System for automatically detecting and adjusting flight plans

Abstract

A system for automatically detecting and adjusting flight plans. The system comprises a data receiving module (1), a database management module (2), an instruction receiving module (3), and a flight operation diagram management module (4); the flight operation diagram management module (4) comprises a flight operation diagram generation module (41), a flight operation diagram display module (42), a flight time interval detection module (43), a route conflict detection module (44), and a flight operation diagram adjustment module (45); the data receiving module (1) receives flight data; the flight operation diagram generation module (41) generates flight operation diagrams on the basis of the flight data of low-altitude aircraft; the flight operation diagram display module (42) displays a flight operation diagram in real time on a display interface; the flight time interval detection module (43) automatically detects flight time intervals between flight plans using a same route; the route conflict detection module (44) automatically detects route conflicts; the flight operation diagram adjustment module (45) adjusts the flight data of the flight plans; the flight operation diagram generation module (41) updates the flight operation diagrams on the basis of the adjusted flight data; and the flight operation diagram display module (42) displays an updated flight operation diagram in real time on the display interface.

Description

A system for automatically detecting and adjusting flight plans Technical Field

[0001] This invention relates to a system for automatically detecting and adjusting flight plans. Background Technology

[0002] The low-altitude economy is a comprehensive economic form driven by various low-altitude flight activities of manned and unmanned aircraft, radiating and promoting the integrated development of related fields. It possesses core characteristics of new productive forces, such as high-tech dominance, high-efficiency operation, and high-quality development. The enormous scale of the low-altitude economy determines that its flight activities are characterized by high density, short intervals, high safety, high flexibility, and openness and diversity.

[0003] To ensure safe and smooth low-altitude flight and promote the efficient operation of the low-altitude economy, low-altitude flight plans play a crucial role. The approval and filing of low-altitude flight plans ensures that flight activities are conducted within designated airspace, time, and conditions, avoiding flight conflicts and safety hazards, thereby guaranteeing low-altitude flight safety. The formulation and implementation of low-altitude flight plans help regulate the flight activities of drones and other aircraft, ensuring compliance with laws, regulations, and airspace management requirements. Through the management of low-altitude flight plans, the use of low-altitude airspace can be more effectively arranged and scheduled, improving the utilization efficiency of airspace resources and reducing airspace congestion and resource waste. Therefore, low-altitude flight plans are not only the foundation for ensuring flight safety and regulating flight activities but also a key factor in promoting the orderly development of the low-altitude economy. Currently, low-altitude flight plans are mainly presented in tabular form for users to view and use. The current display and use of low-altitude flight plans face the following problems:

[0004] 1. Unfriendly display method: Low-altitude flight plans are displayed in a table list format, and the plans contain many fields. When there are a large number of plans, the table content is dense and fills the user's screen.

[0005] 2. The information presented is not intuitive: The low-altitude flight plan is displayed in a table list format, which cannot intuitively show the take-off and landing points and airspace routes involved in the low-altitude flight plan.

[0006] 3. Incomplete information presentation: The low-altitude flight plan is presented in a tabular format, which cannot intuitively show the flight activity density of the relevant take-off and landing points and airspaces involved in the low-altitude flight plan, making it inconvenient to quickly assess flight traffic.

[0007] 4. Weak ability to adjust and modify low-altitude flight plans: Low-altitude flight plans are displayed in a tabular format, which makes it inconvenient to modify and update plans when resolving plan conflicts or adjusting flight density. The plan does not have the ability to be modified and adjusted graphically using drag and drop.

[0008] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art.

[0009] Disclosure of the invention

[0010] The purpose of this invention is to provide a system for automatically detecting and adjusting flight plans, which displays flight operation diagrams graphically, making it easy to clearly view and grasp the low-altitude flight plan situation from a global perspective, facilitating dynamic evaluation of flight traffic, and greatly improving work efficiency.

[0011] To achieve the above objectives, the present invention provides a system for automatically detecting and adjusting flight plans, comprising:

[0012] The data receiving module is used to acquire multiple low-altitude flight plans of multiple low-altitude aircraft. The low-altitude flight plans contain at least flight data, which includes at least: takeoff time, takeoff airport, landing time, arrival airport, route, aircraft type, and mission type.

[0013] The instruction receiving module is used to receive operation instructions from external input.

[0014] The flight operation diagram management module includes: a flight operation diagram generation module, a flight operation diagram display module, a flight interval time detection module, a route conflict detection module, and a flight operation diagram adjustment module;

[0015] The flight operation diagram generation module generates a graphical flight operation diagram based on the flight data of the multiple low-altitude aircraft;

[0016] The flight operation diagram display module displays the flight operation diagram in real time on the display interface;

[0017] The flight interval detection module automatically detects low-altitude flight plans using the same route and identifies several low-altitude flight plans whose flight intervals do not meet the recommended flight interval.

[0018] The flight path conflict detection module automatically detects the multiple low-altitude flight plans and obtains several low-altitude flight plans that have flight path conflicts.

[0019] The flight schedule adjustment module adjusts the flight data of low-altitude flight plans whose flight intervals do not meet the recommended flight intervals, and obtains the adjusted flight data; the flight schedule adjustment module also adjusts the flight data of several low-altitude flight plans that have route conflicts, and obtains the adjusted flight data.

[0020] The flight operation diagram generation module updates the flight operation diagram based on the adjusted flight data;

[0021] The flight operation diagram display module displays the updated flight operation diagram in real time on the display interface.

[0022] The flight operation chart includes a first operation chart, which contains the operation lines for each low-altitude flight plan. The operation lines for each low-altitude flight plan are dynamically displayed on the time axis. Each operation line corresponds to a route, which consists of multiple waypoints. The departure time and departure airport are displayed at one end of the operation line, and the landing time and arrival airport are displayed at the other end of the operation line. All departure airports are displayed on a first straight line parallel to the time axis, and all landing airports are displayed on a second straight line parallel to the time axis. The intersection points of the routes are displayed on the operation lines. The operation lines are distributed on the time axis according to the departure and landing times.

[0023] The intersection point refers to the intersection of different routes. The intersection point involves at least two routes and includes at least: route intersection point, route merging point, route fork point, route area entrance, route area exit, route entry point, route exit point, takeoff point, and landing point.

[0024] The method for automatically detecting the flight interval between low-altitude flight plans using the same route by the flight interval detection module includes: obtaining flight data of low-altitude flight plans from the flight operation diagram; automatically detecting and calculating the time interval between different low-altitude flight plans using the same route passing through the same waypoint on the route; if the time interval between two low-altitude flight plans at any waypoint is less than the recommended flight interval, it is determined that the flight interval between the two low-altitude flight plans does not meet the recommended flight interval; if the minimum time interval between the two low-altitude flight plans at all waypoints is greater than the recommended flight interval, it is determined that the flight interval between the two low-altitude flight plans does not meet the recommended flight interval.

