Aircraft conflict resolution method, electronic device, storage medium and program product

Abstract

Embodiments of the present application provide an aircraft conflict processing method, an electronic device, a storage medium and a program product. The method comprises: obtaining flight state information and flight path planning information of a local aircraft and each surrounding aircraft; generating predicted flight paths of the local aircraft and each surrounding aircraft within a preset future time period by using a curve flight path algorithm subject to a turning constraint according to the flight state information and the flight path planning information; determining, based on the same predicted time, a target aircraft existing conflict with the local aircraft from the surrounding aircraft according to the predicted flight paths and a preset spatial safety distance; determining an obstacle avoidance priority of the local aircraft according to operation attribute information of the local aircraft and the target aircraft, and determining a conflict type according to flight state information of the local aircraft and the target aircraft; and determining and executing an obstacle avoidance strategy according to the obstacle avoidance priority and the conflict type. The present application is used to achieve the effect of giving consideration to conflict judgment accuracy and obstacle avoidance disposal real-time performance.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and in particular to an aircraft conflict resolution method, electronic equipment, storage medium, and program product. Background Technology

[0002] With the increasing activity of low-altitude flights, the density and complexity of aircraft operations in low-altitude airspace are constantly rising. When performing tasks such as delivery, inspection, mapping, and emergency response, aircraft typically need to maintain a safe distance within limited airspace and take timely measures to deal with potential encounter risks.

[0003] Existing technologies typically monitor aircraft operations within airspace based on their own sensory information, external surveillance information, or shared communication information. They then address potential risks through processes such as prediction, judgment, alarm, and control. In practical applications, common methods include judgment methods based on geometric relationships, estimation methods based on statistical models, prediction methods based on intelligent models, and control or optimization-based intervention methods. These methods usually require analyzing the aircraft's current operational status to predict its future operational state and further determine appropriate actions.

[0004] However, given the frequent changes in the operational status of low-altitude aircraft, the complexity of encounter relationships, and the limited onboard processing resources, existing processing methods often face challenges in balancing computational complexity, response time, and judgment results when assessing risks and generating response actions. In other words, current technologies still struggle to achieve both accurate conflict assessment and real-time obstacle avoidance in low-altitude aircraft conflict resolution. Summary of the Invention

[0005] This application provides an aircraft conflict handling method, electronic device, storage medium, and program product, which are used to achieve the effect of balancing the accuracy of conflict judgment and the real-time nature of obstacle avoidance in the process of low-altitude aircraft conflict handling.

[0006] In a first aspect, embodiments of this application provide a method for handling aircraft collisions, including:

[0007] Acquire flight status information and trajectory planning information of the local aircraft and surrounding aircraft;

[0008] Based on the flight status information and the trajectory planning information, a curve trajectory algorithm constrained by turning is used to generate the predicted trajectories of the local aircraft and each of the surrounding aircraft within a preset future time period.

[0009] Based on the same predicted time, according to the predicted flight path and the preset spatial safety distance, the target aircraft that is in conflict with the local aircraft is determined from the surrounding aircraft.

[0010] Based on the operational attribute information of the local aircraft and the target aircraft, the obstacle avoidance priority of the local aircraft is determined, and based on the flight status information of the local aircraft and the target aircraft, the conflict type is determined;

[0011] Based on the obstacle avoidance priority and the conflict type, an obstacle avoidance strategy is determined and executed.

[0012] In one possible implementation, acquiring the flight status information and trajectory planning information of the local aircraft and surrounding aircraft includes:

[0013] Read the flight status information and trajectory planning information of the aircraft.

[0014] Receive flight status information and trajectory planning information transmitted by the surrounding aircraft via broadcast communication;

[0015] The flight status information includes at least one of position information, speed information, and heading information, and the trajectory planning information includes waypoint information.

[0016] In one possible implementation, the step of generating predicted trajectories for the local aircraft and all surrounding aircraft within a preset future time period using a curve trajectory algorithm constrained by turning, based on the flight status information and the trajectory planning information, includes:

[0017] The local aircraft and each of the surrounding aircraft are sequentially designated as aircraft to be predicted.

[0018] Based on the flight status information of the aircraft to be predicted, determine the current position information, current speed information, and current heading information of the aircraft to be predicted;

[0019] Based on the trajectory planning information of the aircraft to be predicted, the waypoint sequence of the aircraft to be predicted is determined;

[0020] Based on the current location information, the current heading information, and the waypoint sequence, determine the current flight segment of the aircraft to be predicted and the subsequent flight segments adjacent to the current flight segment;

[0021] Based on the current flight segment, the subsequent flight segment, and the turning radius of the aircraft to be predicted, determine the circular arc transition segment connecting the current flight segment and the subsequent flight segment;

[0022] When the arc transition segment does not meet the distance constraint conditions of adjacent waypoints, the turning radius is adjusted according to the preset radius adjustment rules, and the arc transition segment is re-determined according to the adjusted turning radius until the arc transition segment meets the distance constraint conditions of adjacent waypoints.

[0023] Based on the current speed information, the circular transition segment, and the flight segment connected to the circular transition segment, a predicted flight path of the aircraft to be predicted is generated within a preset future time period.

[0024] In one possible implementation, determining the target aircraft that conflicts with the local aircraft from among the surrounding aircraft based on the same predicted time, according to the predicted trajectory and a preset spatial safety distance, includes:

[0025] Based on the predicted flight path of the local aircraft, the predicted position of the local aircraft at each predicted time is determined, and based on the predicted flight paths of the surrounding aircraft, the predicted positions of the surrounding aircraft at each predicted time are determined respectively.

[0026] Based on the preset spatial safety distance, determine the horizontal safety distance and the vertical safety distance;

[0027] At the same prediction time, based on the predicted position of the aircraft, the horizontal safety distance, and the vertical safety distance, a first cylindrical three-dimensional safety protection zone corresponding to the aircraft is generated, and based on the predicted positions of the surrounding aircraft, the horizontal safety distance, and the vertical safety distance, a second cylindrical three-dimensional safety protection zone corresponding to each of the surrounding aircraft is generated.

[0028] At the same prediction time, if the first cylindrical three-dimensional safety protection zone overlaps with any second cylindrical three-dimensional safety protection zone, then the corresponding surrounding aircraft will be identified as target aircraft that conflict with the local aircraft.

[0029] In one possible implementation, determining the obstacle avoidance priority of the local aircraft based on the operational attribute information of the local aircraft and the target aircraft includes:

[0030] Based on the operational attribute information, the health status, operational status, maneuverability, and identity of the local aircraft and the target aircraft are determined respectively.

[0031] The health status is determined based on the communication health status, power health status, and energy health status; the operating status includes the hovering state; the maneuverability is determined based on the maximum acceleration; and the identification is determined based on the aircraft number.

[0032] According to a preset priority rule, the local aircraft and the target aircraft are compared step by step, with the health status, the operating status, the maneuverability and the identity as the comparison objects in turn.

[0033] When the current level comparison object can distinguish the priority order of the local aircraft and the target aircraft, the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined according to the comparison result of the current level comparison object.

[0034] If the current comparison object cannot distinguish the priority order of the local aircraft and the target aircraft, the comparison will proceed to the next level of comparison object until the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined.

[0035] Specifically, when using the identity identifier as the comparison object, the aircraft with the smaller aircraft number is identified as the aircraft with higher priority.

[0036] In one possible implementation, the conflict type is determined based on the flight status information of the local aircraft and the target aircraft, including:

[0037] Based on the flight status information of the local aircraft and the target aircraft, the horizontal velocity directions of the local aircraft and the target aircraft are determined respectively;

[0038] Determine the angle between the horizontal velocity directions based on the horizontal velocity directions of the local aircraft and the target aircraft;

[0039] When the angle between the horizontal velocity directions is less than a first preset angle threshold, the conflict type is determined to be a horizontal same-direction conflict.

[0040] When the angle between the horizontal velocity directions is greater than the second preset angle threshold, the conflict type is determined to be a horizontal opposing conflict.

[0041] When the angle between the horizontal velocity directions is greater than or equal to the first preset angle threshold and less than or equal to the second preset angle threshold, the conflict type is determined to be a horizontal cross conflict.

[0042] In one possible implementation, determining and executing an obstacle avoidance strategy based on the obstacle avoidance priority and the conflict type includes:

[0043] Based on the obstacle avoidance priority, determine the conflict resolution order of the aircraft in the current conflict;

[0044] Based on the conflict resolution sequence, the conflict type, the positional relationship between the local aircraft and the target aircraft, and the speed state of the local aircraft, the speed adjustment obstacle avoidance result is determined; the speed adjustment obstacle avoidance result includes one of the following: deceleration obstacle avoidance result, acceleration obstacle avoidance result, or no speed adjustment obstacle avoidance result.

[0045] Based on the conflict resolution sequence and the conflict type, determine whether the aircraft meets the vertical climb obstacle avoidance conditions and obtain the vertical climb obstacle avoidance judgment result.

[0046] Based on the speed adjustment obstacle avoidance result and the vertical climb obstacle avoidance judgment result, an obstacle avoidance strategy corresponding to the aircraft is generated, and the aircraft is controlled to perform the corresponding obstacle avoidance action according to the obstacle avoidance strategy.

[0047] Secondly, embodiments of this application provide an aircraft conflict handling apparatus, comprising:

[0048] The information acquisition module is used to acquire flight status information and trajectory planning information of the local aircraft and surrounding aircraft.

[0049] The trajectory prediction module is used to generate the predicted trajectories of the local aircraft and each of the surrounding aircraft within a preset future time period based on the flight status information and the trajectory planning information, using a curve trajectory algorithm constrained by turning.

