A digital and intelligent collaborative management and control platform for low-altitude safety supervision

Abstract

The application relates to a digital and intelligent collaborative management and control platform for low-altitude safety supervision, comprising a multi-source low-altitude situation access module, a space-time responsibility grid construction module, a supervision intention compiling module, a flight occupation chain generation module, a safety envelope collaborative transfer module, a single effective management and control instruction generation module and a closed-loop verification module. The platform accesses flight declaration, real-time track, remote identification, ground detection, meteorological environment and supervision event data, constructs a low-altitude space-time responsibility grid, compiles supervision requirements into control primitives, further generates a flight occupation chain containing a core occupation chain and a buffer occupation chain, releases, exchanges, compresses or reconstructs the deliverable buffer segment when there is a space-time conflict, and generates a single effective management and control instruction chain. The closed-loop verification module feeds back execution deviation and updates the risk level and the flight occupation chain. The platform can improve the collaboration, instruction uniqueness, conflict disposal flexibility and operation safety of low-altitude supervision.

Description

Technical Field

[0001] This invention relates to the fields of low-altitude safety supervision, low-altitude aircraft control, low-altitude airspace digital management, and multi-source data collaborative control technology, specifically to a digital and intelligent collaborative control platform for low-altitude safety supervision. Background Technology

[0002] With the rapid development of the low-altitude economy, drone logistics, inspection operations, emergency rescue, urban air traffic, and industrial drone applications, the number, types, and operational scenarios of low-altitude flight activities are constantly increasing. Low-altitude airspace is gradually transforming from a traditional low-frequency, decentralized use state to a state of parallel operation involving multiple entities, multiple tasks, multiple time periods, and multiple altitude layers. Against this backdrop, low-altitude safety supervision not only requires mastering basic operational information such as the aircraft's position, speed, altitude, and heading, but also needs to comprehensively consider various factors such as flight declaration, remote identification, ground detection, meteorological environment, obstacle distribution, sensitive target protection, communication link status, temporary control events, and emergency response requirements. Otherwise, it will be difficult to promptly detect safety risks such as flight conflicts, unauthorized incursions, communication failures, veer-off flights, and proximity to sensitive areas.

[0003] Existing low-altitude airspace monitoring platforms typically function primarily as flight declaration management, flight path monitoring, electronic fencing, map visualization, alarm alerts, remote identification access, and dispatch command issuance. They can achieve a certain level of visual monitoring of low-altitude aircraft such as drones. However, most of these solutions remain at the level of data aggregation, situational awareness, and rule matching. When multiple aircraft, multiple regulatory entities, multiple temporary control events, and multiple task priorities exist simultaneously, the platform often can only generate separate alerts or issue individual control measures. It lacks a unified mechanism for compiling, resolving conflicts, and verifying closed-loop execution between different regulatory intentions. This can easily lead to the same aircraft or the same airspace receiving multiple inconsistent control requirements at the same time, affecting the uniqueness and reliability of regulatory commands.

[0004] Meanwhile, existing technologies for handling low-altitude flight conflicts often rely on fixed safety distances, fixed electronic fences, or static no-fly zones, essentially treating the aircraft's operating space as an immutable occupied area. As low-altitude airspace density increases, this approach easily leads to two problems: firstly, if the safety zone is set too large, a significant amount of safe-to-use low-altitude airspace will be occupied, reducing airspace utilization efficiency; secondly, if the safety zone is set too small, it will be difficult to reserve sufficient safety buffer space in a timely manner in cases of positioning errors, communication delays, sudden weather changes, differences in aircraft maneuverability, or uncertainties in sensing data. Existing solutions typically lack the technical means to distinguish the aircraft's operating space into a core safety occupied area and a collaboratively adjustable buffer occupied area, and also lack a collaborative processing mechanism for releasing, exchanging, compressing, or reconstructing the buffer occupied space without compromising the core safety boundary.

[0005] Furthermore, low-altitude airspace regulation is characterized by significant multi-departmental collaboration. For example, public security, air traffic control, emergency response, transportation, park management, and major event support units may all issue control requirements at different times and in different areas. Existing platforms typically handle these control requirements through rule overlay or manual confirmation, lacking the ability to transform the control requirements from different regulatory bodies into a unified, calculable, comparable, and executable control primitive. When conflicts arise between temporary no-fly zones, emergency priority passage, protection of key targets, and routine flight missions, the platform struggles to automatically determine the priority, scope, and release conditions of different control requirements, and it also fails to form a single, effective control command chain for aircraft, operating entities, and regulatory terminals.

[0006] Therefore, there is an urgent need to provide a digital and intelligent collaborative management and control platform for low-altitude safety supervision. This platform should be able to construct a spatiotemporal responsibility grid oriented towards regulatory responsibility and operational safety based on the access of multi-source low-altitude situational data. It should unify the control requirements input by the regulatory body into control primitives and generate flight occupancy chains for aircraft, including core occupancy chains and buffer occupancy chains. In the event of spatiotemporal conflicts, it should prioritize the resolution of buffer conflicts through a safety envelope collaborative transfer mechanism and trigger mandatory avoidance or emergency takeover when necessary. This will generate a unique, clear, and verifiable control command chain, thereby improving the real-time performance, collaboration, safety, and executability of low-altitude supervision. Summary of the Invention

[0007] To address the aforementioned issues, this invention provides a digital and intelligent collaborative management platform for low-altitude safety supervision, which effectively overcomes the shortcomings of existing technologies.