[0025] The method for adjusting flight data of low-altitude flight plans whose flight intervals do not meet the recommended flight interval by the flight schedule adjustment module includes: if the time interval between two low-altitude flight plans at any waypoint is less than the recommended flight interval, according to the operation instruction to change the takeoff and landing time received by the instruction receiving module, the flight schedule adjustment module adjusts the takeoff and landing times of at least one of the two low-altitude flight plans in the first schedule to make the flight interval between the two low-altitude flight plans reach the recommended flight interval; if the minimum time interval between the two low-altitude flight plans at all waypoints is greater than the recommended flight interval, according to the operation instruction to change the takeoff and landing time received by the instruction receiving module, the flight schedule adjustment module adjusts the takeoff and landing times of at least one of the two low-altitude flight plans in the first schedule to make the flight interval between the two low-altitude flight plans reach the recommended flight interval.

[0026] The method for automatically detecting low-altitude flight plans with route conflicts by the route conflict detection module includes: if there is at least one of the following among the routes of various low-altitude flight plans in the flight operation diagram: route intersection, route merging point, route fork point, route area entrance, route area exit, route entry point, route exit point, take-off point, and landing point, then it is determined that there is a possible conflict point in the route of the low-altitude flight plan; flight data of the low-altitude flight plan is acquired; the arrival time of each possible conflict point on the route of each low-altitude flight plan is calculated; if the time interval between the arrival of the same possible conflict point on the routes of different low-altitude flight plans is less than a threshold, then the possible conflict point is determined as a conflict point, and the conflict point is specially marked in the first operation diagram.

[0027] Optionally, the method by which the flight chart adjustment module adjusts the flight data of low-altitude flight plans that have route conflicts includes: according to the operation instruction received by the instruction receiving module to change the takeoff and landing times, the flight chart adjustment module changes the takeoff and landing times of the low-altitude flight plans involved in the conflict point in the first flight chart, so that the low-altitude flight plans pass through the intersection point at staggered times.

[0028] Optionally, the method by which the flight chart adjustment module adjusts the flight data of low-altitude flight plans that have conflicting flight routes includes: according to the operation instruction to change the flight route received by the instruction receiving module, the flight chart adjustment module changes the flight route of the low-altitude flight plans involved in the conflict point in the first flight chart, so that the low-altitude flight plans no longer have an intersection point.

[0029] Based on the predetermined flight data in the low-altitude flight plan of the low-altitude aircraft received by the data receiving module, the flight operation diagram generation module generates a planned flight line in the first operation diagram. Based on the actual flight data sent by the low-altitude aircraft executing the low-altitude flight plan received by the data receiving module, the flight operation diagram generation module generates an actual flight line in the first operation diagram.

[0030] The flight operation diagram generation module sets a current time indicator line in the first operation diagram. The current time indicator line is perpendicular to the time axis and moves dynamically in the direction of time flow. The planned operation line and the actual operation line are displayed simultaneously after the movement of the current time indicator line, and only the planned operation line is displayed before the movement of the current time indicator line.

[0031] The flight operation diagram display module displays the first operation diagram by default on the display interface.

[0032] The flight operation chart also includes a second operation chart, which includes intersections and conflict points on each route. The conflict points are distributed on a timeline according to the conflict time, and the conflict point shows the number of low-altitude flight plans involved in the conflict point.

[0033] The flight operation map generation module sets a first link point at the intersection point in the first operation map. When the instruction receiving module receives a first operation instruction triggered by clicking the first link point, the flight operation map display module jumps from the first operation map to the second operation map and displays the second operation map on the display interface.

[0034] The flight operation diagram generation module sets a third link point at the conflict point in the second operation diagram. When the instruction receiving module receives a third operation instruction triggered by clicking the third link point, the flight operation diagram display module jumps from the second operation diagram to the first operation diagram and displays the first operation diagram on the display interface.

[0035] After the route conflict detection module automatically detects a conflict point in the first flight map, it automatically synchronizes the flight data of the low-altitude flight plan involved in the conflict point to the second flight map and marks the conflict point in the second flight map.

[0036] When the instruction receiving module receives a third operation instruction triggered by clicking the third link point on the second flight map, the flight flight map display module jumps to the first flight map, and the flight flight map adjustment module executes the method of adjusting the flight data of the low-altitude flight plan that has a route conflict.

[0037] The flight operation diagram generation module synchronizes the adjusted flight data to the second operation diagram in real time, and generates an updated second operation diagram based on the adjusted flight data.

[0038] The flight operation diagram generation module sets a current time indicator line in the second operation diagram. The current time indicator line is perpendicular to the time axis and moves dynamically in the direction of time flow. After the movement of the current time indicator line, it displays conflict points that have occurred and have not been resolved, and before the movement of the current time indicator line, it displays conflict points that may occur in the future.

[0039] The flight operation diagram also includes a third operation diagram, which includes takeoff and landing indicators for each airport. Each takeoff indicator corresponds to the takeoff airport and takeoff time in a low-altitude flight plan, and each landing indicator corresponds to the landing airport and landing time in a low-altitude flight plan. Each airport is displayed as a straight line parallel to the time axis, and multiple takeoff indicators are distributed on each airport line according to the takeoff time, and multiple landing indicators are distributed on each airport line according to the landing time.

[0040] The flight operation diagram generation module sets a second link point on the first straight line and the second straight line in the first operation diagram. When the instruction receiving module receives a second operation instruction triggered by clicking the second link point, the flight operation diagram display module jumps from the first operation diagram to the third operation diagram and displays the third operation diagram on the display interface.

[0041] The flight operation diagram generation module sets fourth link points on the takeoff and landing indicators in the third operation diagram. When the instruction receiving module receives a fourth operation instruction triggered by clicking the fourth link point, the flight operation diagram display module jumps from the third operation diagram to the first operation diagram and displays the first operation diagram on the display interface.

[0042] After the route conflict detection module automatically detects a conflict point in the first flight diagram, it automatically synchronizes the flight data of the low-altitude flight plan involved in the conflict point to the third flight diagram, and gives special marking to the takeoff and landing indicators that have conflicted in the third flight diagram.

[0043] When the instruction receiving module receives the fourth operation instruction triggered by clicking the fourth link point on the takeoff indicator or landing indicator on the third flight chart, the flight chart display module jumps to the first flight chart, and the flight chart adjustment module executes the method of adjusting the flight data of the low-altitude flight plan that has a route conflict.

[0044] The flight operation diagram generation module synchronizes the adjusted flight data to the third operation diagram in real time, and generates an updated third operation diagram based on the adjusted flight data.

[0045] The flight operation diagram generation module sets a current time indicator line in the third operation diagram. The current time indicator line is perpendicular to the time axis and moves dynamically in the direction of time flow. After the movement of the current time indicator line, takeoff and landing indicators that have already occurred are displayed, and in front of the movement of the current time indicator line, takeoff and landing indicators that may occur in the future are displayed.

[0046] The system for automatically detecting and adjusting flight plans also includes a database management module, which stores the planned flight data and actual flight data of the low-altitude flight plan, stores the flight operation map generated by the flight operation map management module, and stores the adjusted low-altitude flight plan flight data and the updated flight operation map in real time.