[0050] The conflict determination module is used to determine, based on the same predicted time, the predicted trajectory and the preset spatial safety distance, the target aircraft that is in conflict with the local aircraft from the surrounding aircraft;

[0051] The conflict determination module is also used to determine the obstacle avoidance priority of the local aircraft based on the operational attribute information of the local aircraft and the target aircraft, and to determine the conflict type based on the flight status information of the local aircraft and the target aircraft;

[0052] The obstacle avoidance execution module is used to determine and execute the obstacle avoidance strategy based on the obstacle avoidance priority and the conflict type.

[0053] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0054] The memory stores computer-executed instructions;

[0055] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0056] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0057] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0058] This application provides an aircraft conflict handling method, electronic device, storage medium, and program product. By simultaneously acquiring flight status information and trajectory planning information of the local aircraft and surrounding aircraft, the conflict handling process can be analyzed based on the current operating status and subsequent planned paths of the local aircraft and surrounding aircraft. By using a curve trajectory algorithm constrained by turning to generate predicted trajectories of the local aircraft and surrounding aircraft within a preset future time period, subsequent conflict judgments can be based on future operating trends that conform to aircraft turning constraints. By combining predicted trajectories and preset spatial safety distances at the same predicted time, target aircraft can be identified from surrounding aircraft. By determining obstacle avoidance priorities based on operational attribute information and conflict types based on flight status information, the generation of obstacle avoidance strategies has both sequential and scenario-based criteria. By determining and executing obstacle avoidance strategies based on obstacle avoidance priorities and conflict types, the conflict judgment results can be transformed into actual obstacle avoidance actions of the local aircraft. This establishes a continuous processing flow from flight information acquisition, predicted trajectory generation, target aircraft identification to obstacle avoidance strategy execution. This enables the aircraft to pre-process potential conflicts with surrounding aircraft within a preset future time period and execute corresponding obstacle avoidance strategies based on the determined obstacle avoidance priority and conflict type. This improves the accuracy of aircraft conflict handling and the real-time performance of the response, solving the problem that existing low-altitude aircraft conflict handling processes struggle to balance the accuracy of conflict assessment and the real-time performance of obstacle avoidance. Attached Figure Description

[0059] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0060] Figure 1 A flowchart illustrating the aircraft conflict resolution method provided in this application embodiment;

[0061] Figure 2 This is a schematic diagram of the construction of an arc transition track provided in an embodiment of this application;

[0062] Figure 3 This is a schematic diagram of the aircraft collision protection area provided in an embodiment of this application;

[0063] Figure 4 This is a schematic diagram of the structure of the aircraft conflict handling device provided in the embodiments of this application;

[0064] Figure 5This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0065] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0066] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0067] To address the problem that existing aircraft conflict resolution methods typically rely on the aircraft's current motion state for trend assessment or complex models for subsequent handling calculations, leading to difficulties in coordinating conflict assessment and obstacle avoidance, this application proposes an inventive approach that organizes the aircraft's current operational state, subsequent trajectory planning, spatial safety constraints, and conflict resolution rules into a continuous processing flow. Instead of merely determining whether the aircraft is close to surrounding aircraft at the current moment, it first generates predicted trajectories for each aircraft within a preset future time period based on the flight state and trajectory planning information of both the aircraft and surrounding aircraft. This expands conflict resolution from current state assessment to future operational trend assessment.

[0068] Specifically, the system utilizes both flight status information and trajectory planning information for prediction, and employs a curve trajectory algorithm constrained by turns to generate the predicted trajectory. This allows the predicted trajectory to simultaneously reflect the aircraft's current motion foundation and subsequent planning constraints, providing a data basis more consistent with the aircraft's actual operational trends for subsequent conflict assessment. After obtaining the predicted trajectory, based on the same prediction time, and according to the predicted trajectory and a preset spatial safety distance, target aircraft that may conflict with the aircraft are identified from the surrounding aircraft. This concept transforms conflict assessment from a simple comparison between different time states to a determination of whether the aircraft and surrounding aircraft meet conflict conditions at a future time under a unified time reference. In this way, target aircraft requiring conflict resolution can be selected from multiple surrounding aircraft, ensuring that subsequent obstacle avoidance strategies do not indiscriminately treat all surrounding aircraft, but rather address those with potential conflicts.

[0069] After identifying the target aircraft, the obstacle avoidance priority of the local aircraft is determined based on the operational attribute information of both the local and target aircraft, and the conflict type is determined based on the flight status information of both aircraft. This approach separately determines who resolves the conflict first and the current conflict scenario, ensuring that the generation of the obstacle avoidance strategy is based on both sequence and scenario. The obstacle avoidance priority is used to avoid uncoordinated handling between the local and target aircraft in the same conflict scenario, while the conflict type is used to enable subsequent obstacle avoidance strategies to adapt to different encounter relationships. This allows aircraft conflict handling to balance the accuracy of conflict judgment and the real-time nature of obstacle avoidance in complex maneuvering scenarios.

[0070] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0071] Figure 1 This is a flowchart illustrating the aircraft conflict resolution method provided in the embodiments of this application, as shown below. Figure 1 As shown, the method includes:

[0072] S11: Obtain flight status information and trajectory planning information of the local aircraft and surrounding aircraft.

[0073] In this embodiment, the local aircraft refers to the aircraft that executes this method and needs to handle conflicts, while the surrounding aircraft refers to other aircraft within the local aircraft's perception or information interaction range that may have a spatial proximity relationship with the local aircraft. Flight status information is used to characterize the aircraft's operational status at the current moment or within the current time window, and trajectory planning information is used to characterize the planned trajectory upon which the aircraft's subsequent operation will be based. By acquiring the flight status information and trajectory planning information of the local aircraft and each surrounding aircraft, basic data is provided for subsequent trajectory prediction, conflict target identification, and obstacle avoidance strategy determination.

[0074] Information corresponding to the local aircraft itself and that of each surrounding aircraft is obtained separately. This information is then associated with different aircraft objects, ensuring each aircraft has corresponding flight status and trajectory planning information. For the same aircraft, its flight status and trajectory planning information can be correlated over time, allowing the flight status information to reflect the aircraft's current operational basis during trajectory prediction, and the trajectory planning information to reflect the aircraft's operational basis within a preset future time period. Furthermore, the acquired information undergoes integrity and temporal processing. Integrity processing confirms whether the information required for subsequent processing supports trajectory prediction, while temporal processing ensures that the information of the local aircraft and surrounding aircraft is within a comparable time frame. This reduces subsequent judgment biases caused by different information sources or update times for different aircraft, enabling subsequent steps to process the local aircraft and surrounding aircraft uniformly based on the same prediction time.

[0075] S12, based on flight status information and trajectory planning information, uses a curve trajectory algorithm constrained by turning to generate the predicted trajectories of the local aircraft and surrounding aircraft within a preset future time period.

[0076] In this embodiment, the preset future time period refers to the time range extended forward from the current moment for conflict resolution, and the predicted trajectory refers to the flight path calculated based on the current operating status of the aircraft and subsequent trajectory planning within this time range. By generating predicted trajectories for the local aircraft and each surrounding aircraft, a unified data basis can be provided for subsequently determining whether conflicts exist between aircraft under the same time reference.

[0077] The curve trajectory algorithm constrained by turning is used to consider the impact of the aircraft's turning capability on the flight path during trajectory extrapolation. This ensures that the generated predicted trajectory no longer merely reflects a simple straight-line extension, but rather adapts to the aircraft's subsequent planned operational trend. The same trajectory generation process can be performed on both the local aircraft and surrounding aircraft, resulting in a predicted trajectory for each aircraft corresponding to its flight status and trajectory planning information. These predicted trajectories can be organized chronologically within a preset future timeframe, allowing for the extraction of the positional relationships between the local aircraft and surrounding aircraft at the same predicted time. This process ensures that subsequent conflict resolution does not rely on a single current state, but rather on analysis based on continuous operational trends within a future timeframe. This reduces prediction bias caused by simply extrapolating aircraft motion as a straight line, providing a foundation for accurate conflict resolution.

[0078] S13, based on the same predicted time, and according to the predicted trajectory and preset spatial safety distance, identify the target aircraft that is in conflict with the local aircraft from the surrounding aircraft.

[0079] In this embodiment, the spatial relationship between the local aircraft and surrounding aircraft at the same predicted time is determined based on the predicted trajectory. A preset spatial safety distance is then used to determine whether there is a proximity relationship between the local aircraft and surrounding aircraft that falls below safety requirements. The preset spatial safety distance characterizes the spatial safety constraints used when determining conflicts between aircraft; it can be pre-set according to the aircraft's operational safety requirements. By combining the predicted trajectory with the preset spatial safety distance, conflict determination can be based not only on the current state of the aircraft but also on the operational trends over a future timeframe to identify potential conflict targets. For each surrounding aircraft, its predicted trajectory is compared with the local aircraft's predicted trajectory at the same predicted time. When the spatial relationship between any surrounding aircraft and the local aircraft at a certain predicted time meets the conflict determination criteria, that surrounding aircraft is identified as a target aircraft that conflicts with the local aircraft. If multiple surrounding aircraft meet the conflict determination criteria, the corresponding target aircraft can be determined separately, allowing subsequent steps to determine obstacle avoidance priorities, conflict types, and obstacle avoidance strategies for different target aircraft.

[0080] S14. Based on the operational attribute information of the local aircraft and the target aircraft, determine the obstacle avoidance priority of the local aircraft, and based on the flight status information of the local aircraft and the target aircraft, determine the conflict type.