[0008] The present invention is achieved through the following technical solution: a digital and intelligent collaborative management and control platform for low-altitude safety supervision, including a multi-source low-altitude situation access module, a spatiotemporal responsibility grid construction module, a supervision intent compilation module, a flight occupancy chain generation module, a safety envelope collaborative transfer module, a single effective management and control command generation module, and a closed-loop verification module. The multi-source low-altitude situation access module is used to access flight declaration data, real-time trajectory data, remote identification data, ground detection data, meteorological environment data, obstacle data, sensitive target data, communication link quality data, and regulatory event data of low-altitude aircraft, and to perform time alignment and spatial benchmark unification on the above data to form basic low-altitude situation data. The spatiotemporal responsibility grid construction module is used to divide the low-altitude monitoring area into spatiotemporal responsibility grids with spatial range and time segments, and to configure the control responsibility entity, flight capacity, perception credibility, communication accessibility, risk level and emergency channel status in each spatiotemporal responsibility grid; The regulatory intent compilation module is used to compile the no-fly, restricted-fly, altitude-restricted, speed-restricted, detour, hovering, return-to-base, temporary release, emergency priority passage, and key target protection requirements input by different regulatory entities into control primitives with objects of action, spaces of action, time of action, priority, triggering conditions, and release conditions. The flight occupancy chain generation module is used to generate the corresponding flight occupancy chain of the aircraft in multiple continuous spatiotemporal responsibility grids based on the aircraft's flight declaration data, real-time trajectory data, flight performance data, communication link quality data and environmental risk data. The flight occupancy chain includes a core occupancy chain and a buffer occupancy chain located outside the core occupancy chain. The safety envelope cooperative transfer module is used to determine whether a conflict has intruded into the core occupancy chain when there are spatiotemporal conflicts among multiple flight occupancy chains or control primitives. If the conflict has not intruded into the core occupancy chain, the transferable buffer segments in the buffer occupancy chain are released, exchanged, compressed, or reconstructed. If the conflict has intruded into the core occupancy chain, forced avoidance or emergency takeover is triggered. The single effective control instruction generation module is used to generate a single effective control instruction chain for aircraft, operating entities and regulatory terminals based on the current state of control primitives, flight occupancy chains, transferable buffer segments and spatiotemporal responsibility grids. The single effective control instruction chain includes the currently executed instruction, the backup executed instruction, the execution time limit, the verification condition and the failure condition. The closed-loop verification module is used to verify the aircraft's execution status of the single effective control command chain based on real-time trajectory data, ground detection data, and remote identification data, and to feed back the execution deviation to the spatiotemporal responsibility grid construction module and the flight occupancy chain generation module to update the risk level of the corresponding spatiotemporal responsibility grid and the flight occupancy chain of the corresponding aircraft.

[0009] As a preferred technical solution, the multi-source low-altitude situation access module includes a data credibility calibration unit. The data credibility calibration unit is used to configure credibility weights for flight declaration data, real-time track data, remote identification data, and ground detection data, respectively. When there are multiple source position differences for the same aircraft, it generates fused track points based on credibility weights, data update time, communication link quality, and historical deviation records, so that the fused track points carry position coordinates, velocity vectors, altitude information, timestamps, and credibility identifiers.

[0010] As a preferred technical solution, the spatiotemporal responsibility grid construction module constructs a four-dimensional grid according to horizontal spatial partitioning, height layer partitioning, and time slice partitioning. Each of the four-dimensional grids is equipped with a grid status table, which includes at least the grid number, allowed entry conditions, prohibited entry conditions, current number of aircraft, expected number of aircraft in use, remaining capacity, perception blind spot coefficient, communication interruption probability, emergency channel occupancy status, and control responsibility entity identifier.

[0011] As a preferred technical solution, the regulatory intent compilation module includes a regulatory rule parsing unit and a control primitive generation unit. The regulatory rule parsing unit is used to parse natural language instructions, structured approval instructions, or event-triggered instructions input by different regulatory entities into rule elements. The rule elements include object elements, area elements, time elements, action elements, priority elements, and deactivation elements. The control primitive generation unit is used to convert the rule elements into control primitives in a unified format and configure a version identifier for each control primitive to avoid multiple regulatory entities generating contradictory and duplicate control instructions for the same flight activity.

[0012] As a preferred technical solution, the flight occupancy chain generation module generates a core occupancy chain based on the aircraft's predicted position, minimum turning radius, braking distance, maximum climb rate, maximum descent rate, positioning error, trajectory prediction error, and communication closed-loop delay in each time slice. Based on the risk level, perception credibility, communication reachability, and distance to surrounding sensitive targets of the spatiotemporal responsibility grid, a buffer occupancy chain is generated outside the core occupancy chain. The buffer occupancy chain is divided into multiple transferable buffer segments, each of which is configured with a transfer cost, recovery time limit, and alternative grid set.

[0013] As a preferred technical solution, the safety envelope cooperative transfer module includes a conflict graph construction unit and a buffer transfer decision unit. The conflict graph construction unit is used to construct a low-altitude operation conflict graph using the core occupancy chain, the buffer occupancy chain, and the restricted grid corresponding to the control primitives in the flight occupancy chain as nodes and the spatiotemporal overlap relationship between nodes as edges. The buffer transfer decision unit is used to prioritize resolving conflicts between buffer occupancy chains in the low-altitude operation conflict graph, and release, exchange, compress, or reconstruct transferable buffer segments without changing the safety boundary of the core occupancy chain.

[0014] As a preferred technical solution, when determining the release order of transferable buffer segments, the buffer transfer decision unit generates a transfer score based at least on flight mission priority, aircraft maneuverability, remaining battery power, communication link quality, historical compliance level, target area sensitivity, and emergency event level, and selects transferable buffer segments for transfer processing according to the transfer score from high to low.

[0015] As a preferred technical solution, the single effective control instruction generation module includes an instruction conflict adjudication unit. The instruction conflict adjudication unit is used to generate a single effective control instruction chain that allows only one currently executed instruction to take effect when multiple control primitives are generated by different regulatory entities for the same aircraft, the same spatiotemporal responsibility grid, or the same flight mission, based on adjudication rules that prioritize emergency safety, prevent intrusion into the core occupancy chain, prioritize the protection of sensitive targets, maintain mission continuity, and prioritize the transfer of the buffer occupancy chain.

[0016] As a preferred technical solution, the closed-loop verification module includes an execution deviation calculation unit and a risk back-writing unit. The execution deviation calculation unit is used to compare the actual trajectory of the aircraft with the target trajectory, target altitude, target speed or target action in a single effective control command chain to generate an execution deviation value. The risk back-writing unit is used to increase the risk level of the corresponding spatiotemporal responsibility grid when the execution deviation value exceeds a preset threshold, and to convert at least part of the buffer occupancy chain of the corresponding aircraft into an untransferable temporary protection occupancy chain.