[0047] This invention is the first to creatively propose and introduce flight operation charts in the low-altitude field, pioneering a new model of low-altitude planning and flow control centered on operations. The flight operation chart is displayed intuitively in a graphical format, facilitating clear viewing and comprehensive understanding of low-altitude flight planning. It shows the density of flight activities within the operational cycle, enabling dynamic assessment of flight traffic. The flight interval time between low-altitude flight plans using the same route can be directly adjusted on the flight operation chart display interface, avoiding collision risks and improving route utilization efficiency. Furthermore, real-time adjustments to low-altitude flight plans with route conflicts can be made directly on the flight operation chart display interface, greatly improving work efficiency.

[0048] Brief description of the attached figures

[0049] Figure 1 is a flowchart of a method for automatically detecting and adjusting flight plans provided by the present invention.

[0050] Figure 2 is a flowchart of the method for automatically detecting flight path conflicts.

[0051] Figure 3 is a structural block diagram of a system for automatically detecting and adjusting flight plans provided by the present invention.

[0052] Figure 4 is a schematic diagram of the first operation diagram in an embodiment of the present invention.

[0053] Figure 5 is a schematic diagram of the second operation diagram in an embodiment of the present invention.

[0054] Figure 6 is a schematic diagram of the third operation diagram in an embodiment of the present invention.

[0055] Best way to implement the present invention

[0056] The preferred embodiments of the present invention will be described in detail below with reference to Figures 1 to 6.

[0057] As shown in Figure 1, the present invention provides a method for automatically detecting and adjusting flight plans, comprising the following steps:

[0058] Step S1: Receive and store the predetermined flight data in the low-altitude flight plan of the low-altitude aircraft input from the outside, and receive the actual flight data of the low-altitude aircraft sent by the low-altitude aircraft that is executing the low-altitude flight plan.

[0059] The low-altitude aircraft include: unmanned aerial vehicles, electric vertical takeoff and landing aircraft (eVTOL), helicopters, etc.

[0060] The flight data includes: departure time, departure airport, landing time, arrival airport, route, aircraft type, aircraft serial number, mission type, etc.

[0061] Step S2: Generate a graphical flight operation diagram based on the planned flight data and actual flight data of the low-altitude flight plan;

[0062] The flight operation chart includes a first operation chart, a second operation chart, and a third operation chart;

[0063] The first operation chart includes the operation line for each low-altitude flight plan. Each low-altitude flight plan corresponds to one operation line, and each operation line corresponds to one route. The operation lines of different low-altitude flight plans may correspond to the same route, but they are used in a queue. The route consists of multiple waypoints, and the waypoints include at least: route intersection point, route merging point, route fork point, route area entrance, route area exit, route entry point, route exit point, take-off point, and landing point. The operation line displays the take-off time, take-off airport, landing time, arrival airport, and intersection points on the route. The operation line is distributed on the time axis according to the take-off time and landing time. The first operation chart can display the density of low-altitude flight plans of low-altitude aircraft at all times of the day.

[0064] A planned flight path is generated based on the predetermined flight data, and an actual flight path is generated based on the actual flight data.

[0065] The intersection point refers to the intersection of different routes. The intersection point involves at least two routes, and may even involve multiple routes. The intersection point includes at least: route intersection point, route merging point, route fork point, route area entrance, route area exit, route entry point, route exit point, take-off point, and landing point.

[0066] The second operation chart includes the intersections and conflict points on each route. The conflict points are distributed on the time axis according to the conflict time. The second operation chart can show the conflict situation of each route intersection at different times of the day.

[0067] The third operational chart includes takeoff and landing indicators for each airport. Each takeoff indicator corresponds to the takeoff airport and takeoff time in a low-altitude flight plan. The takeoff indicators are distributed on a time axis according to the takeoff time. Each landing indicator corresponds to the landing airport and landing time in a low-altitude flight plan. The landing indicators are distributed on a time axis according to the landing time. The third operational chart can display the density of low-altitude aircraft takeoffs and landings at each airport throughout the day.

[0068] Step S3: Select the appropriate flight chart according to the operation instructions and display it in real time on the display interface;

[0069] When the first running graph is displayed on the display interface, if the first operation instruction is received, the second running graph will be displayed on the display interface.

[0070] When the first running graph is displayed on the display interface, if a second operation instruction is received, the third running graph will be displayed on the display interface.

[0071] When the display interface shows the second running graph, if a third operation instruction is received, the first running graph will be displayed on the display interface.

[0072] When the display interface shows the third running diagram, if a fourth operation instruction is received, the first running diagram will be displayed on the display interface.

[0073] The display interface shows the first running graph by default;

[0074] The first operation chart dynamically displays the operation line of each low-altitude flight plan on the horizontal time axis. The departure time and departure airport are displayed at one end of the operation line, and the landing time and arrival airport are displayed at the other end of the operation line. All departure airports are displayed on a first straight line parallel to the time axis, and all landing airports are displayed on a second straight line parallel to the time axis. There may be multiple different routes between the same departure airport and the same arrival airport. These different routes are represented by different operation lines in the first operation chart. If the departure time, departure airport, landing time, arrival airport, and other data of two flight plans are completely consistent, the operation lines of the two flight plans will overlap. The operation line is an abstract display of the route of the low-altitude flight plan, and the intersection point is displayed on the operation line.

[0075] The first flight chart displays the complete flight path of the low-altitude flight plan for the entire 24 hours on the current display interface. Alternatively, the first flight chart may only display the flight path of the low-altitude flight plan within the time period including the current time on the current display interface, and the time period on the current display interface may dynamically move as time passes.

[0076] The first running chart sets a current time indicator line, which is perpendicular to the time axis. The current time indicator line moves dynamically as time passes. After the movement of the current time indicator line, both the planned running line and the actual running line are displayed simultaneously. Before the movement of the current time indicator line, only the planned running line is displayed.

[0077] A first link point is set at the intersection point in the first running diagram. When a first operation instruction to click the first link point is received, the process jumps to the second running diagram.

[0078] A second link point is set on the first straight line and the second straight line in the first running diagram. When a second operation instruction to click the second link point is received, the process jumps to the third running diagram.

[0079] The second operation chart dynamically displays the conflict points on each flight path on the horizontal time axis. The intersection points on the flight paths are displayed as a straight line parallel to the time axis. Multiple conflict points are distributed on each intersection point line, and the number of low-altitude flight plans involved in the conflict point is displayed.

[0080] The second running chart displays all conflict points that occur within the entire 24 hours of the day on the current display screen. Alternatively, the second running chart may only display conflict points that occur within the current time period on the current display screen, with the time period on the current display screen dynamically shifting as time passes.

[0081] The second running diagram sets a current time indicator line, which is perpendicular to the time axis. The current time indicator line moves dynamically as time passes. Behind the movement of the current time indicator line are conflict points that have occurred and have not been resolved, and in front of the movement of the current time indicator line are potential future conflict points.

[0082] A third link point is set at the intersection point in the second running diagram. When a third operation instruction to click the third link point is received, the process jumps to the first running diagram.

[0083] The third operation chart dynamically displays the takeoff and landing indicators for each airport on the horizontal time axis. Each airport is displayed as a straight line parallel to the time axis, and multiple takeoff and landing indicators are distributed on each airport's straight line.

[0084] The third operational chart displays the takeoff and landing indicators for the entire 24 hours on the current display interface. Alternatively, the third operational chart may display only the takeoff and landing indicators for a time period including the current time on the current display interface, with the time period on the current display interface dynamically moving as time passes.

