Methods and systems for the routine designation and temporary priority passage planning of urban low-altitude airspace

Abstract

This invention belongs to the technical field of urban low-altitude airspace delineation and UAV operation management, specifically involving a method and system for routine urban low-altitude airspace delineation and temporary priority passage planning. The method includes: Step 1: acquiring routine urban low-altitude airspace operation data; Step 2: constructing a hierarchical urban low-altitude airspace structure; Step 3: generating channel resource configuration; Step 4: generating node and inter-layer transition structures; Step 5: dynamically generating temporary priority passage zones based on high-priority task requirements; Step 6: executing normal task avoidance and routine airspace restoration. This invention can achieve orderly organization of different operational activities within urban low-altitude airspace through vertical layering, channel organization, node control, and dynamic activation of temporary priority passage zones. Simulation results show that this invention can reduce the number of potential conflicts at intersection nodes and reduce the average delay of high-priority tasks, improving airspace operation safety and utilization efficiency.

Description

Technical Field

[0001] This invention belongs to the field of low-altitude flight control technology, specifically relating to a method and system for the routine delineation of urban low-altitude airspace and the planning of temporary priority passage. Background Technology

[0002] Urban low-altitude airspace serves as a crucial space for low-altitude flight activities such as drone logistics delivery, inspection and mapping, public services, and emergency support. It requires orderly organization and safe operation within a limited vertical altitude range. Current methods for delineating urban low-altitude airspace often focus on fixed routes, single altitude layers, or localized low-altitude corridors, failing to adequately consider the functional division between different altitude layers, the allocation of channel resources, node connections, and inter-layer transition control. This makes it difficult to support the standardized delineation and routine operation and management of urban low-altitude airspace.

[0003] Meanwhile, when high-priority tasks such as medical transport, public safety, emergency rescue, and support for major events are temporarily intervened, existing airspace organization methods typically lack a priority passage planning mechanism that allows for rapid activation, partial occupation, and timely release. Directly clearing the relevant airspace would reduce airspace utilization efficiency; continuing to operate according to ordinary task rules would make it difficult to guarantee the continuous and rapid passage of high-priority tasks. Therefore, it is necessary to propose a method for the delineation and planning of urban low-altitude airspace that balances routine tiered operation with the needs of temporary priority passage, in order to improve the orderliness, safety, and dynamic scheduling capabilities of airspace operations. Summary of the Invention

[0004] This invention aims to propose a method and system for the routine delineation and temporary priority passage planning of urban low-altitude airspace. Through routine hierarchical delineation, channel node organization, inter-layer transition control, and dynamic activation of temporary priority passage, it enables the orderly operation of urban low-altitude airspace and the rapid passage of high-priority tasks.

[0005] In a first aspect, the present invention provides a method for the routine delineation of urban low-altitude airspace and the planning of temporary priority passage, characterized in that it includes: Step 1: Obtain routine operation data of urban low-altitude airspace; Step 2: Construct a regular, layered airspace structure for urban low-altitude airspace; Step 3: Generate channel resource configuration; Step 4: Generate nodes and inter-layer transition structures; Step 5: Dynamically generate temporary priority pass bands based on the requirements of high-priority tasks; Step 6: Perform routine mission avoidance and restore normal airspace.

[0006] Secondly, the present invention provides a system for the routine designation and temporary priority passage planning of urban low-altitude airspace, characterized in that it includes: The data acquisition module is used to acquire routine operational data of urban low-altitude airspace. The normalized layered airspace construction module is used to construct the normalized layered airspace structure of urban low-altitude airspace. The channel resource configuration module is used to generate channel resource configurations; The node and inter-layer transformation generation module is used to generate node and inter-layer transformation structures; The temporary priority pass-through generation module is used to dynamically generate temporary priority pass-through bands based on the needs of high-priority tasks; The avoidance and recovery module is used to perform common task avoidance and normal airspace recovery.

