altitude layers, and divide multiple strip-shaped airspaces within each altitude layer. It combines the altitude layers, strip-shaped airspaces, and time slices into low-altitude airspace resource units, and configures the maximum passage capacity, time-varying speed limit, passage direction, and operating status for the low-altitude airspace resource units. The UAV demand access unit is used to obtain UAV passage demand information, and determine the UAV optional altitude layer set and optional strip airspace set based on the UAV passage demand information and the resource attributes of the low-altitude airspace resource unit. The node release control unit is used to identify the merging points, departure points, intersection points, layer change points, strip change points, take-off and landing field arrival and departure points, and temporary control boundary points on the low-altitude main route as airspace nodes, and to set low-altitude passage permission windows for each airspace node according to altitude layer, strip airspace, passage direction and time slot. The phase coordination control unit is used to adjust the release phase difference between the low-altitude passage permit windows of adjacent airspace nodes according to the predicted passage time of the UAV between adjacent airspace nodes, so that the predicted arrival time of the UAV after being released from the upstream airspace node falls into the low-altitude passage permit window corresponding to the downstream airspace node. The flight wave organization unit is used to divide UAVs with the same direction of travel, similar speed levels, and the same or compatible altitude layer and strip airspace into UAV batches, and to form a low-altitude continuous passage flight wave when the UAV batches meet the low-altitude passage permission window matching relationship between multiple consecutive airspace nodes. The collision detection unit is used to detect the safety interval of UAVs in the same strip of airspace at the same altitude layer, adjacent strips of airspace at the same altitude layer, different altitude layers, and during the process of changing layers and zones. The control command generation unit is used to generate low-altitude traffic control commands for UAVs based on the low-altitude airspace resource units, low-altitude passage permission windows, release phase differences, low-altitude continuous passage flight waves, and safety interval detection results. The low-altitude traffic control commands include entry time into the low-altitude main route, altitude layer allocation sequence, strip airspace allocation sequence, speed control sequence, node passage permission window sequence, and waiting, layer change, band change, diversion, or conflict resolution control content.

[0010] Furthermore, in a preferred embodiment, the operating states include open, speed-limited, congested, restricted, and closed. When the strip of airspace is in a restricted or closed state, the airspace resource management unit marks the corresponding low-altitude airspace resource unit as a prohibited entry resource unit.

[0011] Furthermore, in a preferred embodiment, the phase coordination control unit determines the predicted travel time of the UAV between adjacent airspace nodes based on the segment length of the low-altitude strip, the time-varying speed limit of the strip airspace, the UAV's own permissible speed range, and the time correction amount.

[0012] Furthermore, in a preferred embodiment, when there are merging, exiting, or crossing conflicts at the same airspace node, the node release control unit sets the conflicting low-altitude passage permit windows in a staggered manner.

[0013] Furthermore, in a preferred embodiment, the conflict detection unit detects the safety intervals within the same layer and zone, the lateral safety intervals between adjacent strip airspaces, the vertical safety intervals between layers at different altitudes, and the transition safety intervals during layer / zone changes.

[0014] Furthermore, in a preferred embodiment, the control command generation unit generates the low-altitude traffic control command using a hierarchical logic decomposition rolling optimization method guided by flight wave phase coordination and resource price.

[0015] Based on the same inventive concept, this invention also provides a multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control method for the traffic control system, comprising: Acquire operational status data for each altitude layer and each strip of airspace; Low-altitude airspace resource units are generated based on altitude layers, strip-shaped airspace, and time slices, and the maximum passage capacity, time-varying speed limit, passage direction, and operating status are configured. Obtain information on drone traffic requirements and determine the set of optional altitude layers and optional strip airspace for drones; Identify airspace nodes and generate low-altitude passage permit windows according to altitude layer, strip airspace, direction of passage, and time slice; Adjust the release phase difference between the low-altitude passage permit windows of adjacent airspace nodes based on the predicted passage time of the UAV between adjacent airspace nodes; Drones with the same direction of travel, similar speed levels, and occupying the same or compatible altitude layers and strips of airspace are grouped into drone batches and form a continuous low-altitude flight wave. Detect the safe distance of drones in the same layer and zone, adjacent strip airspace, different altitude layers, and during the process of changing layers and zones; Based on the detection results of low-altitude airspace resource units, low-altitude passage permit windows, release phase differences, low-altitude continuous passage flight waves, and safety intervals, low-altitude traffic control commands for UAVs are generated.

[0016] Based on the same inventive concept, the present invention also provides a computer storage medium for storing a computer program, wherein when the computer program is read by a computer, the computer executes the method described thereon.

[0017] Based on the same inventive concept, the present invention also provides a computer, including a processor and a storage medium, wherein when the processor reads a computer program stored in the storage medium, the computer executes the method described thereon.

[0018] Based on the same inventive concept, the present invention also provides a computer program product, which, when executed, implements the method described.

[0019] Compared with the prior art, the advantages of the technical solution provided by the present invention are as follows: The low-altitude airspace to be controlled is divided into several altitude layers, and within each altitude layer, multiple strip-shaped airspaces are further subdivided. These altitude layers, strip-shaped airspaces, and time slots are then combined into low-altitude airspace resource units. This transforms low-altitude airspace from a simply continuous open space managed in a haphazard manner into a schedulable object with capacity, speed limits, direction, and operational status. Compared to management methods based solely on fixed routes, fixed altitude layers, or static grids, this resource unit division method reflects the operational differences between different time periods, altitude layers, and strip-shaped airspaces. This provides clear resource boundaries for subsequent capacity allocation, window control, and continuous clearance, reducing the problem of some airspaces being congested while others are idle.

[0020] Each low-altitude airspace resource unit is configured with maximum throughput capacity, minimum operating speed, maximum speed limit, direction of travel, and operational status such as open, speed-limited, congested, restricted, and closed. This ensures that low-altitude traffic control is no longer based solely on the drone's own flight capabilities or static flight path conditions, but rather incorporates the real-time availability of the airspace itself into the release control criteria. When a strip of airspace is restricted or closed, prohibiting drones from entering the corresponding resource unit can prevent drones from being assigned to impassable or high-risk airspace. When a strip of airspace is congested or speed-limited, the risk of local overload can be reduced through subsequent window adjustments, speed adjustments, or airspace reallocation.

[0021] By collecting data on traffic flow, drone density, average flight speed, wind conditions, visibility conditions, communication and navigation status, temporary air traffic control status, and operational risk level in strip-shaped airspaces, and based on this, time-varying speed limits are determined for each strip-shaped airspace in different time slices. This allows drone travel time predictions to be updated according to changes in the low-altitude operating environment. Compared to a fixed speed assumption, this method can reflect the impact of wind disturbances, traffic congestion, changes in communication and navigation status, and temporary air traffic control on actual travel speeds, thereby reducing downstream node window mismatches and in-flight waiting caused by inaccurate estimated arrival times.

[0022] Based on the UAV's origin, destination, planned passage node sequence, its permissible speed range, remaining battery power, mission priority, and estimated entry time into the low-altitude main route, a set of optional altitude layers and a set of optional strip airspaces are determined. This enables low-altitude traffic control to establish a correspondence between the UAV's operational needs and the status of airspace resources. Compared to generating a single-aircraft track solely based on the origin and destination, this process can eliminate candidate passage resources that do not meet the UAV's performance, battery power, or airspace status requirements before allocation, reducing the problems of subsequent control commands being unexecutable or requiring frequent adjustments.

[0023] By defining merging points, departure points, intersections, layer change points, strip change points, takeoff and landing field entry and exit points, and temporary control boundary points along the low-altitude main flight path as airspace nodes, and recording the strip-shaped airspace connection relationships and segment lengths between adjacent airspace nodes, the continuous operation of UAVs is broken down into control objects with clearly defined nodes, segments, and travel distances. This feature enables release control to be extended from single-node judgment to continuous node coordination, facilitating the pre-consideration of downstream node windows, adjacent segment travel times, and strip-shaped airspace occupancy before upstream node release, thus reducing the probability of UAVs hovering or temporarily changing course due to control gaps between continuous nodes.