[0085] The third operation diagram sets a current time indicator line, which is perpendicular to the time axis. The current time indicator line moves dynamically as time passes. After the movement of the current time indicator line are the takeoffs and landings that have already occurred, and in front of the movement of the current time indicator line are the takeoffs and landings that may occur in the future.

[0086] A fourth link point is set on the takeoff and landing indicators in the third operation diagram. When a fourth operation command to click the fourth link point is received, the operation will jump to the first operation diagram.

[0087] Step S4: Automatically detect and adjust the flight interval time between low-altitude flight plans using the same route;

[0088] Step S4.1: Obtain flight data for the low-altitude flight plan from the flight operation diagram;

[0089] Step S4.2: Automatically detect and calculate the time intervals between different low-altitude flight plans using the same route passing through the same waypoint, and obtain the time intervals corresponding to multiple waypoints. Where i is a natural number, i=1……n, and n is the number of waypoints;

[0090] Step S4.3: If the time interval between two low-altitude flight plans at any waypoint is less than the first threshold, it is determined that the flight interval is too small, and proceed to step S4.4. If the minimum time interval between two low-altitude flight plans at all waypoints is greater than the second threshold, it is determined that the flight interval is too large, and proceed to step S4.5. If the time interval between two low-altitude flight plans at all waypoints is greater than or equal to the first threshold and less than or equal to the second threshold, it is determined that the recommended flight interval time is met. At this time, the flight interval is appropriate, and no action is required.

[0091] An optimal flight interval is determined based on historical flight data and flight experience, with the first threshold set as the optimal flight interval. 70%, the second threshold is set as the optimal flight interval time. If the value is 130%, then the recommended flight interval range is greater than or equal to the optimal flight interval. 70% and less than or equal to the optimal flight interval. 130%.

[0092] Step S4.4: Adjust the takeoff and landing times of at least one of the two low-altitude flight plans with too small a flight interval in the first operation diagram, increase the flight interval time between the two low-altitude flight plans, so that the flight interval between the two low-altitude flight plans reaches an appropriate level, so as to avoid risks and end the process.

[0093] Step S4.5: Adjust the takeoff and landing times of at least one of the two low-altitude flight plans with excessively large flight intervals in the first operation diagram, reduce the flight interval time between the two low-altitude flight plans, and bring the flight interval between the two low-altitude flight plans to a suitable level, so as to improve aircraft turnaround efficiency and route utilization efficiency, and end the process.

[0094] Step S5: Automatically detect low-altitude flight plans that have route conflicts in the flight operation diagram;

[0095] As shown in Figure 2, the method for automatically detecting flight path conflicts includes:

[0096] Step S5.1: Obtain flight data for the low-altitude flight plan from the flight operation diagram;

[0097] Step S5.2: Detect and determine whether there are any possible conflict points between the routes of the various low-altitude flight plans in the flight operation diagram. If yes, proceed to step S5.3; otherwise, skip to step S5.1.

[0098] The potential conflict points include: route intersections, route merging points, route forks, route area entrances, route area exits, route entry points, route de-tracking points, takeoff points, and landing points;

[0099] Step S5.3: Calculate the arrival time of each possible conflict point on the flight path of each low-altitude flight plan;

[0100] The arrival time of a potential conflict point can be calculated based on takeoff time and flight speed, or based on flight speed and landing time; real-time flight speed varies and needs to be estimated based on aircraft type and mission type.

[0101] Step S5.4: Determine whether the time interval between different low-altitude flight plans reaching the same possible conflict point is less than the threshold. If so, the possible conflict point is determined to be a conflict point and proceed to step S5.5. If not, the possible conflict point is determined to be a non-conflict point and the process jumps to step S5.1.

[0102] If different flight paths overlap or approach each other in time and space, that is, if different flight paths fly at the same or similar altitudes and intersect at the same or similar time points, there is a potential risk of collision, and the point is identified as a conflict point.

[0103] The threshold is set according to the actual situation, and is generally set to 90 seconds to 180 seconds;

[0104] Step S5.5: Clearly mark the conflict points on the flight operation diagram and output the low-altitude flight plans involved in the conflict points;

[0105] In the first operational chart, different colors can be used to distinguish between ordinary meeting points and conflict points. In the second operational chart, only conflict points are displayed. In the third operational chart, special shapes or colors can be used to mark takeoff and landing indicators that have conflicted.

[0106] Step S6: Adjust the low-altitude flight plan with route conflict in the flight operation diagram on the display interface according to the operation instructions to resolve the conflict;

[0107] When a flight path conflict occurs, after receiving the fifth operational instruction to change the takeoff and landing times, the takeoff and landing times of the low-altitude flight plans related to the conflict point are adjusted in the first flight diagram so that the relevant low-altitude flight plans pass through the intersection area at staggered times.

[0108] Alternatively, in the event of a flight path conflict, upon receiving a sixth operational instruction to change the flight path, the flight path used by the low-altitude flight plan related to the conflict point is adjusted in the first flight plan so that the related low-altitude flight plans no longer have an intersection.

[0109] When flight density is uneven throughout the day, both the takeoff and landing times of low-altitude flight plans and the routes used by these plans can be adjusted within the first operational schedule. Adjusting the takeoff and landing times of low-altitude flight plans within the first operational schedule when the density is uneven throughout the day helps to even out airport takeoff and landing density. Similarly, adjusting the routes used by low-altitude flight plans within the same time period can achieve balanced utilization of airspace or airway resources when low-altitude flight plans use unevenly within the first operational schedule.

[0110] The flight data of the adjusted low-altitude flight plan in the first flight plan is synchronized in real time to the second flight plan and the third flight plan. An updated first flight plan, an updated second flight plan, and an updated third flight plan are generated based on the adjusted flight data.

[0111] By making real-time adjustments and optimizations to low-altitude flight plans on the display interface, conflicts can be resolved or the schedule can be improved.

[0112] As shown in Figure 3, the present invention provides a system for automatically detecting and adjusting flight plans, comprising:

[0113] The data receiving module 1 is used to receive the predetermined flight data in the low-altitude flight plan of the low-altitude aircraft input from the outside, and to receive the actual flight data of the low-altitude aircraft sent by the low-altitude aircraft that is executing the low-altitude flight plan.

[0114] Database management module 2 stores the scheduled flight data and actual flight data sent by the data receiving module 1, and stores the flight operation map generated by the flight operation map management module 4. It also stores the flight data of the adjusted low-altitude flight plan and the updated flight operation map in real time.