[0007] The beneficial results of this invention are as follows: The urban low-altitude airspace routine delineation and temporary priority passage planning method of this invention achieves orderly organization of different low-altitude operation activities and improves airspace utilization efficiency through routine layered airspace, channel node organization and inter-layer transition design; through the partial activation and timely deactivation of temporary priority passage zones, it ensures rapid passage of high-priority tasks while reducing interference from ordinary tasks. Attached Figure Description

[0008] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0009] Figure 1 A flowchart illustrating the preferred embodiment of the method for the routine delineation and temporary priority passage planning of urban low-altitude airspace in this invention; Figure 2 This is a schematic diagram of the normal layered spatial structure of a preferred embodiment of the present invention; Figure 3a Schematic diagram of the dual parallel cross-section of the main operation corridor; Figure 3b Control diagram of the T-shaped merging node of the main operation corridor; Figure 3c This is a schematic diagram of the operation control at the intersection of the main operating corridors on the same floor. Figure 3d This is a schematic diagram showing the transition from the first floor to the second floor. Figure 3e This is a schematic diagram of the descent switching from the second layer to the first layer; Figure 4 This is a schematic diagram illustrating temporary priority access with dynamic activation, a preferred embodiment of the present invention. Figure 5This is a comparison diagram of the potential number of collisions between T-shaped and cross-shaped intersection nodes under conditions of having and not having node control in this invention; Figure 6 This is a comparison chart of the average delay of high-priority tasks and the average waiting time of ordinary tasks before and after the temporary priority pass is enabled in this invention. Detailed Implementation

[0010] The routine delineation of urban low-altitude airspace mainly consists of three parts: layered airspace construction, channel node organization, and the generation of temporary priority passage zones. The first part is used to obtain the basic parameters required for the operation of urban low-altitude airspace; the second part is used to form a routine layered airspace structure based on the functional differences of different altitude layers, and to configure channels, nodes, and inter-layer transition structures within each layer; the third part is used to dynamically switch temporary priority passage zones within the existing fast passage layers when high-priority tasks occur, thereby ensuring the continuous passage of priority tasks without changing the overall routine airspace structure.

[0011] See Figure 1 As shown, this embodiment provides a method for the routine delineation of urban low-altitude airspace and the planning of temporary priority passage, including: Step 1: Obtain routine operation data of urban low-altitude airspace; Step 2: Construct a regular, layered airspace structure for urban low-altitude airspace; Step 3: Generate channel resource configuration; Step 4: Generate nodes and inter-layer transition structures; Step 5: Dynamically generate temporary priority pass bands based on the requirements of high-priority tasks; Step 6: Perform routine mission avoidance and restore normal airspace.

[0012] Specifically, in Step 1, routine operation data of urban low-altitude airspace is acquired. This routine operation data includes one or more of the following: flight mission type, mission origin, mission destination, planned trajectory, planned altitude, mission time window, mission priority, flight speed, flight distance, take-off and landing point location, connection node location, main operation channel location, cross-regional passage requirements, aircraft performance parameters, and airspace capacity parameters.

[0013] Among them, the flight mission type is used to determine its applicable altitude layer; the mission start point, mission end point and planned track are used to determine the channel connection relationship; the planned altitude and mission time window are used to determine the airspace occupation range; the mission priority is used to determine whether the conditions for activating the temporary priority pass zone are met; and the aircraft performance parameters are used to configure the channel width, node control distance, turning radius and inter-level transition distance.

[0014] Further, see Figure 2As shown, the urban low-altitude normal layered airspace structure constructed in Step 2 includes: take-off and landing conversion and local operation buffer layer, near-ground operation and terminal connection layer, normal logistics and cruise main operation layer, rapid transfer and cross-regional passage layer, and temporary priority passage zone.

[0015] Specifically, the takeoff and landing transition and local operation buffer layer mainly undertakes the initial climb of aircraft takeoff, descent at the end of landing, transition around the field, short-term hovering, and near-ground micro-operations; the near-ground operation and terminal connection layer mainly undertakes short-distance shuttle flights, near-ground inspections, and low-speed operations between parks, communities, delivery stations, and public service nodes; the routine logistics and main operation layer mainly undertakes the main logistics within the area, fixed-line inspections, and high-frequency regular tasks; and the rapid transfer and cross-regional passage layer mainly undertakes rapid transfer across streets and areas, medium and long-distance transportation, and rapid passage for high-priority routine tasks.