[0024] Based on time-varying speed limits in striped airspace, UAV speed constraints, flight segment length, and time corrections caused by wind disturbances, avoidance control, communication delays, and speed adjustments, the predicted passage time between nodes is calculated, so that node arrival times are no longer simply estimated from fixed ranges and speeds. This prediction method can more closely reflect the actual passage conditions in complex low-altitude operating environments, providing a more accurate time basis for downstream node passage permit window matching and coordination of release phase differences between adjacent nodes, thereby reducing continuous release interruptions caused by passage time estimation errors.

[0025] For each airspace node, low-altitude passage permit windows are set according to altitude layer, strip airspace, direction of travel, and time slot. When there are merging, exiting, or crossing conflicts, conflicting passage permit windows are staggered, preventing conflicting traffic flows within the same node's control area from entering simultaneously. Compared to methods that only release traffic based on the order of drone applications or single-node capacity, this window setting method can separate and control traffic flows from different directions, altitude layers, and strip airspaces at the node level, reducing the risk of node conflicts during merging, exiting, and crossing scenarios.

[0026] The release phase difference is determined based on the predicted passage time of the UAV between adjacent airspace nodes. By adjusting the phase difference between the passage permission windows of upstream and downstream nodes, the UAV can enter the corresponding passage permission window when it arrives at the downstream node after being released from the upstream node. This phase coordination method links upstream release control, segment passage time, and downstream window acceptance capacity, avoiding the problem in the existing single-node independent release method where the upstream node has already released the UAV but the downstream node cannot continue to accept it. This reduces the time that UAVs spend hovering, waiting, queuing, and repeatedly accelerating and decelerating in front of nodes.

[0027] Drones traveling in the same direction, with similar speed levels, and occupying the same or compatible altitude layers and strips of airspace are grouped into batches. When these batches consistently satisfy window matching relationships across multiple adjacent nodes, a continuous low-altitude flight wave is formed, preventing drones from passing through consecutive nodes in a completely discrete, individual manner. This flight wave organization method allows a group of drones with similar operating characteristics to maintain a relatively stable passage rhythm across multiple consecutive nodes, reducing node gaps and queuing fluctuations caused by releasing individual drones one by one, and improving the smoothness of multiple drones continuously passing through the low-altitude main airway.

[0028] This multi-dimensional decision description, which uses resource occupancy decisions, strip airspace occupancy decisions, flight wave assignment decisions, and layer / zone change decisions to describe the allocation status of UAVs in altitude layers, strip airspaces, node windows, continuous flight waves, and transition nodes, enables the control command generation process to simultaneously consider airspace resource occupancy, node passage, continuous release, and layer / zone change behaviors. Compared to control methods that only output path or speed, this multi-dimensional decision description unifies UAV entry time, altitude layer, strip airspace, speed, window, waiting, and transition control into a single traffic control framework, improving the completeness and executability of output control commands.

[0029] By using total delay, hovering waiting time, costs of changing zones and bands, penalties for oversaturation in strip airspace, speed adjustment range, conflict risk, and continuity of flight waves as control objectives, low-altitude traffic control no longer solely pursues the shortest time or the optimal path for a single aircraft. This comprehensive objective coordinates operational efficiency, flight stability, resource balance, safety risks, and continuous passage effects, reducing problems such as local airspace overload, frequent changing zones and bands, or fragmentation of flight waves caused by simply reducing individual aircraft delays.

[0030] Resource capacity constraints are set for any altitude layer, strip of airspace, and time slot. When a strip of airspace is closed, drones are prohibited from being assigned to the corresponding resource unit, thus clearly limiting the number of drones within the same resource unit. This capacity control can prevent multiple drones from entering the same altitude layer and the same strip of airspace at the same time, reducing the risk of local airspace congestion and compressed safety intervals, while providing a constraint basis for the low-altitude traffic management platform to perform balanced resource allocation.

[0031] By incorporating both the drone's own performance speed constraints and the time-varying speed limits of the strip airspace into speed control, the actual operating speed of the drone ensures that it neither exceeds its own capabilities nor violates the airspace's operational restrictions within the corresponding time slice. When the speed limit in the strip airspace decreases due to weather, congestion, or temporary traffic control, the original clearance plan can be promptly corrected by recalculating the predicted arrival time of downstream nodes and rematching the passage permit windows of subsequent nodes, thus reducing the cumulative impact of changes in low-altitude operating conditions on the passage of consecutive nodes.

[0032] When a drone continues to the next node after being cleared by one node, the predicted arrival time is matched with the next node's clearance window. If the matching conditions are not met, the system may choose to delay upstream clearance, adjust flight speed, adjust the airspace strip, adjust the altitude layer, enter the waiting area, or reallocate the downstream window. This control method can correct for window mismatches before they occur, preventing the drone from entering the flight segment only to find that the downstream node cannot accept it, thereby reducing the probability of hovering, temporary detours, and congestion before nodes.

[0033] Safety separations are set for UAVs within the same strip of airspace at the same altitude level, for UAVs within adjacent strips of airspace at the same altitude level, and for UAVs at different altitude levels, ensuring that longitudinal, lateral, and vertical conflicts in multiple strips of airspace are all included in unified detection. Compared to conflict assessment methods that only perform conflict assessments in a two-dimensional plane or on a single flight path, this safety separation control can adapt to low-altitude traffic scenarios with multiple altitude levels and multiple strips of airspace operating in parallel, reducing the risk of conflict for UAVs operating in parallel, intersecting, and adjacent operations between altitudes.

[0034] By restricting layer / band switching to permitted airspace nodes, and re-verifying the capacity, speed limits, openness, and safety intervals of the target altitude layer and target strip airspace within the corresponding time slice when the UAV performs a layer / band switch, the UAV's switching behavior is subject to dual constraints from node location and target resource status. This process prevents UAVs from arbitrarily changing altitude layers or strip airspaces in non-switching areas, and also prevents UAVs from being switched to congested, closed, or unsafe airspaces, thereby improving the safety and executability of layer / band switching control.

[0035] By setting battery endurance constraints for drones and incorporating segment energy consumption along with the minimum reserve power required for safe return, diversion, or emergency avoidance into the control command generation process, continuous coordinated release results not only meet path and window requirements but also the energy conditions for drones to complete their missions and handle emergencies. Compared to scheduling methods that only consider airspace capacity and passage time, this constraint can reduce the risk of drones running out of endurance due to being assigned to excessively long segments, excessive waiting, or unreasonable layer / strip changes.

[0036] This approach employs a master problem to determine the UAV's altitude layer, strip-shaped airspace, node passage permission windows, continuous passage flight wave attribution, and release phase difference. Candidate control schemes are then validated through sub-problems such as time-varying speed limit propagation, window matching, airspace capacity, safety conflicts, flight wave phase consistency, and battery life. This decomposes the complex low-altitude traffic control problem into a solution process that combines resource allocation and feasibility verification. Compared to solving a large-scale model containing all constraints in one go, this hierarchical approach reduces the difficulty of the solution and allows the causes of infeasibility to be pinpointed to specific aspects such as speed propagation, window mismatch, capacity exceeding limits, safety conflicts, phase inconsistency, or insufficient battery power.

[0037] Resource prices are dynamically updated based on the utilization rate of strip airspace. When a strip airspace approaches saturation within a time slice, its resource price is increased; when a strip airspace is relatively idle, its resource price is decreased, thus guiding the subsequent allocation process based on resource congestion levels. This resource pricing mechanism can prevent UAVs from being continuously allocated to locally congested altitude layers or strip airspaces and guide some passage demand to relatively idle resource units, thereby improving the problem of simultaneous local overload and resource idleness in multi-layered strip airspaces.