[0115] Instruction receiving module 3 is used to receive operation instructions input from external sources;

[0116] The flight operation diagram management module 4 is used to generate a graphical flight operation diagram based on the flight data of the low-altitude flight plan of the low-altitude aircraft, display the flight operation diagram in real time on the display interface, automatically detect and adjust the flight interval time between low-altitude flight plans using the same route, automatically detect low-altitude flight plans with route conflicts, specially mark the low-altitude flight plans with route conflicts, adjust the flight data of the low-altitude flight plans with route conflicts, and update the flight operation diagram according to the adjusted flight data; the flight operation diagram management module 4 further includes a flight operation diagram generation module 41, a flight operation diagram display module 42, a flight interval time detection module 43, a route conflict detection module 44, and a flight operation diagram adjustment module 45;

[0117] The flight operation diagram generation module 41 generates a graphical flight operation diagram based on the predetermined flight data and actual flight data of the low-altitude flight plan. The flight operation diagram display module 42 selects the corresponding flight operation diagram according to the operation command and displays it in real time on the display interface. The flight interval time detection module 43 automatically detects the flight interval time between low-altitude flight plans using the same route. The route conflict detection module 44 automatically detects low-altitude flight plans with route conflicts in the flight operation diagram and marks the low-altitude flight plans with route conflicts in the flight operation diagram. The flight operation diagram adjustment module 45 adjusts the flight interval time between low-altitude flight plans that do not meet the requirements on the display interface according to the operation command. The flight operation diagram adjustment module 45 also adjusts the flight data of low-altitude flight plans with route conflicts in the flight operation diagram in real time on the display interface according to the operation command and sends the adjusted flight data of the low-altitude flight plans to the database management module 2.

[0118] In an embodiment of the present invention, the first operational chart is called a "departure airport-landing airport" operational chart, which can display the density of low-altitude flight plans for low-altitude aircraft throughout the day. As shown in Figure 4, the horizontal axis of the first operational chart is the time axis, and the vertical axis represents the departure airport and the landing airport. The departure airport and the landing airport are represented by straight lines parallel to the time axis, with the departure airport at the bottom and the landing airport at the top. Second link points are set on the first straight line and the second straight line. Clicking the second link point will jump to the third operational chart.

[0119] In the current display interface, the time scale of the time axis can be set to 24 hours, so that the current display interface can display the low-altitude flight plan for the entire day. Alternatively, the time scale of the time axis can be set to a certain time period, so that the current display interface only displays the low-altitude flight plan for the current time period. The current time period on the first operation map moves dynamically as time passes.

[0120] In this embodiment, the time scale on the horizontal time axis represents the period from 8:00 to 9:00, with a time unit of 10 minutes. The current time period on the horizontal time axis moves to the right as time passes. The time scale is displayed on the upper and lower outer sides of the first operation diagram (i.e., on both sides of the straight line between the takeoff airport and the landing airport), and the time unit of the time scale can be set according to display needs.

[0121] Based on the takeoff time of the low-altitude flight plan, the intersection of the vertical axis (takeoff airport) and the horizontal axis (takeoff time) is marked as the starting point of the low-altitude flight plan, and the name of the starting airport is marked at the starting point. Based on the landing time of the low-altitude flight plan, the intersection of the vertical axis (landing airport) and the horizontal axis (landing time) is marked as the ending point of the low-altitude flight plan, and the name of the landing airport is marked at the ending point. The straight line connecting the starting point and the ending point is defined as the operating line of the low-altitude flight plan, which is an abstract and intuitive display of the flight path of the low-altitude flight plan. As shown in Figure 4, there is a low-altitude flight plan that takes off from airport A at 8:00 and arrives at airport B at 8:20. The name of the takeoff airport is marked at 8:00 on the takeoff airport position line, and the name of the landing airport is marked at 8:20 on the landing airport position line. The straight line connecting the takeoff airport A and the landing airport B is the operating line of the low-altitude flight plan. If the flight paths of multiple low-altitude flight plans overlap on the first flight chart, the overlapping flight paths can be displayed in bold, or the number of overlapping flight paths can be added to the overlapping flight paths. Double-clicking on an overlapping flight path will expand and display the overlapping flight path.

[0122] Next to the flight path of a low-altitude flight plan, mark the identification number of that low-altitude flight plan. As shown in Figure 4, a low-altitude flight plan departing from Airport A at 8:00 and arriving at Airport B at 8:20 will have "Airport A -> Airport B" marked next to its flight path. Alternatively, the flight number assigned according to the low-altitude flight plan can be displayed next to the flight path. Selecting the flight path of a low-altitude flight plan will display its corresponding route and channel data.

[0123] [Corrected according to Rule 91, September 2025] The flight path generated based on the predetermined flight data in the low-altitude flight plan is called the planned flight path, while the flight path generated based on the actual flight data obtained when the low-altitude flight plan is actually executed is called the actual flight path. Different display methods (e.g., different line types or colors) are used to distinguish between the planned flight path and the actual flight path. As shown in Figure 4, the planned flight path is represented by a dashed line, and the actual flight path is represented by a solid line.

[0124] In the current display interface, a current time indicator line is set. This current time indicator line is perpendicular to the horizontal time axis and moves dynamically as time passes. The direction of movement of the current time indicator line is consistent with the direction of movement of the current time period. As shown in Figure 4, in this embodiment, the current time indicator line is represented by a vertical dashed line. To the left of the current time indicator line are already completed low-altitude flight plans, and both the planned and actual flight lines are displayed simultaneously. To the right of the current time indicator line are future anticipated low-altitude flight plans, and only the planned flight line is displayed.

[0125] [Corrected according to Rule 91, September 2025] If a flight path corresponding to a certain operating line intersects with the flight paths corresponding to other operating lines in the air, the intersection point is marked on the operating line. For example, the intersection point is represented by a dot, and the distance between adjacent dots corresponds to the relative distance between intersection points on the flight path. The intersection point includes at least: flight path intersection, flight path entry point, flight path branching point, flight path area entrance, flight path area exit, flight path entry point, flight path exit point, takeoff point, and landing point. Among them, the flight path intersection, flight path entry point, and flight path branching point are subsets of the flight path's air waypoints, and the flight path entry point and flight path exit point are the interfaces between the takeoff and landing points and the air flight path. As shown in Figure 4, in this embodiment, for a low-altitude flight plan that takes off from Airport A at 8:00 and arrives at Airport B at 8:20, if the flight path used by this low-altitude flight plan intersects with the flight paths used by other low-altitude flight plans, these intersection points are marked with hollow dots on the operating line of the low-altitude flight plan. Selecting a junction on the flight path allows you to view the planned time for low-altitude aircraft to pass through that junction, as set when the low-altitude flight plan was created. Setting a first link point at the junction point and clicking it will jump to the second flight diagram.

[0126] [Corrected according to Rule 91, September 2025] If different low-altitude flight plans are detected to conflict at certain intersection points, these intersection points are called conflict points and are marked with special symbols, as shown in Figure 4. In this embodiment, conflict points are marked as solid dots. Selecting a conflict point on the flight path allows viewing detailed flight data of the relevant low-altitude flight plans involved in that conflict point. The conflict point may involve two or more low-altitude flight plans.

[0127] When the density of low-altitude flight plans varies throughout the day, the spatiotemporal balance of low-altitude flight plans can be achieved by adjusting the takeoff and landing times, or by adjusting the routes used in the low-altitude flight plans. In this embodiment, the takeoff and landing times of the flight line can be changed by clicking and dragging the two ends of the flight line along the takeoff and landing airport lines. In embodiments using a touch screen display, the two ends of the flight line can be dragged directly on the display screen to change the takeoff and landing times. For example, when the takeoff and landing time density of low-altitude flight plans is uneven throughout the day, with some periods being too dense and others relatively sparse, the takeoff and landing density can be adjusted by dragging and adjusting the takeoff and landing times of the low-altitude flight plan flight lines on the display interface. Similarly, when the airspace or route resources used by low-altitude flight plans are uneven within the same time period, with some routes having excessively high usage density and others relatively low usage density, the airspace or route resource usage density can be adjusted by selecting and adjusting the routes used in the low-altitude flight plans on the display interface.

