Control method for longitudinal safety separation of route operations of low-altitude aircraft

Abstract

A control method for the longitudinal safety separation of route operations of low-altitude aircraft, the method comprising: S1, identifying position coordinates of a controlled aircraft, and, according to the position coordinates, calculating a safety position envelope corresponding to the controlled aircraft; and S2, acquiring information of a route where the controlled aircraft is located, and, according to the route information, performing the following determination: if the route where the controlled aircraft is located is a low-density route, performing flight safety separation control on the basis of the safety position envelope corresponding to the controlled aircraft by using a fixed block concept; and if the route where the controlled aircraft is located is a high-density route, performing flight safety separation control on the basis of the safety position envelope corresponding to the controlled aircraft by using a moving block concept, wherein the route information at least comprises a cruise operation time interval between two adjacent aircraft.

Description

Longitudinal safety separation control method for low-altitude aircraft flight paths Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) traffic management technology, and in particular to a method for controlling longitudinal safety intervals in low-altitude aircraft flight paths. Background Technology

[0002] The development of urban air mobility aims to establish a safe and efficient air transport system in densely populated areas through new transportation tools such as drones and passenger-carrying air taxis. With the increasing number of drones and the expansion of their application areas, effectively managing these aircraft and ensuring their safe operation in the air has become a crucial issue. Internationally, drone traffic management strategies include both integrated operation with manned aircraft and isolated operation. Organizations such as the International Civil Aviation Organization (ICAO) and the Joint Unmanned Aircraft Regulatory Union (JARUS) have proposed different management strategies for different risk levels of operational scenarios, such as open regulation, specific regulation, and certification regulation. The Civil Aviation Administration of China (CAAC) has developed the UOM (Unmanned Aircraft Integrated Management Platform) and UTMISS (Unmanned Aerial Vehicle Integrated Regulatory Platform) to manage and serve civil drone flight activities.

[0003] The construction of a drone traffic management system requires comprehensive consideration of multiple factors, including airspace classification, airspace planning, airspace performance evaluation, airspace data management, flight plan approval, real-time traffic management, identification, and situational awareness and avoidance. For civil aviation, the key factors determining capacity management, traffic flow management, and the quality of air traffic control services are the workload capacity and operational proficiency of ground controllers. Air traffic management methods suitable for civil aircraft are not suitable for the millions of drones expected in the future. To ensure safe separation during low-altitude aircraft operations, the most common technical approaches currently include:

[0004] Using 4D flight path prediction, the system determines whether the minimum distance between any two target aircraft within its monitoring range will meet air traffic safety separation requirements. If the system predicts that the safety separation requirements cannot be met, a predetermined conflict resolution procedure is selected to avoid conflict. This is exemplified by the 4D flight path-based air traffic control method disclosed in Chinese Patent CN106157700B.

[0005] Using the location, speed, and position error information of UAVs, and based on the assumption of a three-dimensional Gaussian distribution, a collision probability model for UAV mid-air collisions is established. When the detected value exceeds a set threshold, the takeoff time or control sector is adjusted to reduce traffic flow. For example, Chinese patent application CN117351788A discloses a method, device, and system for detecting UAV flight conflicts.

[0006] Employing video recognition and AI big data model technology, the drone autonomously perceives and avoids obstacles from the perspective of autopilot.

[0007] However, these control technologies are insufficient to meet the needs of high-volume transportation services in low-altitude airspace, and cannot enable orderly, efficient, and safe transportation operations for large-scale, complex types of aircraft in low-altitude airspace. Summary of the Invention

[0008] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a longitudinal safety separation control method for low-altitude aircraft routes with high reliability for safe flight control.

[0009] The objective of this invention can be achieved through the following technical solutions:

[0010] A first aspect of the present invention provides a method for controlling longitudinal safety separations in low-altitude aircraft flight paths, comprising the following steps:

[0011] Identify the position coordinates of the controlled aircraft, and calculate the safe position envelope corresponding to the controlled aircraft based on the position coordinates;

[0012] Obtain the flight path information of the controlled aircraft, and determine the following based on the flight path information:

[0013] If the controlled aircraft is on a low-density flight path, then the fixed block concept is used for flight safety separation management based on the safety position envelope corresponding to the controlled aircraft.