[0017] The present invention provides a digital and intelligent collaborative management and control method for low-altitude safety supervision, the method comprising: It integrates flight declaration data, real-time trajectory data, remote identification data, ground detection data, meteorological and environmental data, obstacle data, sensitive target data, communication link quality data, and regulatory event data of low-altitude aircraft, and forms basic low-altitude situational awareness data. The low-altitude surveillance area is divided into spatiotemporal responsibility grids with spatial range and time segments, and each spatiotemporal responsibility grid is configured with the control responsibility entity, flight capacity, perception credibility, communication accessibility, risk level and emergency channel status. The control requirements input by different regulatory bodies are compiled into control primitives with objects of action, scope of action, time of action, priority, triggering conditions, and release conditions; Based on the aircraft's flight declaration data, real-time trajectory data, flight performance data, communication link quality data, and environmental risk data, a flight occupancy chain, including a core occupancy chain and a buffer occupancy chain, is generated. When there are spatiotemporal conflicts among multiple flight occupancy chains or control primitives, it is determined whether the conflict has intruded into the core occupancy chain. If the conflict has not intruded into the core occupancy chain, the transferable buffer segments in the buffer occupancy chain are released, exchanged, compressed, or reconstructed. If the conflict has intruded into the core occupancy chain, forced avoidance or emergency takeover is triggered. Generate a single effective control command chain based on the current state of control primitives, flight occupancy chains, transferable buffer segments, and spatiotemporal responsibility grids; The execution status of the aircraft to the single effective control command chain is verified based on real-time flight track data, ground detection data, and remote identification data. The risk level of the corresponding spatiotemporal responsibility grid and the flight occupancy chain of the corresponding aircraft are updated based on the execution deviation.

[0018] The beneficial effects of this invention are as follows: By setting up a multi-source low-altitude situation access module, a spatiotemporal responsibility grid construction module, a regulatory intent compilation module, a flight occupancy chain generation module, a safety envelope collaborative transfer module, a single effective control command generation module, and a closed-loop verification module, this invention enables the low-altitude monitoring platform to go beyond simply displaying flight paths, issuing electronic fence alarms, or manual dispatching. Instead, it forms a complete technical closed loop from multi-source data access, regulatory intent compilation, flight occupancy chain generation, conflict collaborative transfer, control command generation to execution status feedback verification, thereby improving the systematization and automation of low-altitude safety monitoring.

[0019] This invention divides the low-altitude airspace under supervision into spatiotemporal responsibility grids with spatial scope and time segments through a spatiotemporal responsibility grid construction module. Each spatiotemporal responsibility grid is configured with the responsible control entity, flight capacity, perception credibility, communication reachability, risk level, and emergency channel status. This enables the platform to conduct refined supervision of low-altitude airspace using the grid as the basic computing unit. Compared to traditional methods that rely solely on fixed areas or fixed no-fly zones, this invention can uniformly express different altitude levels, different time segments, and different responsible control entities, facilitating dynamic, safe, and traceable control of low-altitude flight activities.

[0020] This invention uses a regulatory intent compilation module to compile the no-fly, restricted-fly, altitude-restricted, speed-restricted, detour, hovering, return-to-base, temporary clearance, emergency priority passage, and key target protection requirements input by different regulatory entities into control primitives with applicable objects, applicable spaces, applicable times, priorities, triggering conditions, and release conditions. This transforms the originally scattered, heterogeneous, or manually expressed regulatory requirements into a unified rule expression form that the platform can recognize, calculate, and execute, thereby reducing control conflicts between different regulatory entities caused by different expression methods, unclear instruction scope, or unclear priorities.

[0021] This invention expresses the aircraft's operation within multiple continuous spatiotemporal responsibility grids as a flight occupancy chain through a flight occupancy chain generation module. This flight occupancy chain is further divided into a core occupancy chain and a buffer occupancy chain located outside the core occupancy chain. This allows the platform to flexibly coordinate the buffer space while ensuring the aircraft's basic safety boundaries are not compromised. This approach differs from traditional methods that rely on fixed safety distances or fixed electronic fences. It simultaneously considers low-altitude flight safety and airspace utilization efficiency, avoiding both overly conservative safety ranges that reduce operational capacity and overly narrow safety ranges that could lead to operational risks.

[0022] This invention utilizes a safe envelope cooperative transfer module to address spatiotemporal conflicts among multiple flight occupancy chains or control primitives. First, it determines whether the conflict intrudes into the core occupancy chain. If the conflict does not intrude into the core occupancy chain, it prioritizes releasing, exchanging, compressing, or reconstructing transferable buffer segments within the buffer occupancy chain. If the conflict intrudes into the core occupancy chain, it triggers mandatory avoidance or emergency takeover. Therefore, this invention enables tiered and differentiated low-altitude conflict handling, avoiding the indiscriminate use of mandatory avoidance or flight abortion measures in all conflict scenarios, thereby improving the flexibility and safety of cooperative control.

[0023] This invention generates a single effective control command chain for low-altitude aircraft and monitoring terminals based on the current state of control primitives, flight occupancy chains, transferable buffer segments, and spatiotemporal responsibility grids through a single effective control command generation module. This ensures that the same aircraft, the same flight mission, or the same spatiotemporal responsibility grid corresponds to only one currently executing command at any given time, avoiding conflicting control commands when multiple regulatory bodies or rules are in effect simultaneously, and improving the uniqueness, certainty, and execution reliability of control commands.

[0024] This invention uses a closed-loop verification module to verify the status of an aircraft executing a single, effective control command chain based on real-time flight path data, ground detection data, and remote identification data. Execution deviations are fed back to the spatiotemporal responsibility grid construction module and the flight occupancy chain generation module, enabling the platform to dynamically update the risk level of the corresponding spatiotemporal responsibility grid and the corresponding aircraft's flight occupancy chain based on actual execution conditions. When an aircraft fails to execute control commands or the deviation exceeds a threshold, the platform can promptly raise the risk level and convert some buffer occupancy chains into non-transferable temporary protective occupancy chains, thereby enhancing the risk adaptive capability during low-altitude airspace surveillance. Attached Figure Description

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

[0026] Figure 1 This is a block diagram of the overall system of the present invention; Figure 2 This is a detailed system block diagram of the core functional modules of the present invention; Figure 3 This is a block diagram of the closed-loop collaborative control process of the present invention. Detailed Implementation

[0027] All features disclosed in this specification, or all steps in all disclosed methods or processes, may be combined in any way, except for mutually exclusive features and / or steps.

[0028] Any feature disclosed in this specification (including any appended claims, abstract, and drawings) may be replaced by other equivalent or similar features for a similar purpose, unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is merely one example of a series of equivalent or similar features.

[0029] like Figures 1 to 3As shown, this embodiment provides a digital and intelligent collaborative management and control platform 100 for low-altitude safety supervision. This platform 100 can be deployed in a low-altitude supervision center, urban low-altitude operation management center, park low-altitude safety management center, emergency command center, or cloud server. Alternatively, it can be a distributed operating environment comprised of a cloud platform, edge computing nodes, and supervision terminals 202. This platform is primarily used for the unified processing of flight applications, real-time tracks, operational status, flight risks, supervision rules, and control commands for low-altitude aircraft 201 and 221. This transforms the low-altitude supervision process from simple track display and manual scheduling into an automated collaborative management and control process based on multi-source data, spatiotemporal responsibility grids, supervision intent compilation, flight occupancy chains, safety envelope collaborative transfer, single valid command generation, and closed-loop verification.