[0081] In this embodiment, obstacle avoidance priority is used to characterize the escape order of the local aircraft in the current conflict, and conflict type is used to characterize the encounter pattern between the local aircraft and the target aircraft. The operational attribute information of the local aircraft and the target aircraft are correlated and analyzed to determine the priority order of the local aircraft in the current conflict handling. This process does not evaluate the state of the local aircraft alone, but establishes a relative priority relationship between the local aircraft and the target aircraft, enabling subsequent obstacle avoidance strategies to be generated and executed according to the determined escape order. By introducing operational attribute information, the conflict handling process can determine the obstacle avoidance order by combining the aircraft's own state and operational conditions, avoiding disordered decision-making when there are multiple possible targets or multiple handling orders. By converting flight state information into conflict type, the dependence of the subsequent strategy determination process on complex real-time calculations can be reduced, allowing obstacle avoidance strategies to be generated based on clear conflict categories. Both serve as the basis for subsequently determining and executing obstacle avoidance strategies, improving the determinism and execution consistency of the conflict handling process.

[0082] S15, determine and execute obstacle avoidance strategies based on obstacle avoidance priority and conflict type.

[0083] In this embodiment, the obstacle avoidance strategy refers to a control scheme used by the aircraft to handle the current conflict. It characterizes the aircraft's actions, timing, and conditions in the current conflict. The obstacle avoidance priority determines the processing order of the aircraft in the current conflict, and the conflict type determines the encounter pattern between the aircraft and the target aircraft. By simultaneously utilizing obstacle avoidance priority and conflict type, the obstacle avoidance strategy can meet both the requirements of the current conflict resolution order and the relative motion relationship of the current conflict. When determining the obstacle avoidance strategy, the obstacle avoidance priority is first used to determine whether the aircraft needs to perform obstacle avoidance in the current conflict, and then the conflict type is combined to determine the obstacle avoidance strategy applicable to the current conflict scenario. For the same target aircraft, the obstacle avoidance strategy can be determined based on the relative relationship between the aircraft and the target aircraft, enabling the generated obstacle avoidance strategy to be targeted at the current conflict. In the case of multiple target aircraft, corresponding obstacle avoidance strategies can be determined based on the obstacle avoidance priority and conflict type of each target aircraft, allowing the aircraft to handle different conflicts according to clear processing criteria.

[0084] When executing an obstacle avoidance strategy, the aircraft can be controlled to perform corresponding obstacle avoidance actions according to the determined strategy, adjusting its operational state accordingly. The execution of the obstacle avoidance strategy can be integrated with the aircraft's flight control process, transforming the processing results obtained from conflict assessment into the aircraft's actual obstacle avoidance actions. This achieves the conversion from conflict identification results to obstacle avoidance actions, reducing the uncertainty of strategy generation in complex conflict scenarios and improving the real-time performance and consistency of conflict handling.

[0085] In one embodiment, step S11 is provided as an implementation method. Based on the above embodiment, obtaining flight status information and trajectory planning information includes:

[0086] S111, read the flight status information and trajectory planning information of the local aircraft;

[0087] S112, receiving flight status information and trajectory planning information transmitted by surrounding aircraft via broadcast communication; wherein, the flight status information includes at least one of position information, speed information and heading information, and the trajectory planning information includes waypoint information.

[0088] In this embodiment, data for subsequent conflict handling is obtained from the existing flight control data, navigation data, or mission planning data of the aircraft itself. Flight status information includes at least one of position information, velocity information, and heading information. Position information characterizes the aircraft's spatial position at the current moment, velocity information characterizes the aircraft's speed and trend at the current moment, and heading information characterizes the aircraft's current flight direction. This information can be used individually or in combination; when used in combination, position, velocity, and heading information collectively define the aircraft's motion state at the current moment, allowing subsequent trajectory prediction to be calculated from the aircraft's current actual motion. Trajectory planning information includes waypoint information. Waypoint information characterizes the path points in the aircraft's planned flight path, and the aircraft can determine its subsequent flight direction and path when performing a mission. For the aircraft itself, waypoint information can originate from the aircraft's mission planning results or pre-loaded trajectory tasks; for surrounding aircraft, waypoint information can be sent out by the surrounding aircraft.

[0089] Each surrounding aircraft broadcasts its own flight status and trajectory planning information, and the local aircraft receives the corresponding information within the broadcast communication range. Broadcast communication refers to a communication method where the sender does not establish a dedicated link for a single receiver, but instead sends the information to be shared to all surrounding receivable objects. Through broadcast communication, the local aircraft can obtain the current operating status and subsequent planned paths of each surrounding aircraft, enabling it to handle subsequent conflicts with surrounding aircraft without relying on centralized scheduling results. After receiving the flight status and trajectory planning information sent by each surrounding aircraft via broadcast communication, the local aircraft associates the received information with the corresponding surrounding aircraft and organizes the information of each surrounding aircraft according to the reception time or information generation time. For each surrounding aircraft, its flight status and trajectory planning information can be used as a set of data for subsequent processing, enabling subsequent steps to generate predicted trajectories for each surrounding aircraft, improving the data integrity of subsequent predicted trajectories and target aircraft determination processes.

[0090] In one embodiment, based on the above embodiment, step S12 is further described here. A curve trajectory algorithm constrained by turning is used to generate a predicted trajectory, including:

[0091] S121, the local aircraft and each surrounding aircraft are sequentially designated as aircraft to be predicted.

[0092] Specifically, the same trajectory prediction process is performed on the local aircraft and each of the surrounding aircraft. The aircraft to be predicted refers to the aircraft object currently generating a predicted trajectory; it can be the local aircraft or any of the surrounding aircraft. By sequentially using different aircraft as the aircraft to be predicted, the local aircraft and each of the surrounding aircraft can generate predicted trajectories according to a unified processing logic, reducing inconsistencies in the judgment benchmarks for conflicting predictions at the same prediction time caused by different aircraft using different prediction methods.

[0093] S122, based on the flight status information of the aircraft to be predicted, determine the current position information, current speed information, and current heading information of the aircraft to be predicted.

[0094] Specifically, the current position information indicates the spatial location of the aircraft to be predicted at the current moment, the current velocity information indicates the speed of the aircraft to be predicted at the current moment, and the current heading information indicates the direction of the aircraft to be predicted at the current moment. The current position information serves as the starting position of the predicted trajectory, the current heading information serves as the starting direction of the predicted trajectory, and the current velocity information is used to determine the progress of the aircraft to be predicted along the predicted trajectory within a preset future time period. By determining the above information from the flight status information, the predicted trajectory can be generated based on the current actual operating state of the aircraft to be predicted.

[0095] S123, Based on the trajectory planning information of the aircraft to be predicted, determine the waypoint sequence of the aircraft to be predicted.

[0096] Specifically, a waypoint sequence represents multiple waypoints that the aircraft to be predicted will sequentially pass through according to the trajectory planning information. A waypoint can be understood as a spatial point used to define the planned flight path. In practice, the waypoint sequence may include multiple waypoints related to the current flight progress of the aircraft to be predicted, such as multiple waypoints among the previous waypoint, previous waypoint, current waypoint, next waypoint, and next-next waypoint. By determining the waypoint sequence, planning constraints for the subsequent flight path of the aircraft to be predicted can be obtained, enabling the predicted trajectory to be generated in conjunction with the subsequent mission path of the aircraft to be predicted.

[0097] S124, based on the current position information, current heading information and waypoint sequence, determine the current flight segment of the aircraft to be predicted and the subsequent flight segments adjacent to the current flight segment.

[0098] Specifically, the current flight segment refers to the flight segment along which the predicted aircraft is currently located or will soon be flying, while subsequent flight segments refer to those adjacent to the current flight segment in the waypoint sequence and located in the subsequent flight direction. When determining the current flight segment, the positional relationship of the current location information within the corresponding path in the waypoint sequence and the direction of motion indicated by the current heading information can be combined to determine the flight segment currently corresponding to the predicted aircraft. After determining the current flight segment, subsequent flight segments adjacent to the current flight segment can be determined based on the order of waypoints in the waypoint sequence. The flight segment objects that require connection processing when the predicted aircraft enters the subsequent planned path from its current operating state must be clearly identified.

[0099] S125, based on the current segment, the subsequent segment, and the turning radius of the aircraft to be predicted, determines the circular arc transition segment connecting the current segment and the subsequent segment.

[0100] Specifically, the turning radius represents the turning capability constraint experienced by the aircraft during a turn, and the circular transition segment represents the curved connection between the current segment and the subsequent segment that satisfies the turning constraint. In practice, based on the Dubins curve algorithm, a curved transition path that satisfies the turning radius constraint can be constructed between the current segment and the subsequent segment, allowing the predicted trajectory of the aircraft to smoothly transition from the current segment to the subsequent segment. By introducing the circular transition segment, the connection between adjacent segments can be avoided by processing it as a broken line connection that does not conform to the aircraft's turning constraint, making the generated predicted trajectory more consistent with the actual maneuverability of the aircraft.

[0101] S126, when the arc transition segment does not meet the distance constraint conditions of adjacent waypoints, adjust the turning radius according to the preset radius adjustment rules, and redetermine the arc transition segment according to the adjusted turning radius until the arc transition segment meets the distance constraint conditions of adjacent waypoints.

[0102] Specifically, the distance constraint condition between adjacent waypoints is used to limit the feasibility of arranging the circular transition segment between adjacent waypoints, preventing the circular transition segment from failing to form effectively between adjacent waypoints due to excessively short distances or excessively large turning radii. When the circular transition segment does not meet the distance constraint condition between adjacent waypoints, the turning radius is adjusted according to a preset radius adjustment rule, and the circular transition segment is redefined based on the adjusted turning radius until the circular transition segment meets the distance constraint condition between adjacent waypoints. In one specific embodiment, the preset radius adjustment rule may include reducing the turning radius to allow the circular transition segment to adapt to the distance restrictions between adjacent waypoints. Through this adjustment process, a circular transition segment that meets the constraints can still be generated even when the waypoint spacing is limited.