[0014] If the controlled aircraft is on a high-density flight path, then the moving block concept is used to manage flight safety intervals based on the safe position envelope corresponding to the controlled aircraft.

[0015] The route information includes at least the time interval between the cruise operations of two adjacent aircraft;

[0016] The use of the fixed block concept for flight safety separation management includes:

[0017] The route is divided into several segments;

[0018] Set the number of interval segments, wherein the number of interval segments is at least one segment;

[0019] The controlled aircraft is made to fly according to the number of interval segments;

[0020] The aforementioned management of flight safety intervals using the moving block concept includes:

[0021] The first flight authorization of the controlled aircraft is calculated based on the flight status of the upstream and downstream aircraft, so that the controlled aircraft flies based on the first flight authorization.

[0022] Furthermore, the safe position envelope is calculated based on safety influencing factors, which include one or more of the following during aircraft flight: maximum profile, attitude, positioning error, flight speed, kinematic model, communication delay, communication effectiveness, and wind speed.

[0023] Furthermore, the safe position envelope includes at least a first hemispherical space, a second hemispherical space, and a cylindrical space disposed between the first hemispherical space and the second hemispherical space. The base radius of the first hemispherical space and the second hemispherical space is R, and the base radius of the cylindrical space is R and the length is L.

[0024] The value of R is calculated based on the maximum profile, attitude, positioning error and wind speed during the aircraft's flight, while the value of L is calculated based on the maximum profile, attitude, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed during the aircraft's flight.

[0025] Furthermore, the length of each segment is set based on the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope. The length of the segment is greater than the sum of the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope.

[0026] Further, controlling the controlled aircraft to fly according to the number of interval segments includes:

[0027] Obtain the status information downstream of the flight segment where the controlled aircraft is located, wherein the flight segment is the segment occupied by the safe position envelope of the controlled aircraft, and the downstream of the flight segment is the flight segment with a set interval number of at least 1.

[0028] If the status information of the downstream segment is idle, a second flight authorization to enter the downstream segment is sent to the controlled aircraft. The second flight authorization includes at least the coordinates of the start point and the end point of the authorized idle segment on the route.

[0029] Furthermore, if no other aircraft safety position envelope intersects with the flight segment within the segment's range, and the segment is not associated with any intersecting flight segments or is not subject to no-fly zones or electronic fences, then the flight segment is considered to be in an idle state.

[0030] Furthermore, the flight state includes at least one or more of the following: the safe position envelope of the upstream and downstream aircraft, longitudinal velocity, and kinematic model.

[0031] Furthermore, the first flight authorization includes at least a position authorization and a speed authorization, wherein the position authorization is the route segment into which the authorized aircraft enters, and the speed authorization is the longitudinal flight speed limit of the authorized aircraft.

[0032] Further, based on the controlled aircraft's flight speed, kinematic model, safe position envelope, and the coordinates of its downstream limiting point, the potential collision risk between the controlled aircraft and downstream obstacles is predicted. The position authorization is generated based on the projection coordinates of the tail end of the downstream aircraft's safe position envelope onto the flight path and the projection coordinates of the downstream obstacle with collision risk onto the flight path; and / or

[0033] The speed limit curve of the controlled aircraft is calculated based on the longitudinal velocity, kinematic model, safe position envelope, and distance to the downstream limit point of the controlled aircraft, as well as the properties, longitudinal velocity, and kinematic model of the downstream obstacle, and the speed authorization is generated.

[0034] Furthermore, the restriction point includes at least the tail end of the downstream aircraft safety position envelope or other restricted flight target projection points on the flight path, wherein the other restricted flight target includes space areas occupied by other aircraft in the cross-flight area, no-fly zones, and electronic fences.

[0035] A second aspect of the present invention provides a longitudinal safety separation control system for low-altitude aircraft flight path operations, comprising one or more processors, a memory, and one or more programs stored in the memory, said one or more programs including instructions for executing the longitudinal safety separation control method for low-altitude aircraft flight path operations as described above.

