CN108489480B - Airplane track straight-line turning detection method - Google Patents
Airplane track straight-line turning detection method Download PDFInfo
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- CN108489480B CN108489480B CN201810222310.6A CN201810222310A CN108489480B CN 108489480 B CN108489480 B CN 108489480B CN 201810222310 A CN201810222310 A CN 201810222310A CN 108489480 B CN108489480 B CN 108489480B
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Abstract
The invention provides a method for detecting straight turning of an aircraft track, which comprises a track data acquisition step, an azimuth difference value calculation step, an azimuth difference value summation step, a first track judgment step, a first horizontal distance calculation step, a second track judgment step, a second horizontal distance calculation step, a third track judgment step and a termination step.
Description
Technical Field
The invention relates to the field of flight path detection, in particular to a method for detecting straight turning of an aircraft flight path.
Background
For airborne track data, a complete flight track from take-off to landing is continuously recorded, the complete flight track comprises information such as positions of a straight flight section and a turning flight section of an observation area, and the track of the straight flight section can be used for analyzing the consistency of an actual track and a planned route and judging whether the flight design requirement is met or not, so that the whole track needs to be segmented and straight line segment data in the whole track is extracted. Due to the influence of unstable motion air, the airplane has a shaking phenomenon in the flying process, and for a straight line route, the actual flying track has certain change, and the angle between the current track point and the previous track point and the next track point has certain fluctuation. Therefore, through the accumulated angle change of the continuous track points, the straight track characteristic can be better described. If only the accumulated angle change of the continuous track points is used for track segmentation, the track segment is too broken for the track mixed with the spiral rising process, and in addition, the long flight line with certain curvature is divided into multiple segments, so that the expected segmentation effect cannot be achieved. Therefore, it is desirable to automatically merge shorter straight segments to reach a long straight segment and to automatically merge consecutive turns with a smaller number of turns.
Disclosure of Invention
The invention aims to provide a method for detecting straight turning of an aircraft track, which is characterized in that straight line segments which do not meet the length requirement are automatically merged into adjacent turning segments, and straight line segment data in the track are extracted, so that whether the actual track is consistent with the planned track or not is analyzed, and whether the flight design requirement is met or not is detected.
In order to solve the above problem, a first aspect of the present invention provides a method for detecting a straight turn of an aircraft track, including:
acquiring track data, namely acquiring the track data of each track point in the aircraft navigation process, and calculating the azimuth angle of each track point;
an azimuth difference value calculation step, wherein the azimuth difference values of two adjacent track points are sequentially acquired from a track starting point, if the azimuth difference value is within a range (-180, 180), a corrected azimuth difference value is directly obtained, if the azimuth difference value is larger than 180 degrees, the corrected azimuth difference value is the azimuth difference value minus 360 degrees, and if the azimuth difference value is smaller than-180 degrees, the corrected azimuth difference value is the azimuth difference value plus 360 degrees;
an azimuth difference value summing step of summing the corrected azimuth difference values obtained in the azimuth difference value calculating step to obtain a summed result;
a first track judgment step, namely comparing a summation result obtained in the azimuth difference value summation step with a corresponding first comparison threshold value, judging whether the track of the airplane is an initial straight line segment, if the summation result is smaller than the first comparison threshold value, determining the track to be a part of the initial straight line segment, continuing to execute the azimuth difference value summation step, if the summation result is larger than or equal to the first comparison threshold value, determining a subsequent track point to be a segmentation point, storing a temporary track point list, and entering the next step;
a first horizontal distance calculating step of obtaining a first horizontal distance between two end points of the initial straight-line segment, the first horizontal distance being obtained by:
wherein RD is the first horizontal distance, initial straightThe coordinates of two end points of the line segment are respectively (x)1, y1)、(x2, y2)；
A second track judging step, if the first horizontal distance is larger than a second comparison threshold value, storing the track point of the current track into a complete straight-line segment list, emptying the temporary track point list, continuously and circularly judging the subsequent track point, if the first horizontal distance is smaller than or equal to the second comparison threshold value, transferring the temporary track point list of the current track segment into a complete turning segment list, and entering the next step;
a second horizontal distance calculating step of obtaining a second horizontal distance between two end points of the complete straight line segment, the second horizontal distance being obtained by the following formula:
wherein WD is the second horizontal distance, and the coordinates of two end points of the complete straight-line segment are respectively (x)11, y11)、(x22, y22)；
A third track judging step, wherein if the second horizontal distance is greater than a third comparison threshold value, the track point of the current track section is stored into an effective straight line section list, and if the second horizontal distance is less than or equal to the third comparison threshold value, the track point of the current track section is stored into an effective turning section list; continuing to execute the first track judgment step from the segmentation point;
and a termination step, namely after the track points in the navigation process are judged, returning to the effective straight line segment list and the effective turning segment list.