[0103] S127 generates a predicted trajectory of the aircraft to be predicted within a preset future time period based on the current speed information, the circular transition section, and the flight segment connected to the circular transition section.

[0104] Specifically, using the current speed information as the initial speed state of the aircraft to be predicted, and based on the continuous trajectory formed by the current segment, the circular transition segment, and the subsequent segments, the position and speed of the aircraft to be predicted within a preset future time period are calculated, and a predicted trajectory is generated based on the calculation results. The predicted trajectory of the aircraft to be predicted includes both a straight segment and a curved transition segment that satisfies turning constraints, and can express the continuous motion trend of the aircraft to be predicted in subsequent flight.

[0105] In summary, by generating predicted trajectories for the local aircraft and all surrounding aircraft sequentially, the predicted trajectory for each aircraft is determined based on its own flight status and trajectory planning information. Through the coordination of the current segment, subsequent segments, turning radius, and circular transition segment, the turning constraints of the aircraft to be predicted can be reflected during the prediction process. Corrections can be made by adjusting the turning radius when the distance constraints between adjacent waypoints are not met during the circular transition segment. This improves the consistency between the predicted trajectory and the actual flight capabilities and planned path of the aircraft to be predicted, providing a more reliable prediction basis for subsequently determining the target aircraft based on the same prediction time.

[0106] In one implementation, the preset future time period can be set according to the aircraft's operating speed, low-altitude airspace density, flight mission type, and obstacle avoidance response requirements. Specifically, the preset future time period can be set to 60 seconds or 120 seconds. In scenarios with higher flight speeds or higher airspace density, a longer preset future time period can be used to detect potential conflicts in advance. Conversely, in situations where onboard computing resources are limited or the mission scenario changes rapidly, a shorter preset future time period can be used to reduce the amount of prediction computation and improve real-time processing.

[0107] In other alternative implementations, for scenarios where turning constraints are not required or the aircraft is flying stably in a straight segment, a point-to-point straight-line prediction method can be used to determine the predicted path of the aircraft within a preset future time period based on the aircraft's current position, current speed, and trajectory planning information. Specifically, a straight-line path can be determined based on the aircraft's current position and subsequent waypoints in the trajectory planning information, and the predicted position of the aircraft along this straight-line path within the preset future time period can be determined based on the current speed information.

[0108] Figure 2 This is a schematic diagram illustrating the construction of a circular arc transition trajectory provided in an embodiment of this application. In one specific implementation, such as... Figure 2 As shown, WP PPWP P WP C WP n and WP nn These represent the previous waypoint, previous waypoint, current waypoint, next waypoint, and next-next waypoint on the flight path, respectively. The turning radius of the aircraft to be predicted is R. Using the current waypoint WP... C Taking the nearby turning process as an example, according to the previous waypoint WP P Point to current waypoint WP C The current flight segment and the current waypoint WP C Point to the next waypoint WP n For the subsequent flight segment, the center of the circle was determined to be O. C A guiding circle with radius R is drawn, and the connection point G between the current flight segment and the circular transition segment is determined. A And the connection point G between the arc transition section and the subsequent flight segment. B Through the arc Guide the predicted aircraft to transition seamlessly from the current segment to subsequent segments. Accordingly, at the next waypoint WP... n The center of the circle is determined to be O. n The guide circle, and determine the guide circle in segment WP. C WP n Connection point G on C To avoid overlap of circular transition segments corresponding to adjacent waypoints on a common flight segment, determine whether the following conditions are met:

[0109] WP C G B +G C WP n ≤WP C WP n

[0110] Among them, WP C G B Indicates the current waypoint WP C To connection point G B The distance, G C WP n Indicates connection point G C To the next destination WP n Distance, WP C WP n Indicates the current waypoint WP C With the next destination WP n The length of the flight segment between [the points mentioned above]. When the above conditions are met, the current waypoint WP [is determined]. C and the next destination WP n The corresponding circular transition segment can be achieved in flight segment WP C WP nThe system continuously sets the parameters; if the above conditions are not met, the turning radius R of the guide circle is reduced, and the corresponding guide circle and connection point are redefined based on the reduced turning radius until the above distance constraint conditions are met. After the circular arc transition segment is constructed, the current position, current speed, and current heading information of the aircraft to be predicted are used as the current state. The position and speed of the aircraft to be predicted in the preset future time period are calculated along the continuous trajectory formed by the current segment, the circular arc transition segment, and the subsequent segment, to obtain a predicted trajectory that is closer to the actual flight process of the aircraft to be predicted, for use in subsequent collision prediction.

[0111] In another embodiment, based on the current position information, the positional deviations between the aircraft to be predicted and the current segment, the circular transition segment, and the subsequent segment are determined respectively; based on the current heading information, the heading deviations between the current heading information and the corresponding track directions of the current segment, the circular transition segment, and the subsequent segment are determined respectively; based on the positional deviations and heading deviations, a target track segment is determined from the current segment, the circular transition segment, and the subsequent segment, and a track reference position is determined on the target track segment; using the track reference position as the prediction starting position, based on the current speed information, track extrapolation is performed along the target track segment and the track segments subsequently connected to the target track segment to generate a predicted track.

[0112] In this embodiment, matching positions corresponding to the current position information are determined on the current flight segment, the circular transition segment, and the subsequent flight segment, respectively. The corresponding position deviation is determined based on the spatial distance between the current position information and each matching position. For the current or subsequent flight segment in a straight line, the position closest to the current position information on the segment can be used as the matching position; for the circular transition segment, the matching position corresponding to the current position information can be determined on the circular transition segment. Next, the heading deviation is determined. For the current and subsequent flight segments, the track direction is determined based on the extension direction of the corresponding flight segment; for the circular transition segment, the track direction is determined based on the tangent direction of the circular arc at the corresponding matching position. The angle between the current flight direction represented by the current heading information and the corresponding track direction is used as the corresponding heading deviation, reflecting the degree of directional matching between the actual flight direction of the aircraft to be predicted and different track segments.

[0113] The system compares the position deviation with a preset position deviation threshold and the heading deviation with a preset heading deviation threshold, filtering out track segments whose position deviation and heading deviation do not exceed the preset position deviation threshold and heading deviation threshold, respectively. For each filtered track segment, the position and heading deviations are normalized, and then weighted according to preset weights to obtain the matching value for each track segment. The matching values ​​corresponding to the current segment, the circular transition segment, and subsequent segments are compared, and the track segment with the smallest matching value is determined as the target track segment. The matching position on this target track segment used to determine the corresponding position deviation is determined as the track reference position. By simultaneously evaluating the spatial proximity and flight direction consistency between the aircraft to be predicted and the track segment, the actual track position corresponding to the current flight state is determined.

[0114] Using the baseline position as the starting point for prediction, the preset future time period is divided into multiple prediction moments according to preset time intervals. The trajectory advancement length of the aircraft to be predicted between adjacent prediction moments is determined based on the current velocity information. Starting from the baseline position, the trajectory advancement length is accumulated along the trajectory according to the connection sequence of the target trajectory segment and subsequent connecting trajectory segments. The accumulated length position at each prediction moment is determined as the corresponding prediction position. When the accumulated trajectory advancement length exceeds the remaining length of the current trajectory segment, the aircraft enters the next connecting trajectory segment from the end of the current trajectory segment, and the prediction position continues to be determined based on the portion exceeding the remaining length. The corresponding velocity direction is determined based on the trajectory direction of the trajectory segment where each prediction position is located, and the velocity corresponding to each prediction moment is determined by combining the current velocity information. This yields the sequentially corresponding positions and velocities within the preset future time period, forming the predicted trajectory in chronological order of the prediction moments. By jointly considering the positional deviation between the current position and the continuous track, as well as the heading deviation between the current heading and the track direction, the predicted starting position of the predicted track corresponds to the current actual flight state of the aircraft to be predicted, reducing the prediction starting state deviation caused by directly extrapolating the track based on the position corresponding to the planned waypoint.

[0115] In one embodiment, step S13 is further described below. Based on the above embodiment, determining the target aircraft that conflicts with the local aircraft includes:

[0116] S131, Based on the predicted trajectory of the local aircraft, determine the predicted position of the local aircraft at each predicted time, and based on the predicted trajectories of the surrounding aircraft, determine the predicted positions of the surrounding aircraft at each predicted time.

[0117] S132, determine the horizontal and vertical safety distances based on the preset spatial safety distances;

[0118] S133, at the same prediction time, based on the predicted position, horizontal safety distance and vertical safety distance of the local aircraft, a first cylindrical three-dimensional safety protection zone corresponding to the local aircraft is generated, and based on the predicted position, horizontal safety distance and vertical safety distance of the surrounding aircraft, a second cylindrical three-dimensional safety protection zone corresponding to each surrounding aircraft is generated.

[0119] S134, at the same prediction time, if the first cylindrical three-dimensional safety protection zone overlaps with any second cylindrical three-dimensional safety protection zone, then the corresponding surrounding aircraft will be identified as target aircraft that conflict with the local aircraft.