[0128] [Corrected according to Rule 91, September 2025] When different low-altitude flight plans conflict at the intersection point, the takeoff and landing times of the low-altitude flight plans can be adjusted on the display interface. The flight routes used by the low-altitude flight plans can also be adjusted to resolve the conflict. For example, as shown in Figure 4, the conflict point is marked as a solid circle on the operating line. By adjusting the takeoff and landing times of the low-altitude flight plans involved in the conflict point, the conflicting low-altitude flight plans can pass through the intersection point at staggered times. Alternatively, by adjusting the flight routes used by the low-altitude flight plans involved in the conflict point, the two or more conflicting low-altitude flight plans will no longer share the intersection point, thus achieving conflict resolution.

[0129] The first operation chart allows you to view the density of low-altitude flight plans for low-altitude aircraft at different times throughout the day. It also allows you to see in real time which times have more concentrated low-altitude flight plans and which times have relatively sparse low-altitude flight plans, and to make timely adjustments to the low-altitude flight plans.

[0130] In an embodiment of the present invention, the second operational chart is called a "route intersection" operational chart, which allows for a centralized view of conflict points throughout the day. As shown in Figure 5, the horizontal axis of the second operational chart is the time axis, and the vertical axis represents the intersection points involved between routes used in the low-altitude flight plan. The positions of each intersection point on the vertical axis are represented by a straight line parallel to the time axis. For example, as shown in Figure 5, the vertical axis on the second operational chart represents intersection point 1, intersection point 2, intersection point 3, and intersection point 4.

[0131] In the current display interface, the time scale of the time axis can be set to 24 hours, so that the current display interface can fully display the conflict situation of each intersection point within the whole day. Alternatively, the time scale of the time axis can be set to a certain time period, so that the current display interface only displays the conflict situation within the current time period, while the current time period on the second running graph moves dynamically as time passes.

[0132] In this embodiment, the time scale on the horizontal time axis represents the period from 8:00 to 9:00, with a time unit of 10 minutes. The current time period on the horizontal time axis moves to the right as time progresses. The time scale is displayed on the upper and lower outer edges of the second running chart, and the time unit of the time scale can be set according to display needs.

[0133] [Corrected according to Rule 91, September 18, 2025] Conflict points are displayed using special markers. In this embodiment, as shown in Figure 5, the conflict point is located at the intersection of the vertical coordinate intersection point and the horizontal coordinate conflict time. A solid circle marks the conflict point. One solid circle indicates that two low-altitude flight plans are in conflict. Each additional hollow circle outside the conflict point indicates another conflicting plan. For example, as shown in Figure 5, a solid circle on the line of intersection point 2 indicates that two low-altitude flight plans are in conflict, with the conflict location at intersection point 2 and the conflict time at the horizontal coordinate corresponding to the solid circle. A solid circle with a hollow outer circle on the line of intersection point 3 indicates that three low-altitude flight plans are in conflict, with the conflict location at intersection point 3 and the conflict time at the horizontal coordinate corresponding to the solid circle. Selecting a solid circle marking a conflict allows viewing detailed flight data for the relevant low-altitude flight plans involved in that conflict point.

[0134] [Corrected according to Rule 91, September 18, 2025] In the current display interface, a current time indicator line is set. The current time indicator line is perpendicular to the horizontal time axis. The current time indicator line moves dynamically as time passes, and the direction of movement of the current time indicator line is consistent with the direction of movement of the current time period. As shown in Figure 5, in this embodiment, the current time indicator line is represented by a vertical dashed line. Conflicts to the left of the current time indicator line are conflicts that have occurred and have not been resolved, while conflicts to the right of the current time indicator line are potential future conflicts. For example, as shown in Figure 5, if there is a solid circle on the position line of intersection point 1 located to the left of the current time indicator line, then this conflict point is a conflict that has occurred and has not been resolved; if there is a solid circle on the position line of intersection point 2 located to the right of the current time indicator line, then this conflict point is a potential future conflict. Predicted conflicts may not actually occur.

[0135] Clicking the third link point on the conflict point in the second flight plan will redirect you to the first flight plan. In the first flight plan's display interface, you can adjust the takeoff and landing times of the low-altitude flight plan, as well as the flight path used in the low-altitude flight plan, to resolve the conflict. The results of adjustments to the low-altitude flight plan in the first flight plan will be synchronized to the second flight plan.

[0136] The second operational chart allows for a centralized view of conflicts occurring at various intersection points throughout the day, enabling timely adjustments to low-altitude flight plans.

[0137] In an embodiment of the present invention, the third operational chart is called an "airport takeoff and landing" operational chart, which can be used to view the takeoff and landing density of each airport throughout the day and at different times. As shown in Figure 6, the horizontal axis of the third operational chart is the time axis, and the vertical axis is the airports involved in the low-altitude flight plan. The positions of each airport on the vertical axis are represented by a straight line parallel to the time axis. For example, as shown in Figure 6, the vertical axis on the third operational chart represents airports A, B, C, and D.

[0138] In the current display interface, the time scale of the time axis can be set to 24 hours, so that the current display interface can display the take-off and landing situation of each airport throughout the day. Alternatively, the time scale of the time axis can be set to a certain time period, so that the current display interface only displays the take-off and landing situation within the current time period. The current time period on the third operation chart moves dynamically as time passes.

[0139] In this embodiment, the time scale on the horizontal time axis represents the period from 8:00 to 9:00, with a time unit of 10 minutes. The current time period on the horizontal time axis moves to the right as time progresses. The time scale is displayed on the upper and lower outer edges of the third running chart, and the time unit of the time scale can be set according to display needs.

[0140] The specific takeoff and landing times for each low-altitude flight plan are marked on the location lines of each airport. In this embodiment, upward arrows are used as takeoff indicators to represent low-altitude aircraft takeoff, and downward arrows are used as landing indicators to represent low-altitude aircraft landing. The time on the horizontal axis corresponding to the arrow is displayed as the takeoff time or landing time. For example, as shown in Figure 6, on the location line of airport B, an upward arrow indicates that a low-altitude aircraft took off from airport B at the time corresponding to the horizontal axis time, and a downward arrow indicates that a low-altitude aircraft landed at airport B at the time corresponding to the horizontal axis time.

[0141] [Corrected according to Rule 91, September 18, 2025] In cases where takeoff and landing processes of different low-altitude aircraft conflict at airports, the arrows representing takeoff and landing related to the conflict point are specially indicated. For example, as shown in Figure 6, the two rightmost solid arrows on the position line of airport B, one higher and one lower, indicate a conflict in the takeoff processes of two low-altitude flight plans; the two rightmost solid arrows on the position line of airport C, one higher and one lower, indicate a conflict in the landing processes of two low-altitude flight plans; the two rightmost solid arrows on the position line of airport D, one higher and one lower, with the higher arrow pointing upwards and the lower arrow pointing downwards, indicate a conflict between the takeoff process of one low-altitude flight plan and the landing process of another. If there are other conflict scenarios, the indication method can be added or adjusted as appropriate. Selecting the arrow marking the conflict allows you to view detailed flight data of the relevant low-altitude flight plans involved in that conflict point.