[0016] In a preferred embodiment, the height range of the takeoff and landing transition and local operation buffer layer is 0m to 40m; the height range of the near-ground operation and terminal connection layer is 40m to 60m; the height range of the routine logistics and main cruise operation layer is 60m to 90m; the height range of the rapid transfer and cross-regional passage layer is 90m to 120m; and the height range of the temporary priority passage zone is 100m to 110m. The above height ranges are only for preferred embodiments; in other embodiments, they can be adjusted according to urban building heights, obstacle distribution, aircraft performance, operational density, and management requirements.

[0017] Furthermore, the channel resource configuration generated in Step 3 includes: generating take-off and landing points, arrival and departure channels, local buffer zones, and short-term waiting areas in the take-off and landing conversion and local operation buffer layer; generating short-distance connection channels, local operation areas, and low-speed operation channels in the near-ground operation and terminal connection layer; generating continuous main operation corridors, parallel channels, diversion and convergence areas, and boundary buffer zones in the normal logistics and cruise main operation layer; and generating fast passage channels, cross-regional connection channels, and continuous passage channels in the rapid transfer and cross-regional passage layer.

[0018] See Figures 3a to 3e As shown, the channel structure includes one or more of the following: main operation corridor, connecting channel, fast passage channel, entry and exit channel, local buffer zone, parallel channel, diversion and convergence area, and boundary buffer zone.

[0019] In one embodiment, the design width of a single channel within the routine logistics and cruise main operation layer satisfies: Where B is the single-channel design width; b is the overall width of the control aircraft, which can be given by the maximum overall dimensions of the aircraft allowed to operate within this altitude level; e yThe lateral navigation error envelope can be obtained based on the positioning method, navigation accuracy, and urban obstruction environment; s y For lateral safety margin, it can be set in conjunction with operational safety level and channel operating density; Δ w This is a correction for wind disturbance or local environmental conditions, and its value can be determined based on the building density along the route, the intensity of the local wind field, and the complexity of the environment.

[0020] When the main operating corridor adopts a dual parallel channel configuration, the center distance between the two parallel channels satisfies: ; Where D is the center-to-center distance between the two parallel channels; B1 and B2 are the design widths of the two channels, respectively; S d The minimum safe separation distance can be selected with reference to the minimum safe separation distance for aircraft and the channel operation rules; Δ v The correction amount introduced by velocity difference and lateral disturbance can be configured by combining the velocity difference of parallel channels, the proportion of high-priority tasks, and the level of lateral disturbance.

[0021] The width of the boundary buffer zone can be further expressed as: ; Among them, W b s is the width of the boundary buffer band; b For boundary safety margin, it can be set according to the channel boundary safety control requirements; O b The external obstacle environment correction amount can be adjusted according to the complexity of the distribution of buildings, towers, trees or sensitive facilities along the route.

[0022] Furthermore, in Step 4, the node types include one or more of the following: T-type merging node, same-layer crossover node, take-off and landing access node, detachment node, ascending conversion node, and descending conversion node; the inter-layer conversion structure includes one or more of the following: ascending conversion node, descending conversion node, ascending conversion segment, descending conversion segment, pre-conversion deceleration and sorting area, conversion waiting point, and target layer rectification segment. The node internal control unit includes one or more of the following: waiting point, deceleration and sorting area, controlled merging point, node control area, conflict control area, and rectification segment.

[0023] In one specific embodiment, the T-shaped merging node is a node configuration for tributaries to access the main operating channel. Internally, it includes a tributary access channel, a deceleration and sequencing area, a waiting point, a controlled merging point, a node control area, and a post-merging rectification section. Before entering the node control area, the tributary must first complete speed adjustment and timing queuing in the deceleration and sequencing area, and then receive release control at the waiting point. After receiving release, the tributary enters the main operating channel along a predetermined merging curve, and completes the restoration of course, speed, and spacing in the post-merging rectification section.

[0024] The length of the deceleration sorting region can be expressed as: ; Among them, L d v0 represents the length of the deceleration sorting region; v0 represents the velocity of the tributary before entering the node, which can be obtained from the running speed of the tributary access channel; v m The merging control speed can be set according to the node control speed or the main operating channel control speed; 'a' represents the allowable deceleration, which can be determined by the aircraft's deceleration performance and load stability requirements; 't' represents the merging control speed. h The minimum sorting time interval can be configured according to the node release control rules.