[0120] In this embodiment, the predicted time refers to the time node used for conflict determination within a preset future time period. The predicted location of the local aircraft refers to the location of the local aircraft determined by the predicted trajectory at the corresponding predicted time, and the predicted location of the surrounding aircraft refers to the location of the surrounding aircraft determined by the predicted trajectory at the corresponding predicted time. By determining the local predicted location and the surrounding predicted locations at each predicted time, the predicted trajectories can be converted into position data that can be used for spatial relationship determination, enabling subsequent conflict determination to perform time-by-time analysis of the local aircraft and each surrounding aircraft in chronological order. When determining the local predicted location and the surrounding predicted locations, the location of the local aircraft at each predicted time can be extracted from the predicted trajectory of the local aircraft according to the time sampling interval within the preset future time period, and the location of the corresponding surrounding aircraft at each predicted time can be extracted from the predicted trajectories of each surrounding aircraft. For the same predicted time, the local predicted location and each surrounding predicted location are under the same time reference, and therefore can be directly used to determine the spatial proximity relationship between the local aircraft and each surrounding aircraft.

[0121] Next, the horizontal and vertical safety distances are determined. Preset spatial safety distances represent the spatial safety constraints used when making aircraft conflict assessments. These can include horizontal safety constraints (such as horizontal collision avoidance distances) and vertical safety constraints (such as vertical collision avoidance distances). The horizontal safety distance defines the minimum safe range an aircraft should maintain in the horizontal plane, while the vertical safety distance defines the minimum safe range an aircraft should maintain in the vertical direction.

[0122] Figure 3This is a schematic diagram of the aircraft collision protection area provided in an embodiment of this application. The horizontal collision avoidance distance is denoted as R, and the vertical collision avoidance distance is denoted as H. Based on the predicted location of the aircraft, the horizontal safety distance, and the vertical safety distance, a first cylindrical three-dimensional safety protection zone corresponding to the aircraft is generated. The first cylindrical three-dimensional safety protection zone represents the safety protection space occupied by the aircraft when making a conflict judgment at the corresponding predicted time. In one specific embodiment, using the projection of the predicted location of the aircraft onto the horizontal plane as a reference, the horizontal protection range of the aircraft is determined according to the horizontal safety distance, and using the height of the predicted location of the aircraft as a reference, the vertical protection range of the aircraft is determined according to the vertical safety distance. Extending the horizontal protection range along the vertical protection range forms the first cylindrical three-dimensional safety protection zone corresponding to the aircraft. Similarly, second cylindrical three-dimensional safety protection zones corresponding to each surrounding aircraft are generated.

[0123] At the same prediction time, it is determined whether the protection ranges of the first and second cylindrical three-dimensional safety protection zones overlap in the horizontal direction and in the vertical direction. When the overlap condition is met in both the horizontal and vertical directions, it can be determined that the first and corresponding second cylindrical three-dimensional safety protection zones overlap. If the first cylindrical three-dimensional safety protection zone overlaps with any second cylindrical three-dimensional safety protection zone, the corresponding surrounding aircraft is identified as a target aircraft that conflicts with the local aircraft. The corresponding surrounding aircraft refers to the surrounding aircraft whose second cylindrical three-dimensional safety protection zone overlaps with the first cylindrical three-dimensional safety protection zone. If multiple surrounding aircraft meet the overlap condition at the same or different prediction times, the surrounding aircraft that meet the condition can be identified as target aircraft respectively.

[0124] By determining the predicted position of the aircraft and its surroundings based on the predicted flight path, and constructing a first and a second cylindrical three-dimensional safety protection zone based on horizontal and vertical safety distances respectively, a three-dimensional assessment of the future spatial occupancy relationship of the aircraft is achieved. This method expands conflict assessment from simple point-to-point comparison to the assessment of overlap between safety protection spaces, enabling the target aircraft determination process to simultaneously consider horizontal and vertical intervals. This improves the accuracy of future conflict object identification and provides a clear basis for subsequently determining obstacle avoidance priorities, conflict types, and obstacle avoidance strategies for target aircraft.

[0125] In other alternative implementations, a preset spatial safety distance can also be used to determine the spherical three-dimensional safety protection zone. Specifically, the predicted position of the local aircraft at the corresponding prediction time can be used as the center of the sphere, and the spherical three-dimensional safety protection zone corresponding to the local aircraft can be determined according to the preset spatial safety distance. For any surrounding aircraft, the predicted position of the surrounding aircraft at the corresponding prediction time can be used as the center of the sphere, and the spherical three-dimensional safety protection zone corresponding to the surrounding aircraft can be determined according to the preset spatial safety distance. At the same prediction time, when the spherical three-dimensional safety protection zone corresponding to the local aircraft overlaps with the spherical three-dimensional safety protection zone corresponding to any surrounding aircraft, the corresponding surrounding aircraft can be identified as the target aircraft that conflicts with the local aircraft. This implementation can be used in scenarios where the safety protection range adopts the same distance constraint in all directions.

[0126] In one implementation, while acquiring the flight status information and trajectory planning information of the local aircraft and all surrounding aircraft, the operational attribute information of the local aircraft and all surrounding aircraft is also acquired. For the local aircraft, the operational attribute information can be obtained from its flight control system, energy management system, communication system, or mission management system. For each surrounding aircraft, the operational attribute information can be sent out along with the flight status information and trajectory planning information, and the local aircraft receives it and associates it with the corresponding surrounding aircraft. The operational attribute information is used to subsequently determine the obstacle avoidance priority of the local aircraft relative to the target aircraft. Therefore, during data processing, the flight status information, trajectory planning information, and operational attribute information corresponding to the same aircraft can be stored and updated as a set of aircraft data.

[0127] In one embodiment, based on the above embodiments, the obstacle avoidance priority of the local aircraft is determined according to the operational attribute information of the local aircraft and the target aircraft, including:

[0128] S1411, based on the operational attribute information, determine the health status, operational status, maneuverability, and identification of the local aircraft and the target aircraft respectively; among which, the health status is determined based on the communication health status, power health status, and energy health status, the operational status includes the hovering state, the maneuverability is determined based on the maximum acceleration, and the identification is determined based on the aircraft number;

[0129] S1412, according to the preset priority rules, compare the local aircraft and the target aircraft step by step, using health status, operational status, maneuverability and identity as comparison objects in turn;

[0130] S1413, when the current level comparison object can distinguish the priority order of the local aircraft and the target aircraft, determine the obstacle avoidance priority of the local aircraft relative to the target aircraft based on the comparison result of the current level comparison object;

[0131] S1414, when the current level comparison object cannot distinguish the priority order of the local aircraft and the target aircraft, the comparison is moved to the next level comparison object until the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined; wherein, when the identity identifier is used as the comparison object, the aircraft with the smaller aircraft number is determined as the aircraft with higher priority.

[0132] In this embodiment, health status, operational status, maneuverability, and identification are extracted or calculated from the operational attribute information corresponding to both the local and target aircraft, enabling priority determination for both aircraft within the same comparative dimension. By first organizing the operational attribute information into health status, operational status, maneuverability, and identification, the process of determining obstacle avoidance priority can be transformed into a step-by-step comparison process, providing a clear data foundation for subsequent priority determination.

[0133] Specifically, the health status is determined based on communication health status, power health status, and energy health status. Communication health status characterizes the aircraft's ability to transmit and receive information and share status; for example, it determines whether the communication system is operating normally by detecting the quality of the aircraft's communication links (such as signal strength and data packet loss rate). Power health status characterizes the operating status of the aircraft's propulsion or drive system; for example, it determines whether the power system is within its normal operating range by detecting the aircraft's power system (such as motor speed and battery voltage). Energy health status characterizes the aircraft's remaining energy or power supply status; for example, it determines whether the energy system meets the current mission requirements by detecting the aircraft's remaining energy (such as battery charge and fuel reserves). The health status can be jointly determined by communication, power, and energy health status. For example, when all three statuses meet preset health requirements, the corresponding aircraft can be determined to be in a normal health status; when any one of them fails to meet the preset health requirements, the corresponding aircraft's health status can be determined to be abnormal. By incorporating communication, power, and energy factors into the health status, the obstacle avoidance priority determination process can take into account the aircraft's basic capabilities to perform obstacle avoidance maneuvers.

[0134] Operational states include hovering. Hovering indicates that an aircraft is maintaining a stop or low speed near its current position, which differs from obstacle avoidance conditions when the aircraft is in continuous flight. When determining operational states based on operational attribute information, it's possible to identify whether the aircraft and the target aircraft are in a hovering state, and the identification result is used as the comparison object in a step-by-step comparison. By incorporating operational states into obstacle avoidance priority determination, the operational modes of aircraft in the current conflict can participate in determining the order of resolution, avoiding prioritization based solely on identity or motion data while ignoring the actual operational state of the aircraft.

[0135] Maneuverability is determined based on maximum acceleration. Maximum acceleration characterizes an aircraft's ability to change speed or adjust maneuvers; a higher maximum acceleration reflects the aircraft's ability to change its state of motion per unit time. When determining maneuverability based on operational attribute information, the maximum acceleration of the local and target aircraft can be read or calculated, and their priority order within the comparison object can be determined based on the comparison relationship of maneuverability in a preset priority rule. By using maximum acceleration as the basis for determining maneuverability, obstacle avoidance priority judgment can be correlated with the aircraft's actual maneuverability, improving the matching degree between subsequent obstacle avoidance strategies and the aircraft's execution capabilities.

[0136] The identification is determined by the aircraft number. The aircraft number is used to distinguish the identity of the local aircraft and the target aircraft. When health status, operational status, and maneuverability cannot distinguish the priority of the local aircraft and the target aircraft, the aircraft number can be used as the final comparison basis. When using the identification as the comparison object, the aircraft with the smaller aircraft number is determined as the higher priority aircraft. By setting the aircraft number as the deterministic comparison basis, a unique or clear obstacle avoidance priority can still be obtained when the priority of the preceding comparison objects cannot be distinguished, avoiding conflict between the local aircraft and the target aircraft in the same conflict due to unclear priority.