[0038] When candidate control schemes encounter issues such as infeasibility of time-varying speed limit propagation, node window mismatch, resource capacity exceeding limits, security conflicts, inconsistent flight wave phases, or insufficient battery life, the corresponding constraint correction information is fed back to the main problem, and candidate schemes are regenerated. This allows control commands to gradually meet execution conditions through multiple rounds of verification and correction. This iterative correction mechanism avoids generating a release scheme that still contains unexecutable factors before actual issuance, improving the reliability of control commands that ultimately enter the low-altitude traffic management platform, the UAV operation control system, and the takeoff and landing field control unit.

[0039] When candidate control schemes meet capacity, safety, power, and window constraints but still exhibit slight speed fluctuations or local phase deviations, local repair and smoothing of the release phase and speed control are performed to maintain a more stable time propagation relationship for continuous flight waves without compromising safety and capacity constraints. This process reduces unnecessary speed abrupt changes between adjacent flight segments, improves the smoothness of continuous node passage, and enhances the integrity of UAV batches passing through multiple airspace nodes consecutively.

[0040] The final output of low-altitude traffic control commands includes the time for UAVs to enter the main low-altitude airway, the sequence of consecutive passage nodes, the sequence of altitude layer allocation, the sequence of strip airspace allocation, the speed control sequence, the sequence of node passage permission windows, and control content such as waiting, deceleration, acceleration, layer change, strip change, rerouting, or conflict resolution. This ensures that the control results are not merely abstract path planning results, but scheduling commands that can be directly executed by the low-altitude traffic management platform, the UAV operation control system, and the take-off and landing field control unit. This output format improves the seamless connection between the low-altitude traffic control scheme and the actual control actions, reducing the uncertainty caused by manual secondary conversion and on-site ad-hoc judgments.

[0041] When new drone traffic demands arrive, or when time-varying speed limits, capacity, operational status, weather conditions, or temporary control status of a strip of airspace change, the low-altitude airspace resource status and drone traffic demands are updated again, forming a rolling optimization control system. This allows the traffic control scheme to continuously adjust to changes in the operating environment and traffic demands. Compared to generating a fixed plan all at once, this rolling update mechanism can adapt to dynamic situations such as sudden demand surges, control changes, and weather disturbances in low-altitude traffic, maintaining the real-time performance and stability of continuous and coordinated release control. Attached Figure Description

[0042] Figure 1 A flowchart for a continuous coordinated release traffic control method for UAVs in multi-layered strip-shaped low-altitude airspace; Figure 2 A comparison chart of solution times for different scales; Figure 3 A comparison chart of the quality of solutions at different scales; Figure 4 A complete diagram showing the results of the traffic organization and dispatch order throughout the entire process; Figure 5 This is a diagram illustrating the effect of multi-layered strip-shaped airspace resource utilization. Figure 6 A diagram illustrating the effect of continuous and coordinated flight wave release. Detailed Implementation

[0043] To make the advantages and benefits of the technical solution provided by the present invention clearer, the technical solution provided by the present invention will now be described in further detail with reference to the accompanying drawings, specifically: Implementation Method 1: This implementation method provides a multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system, including an airspace resource management unit, a UAV demand access unit, a node release control unit, a phase coordination control unit, a flight wave organization unit, a conflict detection unit, and a control command generation unit. The airspace resource management unit is used to divide the low-altitude area to be controlled into several altitude layers, and divide multiple strip-shaped airspaces within each altitude layer. It combines the altitude layers, strip-shaped airspaces, and time slices into low-altitude airspace resource units, and configures the maximum passage capacity, time-varying speed limit, passage direction, and operating status for the low-altitude airspace resource units. The UAV demand access unit is used to obtain UAV passage demand information, and determine the UAV optional altitude layer set and optional strip airspace set based on the UAV passage demand information and the resource attributes of the low-altitude airspace resource unit. The node release control unit is used to identify the merging points, departure points, intersection points, layer change points, strip change points, take-off and landing field arrival and departure points, and temporary control boundary points on the low-altitude main route as airspace nodes, and to set low-altitude passage permission windows for each airspace node according to altitude layer, strip airspace, passage direction and time slot. The phase coordination control unit is used to adjust the release phase difference between the low-altitude passage permit windows of adjacent airspace nodes according to the predicted passage time of the UAV between adjacent airspace nodes, so that the predicted arrival time of the UAV after being released from the upstream airspace node falls into the low-altitude passage permit window corresponding to the downstream airspace node. The flight wave organization unit is used to divide UAVs with the same direction of travel, similar speed levels, and the same or compatible altitude layer and strip airspace into UAV batches, and to form a low-altitude continuous passage flight wave when the UAV batches meet the low-altitude passage permission window matching relationship between multiple consecutive airspace nodes. The collision detection unit is used to detect the safety interval of UAVs in the same strip of airspace at the same altitude layer, adjacent strips of airspace at the same altitude layer, different altitude layers, and during the process of changing layers and zones. The control command generation unit is used to generate low-altitude traffic control commands for UAVs based on the low-altitude airspace resource units, low-altitude passage permission windows, release phase differences, low-altitude continuous passage flight waves, and safety interval detection results. The low-altitude traffic control commands include entry time into the low-altitude main route, altitude layer allocation sequence, strip airspace allocation sequence, speed control sequence, node passage permission window sequence, and waiting, layer change, band change, diversion, or conflict resolution control content.

[0044] The operating states include open, speed-limited, congested, restricted, and closed. When a strip of airspace is in a restricted or closed state, the airspace resource management unit will mark the corresponding low-altitude airspace resource unit as a prohibited entry resource unit.

[0045] The phase coordination control unit determines the predicted travel time of the UAV between adjacent airspace nodes based on the segment length of the low-altitude strip, the time-varying speed limit of the strip airspace, the UAV's own permissible speed range, and the time correction amount.

[0046] When there are merging, exiting, or crossing conflicts at the same airspace node, the node release control unit sets the conflicting low-altitude passage permit windows in a staggered manner.

[0047] The conflict detection unit detects the safety intervals within the same layer and zone, the lateral safety intervals between adjacent strip airspaces, the vertical safety intervals between layers at different heights, and the transition safety intervals during layer / zone changes.

[0048] The control command generation unit generates the low-altitude traffic control commands using a hierarchical logical decomposition and rolling optimization method guided by flight wave phase coordination and resource price.

[0049] A multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control method is also provided for the traffic control system, including: Acquire operational status data for each altitude layer and each strip of airspace; Low-altitude airspace resource units are generated based on altitude layers, strip-shaped airspace, and time slices, and the maximum passage capacity, time-varying speed limit, passage direction, and operating status are configured. Obtain information on drone traffic requirements and determine the set of optional altitude layers and optional strip airspace for drones; Identify airspace nodes and generate low-altitude passage permit windows according to altitude layer, strip airspace, direction of passage, and time slice; Adjust the release phase difference between the low-altitude passage permit windows of adjacent airspace nodes based on the predicted passage time of the UAV between adjacent airspace nodes; Drones with the same direction of travel, similar speed levels, and occupying the same or compatible altitude layers and strips of airspace are grouped into drone batches and form a continuous low-altitude flight wave. Detect the safe distance of drones in the same layer and zone, adjacent strip airspace, different altitude layers, and during the process of changing layers and zones; Based on the detection results of low-altitude airspace resource units, low-altitude passage permit windows, release phase differences, low-altitude continuous passage flight waves, and safety intervals, low-altitude traffic control commands for UAVs are generated.

[0050] A computer storage medium is also provided for storing a computer program, which, when read by the computer, executes the method.

[0051] A computer is also provided, including a processor and a storage medium, wherein the computer executes the method when the processor reads a computer program stored in the storage medium.

[0052] A computer program product is also provided, which, when executed, implements the method described.

