CN106548661B - A kind of aerial avoiding collision based on status predication - Google Patents
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Abstract
The invention discloses a kind of, and the aerial avoiding collision based on status predication includes: the movement state information for continuing through current all aircrafts in the airspace of this machine testing part；According to the movement state information of all aircrafts, the flight progress of all aircrafts in the following specified time length is calculated, and filters out the target aircraft close to the machine；Judge whether target aircraft and the machine constitute collision risk, issues traffic alert message if constituting collision risk；Judge whether the target aircraft for constituting collision risk and the machine constitute collision threat, issues decision warning message if constituting collision threat and collision avoidance decision is provided.By the present invention in that with the lasting flight progress for observing all aircrafts in the following specified time length, filter out the target aircraft close to the machine, judge whether target aircraft and the machine constitute collision risk or collision threat, and provide the technological means of collision avoidance decision, the probability and number of flight collision are effectively reduced, ensures flight safety.
Description
Technical Field
The invention relates to the field of aviation, in particular to an aerial anti-collision method based on state prediction.
Background
With the rapid development of aviation industry, Air Traffic density is increasing day by day, and in order to ensure safe and orderly flight of an aircraft, a reliable and maneuvering anti-collision measure needs to be provided for a pilot on the basis of a traditional Air Traffic Control (ATC) system. Under the condition of limited airspace resources, the result of the surge of flight volume is mainly shown in two aspects: on one hand, the local airspace is crowded, so that flights are delayed greatly, and huge economic loss and adverse social influence are caused to an airline company; and on the other hand, the number of flight conflicts is increased, so that the related air traffic service and safety guarantee system runs under high load, and the safety situation is not optimistic.
In addition, the wide application of various novel aircrafts, particularly high-altitude high-speed long-endurance unmanned aerial vehicles, increases the airspace density and complexity, and poses serious threat to the traditional aviation safety; the proposal of the concept of free flight in the field of Air Traffic Management (ATM) requires that a pilot is allowed to carry out autonomous navigation on a flight path to the maximum extent, which undoubtedly increases the immobility of the flight path in flight and improves the probability of flight conflict.
Aiming at the problem that the flight safety cannot be guaranteed due to the fact that the number of aircrafts is increased and the air route is uncertain in the prior art, no effective solution is provided at present.
Disclosure of Invention
In view of this, the present invention provides an air collision avoidance method based on state prediction, which can effectively reduce the probability and times of flight conflicts and ensure flight safety.
Based on the above purpose, the technical scheme provided by the invention is as follows:
according to one aspect of the invention, a state prediction-based air collision avoidance method is provided, which comprises the following steps:
continuously detecting the motion state information of all current airplanes in a local space through the local airplane;
calculating the flight conditions of all the airplanes within a specified time length in the future according to the motion state information of all the airplanes, and screening out target airplanes close to the airplane;
judging whether a target aircraft and a local aircraft form a collision risk or not, and if so, sending traffic warning information;
and judging whether the target aircraft forming the collision risk and the local aircraft form a collision threat or not, if so, sending out decision warning information and providing a collision avoidance decision.
Wherein the local spatial domain is considered as building a euclidean space model without regard to the earth curvature; the motion state information of the airplane comprises position information, speed information and detection time information.
The method comprises the following steps of calculating the flight conditions of all airplanes within a specified time length in the future according to the motion state information of all airplanes, and screening out target airplanes close to the airplane comprises the following steps:
according to the position information, the speed information and the detection time information of all the airplanes, three-dimensional position vectors, three-dimensional speed vectors, course angles in the horizontal direction and pitch angles in the vertical direction of all the airplanes in Euclidean space are obtained;
according to three-dimensional position vectors, three-dimensional speed vectors, course angles in the horizontal direction and pitch angles in the vertical direction of all airplanes in Euclidean space, obtaining the time when the airplane and other airplanes reach the closest point in the horizontal direction and the vertical direction, the included angle between the speed and the position vectors when the airplane and other airplanes reach the closest point in the horizontal direction and the vertical direction, and the horizontal or vertical distance between the airplane and other airplanes at the closest point in the horizontal direction or the vertical direction;
and screening out the target aircraft close to the aircraft according to the time when the aircraft and other aircraft reach the closest point in the horizontal direction and the vertical direction, the included angle between the speed and the position vector when the aircraft and other aircraft reach the closest point in the horizontal direction and the vertical direction, and the horizontal or vertical distance when the aircraft and other aircraft reach the closest point in the horizontal direction or the vertical direction.