[0030] In this embodiment, the intelligent collaborative management and control platform 100 includes a multi-source low-altitude situation access module 110, a spatiotemporal responsibility grid construction module 120, a regulatory intent compilation module 130, a flight occupancy chain generation module 140, a safety envelope collaborative transfer module 150, a single effective control command generation module 160, and a closed-loop verification module 170. The multi-source low-altitude situation access module 110 serves as the platform's data entry point, forming data connections with the low-altitude aircraft 201, ground detection equipment 203, meteorological and environmental data sources 204, and the regulatory terminal 202, used to acquire basic data on low-altitude flight activities and the low-altitude regulatory environment. The spatiotemporal responsibility grid construction module 120 is connected to the multi-source low-altitude situation access module 110, used to construct a spatiotemporal responsibility grid with spatial range, altitude range, and time segments based on the accessed low-altitude situational data. The regulatory intent compilation module 130 is connected to the regulatory terminal 202, used to convert the control requirements input by the regulatory entity into control primitives that the platform can recognize, compare, and execute. The flight occupancy chain generation module 140 is connected to the multi-source low-altitude situation access module 110 and the spatiotemporal responsibility grid construction module 120, and is used to generate the flight occupancy chain of the low-altitude aircraft 201 in multiple consecutive spatiotemporal responsibility grids. The safety envelope cooperative transfer module 150 is connected to the spatiotemporal responsibility grid construction module 120, the supervisory intent compilation module 130, and the flight occupancy chain generation module 140, and is used to perform conflict judgment and buffer transfer when there are spatiotemporal conflicts in the flight occupancy chain or control primitives. The single effective control command generation module 160 is connected to the safety envelope cooperative transfer module 150, and is used to generate a single effective control command chain for the low-altitude aircraft 201, the supervisory terminal 202, and the operating entity. The closed-loop verification module 170 forms a feedback connection with the multi-source low-altitude situation access module 110, the spatiotemporal responsibility grid construction module 120, the flight occupancy chain generation module 140, and the single effective control command generation module 160. It is used to verify the execution status of the low-altitude aircraft 201 to the control command and update the risk status and occupancy status within the platform according to the execution deviation.

[0031] In this embodiment, the multi-source low-altitude situational awareness module 110 receives flight declaration data, real-time track data, and remote identification data from the low-altitude aircraft 201. The flight declaration data may include information such as flight mission number, aircraft identification, operator information, takeoff location, landing location, planned route, planned altitude, planned takeoff time, planned landing time, mission type, mission priority, aircraft size, maximum speed, maximum rate of climb, maximum rate of descent, minimum turning radius, and braking capability. The real-time track data may include the low-altitude aircraft 201's latitude and longitude position, altitude, speed, heading, rate of climb, rate of descent, remaining battery power, flight mode, positioning status, communication status, and data reporting time. The remote identification data may include the aircraft registration identifier, operator identification, aircraft broadcast identifier, flight status identifier, and identification data timestamp. The multi-source low-altitude situation access module 110 also receives ground detection data from ground detection equipment 203. Ground detection equipment 203 can be radar detection equipment, photoelectric detection equipment, radio detection equipment, acoustic detection equipment, video recognition equipment, or other equipment capable of detecting and identifying low-altitude targets. The ground detection data is used to verify the self-reported track of the low-altitude aircraft 201, and can also be used to identify low-altitude targets that have not been declared, have not been broadcast, or have abnormal identities.

[0032] The multi-source low-altitude situational awareness module 110 also receives meteorological and environmental data, obstacle data, sensitive target data, and communication link quality data provided by the meteorological and environmental data source 204. Meteorological and environmental data may include wind speed, wind direction, gusts, rainfall, visibility, temperature, air pressure, lightning warnings, and severe convective weather warnings. Obstacle data may include information on buildings, high-voltage lines, communication towers, tower cranes, mountains, bridges, temporary construction facilities, and other spatial obstacles that affect low-altitude flight safety. Sensitive target data may include the location information and protection level of airport airspace protection zones, schools, hospitals, transportation hubs, major event venues, hazardous chemical areas, military management areas, and key security targets. Communication link quality data may include signal strength, latency, packet loss rate, reachability, and interruption probability of cellular networks, private network communications, satellite communications, or remote control links. Regulatory event data can be input from the regulatory terminal 202 or pushed by external emergency systems, event support systems, or airspace approval systems. Regulatory event data may include events such as temporary no-fly zones, temporary flight restrictions, activation of emergency rescue channels, major event support, security upgrades in key areas, and emergency response.

[0033] After receiving the aforementioned multi-source data, the multi-source low-altitude situational awareness module 110 performs time alignment and spatial reference unification on the data from different sources. Since the data reporting frequencies, data formats, and time precision of the low-altitude aircraft 201, ground detection equipment 203, meteorological and environmental data sources 204, and monitoring terminals 202 may differ, the multi-source low-altitude situational awareness module 110 first corrects the timestamps of various data types based on a unified platform clock, and marks lagging data, duplicate data, missing timestamp data, or abnormally abrupt data jumps. For data with inconsistent spatial coordinates, the multi-source low-altitude situational awareness module 110 converts them into a unified spatial coordinate reference adopted by the platform, enabling the aircraft position, the detected target position, the obstacle position, and the sensitive target position to be calculated under the same spatial reference. When the same low-altitude aircraft 201 has its own reported position, remotely identified position, and ground-detected position, the multi-source low-altitude situation access module 110 configures the credibility weights of different data sources through the data credibility calibration unit, and generates a fused track point by combining data update time, communication link quality, historical deviation records, and track continuity. The fused track point carries position coordinates, velocity vector, altitude information, timestamp, and credibility identifier, so that subsequent modules can determine whether the track point can be directly used for conflict judgment and control command generation.

[0034] The spatiotemporal responsibility grid construction module 120 constructs a four-dimensional grid of the low-altitude surveillance area based on the low-altitude situational awareness data generated by the multi-source low-altitude situational awareness access module 110, according to horizontal spatial partitioning, altitude layer partitioning, and time slice partitioning. In specific implementation, the spatiotemporal responsibility grid construction module 120 can first divide the surveillance area into multiple horizontal spatial units according to administrative divisions, park boundaries, flight route corridors, key security areas, or custom grid boundaries. Then, based on the operating altitude range of the low-altitude aircraft 201, each horizontal spatial unit is divided into multiple altitude layers, and further, the future surveillance time is divided into multiple consecutive time slices according to preset time intervals. Each spatiotemporal responsibility grid corresponds to a specific horizontal spatial range, an altitude range, and a time slice, thus representing the low-altitude operational status within a certain area, altitude layer, and time period.