[0142] In the current display interface, a current time indicator line is set. This current time indicator line is perpendicular to the horizontal time axis and moves dynamically as time passes. The direction of movement of the current time indicator line is consistent with the direction of movement of the current time period. As shown in Figure 6, in this embodiment, the current time indicator line is represented by a vertical dashed line. A conflict arrow is marked on the right side of the current time indicator line to indicate a predicted future conflict. For example, if there is a conflict arrow on the location line of Airport B to the right of the current time indicator line, this conflict is a predicted future conflict; however, the predicted conflict may not actually occur.

[0143] If the density of low-altitude flight takeoffs and landings is uneven throughout the day at an airport, clicking the fourth link on the arrow in the third flight chart will redirect to the first flight chart. On the first flight chart's display interface, the takeoff and landing times of the low-altitude flight plans can be adjusted to achieve a more balanced takeoff and landing schedule across the airport throughout the day. For example, if the density of takeoff and landing times in the airport's low-altitude flight plans is uneven, with some periods being too dense and others relatively sparse, the takeoff and landing times of the low-altitude flight plan lines can be adjusted by dragging and dropping them on the first flight chart's display interface to regulate the airport's takeoff and landing density.

[0144] When there are conflicts between takeoff and landing schedules at an airport, clicking the fourth link on the arrow marking the conflict will take you to the first operational plan. On the first operational plan's display interface, you can adjust the takeoff and landing times of the low-altitude flight plans to resolve the conflict. For example, as shown in Figure 6, selecting the conflict arrow on the location line of airport B will take you to the first operational plan. On the first operational plan's display interface, you can adjust the takeoff and landing times of the relevant low-altitude flight plans, causing the conflicting low-altitude flight plans to take off and land at staggered times, thus achieving conflict resolution.

[0145] The results of adjustments to the low-altitude flight plan made in the first operating plan will be synchronized to the third operating plan.

[0146] The third operational chart allows users to view the takeoff and landing density of low-altitude UAVs at various airports throughout the day. For example, it shows which times of day the airport experiences relatively dense takeoffs and landings, and which times experience relatively sparse takeoffs and landings, enabling timely adjustments to low-altitude flight plans.

[0147] This invention is the first to creatively propose and introduce flight operation charts in the low-altitude field, pioneering a new model of low-altitude planning and flow control centered on operations. The flight operation chart is displayed intuitively in a graphical way, making it easy to clearly view and grasp the low-altitude flight plan situation from a global perspective. The flight operation chart shows the density of flight activities within the operating cycle, which facilitates dynamic assessment of flight traffic. Low-altitude flight plans with route conflicts can be adjusted in real time directly on the display interface of the flight operation chart, which greatly improves work efficiency.

[0148] It should be noted that, in the embodiments of the present invention, the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing the embodiments. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0149] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0150] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described feature, integral, step, operation, element and / or component, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0151] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0152] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0153] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrases "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0154] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present invention. After reading the above content, various modifications and substitutions to the present invention will be obvious to those skilled in the art. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A system for automatically detecting and adjusting flight plans, characterized in that, Include: The data receiving module is used to acquire multiple low-altitude flight plans of multiple low-altitude aircraft. The low-altitude flight plans contain at least flight data, which includes at least: takeoff time, takeoff airport, landing time, arrival airport, route, aircraft type, and mission type. The instruction receiving module is used to receive operation instructions from external input. The flight operation diagram management module includes: a flight operation diagram generation module, a flight operation diagram display module, a flight interval time detection module, a route conflict detection module, and a flight operation diagram adjustment module; The flight operation diagram generation module generates a graphical flight operation diagram based on the flight data of the multiple low-altitude aircraft; The flight operation diagram display module displays the flight operation diagram in real time on the display interface; The flight interval detection module automatically detects low-altitude flight plans using the same route and identifies several low-altitude flight plans whose flight intervals do not meet the recommended flight interval. The flight path conflict detection module automatically detects the multiple low-altitude flight plans and obtains several low-altitude flight plans that have flight path conflicts. The flight schedule adjustment module adjusts the flight data of several low-altitude flight plans whose flight intervals do not meet the recommended flight intervals, and obtains the adjusted flight data; the flight schedule adjustment module also adjusts the flight data of several low-altitude flight plans that have route conflicts, and obtains the adjusted flight data. The flight operation diagram generation module updates the flight operation diagram based on the adjusted flight data; The flight operation diagram display module displays the updated flight operation diagram in real time on the display interface.

2. The system for automatically detecting and adjusting flight plans as described in claim 1, characterized in that, The flight operation chart includes a first operation chart, which contains the operation lines for each low-altitude flight plan. The operation lines for each low-altitude flight plan are dynamically displayed on the time axis. Each operation line corresponds to a route, which consists of multiple waypoints. The departure time and departure airport are displayed at one end of the operation line, and the landing time and arrival airport are displayed at the other end of the operation line. All departure airports are displayed on a first straight line parallel to the time axis, and all landing airports are displayed on a second straight line parallel to the time axis. The intersection points of the routes are displayed on the operation lines. The operation lines are distributed on the time axis according to the departure and landing times. The intersection point refers to the intersection of different routes. The intersection point involves at least two routes and includes at least: route intersection point, route merging point, route fork point, route area entrance, route area exit, route entry point, route exit point, takeoff point, and landing point.

3. The system for automatically detecting and adjusting flight plans as described in claim 2, characterized in that, The method for automatically detecting the flight interval between low-altitude flight plans using the same route by the flight interval detection module includes: obtaining flight data of low-altitude flight plans from the flight operation diagram; automatically detecting and calculating the time interval between different low-altitude flight plans using the same route passing through the same waypoint on the route; if the time interval between two low-altitude flight plans at any waypoint is less than the recommended flight interval, it is determined that the flight interval between the two low-altitude flight plans does not meet the recommended flight interval; if the minimum time interval between the two low-altitude flight plans at all waypoints is greater than the recommended flight interval, it is determined that the flight interval between the two low-altitude flight plans does not meet the recommended flight interval.

4. The system for automatically detecting and adjusting flight plans as described in claim 3, characterized in that, The method for adjusting flight data of low-altitude flight plans whose flight intervals do not meet the recommended flight interval by the flight schedule adjustment module includes: if the time interval between two low-altitude flight plans at any waypoint is less than the recommended flight interval, according to the operation instruction to change the takeoff and landing time received by the instruction receiving module, the flight schedule adjustment module adjusts the takeoff and landing times of at least one of the two low-altitude flight plans in the first schedule so that the flight interval between the two low-altitude flight plans meets the recommended flight interval; if the minimum time interval between the two low-altitude flight plans at all waypoints is greater than the recommended flight interval, according to the operation instruction to change the takeoff and landing time received by the instruction receiving module, the flight schedule adjustment module adjusts the takeoff and landing times of at least one of the two low-altitude flight plans in the first schedule so that the flight interval between the two low-altitude flight plans meets the recommended flight interval.