[0137] Next, following a preset priority rule, the system compares the local aircraft and the target aircraft step-by-step, using health status, operational status, maneuverability, and identification as comparison objects. Step-by-step comparison means first comparing the local and target aircraft based on health status; if health status can distinguish the priority of the two, the comparison stops; if health status cannot distinguish the priority, the comparison continues with operational status; if operational status still cannot distinguish the priority, the comparison continues with maneuverability; if maneuverability still cannot distinguish the priority, the comparison continues with identification. By comparing in a fixed order, the obstacle avoidance priority determination process has a stable decision path.

[0138] The current-level comparison object refers to the object currently used to compare the priority of the local aircraft and the target aircraft. It can be any of the following: health status, operational status, maneuverability, or identity. When the current-level comparison object can distinguish the priority of the local aircraft and the target aircraft, the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined based on the comparison result of the current-level comparison object. Being able to distinguish priority means that the local aircraft and the target aircraft have different comparison results under the current-level comparison object, and these different results can determine their relative importance according to preset priority rules. By directly outputting the obstacle avoidance priority when the current-level comparison object can determine the priority, unnecessary subsequent comparisons can be reduced, improving the processing efficiency of the obstacle avoidance priority determination process.

[0139] When the current comparison object cannot distinguish the priority order between the local aircraft and the target aircraft, the comparison proceeds to the next level until the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined. Inability to distinguish priority order means that the local aircraft and the target aircraft are in the same state or their relative importance cannot be determined based on the current comparison object. In this case, the comparison proceeds to the next level, where more operational attribute information can be used to further differentiate them. Since the identification identifier, as a subsequent comparison object, can determine priority based on the aircraft number, the step-by-step comparison process ultimately determines the obstacle avoidance priority of the local aircraft relative to the target aircraft. This embodiment, through step-by-step comparison of health status, operational status, maneuverability, and identification identifier, forms a process from operational attribute information to obstacle avoidance priority determination, providing a definite sequential basis for subsequently determining and executing obstacle avoidance strategies based on obstacle avoidance priority and conflict type.

[0140] In one embodiment, determining the conflict type based on the flight status information of the local aircraft and the target aircraft includes:

[0141] S1421, Based on the flight status information of the local aircraft and the target aircraft, determine the horizontal velocity direction of the local aircraft and the target aircraft respectively;

[0142] S1422, Determine the angle between the horizontal velocity directions based on the horizontal velocity directions of the local aircraft and the target aircraft;

[0143] S1423, when the angle between the horizontal velocity directions is less than the first preset angle threshold, the conflict type is determined to be horizontal same-direction conflict;

[0144] S1424, when the angle between the horizontal velocity directions is greater than the second preset angle threshold, the conflict type is determined to be a horizontal opposing conflict;

[0145] S1425, when the horizontal velocity direction angle is greater than or equal to the first preset angle threshold and less than or equal to the second preset angle threshold, the conflict type is determined to be a horizontal cross conflict.

[0146] In this embodiment, when the flight status information includes velocity and heading information, the horizontal velocity direction of the corresponding aircraft can be determined based on the component of the velocity information in the horizontal plane or based on the heading information. When the velocity information is three-dimensional, the three-dimensional velocity information can be projected onto the horizontal plane, and the direction of the velocity component in the horizontal plane can be used as the horizontal velocity direction. By determining the horizontal velocity direction, the conflict relationship between the local aircraft and the target aircraft can be transformed into a motion direction relationship in the horizontal direction, providing a basis for subsequent conflict type determination.

[0147] Next, determine the horizontal velocity direction angle. The horizontal velocity direction angle is used to characterize the difference in motion direction between the aircraft and the target aircraft in the horizontal direction, and it can be determined based on the angular relationship between the two horizontal velocity directions. The horizontal velocity direction angle can be taken as an angle value in the range of 0° to 180°.

[0148] When the angle between the horizontal velocity directions is less than a first preset angle threshold, the conflict type is determined to be a horizontal same-direction conflict. A horizontal same-direction conflict refers to a conflict where the directions of motion of the aircraft and the target aircraft are basically the same in the horizontal direction, such as a pursuit-type or same-direction encounter. In one specific embodiment, the first preset angle threshold can be 15°. When the angle between the horizontal velocity directions is less than 15°, it is considered that the difference in the directions of motion of the aircraft and the target aircraft in the horizontal plane is small, and the conflict type is determined to be a horizontal same-direction conflict.

[0149] When the horizontal velocity angle is greater than a second preset angle threshold, the conflict type is determined to be a horizontal head-on conflict. A horizontal head-on conflict refers to a conflict where the directions of motion of the aircraft and the target aircraft are substantially opposite in the horizontal direction, such as a head-on or opposing encounter. In one specific embodiment, the second preset angle threshold can be 165°. When the horizontal velocity angle is greater than 165°, it is considered that the aircraft and the target aircraft are approaching each other in the horizontal plane, and the conflict type is determined to be a horizontal head-on conflict.

[0150] When the horizontal velocity angle is greater than or equal to a first preset angle threshold and less than or equal to a second preset angle threshold, the conflict type is determined to be a horizontal crossing conflict. A horizontal crossing conflict refers to a conflict situation where the horizontal movement directions of the aircraft and the target aircraft intersect, such as a crossing encounter. When the horizontal velocity angle is greater than or equal to 15° and less than or equal to 165°, the conflict type is determined to be a horizontal crossing conflict.

[0151] The horizontal velocity angle between the local and target aircraft is determined by analyzing their horizontal velocity directions. Based on a first and a second preset angle threshold, conflict types are categorized into horizontally oriented conflicts, horizontally opposing conflicts, and horizontally intersecting conflicts. This transforms the directional relationships in the flight status information into explicit conflict types, enabling the selection of appropriate handling logic based on different encounter patterns when determining and executing obstacle avoidance strategies according to obstacle avoidance priorities and conflict types. Using angle thresholds for classification reduces the computational complexity of conflict type determination and improves the determinism of the conflict handling process.

[0152] In one embodiment, based on the above embodiments, an obstacle avoidance strategy is determined and executed according to obstacle avoidance priority and conflict type, including:

[0153] S151, Based on obstacle avoidance priority, determine the conflict resolution order of the aircraft in the current conflict;

[0154] S152, determine the speed adjustment obstacle avoidance result based on the conflict resolution sequence, conflict type, the positional relationship between the local aircraft and the target aircraft, and the speed state of the local aircraft; the speed adjustment obstacle avoidance result includes one of the following: deceleration obstacle avoidance result, acceleration obstacle avoidance result, or no speed adjustment obstacle avoidance result.

[0155] S153, based on the conflict resolution sequence and conflict type, determine whether the aircraft meets the vertical climb obstacle avoidance conditions and obtain the vertical climb obstacle avoidance judgment result;

[0156] S154 generates an obstacle avoidance strategy corresponding to the aircraft based on the speed adjustment obstacle avoidance result and the vertical climb obstacle avoidance judgment result, and controls the aircraft to perform the corresponding obstacle avoidance action according to the obstacle avoidance strategy.

[0157] In this embodiment, the conflict resolution order is used to represent the sequence in which the local aircraft performs obstacle avoidance actions relative to the target aircraft when a conflict occurs. Based on the obstacle avoidance priority determined in the preceding steps, it can be determined whether the local aircraft needs to maintain its original operating state in the current conflict, or whether it needs to perform a resolution action according to the preset obstacle avoidance logic. By determining the conflict resolution order in advance, the generation of subsequent obstacle avoidance strategies can have a clear sequential basis, reducing the likelihood of the local aircraft and the target aircraft simultaneously performing uncoordinated actions in the same conflict scenario.

[0158] When determining the outcome of speed-adjustment obstacle avoidance, a comprehensive judgment is made based on the conflict resolution sequence, conflict type, the positional relationship between the aircraft and the target aircraft, and the aircraft's speed status. The positional relationship between the aircraft and the target aircraft indicates the aircraft's spatial orientation relative to the target aircraft in the current conflict scenario. For example, in a horizontal, unidirectional conflict, the aircraft's position can be determined as being in front of or behind the target aircraft based on their respective directions of motion. The speed status indicates whether the aircraft's current speed meets the conditions for executing speed-adjustment obstacle avoidance, such as whether it has reached its maximum speed. By using the conflict resolution sequence, conflict type, positional relationship, and speed status as the combined criteria, the speed-adjustment obstacle avoidance outcome can be matched with the current conflict's encounter pattern and the aircraft's actual capabilities.

[0159] The obstacle avoidance result can be one of the following: deceleration, acceleration, or no speed adjustment. A deceleration result indicates that the aircraft reduces its speed to increase or restore the safe distance between itself and the target aircraft; an acceleration result indicates that the aircraft increases its speed to change its relative position to the target aircraft; and no speed adjustment result indicates that no obstacle avoidance is performed in the current conflict scenario.

[0160] In one specific implementation, when the conflict type is a horizontal, same-direction conflict, the relative positions of the two aircraft can be determined based on their respective directions of motion. If the aircraft is behind the target aircraft, the speed adjustment obstacle avoidance result is determined as a deceleration obstacle avoidance result, causing the aircraft to reduce its tendency to continue approaching the target aircraft by decreasing its speed. If the aircraft is in front of the target aircraft, and its speed status indicates that it has not reached its maximum speed, the speed adjustment obstacle avoidance result is determined as an acceleration obstacle avoidance result, causing the aircraft to increase its speed and thus increase the distance between it and the target aircraft. If the aircraft is in front of the target aircraft but has already reached its maximum speed, the aircraft no longer meets the acceleration condition, and the speed adjustment obstacle avoidance result can be determined as no speed adjustment obstacle avoidance result, or the subsequent vertical climb obstacle avoidance judgment result can be used to generate the obstacle avoidance strategy.