[0036] A third aspect of the present invention provides a computer-readable storage medium comprising one or more programs executable by one or more processors of an electronic device, said one or more programs including instructions for performing the longitudinal safety separation control method for low-altitude aircraft flight path operations as described above.

[0037] Compared with the prior art, the present invention has the following beneficial effects:

[0038] 1. For low-altitude aircraft, this invention first performs a safe position envelope calculation to accurately identify the aircraft's safe position, thereby improving the reliability of safe flight control. Then, based on the aircraft's flight path information, it determines the density of the flight path. During low-density flight, a segment design is adopted to support interval management of low-density flight activities along the flight path, while simultaneously employing the fixed block signaling concept of rail transit for more portable control. During high-density flight, a moving block signaling concept of rail transit is used to manage the intervals of high-density flight activities along the flight path, enabling safer control of upstream and downstream aircraft with shorter intervals and high control reliability. This invention uses both fixed and moving block signaling concepts of rail transit for interval management, thereby improving the efficiency of large-scale low-altitude operations and ensuring the safety of the control system.

[0039] 2. The safe position envelope of the aircraft in this invention is calculated based on safety influencing factors. It takes into account a variety of influencing factors, including the maximum profile, attitude, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed during the aircraft's flight, and can accurately obtain the safe position of the aircraft. Attached Figure Description

[0040] Figure 1 is a schematic diagram of the process of the present invention;

[0041] Figure 2 is a schematic diagram of the safe position envelope of an aircraft in an embodiment of the present invention;

[0042] Figure 3 is a schematic diagram of fixed block and flight segment status in an embodiment of the present invention;

[0043] Figure 4 is a schematic diagram of the safe interval of the no-fly zone in the moving blockade embodiment of the present invention;

[0044] Figure 5 is a schematic diagram of the moving block tracking safety interval in an embodiment of the present invention. Detailed Implementation

[0045] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0046] Referring to Figure 1, this embodiment provides a method for controlling longitudinal safety separations in low-altitude aircraft flight paths, including the following steps:

[0047] S1. Identify the aircraft's position coordinates and calculate the aircraft's corresponding safe position envelope;

[0048] S2. Obtain the route information of the aircraft, including the cruise operation time interval between two adjacent aircraft, and determine whether the route of the aircraft is a low-density route or a high-density route based on the route information. If it is a low-density route, proceed to step S3; if it is a high-density route, proceed to step S4.

[0049] S3. Based on the aircraft's safe position envelope, flight safety interval management is carried out using the fixed block concept;

[0050] S4. Based on the aircraft's safe position envelope, flight safety interval management is carried out using the moving block concept.

[0051] This embodiment of the low-altitude aircraft longitudinal safety separation control method takes multi-rotor aircraft flight transportation as an example. Based on the safe operation management concept of fixed block and moving block systems in rail transit, it manages the longitudinal flight separation distance of aircraft operating along routes within low-altitude airspace. Within the suitable low-altitude airspace, the method uses a low-altitude airspace planning system to plan and design routes and paths, providing orderly operating paths for different types and levels of aircraft performing various flight missions. It defines speed levels for each route, and aircraft of the same speed level fly on the same route.

[0052] In step S1, for aircraft performing transportation, inspection, or photography operations along the flight path, the aircraft's position coordinates are identified, and a safe position envelope is calculated for them. The aircraft's safe position envelope is calculated based on factors such as the aircraft's maximum profile, attitude, positioning error, speed, kinematic model, communication delay and effectiveness between the safety separation control system and the aircraft, and the influence of wind speed during flight. During flight along the flight path, the aircraft's safe position envelope is used to calculate the minimum longitudinal clearance between two adjacent aircraft upstream and downstream.

[0053] In this embodiment, the safe position envelope of the aircraft includes a first hemispherical space, a second hemispherical space, and a cylindrical space disposed between the first and second hemispherical spaces. The base radius of the first and second hemispherical spaces is R, and the base radius of the cylindrical space is R and its length is L, as shown in Figure 2. The value of R is calculated based on the maximum profile, attitude, positioning error, and wind speed during aircraft flight. The value of L is calculated based on the maximum profile, attitude, positioning error, flight speed, kinematic model, communication delay, communication effectiveness, and wind speed during aircraft flight.