[0025] The length of the rectifying section after a tributary merges into the main stream can be expressed as: ; Among them, L s t is the length of the rectifier section; s The time required for the aircraft to achieve course, speed, and spacing stability; Δ l Correct the length for trajectory recovery.

[0026] In one embodiment, the turning radius of the merging curve or transition curve can be expressed as: ; Where R is the turning radius; v is the merging velocity; g is the gravitational acceleration; and φ is the allowable roll angle. This formula shows that, under given speed and maneuverability constraints, the merging curve should not be too sharp.

[0027] The same-layer crossover node mainly consists of a horizontal main operating channel, a vertical main operating channel, a deceleration and sorting area, a waiting flow area, a conflict control area, and a node control area. Its basic operating logic is as follows: before the conflict area, incoming flows are decelerated, sorted, and released. By alternating the organization of currently released flows and waiting flows, temporal separation within the node area is achieved.

[0028] The characteristic length of the conflict control region at the intersection node can be expressed as: ; Among them, L c B is the length of the conflict control zone. h and B v These represent the design widths of the horizontal and vertical channels, respectively; θ is the intersection angle.

[0029] The minimum time interval for allowing passage at a node can be written as: ; Among them, T c The minimum time interval for releasing adjacent conflicting flows; v c The control speed for aircraft traversing conflict zones; t s Additional safety time is provided.

[0030] Inter-layer transition structures include one or more of the following: ascending transition node, descending transition node, ascending transition segment, descending transition segment, pre-transition deceleration sequencing area, transition waiting point, and target layer rectification segment. Entry, exit, and switching between different layers should be implemented through fixed nodes and prescribed procedures. Aircraft are prohibited from arbitrarily cutting into or suddenly leaving the main operating channel from unauthorized locations.

[0031] In one embodiment, the minimum horizontal length of the rising transition segment can be expressed as: Among them, S ↑ ΔH is the minimum horizontal length of the ascending transition segment. 12 The effective height difference between two adjacent layers; γ ↑ To allow for gradient climbing.

[0032] The minimum horizontal length of the descent transition segment can be expressed as: Among them, S ↓ The minimum horizontal length of the descent transition segment; ΔH 21 The effective height difference between two adjacent layers; γ ↓ To allow for a descent gradient.

[0033] Furthermore, the dynamic generation of the temporary priority passage zone in Step 5 includes: determining the position, length, width, activation time, and deactivation time of the temporary priority passage zone based on the task direction, task segment, task time window, priority passage speed, available channel width, and distribution status of ordinary tasks; setting priority entry points and priority exit points at both ends of the temporary priority passage zone; setting a waiting area for ordinary tasks outside the temporary priority passage zone; and during the activation of the temporary priority passage zone, high-priority tasks pass continuously along the temporary priority passage zone in a directional manner, while ordinary tasks are not allowed to intrude into the temporary priority passage zone.

[0034] For details, see Figure 4 As shown, the temporary priority passage zone can be considered a task-dedicated section in the rapid transfer and cross-zone passage layer. Its basic structure includes three parts: a priority entry section, a priority continuous passage section, and a priority exit section. The priority entry section is used to smoothly import high-priority tasks into the occupied zone, the priority continuous passage section is used to ensure the rapid passage of tasks, and the priority exit section is used to restore the normal operating state after the task has completed priority passage.

[0035] The total length of the temporary priority passage strip can be expressed as: Among them, X T To prioritize the total length of the belt; X e X is the length of the priority entry segment;p X represents the target travel distance for the priority task within the fourth layer; o The length of the priority exit segment.

[0036] If a high-priority task needs to complete passage within a given time window, let its priority passage speed be v. p The priority band occupies a total time of τ. p Then the minimum occupancy length that satisfies the requirement of continuous passage can be approximately expressed as: The lateral width occupied by the temporary priority pass strip can be expressed as: Among them, Y p Temporarily prioritize passage with horizontal occupancy width; y u The control width of the aircraft for performing priority missions; ε p For lateral movement error; δ p This represents a lateral safety margin.