[0161] In one specific implementation, when the conflict type is a horizontal cross-collision, the local aircraft and the target aircraft have a cross-approach relationship in the horizontal direction. For this type of conflict, the speed adjustment obstacle avoidance result can be determined based on the conflict resolution sequence and the speed state of the local aircraft. If the speed state of the local aircraft indicates that it has reached its maximum speed, then the acceleration condition is no longer met, and the speed adjustment obstacle avoidance result can be determined as a deceleration obstacle avoidance result. If the local aircraft has not reached its maximum speed, then the deceleration obstacle avoidance result and the acceleration obstacle avoidance result can be determined as the final speed adjustment obstacle avoidance result based on the conflict resolution sequence, so that the local aircraft can change its approach relationship with the target aircraft through speed adjustment actions in the cross-encounter scenario.

[0162] In one specific implementation, when the conflict type is a horizontal head-on conflict, the local aircraft and the target aircraft tend to approach each other in the horizontal direction. For this type of conflict, simply relying on acceleration or deceleration may not be enough to stably change the head-on approach relationship. Therefore, the result of speed adjustment obstacle avoidance can be determined as the result of not adjusting speed for obstacle avoidance, and the obstacle avoidance strategy corresponding to the local aircraft can be generated by combining the vertical climb obstacle avoidance judgment result. Through this process, the handling of horizontal head-on conflicts does not depend on uncertain speed adjustments, but instead provides a judgment basis for subsequent obstacle avoidance actions in the vertical direction.

[0163] When determining the vertical climb obstacle avoidance judgment result, the aircraft's compliance with the vertical climb obstacle avoidance conditions is determined based on the conflict resolution sequence and conflict type. The vertical climb obstacle avoidance conditions indicate whether the aircraft needs to perform obstacle avoidance maneuvers in the altitude direction under the current conflict scenario. The vertical climb obstacle avoidance judgment result characterizes whether the aircraft performs vertical climb obstacle avoidance, and can include judgments of whether the vertical climb obstacle avoidance conditions are met or not. In specific implementations, for horizontal same-direction conflicts, horizontal opposing conflicts, and horizontal intersecting conflicts, the aircraft's compliance with the vertical resolution sequence can be used to determine whether it is an object requiring vertical resolution. When the aircraft needs to resolve the conflict according to the resolution sequence, it can be determined that the aircraft meets the vertical climb obstacle avoidance conditions, resulting in the corresponding vertical climb obstacle avoidance judgment result.

[0164] Based on the speed adjustment obstacle avoidance result and the vertical climb obstacle avoidance judgment result, an obstacle avoidance strategy corresponding to the aircraft is generated. The obstacle avoidance strategy represents the actual handling plan of the aircraft in the current conflict, and it can be jointly determined by speed adjustment in the velocity direction and vertical climb in the altitude direction. When the speed adjustment obstacle avoidance result is deceleration, the obstacle avoidance strategy may include controlling the aircraft to perform a deceleration maneuver; when the speed adjustment obstacle avoidance result is acceleration, the obstacle avoidance strategy may include controlling the aircraft to perform an acceleration maneuver; when the speed adjustment obstacle avoidance result is no speed adjustment, the obstacle avoidance strategy does not include a speed adjustment maneuver, or only determines whether to perform an altitude-direction obstacle avoidance maneuver based on the vertical climb obstacle avoidance judgment result. When the vertical climb obstacle avoidance judgment result indicates that the aircraft meets the vertical climb obstacle avoidance conditions, the obstacle avoidance strategy may include controlling the aircraft to perform a climb maneuver. By combining the speed adjustment obstacle avoidance result and the vertical climb obstacle avoidance judgment result, the obstacle avoidance strategy can simultaneously cover horizontal speed adjustment and vertical altitude adjustment.

[0165] After generating the obstacle avoidance strategy for the aircraft, the system controls the aircraft to execute the corresponding obstacle avoidance actions according to the strategy. When controlling the aircraft to execute these actions, the obstacle avoidance strategy can be converted into control commands that the aircraft's flight control process can execute, causing the aircraft to change its operating state based on the determined strategy. This achieves a closed-loop process from conflict assessment to conflict resolution. By adopting a rule-based assessment process, the computational complexity of obstacle avoidance strategy generation can be reduced, the real-time performance of conflict resolution can be improved, and the deterministic and consistent nature of the obstacle avoidance actions executed by the aircraft can be guaranteed.

[0166] In one implementation, when the operating status of the aircraft indicates that it is capable of hovering, and the obstacle avoidance strategy generated based on the speed adjustment obstacle avoidance result and the vertical climb obstacle avoidance judgment result requires the aircraft to temporarily maintain its current position or reduce its horizontal movement trend, the obstacle avoidance strategy may include controlling the aircraft to perform a hovering maneuver. A hovering maneuver refers to the aircraft maintaining its position near its current location or reducing its horizontal speed to meet hovering requirements. For aircraft operating at low speeds or suitable for vertical maintenance, hovering can serve as a supplementary measure to the deceleration obstacle avoidance result or the absence of speed adjustment obstacle avoidance, allowing the aircraft to change its relative position to the target aircraft by temporarily halting its continued movement in the current conflict. This implementation incorporates hovering maneuvers into the obstacle avoidance strategy under applicable conditions, enabling the obstacle avoidance strategy to adapt to operating scenarios of aircraft with hovering capabilities.

[0167] In one implementation, the deceleration and acceleration obstacle avoidance results can correspond to speed adjustment actions of different magnitudes. For deceleration, the deceleration magnitude can be determined based on the degree of conflict between the aircraft and the target aircraft, causing the aircraft to reduce its speed accordingly. For acceleration, the acceleration magnitude can be determined based on the aircraft's speed state and maximum speed, allowing the aircraft to increase its speed without exceeding the maximum speed. The deceleration and acceleration magnitudes can be adjusted according to the execution requirements of the obstacle avoidance strategy, ensuring that the obstacle avoidance action alters the relative relationship between the aircraft and the target aircraft without exceeding the aircraft's speed capability constraints. By further transforming the speed adjustment obstacle avoidance result into a speed adjustment action with an execution magnitude, the obstacle avoidance strategy can be better adapted to the actual control process of the aircraft.

[0168] Figure 4 This is a schematic diagram of the structure of the aircraft conflict handling device provided in the embodiments of this application, as shown below. Figure 4 As shown, the aircraft conflict handling device 40 provided in this embodiment includes:

[0169] The information acquisition module 401 is used to acquire flight status information and trajectory planning information of the local aircraft and surrounding aircraft.

[0170] The trajectory prediction module 402 is used to generate the predicted trajectories of the local aircraft and surrounding aircraft within a preset future time period based on flight status information and trajectory planning information, using a curve trajectory algorithm constrained by turning.

[0171] The conflict determination module 403 is used to determine the target aircraft that is in conflict with the local aircraft from the surrounding aircraft based on the same predicted time, the predicted trajectory and the preset spatial safety distance.

[0172] The conflict determination module 403 is also used to determine the obstacle avoidance priority of the local aircraft based on the operational attribute information of the local aircraft and the target aircraft, and to determine the conflict type based on the flight status information of the local aircraft and the target aircraft.

[0173] The obstacle avoidance execution module 404 is used to determine and execute the obstacle avoidance strategy based on the obstacle avoidance priority and conflict type.

[0174] In one possible implementation, the information acquisition module 401 is specifically used to: read the flight status information and trajectory planning information of the local aircraft; receive the flight status information and trajectory planning information sent by surrounding aircraft through broadcast communication; wherein the flight status information includes at least one of position information, speed information and heading information, and the trajectory planning information includes waypoint information.

[0175] In one possible implementation, the trajectory prediction module 402 is specifically used for: taking the local aircraft and each surrounding aircraft as the aircraft to be predicted in sequence; determining the current position, current speed, and current heading information of the aircraft to be predicted based on the flight status information of the aircraft to be predicted; determining the waypoint sequence of the aircraft to be predicted based on the trajectory planning information of the aircraft to be predicted; determining the current segment of the aircraft to be predicted and the subsequent segments adjacent to the current segment based on the current position information, current heading information, and waypoint sequence; determining the circular arc transition segment connecting the current segment and the subsequent segments based on the current segment, the subsequent segments, and the turning radius of the aircraft to be predicted; when the circular arc transition segment does not meet the distance constraint conditions of adjacent waypoints, adjusting the turning radius according to a preset radius adjustment rule, and re-determining the circular arc transition segment based on the adjusted turning radius, until the circular arc transition segment meets the distance constraint conditions of adjacent waypoints; and generating the predicted trajectory of the aircraft to be predicted within a preset future time period based on the current speed information, the circular arc transition segment, and the segments connected to the circular arc transition segment.

[0176] In one possible implementation, the conflict determination module 403 is specifically used for: determining the predicted position of the local aircraft at each prediction time based on the predicted trajectory of the local aircraft, and determining the predicted positions of each surrounding aircraft at each prediction time based on the predicted trajectories of each surrounding aircraft; determining the horizontal safety distance and the vertical safety distance based on a preset spatial safety distance; generating a first cylindrical three-dimensional safety protection zone corresponding to the local aircraft based on the local predicted position, the horizontal safety distance, and the vertical safety distance at the same prediction time, and generating a second cylindrical three-dimensional safety protection zone corresponding to each surrounding aircraft based on the surrounding predicted positions, the horizontal safety distance, and the vertical safety distance; and determining the target aircraft that conflicts with the local aircraft based on the predicted positions, the horizontal safety distance, and the vertical safety distance at the same prediction time if the first cylindrical three-dimensional safety protection zone overlaps with any second cylindrical three-dimensional safety protection zone at the same prediction time.