Further, in the above method for detecting a straight turning of an aircraft track, the step of calculating the azimuth difference value further includes:
calculating a first azimuth, namely calculating the first azimuth according to track data of the first track point and the second track point;
calculating a second azimuth angle, namely calculating the second azimuth angle according to the track data of the second track point and the third track point;
……
calculating an n-1 th azimuth angle, namely calculating the (n-1) th azimuth angle according to the (n-1) th track point and the track data of the nth track point;
further, according to the method for detecting the straight turning of the aircraft track, the azimuth angle difference values of the (n-1) th azimuth angle of the first azimuth angle and the second azimuth angle … … are sequentially calculated according to the acquired azimuth angle data of the track point.
And controlling the straight line section and the turning section of the flight path through the first comparison threshold, the second comparison threshold and the third comparison threshold, so as to control the bending degree of the straight line section and the short straight line section in the turning section.
Drawings
FIG. 1 is a schematic diagram of method steps according to an embodiment of the invention;
FIG. 2 is a schematic flow diagram according to an embodiment of the invention;
FIG. 3 is a schematic track diagram according to an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings in conjunction with the following detailed description. It should be understood that the description is intended to be exemplary only, and is not intended to limit the scope of the present invention. Moreover, in the following description, descriptions of well-known structures and techniques are omitted so as to not unnecessarily obscure the concepts of the present invention.
In the following, the present embodiment is described in detail, and referring to fig. 1, the method shown in the present embodiment includes the following steps:
s100: acquiring track data, namely acquiring the track data of each track point in the aircraft navigation process, and calculating the azimuth angle of each track point;
s200: an azimuth difference value calculation step, namely sequentially acquiring the azimuth difference values of two adjacent track points, directly obtaining a corrected azimuth difference value if the azimuth difference value is within a range of (-180, 180), wherein the corrected azimuth difference value is the azimuth difference value minus 360 degrees if the azimuth difference value is larger than 180 degrees, and the corrected azimuth difference value is the azimuth difference value plus 360 degrees if the azimuth difference value is smaller than-180 degrees;
the azimuth difference calculation step further includes:
calculating a first azimuth, namely calculating the first azimuth according to track data of the first track point and the second track point;
calculating a second azimuth angle, namely calculating the second azimuth angle according to the track data of the second track point and the third track point;
……
calculating an n-1 th azimuth angle, namely calculating the (n-1) th azimuth angle according to the (n-1) th track point and the track data of the nth track point;
s300: an azimuth difference value summing step of summing the corrected azimuth difference values obtained in the azimuth difference value calculating step to obtain a summed result;
and sequentially calculating azimuth angle difference values of a first azimuth angle and a (n-1) th azimuth angle of a second azimuth angle … … according to the acquired azimuth angle data of the track point.