[0037] Priority entry and priority exit points are set at both ends of the temporary priority passband, and a waiting area for normal tasks is set outside the passband. The priority entry point is used to import high-priority tasks into the occupied passband and isolate them from the normal flow outside the passband; the priority exit point is used to smoothly export tasks after they have completed and passed through quickly, so that the fourth-layer channel can return to normal operation.

[0038] Furthermore, Step 6, which involves performing normal mission avoidance and restoring normal airspace, includes the following operations: For normal missions that are approaching the temporary priority passage zone but have not yet entered it, holding control is performed in the waiting area to temporarily postpone their entry into the priority passage zone, ensuring the continuous and rapid passage of high-priority missions; For normal missions that are far from the temporary priority passage zone and have alternative path conditions, detour control is performed to guide them along alternative channels or detour paths to avoid conflicts with high-priority missions; For normal missions that have not yet taken off or entered the affected airspace, delayed release control is performed to allow them to enter the affected airspace only after the high-priority missions have completely exited the temporary priority passage zone, ensuring airspace safety and traffic order.

[0039] In this embodiment, the minimum longitudinal capacity of the normal task waiting area can be expressed as: Among them, X q The minimum longitudinal capacity of the waiting area for general missions; m is the number of waiting aircraft; x u η is the minimum longitudinal footprint required for a single aircraft. q Add a safety margin to the waiting area.

[0040] The earliest time for normal tasks to resume can be expressed as: Among them, t f The exit time is when the priority task is completed; t r The time for resuming normal tasks; τ r This is the time required for safe recovery after the priority zone is lifted.

[0041] Once a high-priority task has completely exited the temporary priority passage zone and the waiting area and node area have stabilized, the temporary priority occupation will be lifted, and the normal use of the fast transfer and cross-area passage layer will be restored.

[0042] Based on the above embodiments, another embodiment of the present invention provides a system for the routine delineation and temporary priority passage planning of urban low-altitude airspace, comprising: The data acquisition module is used to acquire routine operational data of urban low-altitude airspace. The normalized layered airspace construction module is used to construct the normalized layered airspace structure of urban low-altitude airspace. The channel resource configuration module is used to generate channel resource configurations; The node and inter-layer transformation generation module is used to generate node and inter-layer transformation structures; The temporary priority pass-through generation module is used to dynamically generate temporary priority pass-through bands based on the needs of high-priority tasks; The avoidance and recovery module is used to perform common task avoidance and normal airspace recovery.

[0043] It should be noted that the working methods of each module of the system in this embodiment can be found as described above, and will not be repeated here.

[0044] Simulation Example 1: Verification of Control Effect of Intersecting Nodes on the Same Layer In one embodiment of the present invention, to verify the effectiveness of the same-level intersection node control method, simulation scenarios of T-shaped intersection nodes and cross-shaped intersection nodes were constructed respectively. The aircraft were set to arrive at the intersection node according to a Poisson process from each entrance direction, and two operating modes were set: no-node control and node control based on the minimum release time interval. In the simulation, the arrival rate of each entrance direction was used as the independent variable, and the number of potential conflicts under different operating modes was counted. The simulation results are as follows: Figure 5 As shown.

[0045] Depend on Figure 5It is evident that as the arrival rate from each entrance direction increases, the number of potential conflicts at both T-junctions and cross-junctions under uncontrolled conditions increases significantly. Furthermore, the cross-junction, due to the greater number of conflict flows, experiences a higher rate of conflict increase than the T-junction. For example, when the arrival rate from each entrance direction is 3.0 aircraft / minute, the average number of potential conflicts at a T-junction under uncontrolled conditions is 143, which decreases to 60 after node control is implemented, a reduction of approximately 58%. Similarly, the average number of potential conflicts at a cross-junction under uncontrolled conditions is 279, which decreases to 87 after node control is implemented, a reduction of 69%. These results demonstrate that the node control method described in this invention can effectively reduce the number of potential conflicts at intersections, improving the safety and orderliness of operation at intersections on the same level.