[0035] Each spatiotemporal responsibility grid is equipped with a grid status table, which includes at least the grid number, allowed entry conditions, prohibited entry conditions, current number of aircraft, expected number of aircraft in use, remaining capacity, perception blind spot coefficient, communication interruption probability, emergency channel occupancy status, risk level, and identification of the responsible entity for control. The permitted entry conditions are used to limit the type of aircraft, mission type, speed range, altitude range, or approval status that can enter the grid; the prohibited entry conditions are used to limit no-fly, restricted-fly, temporary control, or sensitive target protection conditions; the current number of aircraft indicates the number of aircraft that have entered the grid in the current time slice; the expected number of occupied aircraft indicates the number of aircraft that will enter the grid in the future time slice; the remaining capacity indicates the number of aircraft that the grid can still accommodate under the current safety conditions; the perception blind zone coefficient indicates the completeness of the ground detection equipment 203's perception of low-altitude targets within the grid; the communication interruption probability indicates the probability of communication link interruption or unreachability within the grid; the emergency passage occupancy status indicates whether the grid has been designated as a passage for emergency rescue, police response, or other priority flight missions; the control responsibility entity identifier indicates the regulatory department, management unit, or responsible person corresponding to the grid.

[0036] The regulatory intent compilation module 130 is used to receive regulatory rules, control events, and approval instructions input from the regulatory terminal 202 or the regulatory terminal 223. Figure 2 In the detailed structure shown, the regulatory intent compilation module 130 includes a regulatory rule parsing unit 131 and a control primitive generation unit 132. The regulatory rule input 211 can originate from public security, air traffic control, emergency response, transportation, park management units, major event support units, or other regulatory bodies. Different regulatory bodies can input requirements such as no-fly zones, restricted flight zones, altitude restrictions, speed limits, detours, hovering, return flights, temporary clearance, emergency priority passage, and protection of key targets. These requirements can be structured forms, event-triggered commands, or natural language commands. The regulatory rule parsing unit 131 parses the regulatory rule input 211, breaking down the input content into object elements, area elements, time elements, action elements, priority elements, and release elements. The object element is used to represent the controlled low-altitude aircraft 201, the operating entity, the mission type, or the aircraft group; the area element is used to represent the geographical area, altitude layer, or spatiotemporal responsibility grid where the control requirement applies; the time element is used to represent the effective time, end time, or trigger time; the action element is used to represent control actions such as prohibiting entry, limiting altitude, reducing speed, changing course, hovering, returning to base, or priority clearance; the priority element is used to represent the order of adjudication when the control requirement conflicts with other control requirements; the release element is used to represent the automatic release conditions, manual release conditions, or event termination conditions of the control requirement.

[0037] The control primitive generation unit 132 generates control primitives in a unified format based on the rule elements output by the regulatory rule parsing unit 131. Each control primitive includes the target object, scope of action, time of action, control action, priority, triggering condition, release condition, and version identifier. Through the version identifier, the platform can record the source, generation time, modification time, and effective status of the control primitive. When the same regulatory entity modifies the original control requirements, the control primitive generation unit 132 can generate a new version of the control primitive, and establish an overriding, inheritance, or invalidation relationship with the old version. When different regulatory entities put forward different control requirements for the same low-altitude aircraft 201, the same spatiotemporal responsibility grid, or the same flight mission, the regulatory intent compilation module 130 will not directly generate multiple contradictory execution instructions, but will first convert each control requirement into a unified control primitive for subsequent comparison and adjudication by the safety envelope coordination transfer module 150 and the single valid control instruction generation module 160.

[0038] The flight occupancy chain generation module 140 is used to generate the flight occupancy chain of the low-altitude aircraft 201 over multiple future time slices based on flight and environmental data input 212. Figure 2 In the detailed structure shown, the flight occupancy chain generation module 140 includes a core occupancy chain generation unit 141, a buffer occupancy chain generation unit 142, and a transferable buffer segment division unit 143. The core occupancy chain generation unit 141 generates the core occupancy chain of the low-altitude aircraft 201 in a continuous spatiotemporal responsibility grid based on the predicted position, aircraft size, minimum turning radius, braking distance, maximum climb rate, maximum descent rate, positioning error, trajectory prediction error, and communication closed-loop delay of the low-altitude aircraft 201 in each time slice. The core occupancy chain represents the spatiotemporal resources that the aircraft must occupy to ensure basic flight safety, and its boundaries are not allowed to be intruded upon by other aircraft, obstacles, no-fly zones, or other conflicting objects.

[0039] The buffer occupancy chain generation unit 142 generates a buffer occupancy chain outside the core occupancy chain. The range of the buffer occupancy chain is not a fixed value, but is dynamically determined based on the risk level, perception credibility, communication reachability, weather conditions, distance to surrounding sensitive targets, and aircraft mission type of the spatiotemporal responsibility grid. If the perception credibility of a certain spatiotemporal responsibility grid is low, the probability of communication interruption is high, the wind speed is high, or it is near a sensitive target, the buffer occupancy chain generation unit 142 can appropriately expand the buffer occupancy chain; if the perception coverage of a certain spatiotemporal responsibility grid is complete, the communication link is stable, the airspace capacity is tight but the risk is low, the buffer occupancy chain can be appropriately compressed while ensuring that the core safety boundary remains unchanged. In this way, the flight occupancy chain generation module 140 can avoid the problem of traditional fixed safety distance schemes being too conservative or too simplistic in high-density low-altitude operation scenarios.

[0040] The transferable buffer segment partitioning unit 143 is used to divide the buffer occupancy chain into multiple transferable buffer segments. Each transferable buffer segment corresponds to one or more consecutive spatiotemporal responsibility grids and is configured with a transfer cost, recovery time limit, and alternative grid set. The transfer cost represents the impact of releasing, exchanging, compressing, or reconstructing the buffer segment on flight safety margins, mission continuity, airspace utilization efficiency, and regulatory risks; the recovery time limit represents the time required for the buffer segment to recover or reform a safety buffer after transfer; and the alternative grid set represents adjacent horizontal grids, adjacent altitude layers, or adjacent time slices that can replace the buffer segment in the event of a conflict. Thus, the flight occupancy chain is no longer an unadjustable fixed occupancy path, but forms a hierarchical occupancy structure where the core occupancy chain is unintrusive and the buffer occupancy chain is collaboratively adjustable.