[0054] Taking a multi-rotor aircraft as an example, the simplified calculation of the aircraft safety envelope is as follows: R = R0 + E + U

[0055] in:

[0056] R0: Minimum circumscribed sphere radius of the aircraft;

[0057] E: Maximum positioning error of the aircraft;

[0058] U: The maximum offset, taking into account deviations, under the wind resistance rating requirements permitted for aircraft operation; L = V0*T + 0.5*A*T²

[0059] in:

[0060] V0: Ground speed in the direction of aircraft flight;

[0061] A: Maximum ground acceleration in the direction of aircraft flight;

[0062] T: Effective and delay period of communication between the aircraft and the control system.

[0063] In step S2, taking a small multi-rotor aircraft with an empty weight of about 6 kg as an example, when the time interval between the cruise operations of the two aircraft in front and behind is greater than 30 seconds, it is considered a low-traffic route, i.e. a low-density route; when the time interval between the cruise operations of the two aircraft in front and behind is less than 30 seconds, it is considered a high-traffic route, i.e. a high-density route.

[0064] In step S3, the flight safety separation management using the fixed block concept specifically includes:

[0065] S301. Divide the route into several segments. The length of each segment is calculated and set based on the safe tracking distance between two aircraft ahead and behind on the route and the longitudinal length of the aircraft's maximum safe position envelope. The length of a segment can be greater than the sum of the safe tracking distance between two aircraft ahead and behind on the route and the longitudinal length of the aircraft's maximum safe position envelope.

[0066] S302. Based on the number of interval segments, the controlled aircraft is made to fly according to the number of interval segments, wherein the set number of interval segments is at least one segment, specifically:

[0067] Obtain the status information downstream of the flight segment where the controlled aircraft is located. The flight segment is the segment occupied by the safe position envelope of the controlled aircraft, and the downstream of the flight segment is the flight segment with a set interval number of at least 1.

[0068] If the status information of the downstream segment is idle, a second flight authorization to enter the downstream segment is sent to the controlled aircraft. The second flight authorization includes at least the coordinates of the start point and the end point of the authorized idle segment on the route.

[0069] In step S3, for routes with low traffic volume, i.e., low-density routes, the flight intervals of aircraft can be safely managed according to the fixed block system concept. In the fixed block system, the route is divided into several segments. In this embodiment, the segment length is greater than the sum of the safe tracking distance between two aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope, and the flight distance interval between two aircraft is greater than at least one segment. In other embodiments, the segment length and the number of segments between two aircraft can be adjusted according to the needs of transportation efficiency.

[0070] In step S3, if the downstream segments of the segment occupied by the aircraft's safe position envelope are clear, a flight authorization to enter the downstream segments is sent to the aircraft. If no aircraft safe position envelope intersects with the segment, and it is not linked to any intersecting segments, and no no-fly zones or electronic fences are set up, the segment is considered clear. The authorization information sent to the aircraft is the coordinates of the start and end points of the authorized segment on the flight path, and the aircraft can fly into the flight path containing the authorized segment. If the aircraft's safe position envelope crosses the authorized segment, an over-authorization warning is issued to the aircraft. Upon receiving the warning, the aircraft slows down and hovers along the flight path to avoid the risk of a rear-end collision with the preceding aircraft, and continues operation after receiving a new authorization.

[0071] As shown in Figure 3, segments occupied by aircraft are displayed in red, vacant segments in blue, and segments authorized for aircraft entry are displayed in green. When using the fixed block separation concept for flight safety separation management, an aircraft is authorized to enter a downstream segment only when at least two segments downstream of the segment occupied by the aircraft are vacant.

[0072] In step S4, the flight safety separation management using the moving block concept specifically includes: calculating the first flight authorization for the controlled aircraft based on the flight status of upstream and downstream aircraft, and the aircraft flying based on the first flight authorization. The first flight authorization includes position authorization and speed authorization. Position authorization is the authorized flight path segment that the aircraft enters, and speed authorization is the longitudinal flight speed limit that guides the aircraft's flight.

[0073] In this embodiment, for routes with high flight traffic, i.e. high-density routes, this method calculates flight authorization for upstream aircraft based on the safe position envelope, longitudinal velocity, and kinematic model of upstream and downstream aircraft.