[0046] Simulation Example 2: Temporary Priority Pass with Running Effect Verification In one embodiment of the present invention, to verify the operational effect of the temporary priority passage zone, a simulation scenario of rapid transfer and cross-zone passage layer was constructed, and the operational differences between high-priority tasks and ordinary tasks before and after the temporary priority passage zone was enabled were compared. In the simulation, the arrival rate of ordinary tasks was used as the independent variable, and the average delay of high-priority tasks and the average waiting time of ordinary tasks were statistically analyzed. The simulation results are as follows: Figure 6 As shown.

[0047] Depend on Figure 6 It can be seen that without the temporary priority passage zone, as the arrival rate of ordinary tasks increases, the average delay of high-priority tasks and the average waiting time of ordinary tasks both increase rapidly. After the temporary priority passage zone is enabled, the average delay of high-priority tasks decreases significantly. Taking an arrival rate of 6.0 aircraft / minute for ordinary tasks as an example, without the temporary priority passage zone enabled, the average delay of high-priority tasks is 737.4 seconds; after enabling the temporary priority passage zone, the average delay of high-priority tasks drops to 6.3 seconds, a reduction of 731.1 seconds, or 99.1%. At the same time, the average waiting time of ordinary tasks decreases from 747.4 seconds to 563.4 seconds, a decrease of 184.0 seconds, or 24.6%. The above results indicate that the temporary priority passage zone described in this invention can not only significantly ensure the rapid passage of high-priority tasks, but also improve the waiting status of ordinary tasks under high traffic conditions, thereby improving the overall operational efficiency.

[0048] In summary, the urban low-altitude airspace routine delineation and temporary priority passage planning method and system proposed in this invention form a complete technical path consisting of routine layering, channel organization, node control, inter-layer transition, temporary priority passage, and routine restoration. By setting up takeoff and landing transition and local operation buffer layers, near-ground operation and terminal connection layers, routine logistics and cruise main operation layers, rapid transfer and cross-regional passage layers, and temporary priority passage zones, the functional division and operational boundaries of different altitude layers can be clearly defined. Through the control design of T-shaped merging nodes, same-layer intersection nodes, and inter-layer transition nodes, the orderliness and safety of airspace operations can be improved. Simulation results show that when the arrival rate is 3.0 aircraft / minute, the number of potential conflicts at T-shaped intersection nodes decreases from 143 to 60, and the number of potential conflicts at cross-shaped intersection nodes decreases from 279 to 87. When the arrival rate of ordinary missions is 6.0 aircraft / minute, after activating the temporary priority passage zone, the average delay of high-priority missions decreases from 737.4 seconds to 6.3 seconds. Therefore, this invention can effectively reduce the risk of node conflicts, improve the passage efficiency of high-priority tasks, and provide technical support for the standardized delineation and dynamic operation management of urban low-altitude airspace.

[0049] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A method for the routine delineation and temporary priority passage planning of urban low-altitude airspace, characterized in that, include: Step 1: Obtain routine operation data of urban low-altitude airspace; Step 2: Construct a regular, layered airspace structure for urban low-altitude airspace; Step 3: Generate channel resource configuration; Step 4: Generate nodes and inter-layer transition structures; Step 5: Dynamically generate temporary priority pass bands based on the requirements of high-priority tasks; Step 6: Perform routine mission avoidance and restore normal airspace.

2. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 1, characterized in that, The routine operation data of urban low-altitude airspace obtained in Step 1 includes one or more of the following: flight mission type, mission origin, mission destination, planned trajectory, planned altitude, mission time window, mission priority, flight speed, flight distance, take-off and landing point location, connection node location, main operation channel location, cross-regional passage requirements, aircraft performance parameters, and airspace capacity parameters.

3. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 1, characterized in that, The urban low-altitude normalized layered airspace structure constructed in Step 2 includes: The takeoff and landing transition and local operation buffer layer is used to handle the initial climb of the aircraft during takeoff, the descent at the end of landing, the transition around the field point, short-term hovering and near-ground micro-operations. The near-ground operations and terminal docking layer is used for short-distance shuttle flights, near-ground inspections, and low-speed operations. The routine logistics and patrol main operation layer is used to undertake the main logistics, fixed-line inspection and high-frequency regular tasks within the area; The rapid transfer and cross-district passage layer is used to facilitate rapid transfers across streets and districts, medium- and long-distance transportation, and high-priority routine tasks. Temporary priority passage zone is used to dynamically allocate priority occupancy areas locally, temporarily, and directionally within the rapid transfer and cross-regional passage layer when high-priority tasks occur.

4. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 3, characterized in that, The height range of the takeoff and landing conversion and local operation buffer layer is 0m to 40m; The height range of the near-ground operation and terminal connection layer is 40m to 60m; The height range of the main operating layer for routine logistics and patrol is 60m to 90m. The height range of the rapid transfer and cross-zone passage level is 90m to 120m; The height range of the temporary priority passage belt is 100m to 110m.

5. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 1, characterized in that, The generation of channel resource configuration in Step 3 includes: Within the takeoff and landing transition and local operation buffer layer, takeoff and landing points, arrival and departure channels, local buffer zones, and short-term waiting areas are generated; Short-distance connection channels, local operation areas, and low-speed operation channels are generated within the near-ground operation and terminal connection layer; Within the main operational layer of routine logistics and cruise operations, continuous main operational corridors, parallel channels, diversion and convergence areas, and boundary buffer zones are generated. Within the rapid transfer and cross-regional passage layer, rapid passage channels, cross-regional connection channels, and continuous passage channels are generated.

6. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 5, characterized in that, The design width of a single channel within the main operational layer for routine logistics and cruise operations must meet the following requirements: ； Where B is the single-channel design width, b is the outer width of the control aircraft, and e y For the lateral navigation error envelope, s y For lateral safety margin, Δ w This is a correction for wind disturbance or local environmental conditions. When the main operating corridor adopts a dual parallel channel configuration, the center distance between the two parallel channels satisfies: ； Where D is the center-line distance between the two parallel channels, B1 and B2 are the design widths of the two channels, and S is the center-line distance between the two parallel channels. d For the minimum safe separation distance, Δ v This is the correction amount introduced by the velocity difference and lateral disturbance.

7. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 1, characterized in that, In Step 4, the node types include one or more of the following: T-type merging node, same-layer cross node, take-off and landing access node, detachment node, ascending conversion node, and descending conversion node; the inter-layer conversion structure includes one or more of the following: ascending conversion node, descending conversion node, ascending conversion segment, descending conversion segment, pre-conversion deceleration sorting area, conversion waiting point, and target layer rectification segment.

8. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 1, characterized in that, The dynamic generation of temporary priority pass bands in Step 5 includes: Based on the task direction, task segment, task time window, priority passage speed, available channel width, and distribution status of ordinary tasks, determine the location, length, width, activation time, and deactivation time of the temporary priority passage strip. A priority entry point and a priority exit point are set at both ends of the temporary priority passage. Temporarily prioritize the setting of a waiting area for ordinary tasks outside the designated zone; During the period when the temporary priority pass zone is in use, high-priority tasks can pass through the temporary priority pass zone continuously in a directed manner, and ordinary tasks must not intrude into the temporary priority pass zone.

9. The method for the routine delineation and temporary priority passage planning of urban low-altitude airspace as described in claim 1, characterized in that, Step 6, which involves performing routine mission avoidance and normal airspace restoration, includes: For ordinary tasks that are close to temporary priority passage but have not yet entered, implement wait control; For ordinary tasks that are far from the temporary priority passage zone and have alternative paths, detour control is implemented; For routine missions that have not yet taken off or entered the affected airspace, delayed release control will be implemented. Once a high-priority task has completely exited the temporary priority passage zone and the waiting area and node area have stabilized, the temporary priority occupation will be lifted, and the normal use of the fast transfer and cross-area passage layer will be restored.

10. A system for the routine designation and temporary priority passage planning of urban low-altitude airspace, characterized in that, include: The data acquisition module is used to acquire routine operational data of urban low-altitude airspace. The normalized layered airspace construction module is used to construct the normalized layered airspace structure of urban low-altitude airspace. The channel resource configuration module is used to generate channel resource configurations; The node and inter-layer transformation generation module is used to generate node and inter-layer transformation structures; The temporary priority pass-through generation module is used to dynamically generate temporary priority pass-through bands based on the needs of high-priority tasks; The avoidance and recovery module is used to perform common task avoidance and normal airspace recovery.

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