[0041] The safety envelope cooperative transfer module 150 is used to perform conflict judgment and buffer transfer when there are spatiotemporal conflicts among multiple flight occupancy chains or control primitives. Figure 2 In the detailed structure shown, the safety envelope cooperative transfer module 150 includes a conflict graph construction unit 151 and a buffer transfer decision unit 152. The conflict graph construction unit 151 uses the core occupancy chain, buffer occupancy chain, and the restricted grid corresponding to the control primitives in the flight occupancy chain as nodes, and uses the spatiotemporal overlap relationship, priority constraint relationship, and substitutability relationship between nodes as edges to construct a low-altitude operation conflict graph. If the core occupancy chains of two low-altitude aircraft 201 overlap in the same spatiotemporal responsibility grid, or if the core occupancy chain of one low-altitude aircraft 201 enters the restricted grid defined by a high-priority no-fly control primitive, the platform determines it as a core conflict. If the buffer occupancy chains of two low-altitude aircraft 201 overlap, or if a low-priority control primitive overlaps with a buffer occupancy chain but does not intrude into the core occupancy chain, the platform determines it as a buffer conflict.

[0042] The buffer relinquishment decision unit 152 prioritizes resolving conflicts between buffer occupancy chains in the low-altitude operational conflict map, and releases, exchanges, compresses, or reconstructs relinquished buffer segments without altering the safety boundary of the core occupancy chain. Release refers to temporarily canceling the occupancy of a low-risk buffer segment when risk permits, allowing that portion of spatiotemporal resources to be used for other flight missions or control events; exchange refers to swapping buffer occupancy resources in time slices, spatial grids, or altitude layers between two aircraft or two flight missions; compression refers to reducing the outer range of the buffer occupancy chain without changing the core occupancy chain; reconstruction refers to regenerating the buffer occupancy chain in adjacent time slices, adjacent altitude layers, or adjacent horizontal spatial units based on the set of alternative grids. If a conflict has already intruded into the core occupancy chain, the buffer relinquishment decision unit 152 will no longer handle it through buffer relinquishment, but will instead trigger forced avoidance, hovering, return to base, change of altitude, change of course, or emergency takeover, and report the conflict to the monitoring terminal 202 or monitoring terminal 223.

[0043] When determining the processing order of transferable buffer segments, the buffer transfer decision unit 152 generates a transfer score by comprehensively considering flight mission priority, aircraft maneuverability, remaining battery power, communication link quality, historical compliance level, target area sensitivity, and emergency event level. For low-altitude aircraft 201 with lower mission priority and better communication link quality, such as routine inspections and logistics delivery, some of their buffer occupancy chains can participate in the transfer with priority within a safe range. For high-priority aircraft performing emergency rescue, police operations, medical transport, or major event support, their core occupancy chain and necessary buffer occupancy chains are maintained with priority. For aircraft with insufficient remaining battery power, unstable communication links, proximity to sensitive targets, or lower historical compliance levels, the buffer transfer decision unit 152 reduces the proportion of their buffer occupancy chains that are transferred to ensure a higher safety margin. Through the above processing, the platform can resolve low-altitude flight conflicts in a layered, dynamic, and interpretable manner.

[0044] The Single Effective Control Command Generation Module 160 is used to generate a single effective control command chain for the low-altitude aircraft 201, the operating entity, and the monitoring terminal 202 based on the current state of control primitives, flight occupancy chains, transferable buffer segments, and spatiotemporal responsibility grids. Figure 2In the detailed structure shown, the Single Effective Control Command Generation Module 160 includes a command conflict adjudication unit 161 and a Single Effective Control Command Output Unit 162. The command conflict adjudication unit 161 is used to generate a single effective control command chain that allows only one currently executing command to take effect when multiple control primitives are generated by different regulatory entities for the same aircraft, the same spatiotemporal responsibility grid, or the same flight mission. This is based on adjudication rules prioritizing emergency safety, preventing intrusion into the core occupancy chain, prioritizing sensitive target protection, maintaining mission continuity, and prioritizing the transfer of buffer occupancy chains. This single effective control command chain includes the currently executing command, backup executing commands, execution time limits, verification conditions, and failure conditions.

[0045] The currently executing command instructs the low-altitude aircraft 201 on actions that need to be performed immediately, such as maintaining course, decreasing altitude, increasing altitude, decreasing speed, changing course, entering a holding point, hovering, returning to base, bypassing a certain area, or entering an emergency passage. Backup commands provide alternative actions when the currently executing command cannot be completed on time, the communication link is interrupted, or the aircraft deviates from its intended path. The execution time limit defines the time frame within which the aircraft can complete the currently executing command. Verification conditions define how the platform determines whether the command has been correctly executed, such as whether it has entered the target grid, descended to the target altitude, left a sensitive area, fallen below the specified speed, or reached a holding point. Expiration conditions define when the command terminates, such as upon reaching a specified time, completing the specified action, the regulatory event being resolved, or a new, higher-priority command being generated. The single effective control command output unit 162 sends the single effective control command output 213 to the low-altitude aircraft 201, the low-altitude aircraft 221, the monitoring terminal 202, the monitoring terminal 223, and the relevant operating entities, so that the same aircraft executes only one clear current control command at the same time, avoiding conflicting control outputs when multiple regulatory entities or multiple rules are in effect at the same time.

[0046] The closed-loop verification module 170 is used to verify the execution status of the low-altitude aircraft 201 to a single valid control command chain based on real-time track data, ground detection data, and remote identification data. The closed-loop verification module 170 may include an execution deviation calculation unit and a risk write-back unit. The execution deviation calculation unit compares the actual track of the low-altitude aircraft 201 with the target track, target altitude, target speed, or target maneuver in the single valid control command chain to generate an execution deviation value. If the current execution command requires the aircraft to descend to a specified altitude within a specified time, the execution deviation calculation unit compares the difference between the actual altitude and the target altitude; if the current execution command requires the aircraft to bypass a restricted grid, the execution deviation calculation unit determines whether the actual track still enters the restricted grid; if the current execution command requires the aircraft to hover, the execution deviation calculation unit determines whether its position offset and speed exceed the allowable range.