And, judge whether the target plane forms the collision risk with the local plane, if form the collision risk and send the traffic alert information to include:
acquiring a time excitation threshold value of the traffic alert information, and a horizontal distance excitation threshold value and a vertical distance excitation threshold value of the traffic alert information;
sequentially designating each target aircraft;
judging whether the time of the local machine and the designated target aircraft reaching the closest point in the horizontal direction is less than the time excitation threshold value of the traffic alert information, whether the time of the local machine and the designated target aircraft reaching the closest point in the vertical direction is less than the time excitation threshold value of the traffic alert information, whether the horizontal distance between the local machine and the designated target aircraft at the closest point is less than the horizontal distance excitation threshold value of the traffic alert information, and whether the vertical distance between the local machine and the designated target aircraft at the closest point is less than the vertical distance excitation threshold value of the traffic alert information;
and sequentially judging each target aircraft, and when any one of the 4 conditions of any target aircraft is satisfied, judging that the aircraft forms a collision risk to the aircraft, and sending out traffic warning information.
And, judging whether the target aircraft forming the collision risk and the local aircraft form a collision threat, if so, sending decision warning information and providing a collision avoidance decision, comprising:
acquiring a time excitation threshold value of collision threat information and an excitation threshold value of a horizontal distance and a vertical distance of the collision threat information;
sequentially appointing each target airplane forming the conflict risk;
judging whether the time of the local machine and the airplane with the designated collision risk reaching the closest point in the horizontal direction is less than the time triggering threshold of the collision threat information, whether the time of the local machine and the airplane with the designated collision risk reaching the closest point in the vertical direction is less than the time triggering threshold of the collision threat information, whether the current horizontal distance of the local machine and the airplane with the designated collision risk is less than the horizontal distance triggering threshold of the collision threat information, and whether the current vertical distance of the local machine and the airplane with the designated collision risk is less than the vertical distance triggering threshold of the collision threat information;
and sequentially judging each collision risk aircraft, and judging that the aircraft forms collision threat to the local aircraft when any one of the first two conditions is satisfied and any one of the last two conditions is satisfied in the 4 conditions for any one collision risk aircraft, sending collision threat information and providing a collision avoidance decision.
And, providing collision avoidance decisions includes:
judging whether other conflict risk airplanes exist besides the current collision threat airplane accident;
when other collision risk airplanes do not exist, collision avoidance operation schemes in the vertical direction are respectively provided for the airplane and the collision threat airplane;
when other collision risk airplanes exist, designing collision avoidance operation schemes in the vertical direction which are completely the same as the collision avoidance operation schemes in the previous step for the own airplane and the collision threat airplane respectively, and further judging whether the collision avoidance operation schemes can cause new collision threats: if so, respectively providing collision avoidance operation schemes in the horizontal direction, otherwise, directly providing collision avoidance operation schemes in the vertical direction.
And when there is no other conflict risk airplane, providing the collision avoidance operation scheme in the vertical direction for the two airplanes respectively comprises:
according to the current height of the local aircraft and the collision threat aircraft, the speed in the vertical direction and the time of the local aircraft and the collision threat aircraft reaching the closest point in the vertical direction, the vertical height difference of the two aircraft at the closest point is obtained;
acquiring the minimum height limit of the closest point where the local machine and the collision threat aircraft are located, and respectively calculating the uplink height and the downlink height of the local machine and the collision threat aircraft according to the minimum height limit of the closest point and the vertical height difference of the closest point;
acquiring initial acceleration of the airplane, and respectively calculating climbing time and undershoot time of the airplane and the collision threat airplane according to the initial acceleration of the airplane, the time of the airplane and the collision threat airplane reaching the nearest point in the vertical direction, and the ascending height and the descending height;
sending a collision avoidance operation scheme to the part with the vertical height difference larger than zero in the self-machine and the collision threat airplane, so that the self-machine and the collision threat airplane continuously climb upwards for the climbing time and climb upwards within the time of reaching the closest point in the vertical direction;
and sending a collision avoidance operation scheme to the part of the airplane with the vertical height difference smaller than zero to enable the airplane to continuously and downwards rush the down-stroke time and downwards rush the down-stroke height within the time of reaching the closest point in the vertical direction.
Meanwhile, further judging whether the collision avoidance operation scheme causes new collision threats or not comprises the following steps:
sequentially appointing each other conflict risk airplane;
judging whether the current horizontal distance between the local aircraft and the airplane assigned with other collision risks is smaller than the horizontal distance triggering threshold value of the collision threat information or not and whether the current vertical distance between the local aircraft and the airplane assigned with other collision risks is smaller than the vertical distance triggering threshold value of the collision threat information or not;
and sequentially judging each other collision risk aircraft, and judging that the aircraft can cause new collision threats when the two conditions are met for any one other collision risk aircraft.