S400: a first track judging step, namely comparing the summation result obtained in the correcting azimuth difference value summation step with a corresponding first comparison threshold value, and judging whether the track of the airplane is an initial straight line segment, wherein if the summation result is smaller than the first comparison threshold value, the initial straight line segment is obtained, and if the summation result is larger than or equal to the first comparison threshold value, the last track point is a segmentation point;
s500: a first horizontal distance calculating step of acquiring a first horizontal distance between two end points of the straight line segment;
s600: a second track judging step, if the first horizontal distance is greater than the second comparison threshold, the track is a part of a complete straight line segment, the subsequent track point is continuously and circularly judged, if the first horizontal distance is less than or equal to the second comparison threshold, the track is a part of a complete turning segment, and the next step is carried out;
s700: a second horizontal distance calculating step of acquiring a second horizontal distance between two end points of the complete straight-line segment;
s800: a third track judging step, wherein if the second horizontal distance is larger than the third comparison threshold, the track is an effective straight line segment, and if the second horizontal distance is smaller than or equal to the third comparison threshold, the track is a part of an effective turning segment
S900: and a termination step, namely after the track points in the navigation process are judged, returning the effective straight line segment list and the effective turning segment list.
Referring to fig. 2, after the track data of each track point is acquired, it is first determined whether the track includes an initial straight line segment, and a difference dA between the azimuth angles a1 and a2 is calculated according to the azimuth angle a1 of the previous track point and the azimuth angle a2 of the next track point, that is, dA = a2-a1, because the range of the azimuth angle is: [0,360 ], if dA >180 °, dA1= dA-360, if dA < -180 °, dA1= dA +360, sequentially calculating azimuth difference values and correcting to obtain corrected azimuth difference value dA1, then performing cumulative summation on corrected azimuth difference value dA1 to obtain summation result sum (dA 1), and then judging whether the azimuth difference value is an initial straight-line segment according to the summation result at the moment.
In the flying process, due to the influence of factors such as air turbulence and the like, when a linear flying task is executed, the azimuth angle between adjacent track points also fluctuates slightly, so when judging whether the track is an initial straight line segment, a summation result sum (dA 1) is compared and judged with a first comparison threshold TA, if the summation result sum (dA 1) is smaller than the first comparison threshold TA, the accumulated summation is carried out to obtain that the track of the summation result sum (dA 1) is the initial straight line segment, if the summation result sum (dA 1) is larger than or equal to the first comparison threshold, the next track point is a segmentation point, the track is regarded as the initial straight line segment, then the initial straight line segment is judged with a second comparison threshold and a third comparison threshold, whether the track is an effective straight line segment or an effective turning segment is judged, and after the track judgment is completed, the remaining track point is judged in a subsequent cycle.
Referring now to FIG. 3, an embodiment of the present invention is shown, where each of the actual tracks AD is first acquiredTrack point a1、a2、a3······anAnd calculating the azimuth angle of each track point and the difference value of the azimuth angles between adjacent track points, namely calculating the track point a1、a2、a3······an-1Then sequentially calculate a1And a2The difference in azimuth angle between them, then a is calculated2、a3Difference in azimuth angle between until a is completedn-2And an-1The difference in azimuth angle between them is calculated.
After the calculation of the azimuth difference is completed, the calculation of the summation of the azimuth differences is started one by one, in the embodiment, the summation is continued from the point a to the point B, the summation result sum (dA 1) =2.3 °, and the first comparison threshold is 10 ° and is smaller than the first comparison threshold, when the summation is reached to the point C, the summation result sum (dA 1) =10.1 °, which is just larger than the first comparison threshold, so that the point C is a segmentation point, and thus the AC segment flight path can be regarded as an initial straight line segment and stored in the temporary flight path point list, and further the calculation of the first horizontal distance between the AC segments is started, and since the information of each flight path point is already obtained, the first horizontal distance of the AC segment can be obtained by calculating the coordinates of the two end points of the AC segment according to the formula (1), the first horizontal distance of the AC segment is 212m, and the second comparison threshold is 5m, and it can be seen that the first horizontal distance of the AC segment is larger than the second comparison threshold, therefore, the AC segment is a complete straight line segment, the temporary track point list is emptied and stored in the complete straight line segment list, and then the second horizontal distance is calculated according to the formula (2), so that the second horizontal distance is 212m, the third comparison threshold is 200m, and it can be seen that the second horizontal distance of the AC segment is greater than the third comparison threshold, so that the AC segment is a valid straight line segment and stored in the valid straight line segment list.
Since the sizes of the first comparison threshold, the second comparison threshold and the third comparison threshold may affect the output of the final result, in general, the first comparison threshold range is 1-15 °, 10 ° is recommended, the second comparison threshold range is 1-10m, 5m is recommended, and the third comparison threshold range is 100-.