[0047] When the execution deviation value does not exceed the preset threshold, the closed-loop verification module 170 confirms that the aircraft's execution status is normal and records the normal execution result to the platform log. When the execution deviation value exceeds the preset threshold, the risk back-write unit increases the risk level of the corresponding spatiotemporal responsibility grid and at least partially converts the buffer occupancy chain of the corresponding aircraft into a non-transferable temporary protection occupancy chain. This temporary protection occupancy chain is used to increase the safety margin when the aircraft does not execute according to the instructions or the execution status is uncertain, preventing other aircraft from continuing to approach the spatiotemporal region where the aircraft is located. At the same time, the closed-loop verification module 170 feeds back the execution deviation to the spatiotemporal responsibility grid construction module 120 and the flight occupancy chain generation module 140, so that the spatiotemporal responsibility grid construction module 120 updates the risk level, remaining capacity and communication interruption probability of the corresponding grid, and the flight occupancy chain generation module 140 recalculates the core occupancy chain and buffer occupancy chain of the aircraft in subsequent time slices.

[0048] like Figure 3 As shown, in the platform's closed-loop collaborative control process, data is first received from low-altitude aircraft 221, ground detection equipment 222, and monitoring terminals 223 via multi-source data access 301. Multi-source data access 301 corresponds to the operational steps of the multi-source low-altitude situation access module 110 and is used to form basic low-altitude situation data. Subsequently, the platform performs spatiotemporal responsibility grid construction 302 based on the basic low-altitude situation data, dividing the low-altitude monitoring area into a computable, comparable, and traceable spatiotemporal responsibility grid. The monitoring requirements input by the monitoring terminal 223 are processed by monitoring intent compilation 303 to form control primitives with the target object, action space, action time, priority, triggering conditions, and release conditions. Simultaneously, the platform performs flight occupancy chain generation 304 based on aircraft trajectory, flight performance, communication status, and environmental risks, forming a flight occupancy chain including a core occupancy chain and a buffer occupancy chain.

[0049] After generating the spatiotemporal responsibility grid, control primitives, and flight occupancy chains, the platform executes a safety envelope cooperative transfer 305. The safety envelope cooperative transfer 305 first determines whether a conflict has intruded into the core occupancy chain. If it has not, the conflict is resolved by releasing, exchanging, compressing, or reconstructing transferable buffer segments. If the conflict has intruded into the core occupancy chain, mandatory avoidance or emergency takeover is triggered. After conflict resolution, the platform executes a single effective control command generation 306, outputting a unique and effective control command chain to the low-altitude aircraft 221 and the monitoring terminal 223. After the low-altitude aircraft 221 executes the command, its real-time track, remote identification status, and detection results collected by the ground detection equipment 222 are input into the execution status closed-loop verification 307. The execution status closed-loop verification 307 updates the platform's internal state based on the execution deviation and feeds back the verification results to the spatiotemporal responsibility grid construction 302 and the flight occupancy chain generation 304, thus forming a continuously iterative closed-loop cooperative control process.

[0050] The intelligent collaborative management and control platform 100 integrates the operational status of low-altitude aircraft 201, the control requirements of monitoring terminals 202, the detection results of ground detection equipment 203, and environmental information from meteorological and environmental data sources 204 into a single computing framework. It achieves low-altitude safety supervision through spatiotemporal responsibility grids, regulatory intent compilation, flight occupancy chains, collaborative transfer of safety envelopes, and a single effective control command chain. This platform can improve the utilization efficiency of low-altitude airspace resources while ensuring that core safety boundaries are not intruded upon. It can also generate clear, unique, and verifiable control commands in scenarios involving multiple regulatory entities, multiple aircraft, multiple tasks, and multiple risk factors. It is suitable for scenarios such as urban low-altitude safety supervision, park drone inspection and supervision, drone logistics operation supervision, low-altitude security for major events, emergency rescue airspace collaboration, and comprehensive low-altitude economic management.

[0051] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions conceived without inventive effort should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.

Claims

1. A digital and intelligent collaborative management and control platform (100) for low-altitude safety supervision, characterized in that, It includes a multi-source low-altitude situation access module (110), a spatiotemporal responsibility grid construction module (120), a regulatory intent compilation module (130), a flight occupancy chain generation module (140), a safety envelope collaborative transfer module (150), a single effective control command generation module (160), and a closed-loop verification module (170). The multi-source low-altitude situation access module (110) is used to access the flight declaration data, real-time trajectory data, remote identification data of low-altitude aircraft (201, 221), ground detection data of ground detection equipment (203, 222), meteorological and environmental data, obstacle data, sensitive target data, communication link quality data and regulatory event data of meteorological and environmental data sources (204), and to perform time alignment and spatial benchmark unification on the above data to form low-altitude situation basic data; The spatiotemporal responsibility grid construction module (120) is used to divide the low-altitude regulatory area into spatiotemporal responsibility grids with spatial range and time segments, and to configure the control responsibility entity, flight capacity, perception credibility, communication accessibility, risk level and emergency channel status in each spatiotemporal responsibility grid; The regulatory intent compilation module (130) is used to compile the no-fly, restricted-fly, altitude-limited, speed-limited, detour, hovering, return to base, temporary release, emergency priority passage and key target protection requirements input by the regulatory terminal (202, 223) into control primitives with the target of action, the space of action, the time of action, the priority, the triggering condition and the release condition; The flight occupancy chain generation module (140) is used to generate the corresponding flight occupancy chain of the aircraft in multiple continuous spatiotemporal responsibility grids based on the aircraft's flight declaration data, real-time trajectory data, flight performance data, communication link quality data and environmental risk data. The flight occupancy chain includes a core occupancy chain and a buffer occupancy chain located outside the core occupancy chain. The safety envelope cooperative transfer module (150) is used to determine whether the conflict has invaded the core occupancy chain when there is a spatiotemporal conflict among multiple flight occupancy chains or control primitives. If the conflict has not invaded the core occupancy chain, the transferable buffer segments in the buffer occupancy chain are released, exchanged, compressed or reconstructed. If the conflict invades the core occupancy chain, forced avoidance or emergency takeover is triggered. The single effective control instruction generation module (160) is used to generate a single effective control instruction chain for low-altitude aircraft (201, 221) and monitoring terminals (202, 223) based on the current state of control primitives, flight occupancy chains, transferable buffer segments and spatiotemporal responsibility grids. The single effective control instruction chain includes the currently executed instruction, the backup executed instruction, the execution time limit, the verification condition and the failure condition. The closed-loop verification module (170) is used to verify the execution status of the low-altitude aircraft (201, 221) on the single effective control command chain based on real-time track data, ground detection data and remote identification data, and to feed back the execution deviation to the spatiotemporal responsibility grid construction module (120) and the flight occupancy chain generation module (140) to update the risk level of the corresponding spatiotemporal responsibility grid and the flight occupancy chain of the corresponding aircraft.

2. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 1, characterized in that, The multi-source low-altitude situation access module (110) includes a data credibility calibration unit. The data credibility calibration unit is used to configure credibility weights for flight declaration data, real-time track data, remote identification data and ground detection data respectively. When there are multiple source position differences for the same aircraft, it generates fused track points based on credibility weights, data update time, communication link quality and historical deviation records, so that the fused track points carry position coordinates, velocity vector, altitude information, timestamp and credibility identifier.

3. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 1, characterized in that, The spatiotemporal responsibility grid construction module (120) constructs a four-dimensional grid according to horizontal spatial partitioning, height layer partitioning and time slice partitioning. Each of the four-dimensional grids is equipped with a grid status table. The grid status table includes at least the grid number, allowed entry conditions, prohibited entry conditions, current number of aircraft, expected number of aircraft occupied, remaining capacity, perception blind zone coefficient, communication interruption probability, emergency channel occupancy status and control responsibility entity identifier.

4. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 1, characterized in that, The regulatory intent compilation module (130) includes a regulatory rule parsing unit (131) and a control primitive generation unit (132). The regulatory rule parsing unit (131) is used to parse natural language instructions, structured approval instructions or event triggering instructions input by different regulatory entities into rule elements. The rule elements include object elements, area elements, time elements, action elements, priority elements and deactivation elements. The control primitive generation unit (132) is used to convert the rule elements into control primitives in a unified format and configure a version identifier for each control primitive to avoid multiple regulatory entities generating contradictory and duplicate control instructions for the same flight activity.

5. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 1, characterized in that, The flight occupancy chain generation module (140) includes a core occupancy chain generation unit (141), a buffer occupancy chain generation unit (142), and a transferable buffer segment division unit (143). The flight occupancy chain generation module (140) generates a core occupancy chain based on the aircraft's predicted position, minimum turning radius, braking distance, maximum climb rate, maximum descent rate, positioning error, trajectory prediction error, and communication closed-loop delay in each time slice. Based on the risk level, perception credibility, communication reachability, and distance to surrounding sensitive targets of the spatiotemporal responsibility grid, a buffer occupancy chain is generated outside the core occupancy chain. The buffer occupancy chain is divided into multiple transferable buffer segments, and each transferable buffer segment is configured with a transfer cost, recovery time limit, and alternative grid set.

6. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 5, characterized in that, The safety envelope cooperative transfer module (150) includes a conflict graph construction unit (151) and a buffer transfer decision unit (152). The conflict graph construction unit (151) is used to construct a low-altitude operation conflict graph using the core occupancy chain, the buffer occupancy chain and the restricted grid corresponding to the control primitive in the flight occupancy chain as nodes and the spatiotemporal overlap relationship between nodes as edges. The buffer transfer decision unit (152) is used to prioritize resolving the conflicts between buffer occupancy chains in the low-altitude operation conflict graph, and release, exchange, compress or reconstruct the transferable buffer segments without changing the safety boundary of the core occupancy chain.

7. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 6, characterized in that, When determining the release order of transferable buffer segments, the buffer transfer decision unit (152) generates a transfer score based at least on flight mission priority, aircraft maneuverability, remaining power, communication link quality, historical compliance level, target area sensitivity and emergency event level, and selects transferable buffer segments for transfer processing according to the transfer score from high to low.

8. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 1, characterized in that, The single effective control command generation module (160) includes a command conflict adjudication unit (161) and a single effective control command output unit (162). The command conflict adjudication unit (161) is used to generate a single effective control command chain that allows only one currently executed command to take effect when multiple control primitives are generated by different regulatory entities for the same aircraft, the same spatiotemporal responsibility grid or the same flight mission, based on the adjudication rules of prioritizing emergency safety, preventing intrusion into the core occupancy chain, prioritizing the protection of sensitive targets, maintaining mission continuity, and prioritizing the transfer of the buffer occupancy chain. The single effective control command output unit (162) is used to output a single effective control command.

9. The intelligent collaborative management and control platform (100) for low-altitude safety supervision according to claim 1, characterized in that, The closed-loop verification module (170) includes an execution deviation calculation unit and a risk reverse writing unit. The execution deviation calculation unit is used to compare the actual trajectory of the aircraft with the target trajectory, target altitude, target speed or target action in a single effective control command chain to generate an execution deviation value. The risk reverse writing unit is used to increase the risk level of the corresponding spatiotemporal responsibility grid when the execution deviation value exceeds a preset threshold, and to convert at least part of the buffer occupancy chain of the corresponding aircraft into an untransferable temporary protection occupancy chain.

10. A digital and intelligent collaborative management and control method for low-altitude safety supervision, characterized in that, The method, applied to the digital and intelligent collaborative management and control platform (100) for low-altitude safety supervision as described in any one of claims 1 to 9, comprises: The low-altitude situation access module (110) accesses flight declaration data, real-time track data, remote identification data, ground detection data from ground detection equipment (203, 222), meteorological and environmental data from meteorological and environmental data sources (204), obstacle data, sensitive target data, communication link quality data, and regulatory event data from low-altitude aircraft (201, 221), and forms basic low-altitude situation data. The low-altitude regulatory area is divided into spatiotemporal responsibility grids with spatial range and time segments by the spatiotemporal responsibility grid construction module (120), and each spatiotemporal responsibility grid is configured with the control responsibility entity, flight capacity, perception credibility, communication accessibility, risk level and emergency channel status. The regulatory intent compilation module (130) compiles the control requirements input by different regulatory subjects into control primitives with objects of action, scope of action, time of action, priority, triggering conditions and release conditions; The flight occupancy chain generation module (140) generates a flight occupancy chain, including a core occupancy chain and a buffer occupancy chain, based on the aircraft's flight declaration data, real-time trajectory data, flight performance data, communication link quality data, and environmental risk data. When there is a spatiotemporal conflict between multiple flight occupancy chains or control primitives, the safety envelope cooperative transfer module (150) determines whether the conflict has intruded into the core occupancy chain. If the conflict has not intruded into the core occupancy chain, the transferable buffer segments in the buffer occupancy chain are released, exchanged, compressed or reconstructed. If the conflict has intruded into the core occupancy chain, forced avoidance or emergency takeover is triggered. The single effective control command generation module (160) generates a single effective control command chain based on the current state of control primitives, flight occupancy chains, transferable buffer segments, and spatiotemporal responsibility grids. The closed-loop verification module (170) verifies the aircraft's execution status of the single effective control command chain based on real-time track data, ground detection data, and remote identification data, and updates the risk level of the corresponding spatiotemporal responsibility grid and the flight occupancy chain of the corresponding aircraft based on the execution deviation.

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