And, instead of providing collision avoidance operation schemes in the horizontal direction separately, includes:
obtaining the horizontal distance difference of the two airplanes at the closest point according to the current horizontal position, the speed in the horizontal direction and the time for the local airplane and the collision threat airplane to reach the closest point in the horizontal direction;
acquiring the minimum horizontal distance limit of the closest point where the local aircraft and the collision threat aircraft are located, and respectively calculating the horizontal offset of the local aircraft and the collision threat aircraft according to the minimum horizontal distance limit of the closest point and the horizontal distance difference of the closest point;
acquiring initial acceleration of the airplane, and respectively calculating horizontal deflection time of the airplane and the collision threat airplane according to the initial acceleration of the airplane, the time of the airplane and the collision threat airplane reaching the closest point on the horizontal distance and the horizontal deflection of the two airplanes;
and sending a collision avoidance operation scheme to the local aircraft and the collision threat aircraft to enable the two aircraft to continuously deflect the horizontal deflection time to the left side or the right side and horizontally deflect within the time of reaching the closest point on the horizontal distance.
In addition, when the collision avoidance operation scheme in the horizontal direction still can cause new collision threat, a state space is generated and the collision avoidance operation scheme which is comprehensively optimized in the vertical direction and the horizontal direction is respectively provided for the local aircraft and the collision threat aircraft.
From the above, the technical scheme provided by the invention screens out the target aircraft close to the local aircraft by continuously observing the flight conditions of all the aircraft within the specified time length in the future, judges whether the target aircraft and the local aircraft form collision risks or collision threats or not, provides a collision avoidance decision-making technical means, effectively reduces the probability and times of flight collisions, and ensures the flight safety.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a flow chart of a method for air collision avoidance based on state prediction according to an embodiment of the present invention;
FIG. 2 is a diagram of an evaluation and decision model used by TCAS in a two-machine collision avoidance method based on state prediction according to an embodiment of the present invention;
FIG. 3 is a model diagram of TCAS inducing new collisions among multiple collisions in a method for air collision avoidance based on state prediction according to an embodiment of the present invention;
FIG. 4 is a Euclidean three-dimensional space model diagram used in a local space domain in a state prediction-based air collision avoidance method according to an embodiment of the present invention;
FIG. 5 is a diagram of a non-European space model with curvature used in the local spatial domain in the prior art.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions in the embodiments of the present invention will be further described in detail, in conjunction with the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments that can be derived by one of ordinary skill in the art from the embodiments given herein are intended to be within the scope of the present invention.
The air Collision Avoidance System (TCAS) is developed and matured in the 80 th 20 th century and widely applied, is independent of a ground-based ATC System, and judges whether potential Collision threats or Collision risks exist between airplanes by obtaining state information of adjacent airplanes, so that monitoring of the adjacent airplanes is realized, maneuvering Avoidance is performed according to self conditions, the possibility of Collision of aircrafts is effectively reduced, and flight safety is ensured.
The problem of air traffic congestion is caused by the imbalance between the capacity and the demand of an air traffic system, and the basic idea for solving the problem is to actively seek means and methods for increasing the capacity of an airspace, such as reducing the vertical interval, reducing the longitudinal interval, optimizing the airspace structure, flexibly using the airspace and the like. At the same time, the risk of encountering an intruder is increased, and the probability of multi-machine conflict situation is increased. Therefore, there is a need for effective improvements in TCAS to improve the ability to avoid collisions.
According to one embodiment of the invention, an air collision avoidance method based on state prediction is provided.
As shown in fig. 1, the method provided according to the embodiment of the present invention includes:
step S101, continuously detecting the motion state information of all current airplanes in a local space domain through a local airplane;
step S103, calculating the flight conditions of all the airplanes within a specified time length in the future according to the motion state information of all the airplanes, and screening out target airplanes close to the airplane;
step S105, judging whether the target aircraft and the local aircraft form a collision risk or not, and if so, sending traffic warning information;
and step S107, judging whether the target aircraft forming the collision risk and the local aircraft form a collision threat, if so, sending out decision warning information and providing a collision avoidance decision.
Wherein the local spatial domain is considered as building a euclidean space model without regard to the earth curvature; the motion state information of the airplane comprises position information, speed information and detection time information.