[0177] In one possible implementation, the conflict determination module 403 is further specifically used to: determine the health status, operational status, maneuverability, and identity of the local aircraft and the target aircraft based on operational attribute information; wherein, the health status is determined based on communication health status, power health status, and energy health status, the operational status includes hovering status, the maneuverability is determined based on maximum acceleration, and the identity is determined based on the aircraft number; according to a preset priority rule, the local aircraft and the target aircraft are compared level by level, using health status, operational status, maneuverability, and identity as comparison objects; when the current level comparison object can distinguish the priority order of the local aircraft and the target aircraft, the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined based on the comparison result of the current level comparison object; when the current level comparison object cannot distinguish the priority order of the local aircraft and the target aircraft, the comparison proceeds to the next level comparison object until the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined; wherein, when the identity is used as the comparison object, the aircraft with the smaller aircraft number is determined as the aircraft with higher priority.

[0178] In one possible implementation, the conflict determination module 403 is specifically used to: determine the horizontal velocity directions of the local aircraft and the target aircraft respectively based on the flight status information of the local aircraft and the target aircraft; determine the angle between the horizontal velocity directions based on the horizontal velocity directions of the local aircraft and the target aircraft; determine the conflict type as horizontal same-direction conflict when the angle between the horizontal velocity directions is less than a first preset angle threshold; determine the conflict type as horizontal opposing conflict when the angle between the horizontal velocity directions is greater than a second preset angle threshold; and determine the conflict type as horizontal cross conflict when the angle between the horizontal velocity directions is greater than or equal to the first preset angle threshold and less than or equal to the second preset angle threshold.

[0179] In one possible implementation, the obstacle avoidance execution module 404 is specifically used to: determine the conflict resolution order of the local aircraft in the current conflict according to the obstacle avoidance priority; determine the speed adjustment obstacle avoidance result according to the conflict resolution order, conflict type, the positional relationship of the local aircraft relative to the target aircraft, and the speed state of the local aircraft; the speed adjustment obstacle avoidance result includes one of deceleration obstacle avoidance result, acceleration obstacle avoidance result, or no speed adjustment obstacle avoidance result; determine whether the local aircraft meets the vertical climb obstacle avoidance condition according to the conflict resolution order and conflict type, and obtain the vertical climb obstacle avoidance judgment result; generate the obstacle avoidance strategy corresponding to the local aircraft according to the speed adjustment obstacle avoidance result and the vertical climb obstacle avoidance judgment result, and control the local aircraft to execute the corresponding obstacle avoidance action according to the obstacle avoidance strategy.

[0180] The aircraft conflict handling device 40 provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0181] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 5 As shown, the electronic device 50 provided in this embodiment includes at least one processor 501 and a memory 502. Optionally, the electronic device 50 further includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0182] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.

[0183] The specific implementation process of processor 501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0184] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0185] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0186] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0187] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0188] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0189] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0190] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0191] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for handling aircraft conflicts, characterized in that, include: Acquire flight status information and trajectory planning information of the local aircraft and surrounding aircraft; Based on the flight status information and the trajectory planning information, a curve trajectory algorithm constrained by turning is used to generate the predicted trajectories of the local aircraft and each of the surrounding aircraft within a preset future time period. Based on the same predicted time, according to the predicted flight path and the preset spatial safety distance, the target aircraft that is in conflict with the local aircraft is determined from the surrounding aircraft. Based on the operational attribute information of the local aircraft and the target aircraft, the obstacle avoidance priority of the local aircraft is determined, and based on the flight status information of the local aircraft and the target aircraft, the conflict type is determined; Based on the obstacle avoidance priority and the conflict type, an obstacle avoidance strategy is determined and executed.

2. The method according to claim 1, characterized in that, The acquisition of flight status information and trajectory planning information of the local aircraft and surrounding aircraft includes: Read the flight status information and trajectory planning information of the aircraft. Receive flight status information and trajectory planning information transmitted by the surrounding aircraft via broadcast communication; The flight status information includes at least one of position information, speed information, and heading information, and the trajectory planning information includes waypoint information.

3. The method according to claim 1 or 2, characterized in that, The step of generating predicted trajectories for the local aircraft and all surrounding aircraft within a preset future time period using a curve trajectory algorithm constrained by turns, based on the flight status information and the trajectory planning information, includes: The local aircraft and each of the surrounding aircraft are sequentially designated as aircraft to be predicted. Based on the flight status information of the aircraft to be predicted, determine the current position information, current speed information, and current heading information of the aircraft to be predicted; Based on the trajectory planning information of the aircraft to be predicted, the waypoint sequence of the aircraft to be predicted is determined; Based on the current location information, the current heading information, and the waypoint sequence, determine the current flight segment of the aircraft to be predicted and the subsequent flight segments adjacent to the current flight segment; Based on the current flight segment, the subsequent flight segment, and the turning radius of the aircraft to be predicted, determine the circular arc transition segment connecting the current flight segment and the subsequent flight segment; When the arc transition segment does not meet the distance constraint conditions of adjacent waypoints, the turning radius is adjusted according to the preset radius adjustment rules, and the arc transition segment is re-determined according to the adjusted turning radius until the arc transition segment meets the distance constraint conditions of adjacent waypoints. Based on the current speed information, the circular transition segment, and the flight segment connected to the circular transition segment, a predicted flight path of the aircraft to be predicted is generated within a preset future time period.

4. The method according to claim 1, characterized in that, The process of determining target aircraft that conflict with the local aircraft from among the surrounding aircraft based on the same predicted time, the predicted flight path, and a preset spatial safety distance includes: Based on the predicted flight path of the local aircraft, the predicted position of the local aircraft at each predicted time is determined, and based on the predicted flight paths of the surrounding aircraft, the predicted positions of the surrounding aircraft at each predicted time are determined respectively. Based on the preset spatial safety distance, determine the horizontal safety distance and the vertical safety distance; At the same prediction time, based on the predicted position of the aircraft, the horizontal safety distance, and the vertical safety distance, a first cylindrical three-dimensional safety protection zone corresponding to the aircraft is generated, and based on the predicted positions of the surrounding aircraft, the horizontal safety distance, and the vertical safety distance, a second cylindrical three-dimensional safety protection zone corresponding to each of the surrounding aircraft is generated. At the same prediction time, if the first cylindrical three-dimensional safety protection zone overlaps with any second cylindrical three-dimensional safety protection zone, then the corresponding surrounding aircraft will be identified as target aircraft that conflict with the local aircraft.

5. The method according to claim 1, characterized in that, Based on the operational attribute information of the local aircraft and the target aircraft, the obstacle avoidance priority of the local aircraft is determined, including: Based on the operational attribute information, the health status, operational status, maneuverability, and identity of the local aircraft and the target aircraft are determined respectively. The health status is determined based on the communication health status, power health status, and energy health status; the operating status includes the hovering state; the maneuverability is determined based on the maximum acceleration; and the identification is determined based on the aircraft number. According to a preset priority rule, the local aircraft and the target aircraft are compared step by step, with the health status, the operating status, the maneuverability and the identity as the comparison objects in turn. When the current level comparison object can distinguish the priority order of the local aircraft and the target aircraft, the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined according to the comparison result of the current level comparison object. If the current comparison object cannot distinguish the priority order of the local aircraft and the target aircraft, the comparison will proceed to the next level of comparison object until the obstacle avoidance priority of the local aircraft relative to the target aircraft is determined. Specifically, when using the identity identifier as the comparison object, the aircraft with the smaller aircraft number is identified as the aircraft with higher priority.

6. The method according to claim 1, characterized in that, Based on the flight status information of the local aircraft and the target aircraft, the conflict type is determined, including: Based on the flight status information of the local aircraft and the target aircraft, the horizontal velocity directions of the local aircraft and the target aircraft are determined respectively; Determine the angle between the horizontal velocity directions based on the horizontal velocity directions of the local aircraft and the target aircraft; When the angle between the horizontal velocity directions is less than a first preset angle threshold, the conflict type is determined to be a horizontal same-direction conflict. When the angle between the horizontal velocity directions is greater than the second preset angle threshold, the conflict type is determined to be a horizontal opposing conflict. When the angle between the horizontal velocity directions is greater than or equal to the first preset angle threshold and less than or equal to the second preset angle threshold, the conflict type is determined to be a horizontal cross conflict.

7. The method according to claim 1, characterized in that, Based on the obstacle avoidance priority and the conflict type, an obstacle avoidance strategy is determined and executed, including: Based on the obstacle avoidance priority, determine the conflict resolution order of the aircraft in the current conflict; Based on the conflict resolution sequence, the conflict type, the positional relationship between the local aircraft and the target aircraft, and the speed state of the local aircraft, the speed adjustment obstacle avoidance result is determined; the speed adjustment obstacle avoidance result includes one of the following: deceleration obstacle avoidance result, acceleration obstacle avoidance result, or no speed adjustment obstacle avoidance result. Based on the conflict resolution sequence and the conflict type, determine whether the aircraft meets the vertical climb obstacle avoidance conditions and obtain the vertical climb obstacle avoidance judgment result. Based on the speed adjustment obstacle avoidance result and the vertical climb obstacle avoidance judgment result, an obstacle avoidance strategy corresponding to the aircraft is generated, and the aircraft is controlled to perform the corresponding obstacle avoidance action according to the obstacle avoidance strategy.

8. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1 to 7.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 7.

10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method of any one of claims 1 to 7.

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