[0053] Implementation Method Two: This implementation method is a further detailed description of the technical solution provided in Implementation Method One, specifically: A multi-layered, strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated passage traffic control system and its control method are disclosed. This traffic control system can be deployed in a low-altitude traffic management platform, regional low-altitude control equipment, take-off and landing field control equipment, or UAV operation control system. It is used to coordinate and control the passage of multiple UAVs across multiple altitude layers, multiple strip-shaped airspaces, and multiple continuous airspace nodes, and generates low-altitude traffic control commands that can be executed by the low-altitude traffic management platform, the UAV operation control system, and the take-off and landing field control unit. These low-altitude traffic control commands include the UAV's entry time into the low-altitude main route, altitude layer allocation sequence, strip-shaped airspace allocation sequence, speed control sequence, node passage permission window sequence, and control content such as waiting, deceleration, acceleration, layer change, strip change, rerouting, or conflict resolution.

[0054] The traffic control system includes an airspace resource management unit, a UAV demand access unit, a node release control unit, a phase coordination control unit, a flight wave organization unit, a conflict detection unit, and a control command generation unit. These units can be housed in the same low-altitude traffic control server, or they can be separately located in the low-altitude traffic management platform, regional edge control equipment, takeoff and landing field control terminal, and UAV operation control system, respectively, and interact with each other via a communication network.

[0055] The airspace resource management unit is used to acquire operational status data for each altitude layer and each strip of airspace. This operational status data includes UAV traffic flow, UAV density, average flight speed, wind conditions, visibility conditions, communication and navigation status, temporary air traffic control status, and operational risk level. UAV traffic flow represents the passage demand for the corresponding strip of airspace during the current control period; UAV density represents the occupancy level of the corresponding strip of airspace; communication and navigation status represents positioning accuracy, communication latency, link stability, and monitoring data update status; and temporary air traffic control status represents temporary no-fly zones, flight restrictions, emergency support, or airspace closure information.

[0056] The airspace resource management unit divides the low-altitude area to be controlled into several altitude layers according to altitude range. Within each altitude layer, multiple strip-shaped airspaces are further divided according to the direction of the main low-altitude airway, the direction of passage, the width of the airway, the distribution of take-off and landing fields, and safety separation requirements. Each strip-shaped airspace can correspond to a main low-altitude airway, branch airway, merging channel, exit channel, take-off and landing field approach channel, or take-off and landing field departure channel. The airspace resource management unit combines altitude layers, strip-shaped airspaces, and time slots into low-altitude airspace resource units, so that each low-altitude airspace resource unit corresponds to a specific altitude range, strip-shaped passage space, and time range.

[0057] The airspace resource management unit configures maximum passage capacity, time-varying speed limits, passage direction, and operational status for each low-altitude airspace resource unit. Maximum passage capacity represents the maximum number of UAVs allowed to pass through or occupy the corresponding low-altitude airspace resource unit within a given time slice; time-varying speed limits represent the speed range allowed for UAVs within a given time slice; passage direction represents the direction UAVs are allowed to run in the corresponding airspace; operational status includes open, speed-limited, congested, restricted, and closed. When the operational status is open, the corresponding low-altitude airspace resource unit allows UAVs to pass according to capacity and speed limit requirements; when the operational status is speed-limited, the corresponding low-altitude airspace resource unit reduces the maximum speed limit; when the operational status is congested, the corresponding low-altitude airspace resource unit reduces its allocation priority; when the operational status is restricted or closed, the corresponding low-altitude airspace resource unit is marked as a prohibited entry resource unit.

[0058] The airspace resource management unit dynamically determines the time-varying speed limits for each strip of airspace within different time slots based on wind conditions, visibility conditions, UAV density, temporary air traffic control status, communication and navigation status, and operational risk level. When wind speed increases, visibility decreases, communication and navigation status becomes unstable, UAV density increases, or temporary air traffic control requirements intensify, the maximum speed limit for the corresponding strip of airspace within the corresponding time slot is reduced. When the operating environment stabilizes, UAV density decreases, and there are no temporary air traffic control requirements, the maximum speed limit for the corresponding strip of airspace is restored or increased. Through this method, the speed constraints of the strip of airspace can be updated according to changes in low-altitude operational status.

[0059] The UAV demand access unit is used to acquire the passage demand information of UAVs applying to enter low-altitude airspace. This information includes the UAV's origin, destination, planned passage node sequence, UAV's permissible speed range, current remaining battery power, mission priority, and estimated time to enter the low-altitude main route. Based on the UAV's origin and destination, the UAV demand access unit determines candidate passage directions; based on the planned passage node sequence, it determines the airspace nodes the UAV needs to pass through; based on the UAV's permissible speed range and current remaining battery power, it excludes passage resources that do not meet performance or endurance requirements; and, combined with the capacity, time-varying speed limits, passage directions, and operational status of the low-altitude airspace resource unit, it determines the UAV's optional altitude layer set and optional strip airspace set.

[0060] The node release control unit is used to construct airspace nodes and low-altitude strip segments. Specifically, the node release control unit identifies merging points, departure points, intersections, layer change points, strip change points, takeoff and landing field arrival and departure points, and temporary control boundary points on the low-altitude main route as airspace nodes, and determines the low-altitude strip segments formed by connecting adjacent airspace nodes using altitude layers and strip airspace. For each low-altitude strip segment, the node release control unit records its segment length, altitude layer, strip airspace, direction of travel, time-varying speed limit, and safety separation requirements.

[0061] The node release control unit generates a low-altitude clearance window for each airspace node, based on altitude level, airspace strip, direction of travel, and time slice. Each low-altitude clearance window includes a start time and an end time. A drone is only permitted to enter the corresponding airspace node if its release time or predicted arrival time falls within the corresponding low-altitude clearance window. When there are merging, exiting, or crossing conflicts within the same airspace node, the node release control unit staggers the timing of the conflicting low-altitude clearance windows, allowing traffic flows from different directions, altitude levels, or airspace strips to enter the same node control area at different times.

[0062] The phase coordination control unit is used to determine the release phase difference between adjacent airspace nodes. Based on the segment length of the low-altitude strip, the time-varying speed limit of the strip airspace, the UAV's own permissible speed range, and a time correction, the phase coordination control unit determines the predicted passage time of the UAV between adjacent airspace nodes. The time correction is determined based on wind field disturbances, avoidance control, communication delays, and speed adjustments. Based on the release time and predicted passage time of the UAV at the upstream airspace node, the phase coordination control unit obtains the predicted arrival time of the UAV at the downstream airspace node and adjusts the release phase difference between the low-altitude clearance windows of the upstream and downstream airspace nodes so that the predicted arrival time of the UAV after release from the upstream airspace node falls within the corresponding low-altitude clearance window of the downstream airspace node.

[0063] When a UAV operating according to the current release phase difference cannot match the low-altitude clearance window of a downstream airspace node, the phase coordination control unit outputs a phase adjustment request to the control command generation unit. Based on the phase adjustment request, the control command generation unit generates control content for delaying upstream release, adjusting flight speed, adjusting the strip airspace, adjusting altitude, entering the waiting area, or reallocating the downstream low-altitude clearance window. Thus, the upstream release time and downstream acceptance window are uniformly coordinated before the UAV enters the low-altitude strip airspace.

[0064] The flight wave organization unit is used to form a continuous low-altitude flight wave. The unit groups drones with the same direction of travel, similar speed levels, and occupying the same or compatible altitude layers and strips of airspace into drone batches. Drones within the same batch operate continuously at preset safety intervals, or in parallel within adjacent compatible strips of airspace. The flight wave organization unit further determines whether the predicted arrival times of the drone batch at multiple consecutive airspace nodes fall within the corresponding low-altitude clearance windows. If the drone batch satisfies the low-altitude clearance window matching relationship across multiple consecutive airspace nodes, a continuous low-altitude flight wave is formed. A continuous low-altitude flight wave includes the range of consecutive passage nodes, altitude layer, strip of airspace, drone batch, node clearance window sequence, and speed control sequence.