[0074] In this embodiment, the authorized flight range information sent to the aircraft for position authorization includes the coordinates of the projection point of the tail end of the downstream aircraft's safe position envelope on the flight path and the coordinates of the projection point of the downstream obstacle with collision risk on the flight path. In this embodiment, the projection point of the downstream obstacle on the flight path is defined as a restriction point. Restriction points include the coordinates of the projection point of the tail end of the downstream aircraft's safe position envelope or other restricted flight targets on the flight path. Other restricted flight targets include space areas occupied by other aircraft in the intersecting flight path area, no-fly zones, electronic fences, etc.

[0075] In this embodiment, based on the aircraft's flight speed, kinematic model, safe position envelope, and the coordinates of its downstream limit point, the system predicts whether there is a risk of collision between the aircraft and downstream obstacles, generates position authorization, and calculates the location where the aircraft needs to take collision avoidance measures, i.e., the obstacle avoidance point on the flight path. When the aircraft's safe position envelope reaches the obstacle avoidance point, the safe separation control system issues an obstacle avoidance warning to the aircraft. After receiving the warning, the aircraft reduces its speed along the flight path until its longitudinal speed is lower than the curve speed limit to avoid the risk of collision with downstream obstacles.

[0076] The safe separation control system calculates the speed limit curve for upstream aircraft based on the aircraft's longitudinal speed, kinematic model, safe position envelope, distance to downstream limit point, and the properties, longitudinal speed, and kinematic model of downstream obstacles. It then generates speed authorization to guide upstream aircraft to fly within the curve's speed limit and avoid collisions with downstream obstacles.

[0077] As shown in Figure 4, when using the moving block concept for flight safety separation management, the restriction point and obstacle avoidance point are calculated. When the aircraft's safe position envelope is detected to have reached the obstacle avoidance point, an alarm is issued to the aircraft. When the restriction point is a no-fly zone or an electronic fence, the coordinates of the restriction point in the no-fly zone are calculated. Based on the longitudinal velocity of the upstream aircraft, the kinematic model, and the coordinates of the restriction point, the coordinates of the obstacle avoidance point and the speed limit curve of the upstream aircraft are calculated.

[0078] As shown in Figure 5, when using the moving block concept for safe separation management, the limit point and obstacle avoidance point are calculated. When the safe position envelope of an aircraft is detected to have reached the obstacle avoidance point, an alarm is issued to the aircraft. When the limit point is the tail end of the safe position envelope of the downstream aircraft, the dynamic position coordinates of the tail end of the safe position envelope of the downstream aircraft are calculated based on the longitudinal velocities and kinematic models of the upstream and downstream aircraft. Based on this, the target speed of the upstream aircraft reaching the limit point is calculated, and a speed limit curve is plotted to guide the upstream and downstream aircraft in maintaining a safe separation distance.

[0079] If the above methods are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0080] In other embodiments, a longitudinal safety separation control system for low-altitude aircraft flight path operations is also provided, including one or more processors, a memory, and one or more programs stored in the memory, the one or more programs including instructions for executing the longitudinal safety separation control method for low-altitude aircraft flight path operations as described above.

[0081] In other embodiments, a longitudinal safety separation control system for low-altitude aircraft flight routes is also provided, including a safety position envelope calculation module, a flight route flow discrimination module, a fixed block control module, and a moving block control module. The safety position envelope calculation module is used to identify the aircraft's position coordinates and calculate the aircraft's safety position envelope. The flight route flow discrimination module is used to determine whether the aircraft's flight route is a low-density or high-density route. The fixed block control module is used for low-density routes to manage flight safety separation based on the aircraft's safety position envelope using a fixed block concept. The moving block control module is used for high-density routes to manage flight safety separation based on the aircraft's safety position envelope using a moving block concept.