After the track judgment of the AC section is completed, the track point judgment can be continued from the point C, and the judgment can be performed according to the steps, which is not described herein again. Since the local track point deviates from the expected track due to the influence of the airflow during the flight of the aircraft, the first complete straight line segment may be the first track segment, and may also be the first track segment and the subsequent multiple track segments.
It is to be understood that the above-described embodiments of the present invention are merely illustrative of or explaining the principles of the invention and are not to be construed as limiting the invention. Therefore, any modification, equivalent replacement, improvement and the like made without departing from the spirit and scope of the present invention should be included in the protection scope of the present invention. Further, it is intended that the appended claims cover all such variations and modifications as fall within the scope and boundaries of the appended claims or the equivalents of such scope and boundaries.
Claims (3)
1. An aircraft track straight line turning detection method is characterized by comprising the following steps:
acquiring track data, namely acquiring the track data of each track point in the aircraft navigation process, and calculating the azimuth angle of each track point;
an azimuth difference value calculation step, namely acquiring the azimuth difference values of two adjacent track points from a track starting point in sequence, directly obtaining a corrected azimuth difference value if the azimuth difference value is within a range of (-180, 180), subtracting 360 degrees from the azimuth difference value if the azimuth difference value is larger than 180 degrees, and adding 360 degrees to the azimuth difference value if the azimuth difference value is smaller than-180 degrees;
an azimuth difference value summing step of summing the corrected azimuth difference values obtained in the azimuth difference value calculating step to obtain a summed result;
a first track judgment step, namely comparing the summation result obtained in the azimuth difference value summation step with a corresponding first comparison threshold value, judging whether the track of the airplane is an initial straight line segment, if the summation result is smaller than the first comparison threshold value, determining that the track is a part of the initial straight line segment, continuing to execute the azimuth difference value summation step, if the summation result is larger than or equal to the first comparison threshold value, determining that the next track point is a segmentation point, storing a temporary track point list, and entering the next step;
a first horizontal distance calculating step of obtaining a first horizontal distance between two end points of the initial straight-line segment, the first horizontal distance being obtained by:
wherein RD is the first horizontal distance, and the coordinates of two end points of the initial straight-line segment are respectively (x)1, y1)、(x2, y2)；
A second track judging step, namely if the first horizontal distance is greater than a second comparison threshold value, storing the track point of the current track into a complete straight-line segment list, emptying a temporary track point list, continuously and circularly judging subsequent track points, if the first horizontal distance is less than or equal to the second comparison threshold value, transferring the temporary track point list of the current track segment to a complete turning segment list, and entering the next step;
a second horizontal distance calculating step of obtaining a second horizontal distance between two end points of the complete straight line segment, the second horizontal distance being obtained by the following formula:
WD is the second horizontal distance, and the coordinates of two end points of the complete straight-line segment are respectively (x)11, y11)、(x22, y22)；
A third track judging step, wherein if the second horizontal distance is greater than a third comparison threshold value, the track point of the current track segment is stored into an effective straight line segment list, and if the second horizontal distance is less than or equal to the third comparison threshold value, the track point of the current track segment is stored into an effective turning segment list; then continuing to perform an azimuth difference summation step from the segmentation points;
and a termination step, namely after the track points in the navigation process are judged, returning the effective straight line segment list and the effective turning segment list.
2. The method of claim 1, wherein the method comprises:
the azimuth difference calculation step further includes:
calculating a first azimuth, namely calculating the first azimuth according to track data of the first track point and the second track point;
calculating a second azimuth angle, namely calculating the second azimuth angle according to the track data of the second track point and the third track point; … …
And (5) calculating an n-1 th azimuth angle, and calculating the (n-1) th azimuth angle according to the (n-1) th track point and the track data of the nth track point.
3. The method of claim 2, wherein the method comprises:
and sequentially calculating azimuth angle difference values of a first azimuth angle and a (n-1) th azimuth angle of a second azimuth angle … … according to the acquired azimuth angle data of the track point.
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