[0065] The conflict detection unit is used to detect safe intervals for candidate release schemes. For UAVs within the same altitude layer and the same strip of airspace, the conflict detection unit detects the safe intervals between UAVs within the same layer and strip; for UAVs within adjacent strips of airspace at the same altitude layer, the conflict detection unit detects the lateral safe intervals between UAVs; for UAVs at different altitude layers, the conflict detection unit detects the vertical safe intervals between UAVs; for UAVs performing layer or strip changes, the conflict detection unit detects the transition safe interval at the transition node. If the safe interval detection does not meet the requirements, the conflict detection unit outputs the conflict detection result to the control command generation unit.

[0066] The control command generation unit generates low-altitude traffic control commands for UAVs based on low-altitude airspace resource units, the set of selectable altitude layers for UAVs, the set of selectable strip airspaces for UAVs, low-altitude clearance windows, release phase differences, low-altitude continuous flight waves, and safety interval detection results. When generating low-altitude traffic control commands, the control command generation unit determines the UAV's entry time into the low-altitude main route, the altitude layer allocation sequence, the strip airspace allocation sequence, the speed control sequence, the node clearance window sequence, and the control content for waiting, deceleration, acceleration, layer change, strip change, diversion, or conflict resolution. When candidate release schemes have issues such as capacity overruns, window mismatches, speed limits not being met, or insufficient safety intervals, the control command generation unit modifies the candidate release schemes and re-determines the UAV's altitude layer, strip airspace, node clearance window, speed control content, or low-altitude continuous flight wave assignment.

[0067] In one implementation, the control command generation unit uses a hierarchical logical decomposition and rolling optimization approach guided by flight wave phase coordination and resource pricing to generate low-altitude traffic control commands. This approach includes a main problem and sub-problems. The main problem determines the UAV's altitude layer, strip-shaped airspace, node passage permission windows, low-altitude continuous passage flight wave attribution, and release phase difference. Sub-problems are used to verify the feasibility of time-varying speed limit propagation, node window matching, airspace capacity, safety conflict, flight wave phase consistency, and battery endurance of candidate release schemes.

[0068] In the above implementation, if the time-varying speed limit propagation verification fails to meet the requirements, the speed control content or predicted arrival time of the UAV between adjacent airspace nodes is re-determined; if the node window matching verification fails to meet the requirements, the release phase difference between the upstream and downstream airspace nodes is readjusted or the low-altitude passage permission window is reallocated; if the airspace capacity verification fails to meet the requirements, the number of UAVs allocated to the corresponding low-altitude airspace resource unit in the corresponding time slice is reduced; if the safety conflict verification fails to meet the requirements, the passage time, altitude layer, strip airspace, or layer / band change node of the conflicting UAV is adjusted; if the flight wave phase consistency verification fails to meet the requirements, it is re-determined whether the UAV belongs to the corresponding low-altitude continuous passage flight wave; if the battery endurance verification fails to meet the requirements, the passage path, waiting time, layer / band change number, or alternate landing control content of the UAV is adjusted.

[0069] In one implementation, the control command generation unit dynamically updates resource prices based on the utilization rate of strip airspaces within corresponding time slices. When a strip airspace is nearing saturation within a time slice, the corresponding resource price is increased, causing subsequent candidate release schemes to reduce the allocation of that low-altitude airspace resource unit; when a strip airspace is idle within a time slice, the corresponding resource price is decreased, causing subsequent candidate release schemes to prioritize guiding eligible UAVs to that low-altitude airspace resource unit. The control command generation unit adjusts the UAV's altitude layer, strip airspace, node access permission window, or low-altitude continuous passage flight wave assignment based on the updated resource prices.

[0070] In one implementation, the traffic control system also receives actual operational feedback from the UAV. This feedback includes the UAV's actual entry time, actual node passage time, actual flight altitude, actual strip airspace location, actual speed, waiting status, layer / strip change execution status, and remaining battery power. When the actual operational feedback is inconsistent with the generated low-altitude traffic control commands, the predicted arrival time of the UAV's subsequent airspace nodes is recalculated, and the subsequent low-altitude clearance windows, release phase differences, altitude layer allocation, or strip airspace allocation are readjusted.

[0071] Based on the above traffic control system, this embodiment also provides a multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control method. This method includes the following steps.

[0072] Obtain operational status data for each altitude layer and each strip of airspace.

[0073] Low-altitude airspace resource units are generated based on the altitude layer, strip airspace, and time slice of the low-altitude area to be regulated, and the maximum passage capacity, time-varying speed limit, passage direction, and operating status are configured for the low-altitude airspace resource units.

[0074] Obtain drone access demand information, and determine the set of optional altitude layers and optional strip airspace for drones based on the drone access demand information and the resource attributes of low-altitude airspace resource units.

[0075] Identify airspace nodes and generate low-altitude passage permit windows according to altitude layer, strip airspace, passage direction, and time slice.

[0076] Based on the predicted passage time of the UAV between adjacent airspace nodes, adjust the release phase difference between the low-altitude passage permit windows of adjacent airspace nodes.

[0077] Drones with the same direction of travel, similar speed levels, and occupying the same or compatible altitude layer and strip airspace are classified into drone batches, and low-altitude continuous passage flight waves are formed when the drone batches meet the low-altitude passage permit window matching relationship among multiple consecutive airspace nodes.

[0078] The test measures the safe distances of drones in the same layer and zone, adjacent strip airspace, different altitude layers, and during layer and zone changes.

[0079] Based on the detection results of low-altitude airspace resource units, low-altitude passage permit windows, release phase differences, low-altitude continuous passage flight waves, and safety intervals, low-altitude traffic control commands for UAVs are generated.

[0080] When new drone traffic demands arise, or when the time-varying speed limits, capacity, operational status, weather conditions, or temporary control status of strip airspace change, the status of low-altitude airspace resources and drone traffic demands are updated, and drone control commands that have not yet reached critical nodes or are still adjustable are updated on a rolling basis.

[0081] Implementation Method 3, in conjunction with Appendix Figure 1-6 This embodiment describes the technical solution provided above in further detail through specific examples, wherein: Figure 1 A flowchart of the method provided in this embodiment.

[0082] Figure 2 The graph compares the solution times of this implementation method with other methods under different scenario scales, including near-end low density, multi-node communities, moderate traffic flow in urban areas, hub congestion, high-density continuous release, and ultra-large-scale rolling control. As can be seen from the graph, the solution time of all methods increases with the scale of the scenario, but the increase in solution time for this implementation method is relatively gradual, making it suitable for rolling calculation scenarios involving continuous coordinated release of low-altitude traffic.

[0083] Figure 3The graph shows a comparison of solution quality at different scales, illustrating the overall evaluation values ​​obtained by this implementation method and other comparative methods under different sample sizes. As can be seen from the graph, the overall evaluation values ​​of different methods change with the increase in sample size. This implementation method maintains a low overall evaluation value across various scenarios, indicating that it has good solution quality in terms of comprehensive control over factors such as delay, capacity, conflict, and continuous release.

[0084] Figure 4 This diagram illustrates the complete traffic organization and dispatch process, showcasing the flow of traffic organization comprised of operational status input, resource unit modeling, main problem allocation, sub-problem verification, local phase repair, rolling updates, and dispatch output. The dispatch table at the bottom of the diagram further illustrates the entry time, altitude layer, strip airspace, node permission window, speed control sequence, and control actions for different UAVs, demonstrating that the output of this implementation is a directly executable low-altitude traffic control command.

[0085] Figure 5 This is a diagram illustrating the resource occupancy of multi-layered strip airspace, used to demonstrate the resource occupancy of multiple altitude layers and their strip airspaces within a continuous airspace node sequence. The diagram shows the continuous passage trajectory of UAVs, restricted or closed resource units, node passage permission windows, and the positions of continuous airspace nodes, demonstrating the passage allocation, window matching, and layer / strip switching processes of UAVs between different altitude layers and different strip airspaces.

[0086] Figure 6 This diagram illustrates the effect of continuously coordinated flight wave releases, showcasing the propagation relationship of drone batches' passage time between consecutive airspace nodes. Using control time and consecutive airspace nodes as coordinates, the diagram displays the passage permit window, continuous passage trajectory, and propagation trajectories of different batches. It demonstrates the matching relationship between upstream release and downstream window, as well as the process of drone batches forming a continuous flight wave across multiple consecutive nodes.