[0082] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The solutions in the embodiments of the present invention can be implemented using various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0083] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0084] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0085] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0086] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for longitudinal separation control of low-altitude aircraft route operation, characterized by, Includes the following steps: Identify the position coordinates of the controlled aircraft, and calculate the safe position envelope corresponding to the controlled aircraft based on the position coordinates; Obtain the flight path information of the controlled aircraft, and determine the following based on the flight path information: If the controlled aircraft is on a low-density flight path, then the fixed block concept is used for flight safety separation management based on the safety position envelope corresponding to the controlled aircraft. If the controlled aircraft is on a high-density flight path, then the moving block concept is used to manage flight safety intervals based on the safe position envelope corresponding to the controlled aircraft. The route information includes at least the time interval between the cruise operations of two adjacent aircraft; The use of the fixed block concept for flight safety separation management includes: The route is divided into several segments; Set the number of interval segments, wherein the number of interval segments is at least one segment; The controlled aircraft is made to fly according to the number of interval segments; The aforementioned management of flight safety intervals using the moving block concept includes: The first flight authorization of the controlled aircraft is calculated based on the flight status of the upstream and downstream aircraft, so that the controlled aircraft flies based on the first flight authorization.

2. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 1, wherein, The safe position envelope is calculated based on safety influencing factors, which include one or more of the following during aircraft flight: maximum profile, attitude, positioning error, flight speed, kinematic model, communication delay, communication effectiveness, and wind speed.

3. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 2, wherein, The safe position envelope includes at least a first hemispherical space, a second hemispherical space, and a cylindrical space disposed between the first hemispherical space and the second hemispherical space. The base radius of the first hemispherical space and the second hemispherical space is R, and the base radius of the cylindrical space is R and the length is L. The value of R is calculated based on the maximum profile, attitude, positioning error and wind speed during the aircraft's flight, while the value of L is calculated based on the maximum profile, attitude, positioning error, flight speed, kinematic model, communication delay, communication effectiveness and wind speed during the aircraft's flight.

4. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 1, wherein, The length of each segment is set based on the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope. The length of the segment is greater than the sum of the safe tracking distance between two adjacent aircraft on the route and the longitudinal length of the aircraft's maximum safe position envelope.

5. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 1, wherein, To cause the controlled aircraft to fly according to the number of interval segments, including: Obtain the status information downstream of the flight segment where the controlled aircraft is located, wherein the flight segment is the segment occupied by the safe position envelope of the controlled aircraft, and the downstream of the flight segment is the flight segment with a set interval number of at least 1. If the status information of the downstream segment is idle, a second flight authorization to enter the downstream segment is sent to the controlled aircraft. The second flight authorization includes at least the coordinates of the start point and the end point of the authorized idle segment on the route.

6. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 5, wherein, When there are no other aircraft safety position envelopes intersecting with the flight segment, and the segment is not linked to any intersecting flight segment or is not subject to no-fly zones or electronic fences, the flight segment is considered to be in an idle state.

7. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 1, wherein, The flight state includes at least one or more of the following: the safe position envelope of the upstream and downstream aircraft, longitudinal velocity, and kinematic model.

8. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 7, wherein, The first flight authorization includes at least a position authorization and a speed authorization, wherein the position authorization is the route segment into which the authorized aircraft enters, and the speed authorization is the longitudinal flight speed limit of the authorized aircraft.

9. The low altitude aircraft en route operation longitudinal safety separation regulation method according to claim 8, wherein, Based on the flight speed, kinematic model, safe position envelope, and downstream limit point coordinates of the controlled aircraft, the risk of collision between the controlled aircraft and downstream obstacles is predicted. The position authorization is generated based on the projection point coordinates of the tail end of the safe position envelope of the downstream aircraft on the flight path and the projection point coordinates of the downstream obstacle with collision risk on the flight path. and / or The speed limit curve of the controlled aircraft is calculated based on the longitudinal velocity, kinematic model, safe position envelope, and distance to the downstream limit point of the controlled aircraft, as well as the properties, longitudinal velocity, and kinematic model of the downstream obstacle, and the speed authorization is generated.

10. The low-altitude aircraft en route operation longitudinal safety separation regulation method according to claim 9, wherein, The restricted points include at least the tail end of the downstream aircraft's safe position envelope or other restricted flight targets projected onto the flight path, wherein the other restricted flight targets include space areas occupied by other aircraft in the cross-flight area, no-fly zones, and electronic fences.

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