5. The system for automatically detecting and adjusting flight plans as described in claim 2, characterized in that, The method for automatically detecting low-altitude flight plans with route conflicts by the route conflict detection module includes: if there is at least one of the following among the routes of various low-altitude flight plans in the flight operation diagram: route intersection, route merging point, route fork point, route area entrance, route area exit, route entry point, route exit point, take-off point, and landing point, then it is determined that there is a possible conflict point in the route of the low-altitude flight plan; flight data of the low-altitude flight plan is acquired; the arrival time of each possible conflict point on the route of each low-altitude flight plan is calculated; if the time interval between the arrival of the same possible conflict point on the routes of different low-altitude flight plans is less than a threshold, then the possible conflict point is determined as a conflict point, and the conflict point is specially marked in the first operation diagram.

6. The system for automatically detecting and adjusting flight plans as described in claim 5, characterized in that, The method for adjusting flight data of low-altitude flight plans that have route conflicts by the flight schedule adjustment module includes: according to the operation instruction to change the takeoff time and landing time received by the instruction receiving module, the flight schedule adjustment module changes the takeoff time and landing time of the low-altitude flight plans involved in the conflict point in the first flight schedule, so that the low-altitude flight plans pass through the intersection point at staggered times.

7. The system for automatically detecting and adjusting flight plans as described in claim 5, characterized in that, The method for the flight data of low-altitude flight plans that have conflicting flight routes by the flight operation chart adjustment module includes: according to the operation instruction to change the flight route received by the instruction receiving module, the flight operation chart adjustment module changes the flight route of the low-altitude flight plans involved in the conflict point in the first flight operation chart so that the low-altitude flight plans no longer have an intersection point.

8. The system for automatically detecting and adjusting flight plans as described in claim 6 or 7, characterized in that, Based on the predetermined flight data in the low-altitude flight plan of the low-altitude aircraft received by the data receiving module, the flight operation diagram generation module generates a planned flight line in the first operation diagram. Based on the actual flight data sent by the low-altitude aircraft executing the low-altitude flight plan received by the data receiving module, the flight operation diagram generation module generates an actual flight line in the first operation diagram. The flight operation diagram generation module sets a current time indicator line in the first operation diagram. The current time indicator line is perpendicular to the time axis and moves dynamically in the direction of time flow. The planned running line and the actual running line are displayed simultaneously behind the movement of the current time indicator line, while only the planned running line is displayed in front of the movement of the current time indicator line.

9. The system for automatically detecting and adjusting flight plans as described in claim 8, characterized in that, The flight operation diagram display module displays the first operation diagram by default on the display interface.

10. The system for automatically detecting and adjusting flight plans as described in claim 6 or 7, characterized in that, The flight operation chart also includes a second operation chart, which includes intersections and conflict points on each route. The conflict points are distributed on a time axis according to the conflict time, and the conflict point shows the number of low-altitude flight plans involved in the conflict point. The flight operation map generation module sets a first link point at the intersection point in the first operation map. When the instruction receiving module receives a first operation instruction triggered by clicking the first link point, the flight operation map display module jumps from the first operation map to the second operation map and displays the second operation map on the display interface. The flight operation diagram generation module sets a third link point at the conflict point in the second operation diagram. When the instruction receiving module receives a third operation instruction triggered by clicking the third link point, the flight operation diagram display module jumps from the second operation diagram to the first operation diagram and displays the first operation diagram on the display interface.

11. The system for automatically detecting and adjusting flight plans as described in claim 10, characterized in that, After the route conflict detection module automatically detects a conflict point in the first flight map, it automatically synchronizes the flight data of the low-altitude flight plan involved in the conflict point to the second flight map and marks the conflict point in the second flight map. When the instruction receiving module receives a third operation instruction triggered by clicking the third link point on the second flight map, the flight flight map display module jumps to the first flight map, and the flight flight map adjustment module executes the method of adjusting the flight data of the low-altitude flight plan that has a route conflict. The flight operation diagram generation module synchronizes the adjusted flight data to the second operation diagram in real time, and generates an updated second operation diagram based on the adjusted flight data.

12. The system for automatically detecting and adjusting flight plans as described in claim 11, characterized in that, The flight operation diagram generation module sets a current time indicator line in the second operation diagram. The current time indicator line is perpendicular to the time axis and moves dynamically in the direction of time flow. After the movement of the current time indicator line, it displays conflict points that have occurred and have not been resolved, and before the movement of the current time indicator line, it displays conflict points that may occur in the future.

13. The system for automatically detecting and adjusting flight plans as described in claim 6 or 7, characterized in that, The flight operation diagram also includes a third operation diagram, which includes takeoff and landing indicators for each airport. Each takeoff indicator corresponds to the takeoff airport and takeoff time in a low-altitude flight plan, and each landing indicator corresponds to the landing airport and landing time in a low-altitude flight plan. Each airport is displayed as a straight line parallel to the time axis, and multiple takeoff indicators are distributed on each airport line according to the takeoff time, and multiple landing indicators are distributed on each airport line according to the landing time. The flight operation diagram generation module sets a second link point on the first straight line and the second straight line in the first operation diagram. When the instruction receiving module receives a second operation instruction triggered by clicking the second link point, the flight operation diagram display module jumps from the first operation diagram to the third operation diagram and displays the third operation diagram on the display interface. The flight operation diagram generation module sets fourth link points on the takeoff and landing indicators in the third operation diagram. When the instruction receiving module receives a fourth operation instruction triggered by clicking the fourth link point, the flight operation diagram display module jumps from the third operation diagram to the first operation diagram and displays the first operation diagram on the display interface.

14. The system for automatically detecting and adjusting flight plans as described in claim 13, characterized in that, After the route conflict detection module automatically detects a conflict point in the first flight diagram, it automatically synchronizes the flight data of the low-altitude flight plan involved in the conflict point to the third flight diagram, and gives special marking to the takeoff and landing indicators that have conflicted in the third flight diagram. When the instruction receiving module receives the fourth operation instruction triggered by clicking the fourth link point on the takeoff indicator or landing indicator on the third flight chart, the flight chart display module jumps to the first flight chart, and the flight chart adjustment module executes the method of adjusting the flight data of the low-altitude flight plan that has a route conflict. The flight operation diagram generation module synchronizes the adjusted flight data to the third operation diagram in real time, and generates an updated third operation diagram based on the adjusted flight data.

15. The system for automatically detecting and adjusting flight plans as described in claim 14, characterized in that, The flight operation diagram generation module sets a current time indicator line in the third operation diagram. The current time indicator line is perpendicular to the time axis and moves dynamically in the direction of time flow. After the movement of the current time indicator line, takeoff and landing indicators that have already occurred are displayed, and in front of the movement of the current time indicator line, takeoff and landing indicators that may occur in the future are displayed.

16. The system for automatically detecting and adjusting flight plans as described in claim 1, characterized in that, The system for automatically detecting and adjusting flight plans also includes a database management module, which stores the planned flight data and actual flight data of the low-altitude flight plan, stores the flight operation map generated by the flight operation map management module, and stores the adjusted low-altitude flight plan flight data and the updated flight operation map in real time.

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