[0087] Specifically, the steps include the following: S1: Construct a low-altitude multi-layered strip airspace resource model S1.1: The low-altitude area to be regulated is divided into several altitude layers according to altitude, resulting in a set of altitude layers:

[0088] in, Indicates the first A low-altitude layer, This indicates the total number of height levels.

[0089] Each height level corresponds to a height range:

[0090] in, Indicates the first The minimum flight altitude of each altitude level Indicates the first The highest flight altitude of each altitude level.

[0091] S1.2: Within each altitude level, the low-altitude airspace is further divided into multiple strip-shaped airspaces, resulting in the [number missing]th [missing information]. A set of strip-shaped airspace within a height layer:

[0092] in, Indicates the first The first height layer Strip-shaped airspace, Indicates the first The number of strip-shaped airspaces within each altitude layer.

[0093] S1.3: Combining altitude layers, strip-shaped airspace, and time slices to form low-altitude airspace resource units:

[0094] in, Indicates time slice within, no. The height level, the first Low-altitude passage resources corresponding to strip-shaped airspace.

[0095] S1.4: Configure resource attributes for each low-altitude airspace resource unit:

[0096] in: This indicates that the resource unit is in the time slice. The maximum number of drones allowed to pass through the area; This indicates that the strip-shaped spatial region is in time slice Minimum operating speed within; This indicates that the strip-shaped spatial region is in time slice The maximum speed limit within the area; Indicates the direction of passage for this strip of airspace; This indicates that the strip-shaped spatial region is in time slice The operating status within the system includes open, speed-limited, congested, restricted, and closed.

[0097] S2: Acquire operational status data of low-altitude strip airspace. S2.1: Collect operational status data for each altitude level and each strip of airspace during the current control cycle, including traffic flow, UAV density, average flight speed, wind conditions, visibility conditions, communication and navigation status, temporary control status, and operational risk level of the strip of airspace.

[0098] S2.2: Based on the collected data, the time-varying velocity limits for each strip of airspace within different time slices were determined:

[0099] in: Indicates time slice Low-altitude meteorological conditions within the area; Indicates the first Layer Strip-shaped spatial domain in time slice Traffic density within the area; This indicates a temporary no-fly zone, flight restriction, emergency support, or airspace control status. Indicates the status of communication, navigation, and surveillance capabilities; This represents the function for calculating time-varying speed limits.

[0100] S2.3: When the striped space is restricted or closed, set the following:

[0101] Drones are prohibited from entering this resource unit.

[0102] S3: Obtain drone access requirements information S3.1: Obtain a list of drones applying to enter low-altitude airspace:

[0103] in, Indicates the first A drone, This indicates the total number of drones.

[0104] S3.2: Collect information on the access requirements of each drone:

[0105] in: Indicates the starting point of the drone; Indicates the destination of the drone; This indicates the planned sequence of nodes for the drone's passage; Indicates the minimum permitted flight speed for the drone itself; This indicates the maximum permissible flight speed of the drone itself; Indicates the drone's current remaining battery power; Indicates the priority of drone missions; This indicates the estimated time when the drone will enter the low-altitude main airway.

[0106] S3.3: Based on the UAV's origin, destination, performance constraints, and low-altitude airspace resource status, determine the UAV's optional altitude layer set and optional strip airspace set:

[0107] S4: Construct the connection relationship between continuous spatial nodes and strip-shaped spatial domains S4.1: By defining the merging point, departure point, intersection point, layer change point, strip change point, takeoff and landing field approach and departure point, and temporary control boundary point on the low-altitude main route as airspace nodes, a continuous set of airspace nodes is obtained:

[0108] in, Indicates the first One airspace node, This represents the total number of nodes.

[0109] S4.2: Determine the strip spatial connectivity between adjacent spatial nodes. If nodes With nodes Between the first Layer The connection of strip-shaped spatial domains is denoted as:

[0110] in, Represents a node To node The low-altitude strip-shaped flight path between them.

[0111] S4.3: Record the length of this low-altitude strip segment:

[0112] in, Represents a node To node In the Layer Passage distance over strip-shaped airspace.

[0113] S5: Calculate the travel time between UAV nodes based on time-varying speed limits. S5.1: When drones Assigned to the Layer Strip-shaped airspace, and in time slices Internal through nodes To node When navigating between these segments, the operating speed should meet the following requirements:

[0114] in, Indicates drone In time slice Inland through section Execution speed.

[0115] S5.2: Computational drones In the flight segment Estimated travel time:

[0116] in, This represents the time correction amount caused by wind field disturbances, avoidance control, communication delays, and speed adjustments.

[0117] S5.3: If drone At the node The release time is Then it reaches the next node. The predicted time is:

[0118] S6: Generate a continuous airspace node access permission window S6.1: For each airspace node Low-altitude clearance windows are set according to altitude level, strip airspace, and direction of passage:

[0119] in: Represents a node At altitude strip-shaped airspace , traffic direction Time slice The access permit window inside; Indicates the start time of the permit window; This indicates the end time of the permit window.

[0120] S6.2: If drone Allowed to enter the node within this window Then it should satisfy:

[0121] S6.3: When node When there are merging, exiting, or intersecting conflicts at a certain altitude level or in a certain strip-shaped airspace direction, the passage permit windows for the conflicting traffic flows are set at different times to avoid conflicting traffic flows from entering the same node control area at the same time.

[0122] S7: Coordinate the release phase difference between adjacent airspace nodes S7.1: Set nodes In the Layer The release reference time for strip-shaped airspace is:

[0123] Adjacent nodes and The release phase difference between them is:

[0124] S7.2: Determine the release phase difference based on the predicted travel time of the drone between adjacent nodes:

[0125] in, This represents the safety margin time, used to absorb wind field changes, speed fluctuations, and communication control errors.

[0126] S7.3: By adjusting the phase difference between the access permission windows of the preceding and following nodes, the drone can enter the access permission window of the following node after being granted passage at the preceding node:

[0127] S8: Formation of multi-layered strip-shaped airspace continuous passage flight waves S8.1: Drones traveling in the same direction, with similar speed levels, and occupying the same or compatible altitude layers and strips of airspace are grouped into drone batches:

[0128] in, Indicates the first A batch of drones.

[0129] S8.2: If drone batch The drones in the process satisfy the following conditions on consecutive nodes:

[0130] Then it is determined that this batch is at node To node A continuous passage relationship is formed between them.

[0131] S8.3: When the aforementioned continuous passage relationship is established consecutively among multiple adjacent nodes, a low-altitude continuous passage flight wave is formed:

[0132] in, Indicates the first A low-altitude continuous flight wave to Indicates the range of consecutive passable nodes. Indicates the height layer. This indicates a strip-shaped airspace.

[0133] S9: Establish an optimization model for coordinated release of low-altitude airspace resources. S9.1: Set resource usage decision variables:

[0134] in, Indicates drone In time slice Internal allocation to nodes The Layer Striped airspace; otherwise, .

[0135] S9.2: Set the decision variable for strip-shaped spatial domain occupancy:

[0136] in, Indicates drone In time slice Internal occupied node To node Between Layer Striped airspace; otherwise, .

[0137] S9.3: Set the flight wave affiliation variable:

[0138] in, Indicates drone Assigned to the A continuous low-altitude flight wave; otherwise. .

[0139] S9.4: Set the layer / band switching variable:

[0140] in, Indicates drone At the node Perform a layer or belt change operation at this location; otherwise... .

[0141] S9.5: To achieve the goals of minimizing total UAV delay, hovering wait time, layer / band change cost, strip airspace oversaturation penalty, speed adjustment range, collision risk, and continuous flight wave integrity, an optimization objective function is established:

[0142] in: Indicates drone At the node The waiting delay; Indicates drone At the node Hovering wait time; This indicates a drone layer or belt changing operation; Indicates the first Layer Strip-shaped spatial domain in time slice Oversaturation penalty within; This indicates the speed adjustment range between adjacent flight segments of the drone; Indicates drone With drones Conflict risk penalties between them; Indicates the first The integrity gain of a low-altitude continuous passage flight wave; These are the weighting coefficients.

[0143] S10: Set strip spatial capacity constraints For any height level strip-shaped airspace Time slice The number of drones entering this resource unit must not exceed its permitted capacity:

[0144] in, Indicates the first Layer Strip-shaped spatial domain in time slice The maximum allowable throughput within the area.

[0145] When the strip-shaped airspace is closed:

[0146] Then we have:

[0147] S11: Set time-varying speed limit constraints The flight speed of the drone within the strip of airspace must simultaneously meet the drone's own performance constraints and the time-varying speed limit constraints of the strip of airspace:

[0148] When the speed limit in a strip of airspace is reduced due to weather, congestion, or temporary control, the system recalculates the predicted time for the drone to reach the downstream node and re-matches the subsequent node's passage permission window.

[0149] S12: Set continuous node window matching constraints If drone From node Continue into the node after being granted permission. Then its predicted arrival time should fall within the node. The access permission window:

[0150] If the above conditions are not met, at least one of the following control methods shall be adopted: Delay the release time of drones at upstream nodes; Adjust the drone's flight speed within the strip of airspace; Relocate the drone to another available strip of airspace; Adjust the drone to another available altitude level; The drone was instructed to enter the waiting area and wait. Reassign downstream node access permission windows.

[0151] S13: Set low-altitude safety separation constraints S13.1: Safety interval constraint in the same layer and zone.

[0152] For any two drones at the same altitude and in the same strip of airspace and At any given moment Should meet:

[0153] in, and They represent drones and drones At any moment The three-dimensional position, This indicates the minimum safety interval within the same layer and zone.

[0154] S13.2: Lateral safety interval constraint between adjacent strip airspace.

[0155] For two UAVs in adjacent strips of airspace at the same altitude level, the following conditions should be met:

[0156] in, This represents the function for calculating lateral distance. This indicates the lateral safety interval between adjacent strip-shaped airspaces.

[0157] S13.3: Vertical safety interval constraints for different height levels.

[0158] For two drones at different altitudes, the following conditions should be met:

[0159] in, and They represent drones and drones At any moment Flight altitude This indicates the minimum vertical safety interval between different height levels.

[0160] S14: Set constraints for layer / belt change and battery life. S14.1: UAVs can only change layers or zones at designated airspace nodes where layer / zone changes are permitted. Let the set of nodes that allow layer / zone changes be:

[0161] If node Therefore, the drone must not perform layer or belt switching operations at this node:

[0162] S14.2: When a UAV performs a layer or strip change, the capacity, speed limit, open status, and safe interval conditions of the target altitude layer and the target strip airspace within the corresponding time slice should be re-verified.

[0163] S14.3: Set drone battery life constraints:

[0164] in: Indicates drone In time slice Through the segment Energy consumption; This indicates the minimum reserve power required for the drone to safely return to base, make an emergency landing, or take an emergency evasive maneuver.

[0165] S15: The model is solved using a hierarchical logical decomposition rolling optimization algorithm guided by flight wave phase coordination and resource price, and the optimal low-altitude traffic control command is output. To improve the solution efficiency and ensure the executability of the output control commands, this invention employs a hierarchical logical decomposition rolling optimization algorithm guided by flight wave phase coordination and resource price in S15 to solve the low-altitude airspace resource coordination release model constructed in S9 to S14.

[0166] The algorithm includes the following steps.

[0167] S15.1: Initialize the rolling optimization control cycle Let the set of rolling optimization control cycles be:

[0168] in, Indicates the first One rolling control cycle, This indicates the total number of rolling control cycles.

[0169] Within each rolling control cycle, a prediction time window is selected after the current moment:

[0170] in, Indicates the current optimization moment. This indicates the length of the prediction time domain.

[0171] Frozen drone control commands that have entered the execution phase and cannot be adjusted, and rolling optimization of drone control commands that have not yet entered critical stages or can still be adjusted.

[0172] S15.2: Constructing the Main Problem The main problem is used to determine the UAV's altitude layer, strip airspace, node clearance window, flight wave affiliation, and release phase difference.

[0173] The decision variables of the main problem include: , , , , ,

[0174] The objective function of the main problem is:

[0175] in: This represents the comprehensive traffic control objective defined in S9.5; Indicates the first Layer Strip-shaped spatial domain in time slice Domestic resource prices; This indicates the guiding penalty that the degree of resource congestion has on the allocation result of the main problem.

[0176] resource prices Dynamically updated based on the utilization rate of strip-shaped airspace:

[0177] in: Indicates the number of algorithm iterations; Indicates the step size for resource price updates; This represents the expected resource utilization threshold.

[0178] When a strip of airspace is close to saturation within a certain time slice, its resource price increases, and the main problem automatically reduces the allocation to that resource unit; when a strip of airspace is relatively idle, its resource price decreases, and the main problem tends to guide drones to that resource unit, thereby achieving balanced utilization of low-altitude airspace resources.

[0179] S15.3: Solve the main problem to obtain candidate release schemes. Solving the main problem yields candidate traffic control schemes:

[0180] in, Indicates the first Candidate solutions obtained in the next iteration.

[0181] The candidate solutions include: UAV altitude layer allocation results; Results of strip-shaped airspace allocation for unmanned aerial vehicles; Drone node access permit window; Attribution of continuous flight waves of drones; Phase difference between adjacent nodes; Change the layer and change the node.

[0182] S15.4: Constructing the Time-Varying Rate-Limited Propagation Subproblem For the candidate solutions given in the main problem, a time-varying speed-limited propagation subproblem is constructed to verify whether the UAV can reach the continuous nodes according to the candidate solutions under the time-varying speed-limited conditions in the strip airspace.

[0183] For each drone The process is recursively deduced segment by segment according to the sequence of candidate nodes:

[0184] And check:

[0185] as well as:

[0186] If the above conditions are not met, then a velocity propagation cut is generated:

[0187] Or generate window mismatch cut:

[0188] in, This indicates a downstream node window time slice that does not match the predicted arrival time.

[0189] S15.5: Constructing the spatial capacity subproblem For each candidate scheme, verify the capacity constraints of each low-altitude airspace resource unit:

[0190] If it exists:

[0191] Then determine the first Layer Strip-shaped spatial domain in time slice Oversaturation occurs within the space, generating capacity cuts:

[0192] in, Indicates the first In the next iteration, it is allocated to a resource unit. A collection of drones.

[0193] S15.6: Constructing the Security Conflict Detection Subproblem For any two candidate solutions, calculate the values ​​of any two drones. and Spatial location within the continuous time domain:

[0194] The safety intervals were checked separately for the same layer and strip, adjacent strips, layers of different heights, and during the process of changing layers and strips.

[0195] If there is a conflict within the same layer and zone:

[0196] This generates a conflict cut within the same zone:

[0197] in, and This indicates the resource usage time slice where the two drones overlap in time.

[0198] If layer / band switching conflicts exist, a transition conflict cut is generated:

[0199] Alternatively, force the two drones to meet a minimum time interval at the switching node:

[0200] in, This represents the minimum time interval required to resolve conflicts during layer / belt replacement.

[0201] S15.7: Constructing the Flight Wave Phase Consistency Subproblem For each low-altitude continuous passage flight wave The temporal propagation relationship of the drone batches on consecutive nodes is verified.

[0202] If drone Assigned to flight wave Then it should satisfy:

[0203] in, Indicates the first The allowable phase deviation of a flight wave.

[0204] If the above conditions are not met, then a flight wave phase cut is generated:

[0205] This cut constraint is used to prevent UAVs from being assigned to continuous flight waves whose propagation patterns are inconsistent with their arrival times.

[0206] S15.8: Constructing the battery life subproblem For candidate solutions, calculate the unmanned aerial vehicle (UAV) Total energy consumption:

[0207] And verify:

[0208] If the conditions are not met, then the generated electricity can be divided into segments:

[0209] in, Indicates the first In the next iteration, drones The set of flight segment resources occupied.

[0210] S15.9: Update the main problem based on the results of subproblems If any candidate solution is deemed infeasible in any of the subproblems from S15.4 to S15.8, the corresponding velocity propagation cut, window mismatch cut, capacity cut, security conflict cut, flight wave phase cut, and electrical feasible cut are added to the main problem, and the main problem is solved again.

[0211] If all subproblems determine that the candidate solution is feasible, then calculate the complete objective value of the candidate solution:

[0212] Simultaneously, the current lower bound is obtained from the main problem:

[0213] And calculate the optimality gap:

[0214] like:

[0215] Then the current solution is determined to meet the optimality requirement, where This indicates the preset convergence threshold.

[0216] S15.10: Local Phase Repair and Velocity Smoothing Optimization When a candidate solution has met the constraints of capacity, safety, power, and window, but still has slight speed fluctuations or local phase deviations, local phase repair and speed smoothing optimization are performed on the candidate solution.

[0217] The local optimization objective is:

[0218] in, This represents the phase consistency weight of the flight wave.

[0219] This step is used to improve the speed control smoothness and continuous flight wave integrity of UAVs without compromising safety and capacity constraints.

[0220] S15.11: Output optimal low-altitude traffic control command When the convergence condition is met, the maximum number of iterations is reached, or the optimal feasible solution has been obtained within the current rolling control cycle, the optimal low-altitude traffic control command is output:

[0221] in: Indicates drone The optimal time to enter the low-altitude main airway; Indicates drone The optimal sequence of consecutive passable nodes; Indicates drone The optimal height layer allocation sequence; Indicates drone The optimal strip spatial allocation sequence; Indicates drone The optimal speed control sequence; Indicates drone The optimal node access permission window sequence; Indicates drone The optimal set of control commands for waiting, deceleration, acceleration, layer switching, belt switching, rerouting, or conflict resolution.

[0222] The optimal control command is used to send to the low-altitude traffic management platform, the unmanned aerial vehicle (UAV) operation control system, and the relevant take-off and landing site control units.

[0223] S15.12: Rolling Update Control Scheme When new drone traffic demands enter the system, or when the time-varying speed limits, capacity, operational status, weather conditions, or temporary control status of strip airspace change, the low-altitude airspace resource status and drone traffic demands are updated, and S2 to S15 are re-executed to form rolling optimization control.

[0224] The above description of several specific embodiments further details the technical solution provided by the present invention in order to highlight the advantages and benefits of the technical solution provided by the present invention. However, the above-described specific embodiments are not intended to limit the present invention. Any reasonable modifications and improvements to the present invention, combinations of embodiments, and equivalent substitutions based on the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A multi-layered, strip-shaped, low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system, characterized in that: It includes an airspace resource management unit, a UAV demand access unit, a node release control unit, a phase coordination control unit, a flight wave organization unit, a collision detection unit, and a control command generation unit; The airspace resource management unit is used to divide the low-altitude area to be controlled into several altitude layers, and divide multiple strip-shaped airspaces within each altitude layer. It combines the altitude layers, strip-shaped airspaces, and time slices into low-altitude airspace resource units, and configures the maximum passage capacity, time-varying speed limit, passage direction, and operating status for the low-altitude airspace resource units. The UAV demand access unit is used to obtain UAV passage demand information, and determine the UAV optional altitude layer set and optional strip airspace set based on the UAV passage demand information and the resource attributes of the low-altitude airspace resource unit. The node release control unit is used to identify the merging points, departure points, intersection points, layer change points, strip change points, take-off and landing field arrival and departure points, and temporary control boundary points on the low-altitude main route as airspace nodes, and to set low-altitude passage permission windows for each airspace node according to altitude layer, strip airspace, passage direction and time slot. The phase coordination control unit is used to adjust the release phase difference between the low-altitude passage permit windows of adjacent airspace nodes according to the predicted passage time of the UAV between adjacent airspace nodes, so that the predicted arrival time of the UAV after being released from the upstream airspace node falls into the low-altitude passage permit window corresponding to the downstream airspace node. The flight wave organization unit is used to divide UAVs with the same direction of travel, similar speed levels, and the same or compatible altitude layer and strip airspace into UAV batches, and to form a low-altitude continuous passage flight wave when the UAV batches meet the low-altitude passage permission window matching relationship between multiple consecutive airspace nodes. The collision detection unit is used to detect the safety interval of UAVs in the same strip of airspace at the same altitude layer, adjacent strips of airspace at the same altitude layer, different altitude layers, and during the process of changing layers and zones. The control command generation unit is used to generate low-altitude traffic control commands for UAVs based on the low-altitude airspace resource units, low-altitude passage permission windows, release phase differences, low-altitude continuous passage flight waves, and safety interval detection results. The low-altitude traffic control commands include entry time into the low-altitude main route, altitude layer allocation sequence, strip airspace allocation sequence, speed control sequence, node passage permission window sequence, and waiting, layer change, band change, diversion, or conflict resolution control content.

2. The multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system according to claim 1, characterized in that, The operating states include open, speed-limited, congested, restricted, and closed. When a strip of airspace is in a restricted or closed state, the airspace resource management unit will mark the corresponding low-altitude airspace resource unit as a prohibited entry resource unit.

3. The multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system according to claim 1, characterized in that, The phase coordination control unit determines the predicted travel time of the UAV between adjacent airspace nodes based on the segment length of the low-altitude strip, the time-varying speed limit of the strip airspace, the UAV's own permissible speed range, and the time correction amount.

4. The multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system according to claim 1, characterized in that, When there are merging, exiting, or crossing conflicts at the same airspace node, the node release control unit sets the conflicting low-altitude passage permit windows in a staggered manner.

5. The multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system according to claim 1, characterized in that, The conflict detection unit detects the safety intervals within the same layer and zone, the lateral safety intervals between adjacent strip airspaces, the vertical safety intervals between layers at different heights, and the transition safety intervals during layer / zone changes.

6. The multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control system according to claim 1, characterized in that, The control command generation unit generates the low-altitude traffic control commands using a hierarchical logical decomposition and rolling optimization method guided by flight wave phase coordination and resource price.

7. A multi-layered strip-shaped low-altitude unmanned aerial vehicle (UAV) continuous coordinated release traffic control method, characterized in that: For the traffic control system of claim 1, comprising: Acquire operational status data for each altitude layer and each strip of airspace; Low-altitude airspace resource units are generated based on altitude layers, strip airspace, and time slices, and the maximum passage capacity, time-varying speed limit, passage direction, and operating status are configured. Obtain information on drone traffic requirements and determine the set of optional altitude layers and optional strip airspace for drones; Identify airspace nodes and generate low-altitude passage permit windows according to altitude layer, strip airspace, direction of passage, and time slice; Adjust the release phase difference between the low-altitude passage permit windows of adjacent airspace nodes based on the predicted passage time of the UAV between adjacent airspace nodes; Drones with the same direction of travel, similar speed levels, and occupying the same or compatible altitude layers and strips of airspace are grouped into drone batches and form a continuous low-altitude flight wave. Detect the safe distance of drones in the same layer and zone, adjacent strip airspace, different altitude layers, and during the process of changing layers and zones; Based on the detection results of low-altitude airspace resource units, low-altitude passage permit windows, release phase differences, low-altitude continuous passage flight waves, and safety intervals, low-altitude traffic control instructions for UAVs are generated.

8. A computer storage medium for storing computer programs, characterized in that, When the computer program is read by the computer, the computer executes the method of claim 7.

9. A computer, comprising a processor and a storage medium, characterized in that, When the processor reads the computer program stored in the storage medium, the computer executes the method of claim 7.

10. A computer program product, as a computer program, is characterized by: When the computer program is executed, it implements the method of claim 7.

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