The method comprises the following steps of calculating the flight conditions of all airplanes within a specified time length in the future according to the motion state information of all airplanes, and screening out target airplanes close to the airplane comprises the following steps:
according to the position information, the speed information and the detection time information of all the airplanes, three-dimensional position vectors, three-dimensional speed vectors, course angles in the horizontal direction and pitch angles in the vertical direction of all the airplanes in Euclidean space are obtained;
according to three-dimensional position vectors, three-dimensional speed vectors, course angles in the horizontal direction and pitch angles in the vertical direction of all airplanes in Euclidean space, obtaining the time when the airplane and other airplanes reach the closest point in the horizontal direction and the vertical direction, the included angle between the speed and the position vectors when the airplane and other airplanes reach the closest point in the horizontal direction and the vertical direction, and the horizontal or vertical distance between the airplane and other airplanes at the closest point in the horizontal direction or the vertical direction;
and screening out the target aircraft close to the aircraft according to the time when the aircraft and other aircraft reach the closest point in the horizontal direction and the vertical direction, the included angle between the speed and the position vector when the aircraft and other aircraft reach the closest point in the horizontal direction and the vertical direction, and the horizontal or vertical distance when the aircraft and other aircraft reach the closest point in the horizontal direction or the vertical direction.
And, judge whether the target plane forms the collision risk with the local plane, if form the collision risk and send the traffic alert information to include:
acquiring a time excitation threshold value of the traffic alert information, and a horizontal distance excitation threshold value and a vertical distance excitation threshold value of the traffic alert information;
sequentially designating each target aircraft;
judging whether the time of the local machine and the designated target aircraft reaching the closest point in the horizontal direction is less than the time excitation threshold value of the traffic alert information, whether the time of the local machine and the designated target aircraft reaching the closest point in the vertical direction is less than the time excitation threshold value of the traffic alert information, whether the horizontal distance between the local machine and the designated target aircraft at the closest point is less than the horizontal distance excitation threshold value of the traffic alert information, and whether the vertical distance between the local machine and the designated target aircraft at the closest point is less than the vertical distance excitation threshold value of the traffic alert information;
and sequentially judging each target aircraft, and when any one of the 4 conditions of any target aircraft is satisfied, judging that the aircraft forms a collision risk to the aircraft, and sending out traffic warning information.
And, judging whether the target aircraft forming the collision risk and the local aircraft form a collision threat, if so, sending decision warning information and providing a collision avoidance decision, comprising:
acquiring a time excitation threshold value of collision threat information and an excitation threshold value of a horizontal distance and a vertical distance of the collision threat information;
sequentially appointing each target airplane forming the conflict risk;
judging whether the time of the local machine and the airplane with the designated collision risk reaching the closest point in the horizontal direction is less than the time triggering threshold of the collision threat information, whether the time of the local machine and the airplane with the designated collision risk reaching the closest point in the vertical direction is less than the time triggering threshold of the collision threat information, whether the current horizontal distance of the local machine and the airplane with the designated collision risk is less than the horizontal distance triggering threshold of the collision threat information, and whether the current vertical distance of the local machine and the airplane with the designated collision risk is less than the vertical distance triggering threshold of the collision threat information;
and sequentially judging each collision risk aircraft, and judging that the aircraft forms collision threat to the local aircraft when any one of the first two conditions is satisfied and any one of the last two conditions is satisfied in the 4 conditions for any one collision risk aircraft, sending collision threat information and providing a collision avoidance decision.
And, providing collision avoidance decisions includes:
judging whether other conflict risk airplanes exist besides the current collision threat airplane accident;
when other collision risk airplanes do not exist, collision avoidance operation schemes in the vertical direction are respectively provided for the airplane and the collision threat airplane;
when other collision risk airplanes exist, designing collision avoidance operation schemes in the vertical direction which are completely the same as the collision avoidance operation schemes in the previous step for the own airplane and the collision threat airplane respectively, and further judging whether the collision avoidance operation schemes can cause new collision threats: if so, respectively providing collision avoidance operation schemes in the horizontal direction, otherwise, directly providing collision avoidance operation schemes in the vertical direction.
And when there is no other conflict risk airplane, providing the collision avoidance operation scheme in the vertical direction for the two airplanes respectively comprises:
according to the current height of the local aircraft and the collision threat aircraft, the speed in the vertical direction and the time of the local aircraft and the collision threat aircraft reaching the closest point in the vertical direction, the vertical height difference of the two aircraft at the closest point is obtained;
acquiring the minimum height limit of the closest point where the local machine and the collision threat aircraft are located, and respectively calculating the uplink height and the downlink height of the local machine and the collision threat aircraft according to the minimum height limit of the closest point and the vertical height difference of the closest point;
acquiring initial acceleration of the airplane, and respectively calculating climbing time and undershoot time of the airplane and the collision threat airplane according to the initial acceleration of the airplane, the time of the airplane and the collision threat airplane reaching the nearest point in the vertical direction, and the ascending height and the descending height;
sending a collision avoidance operation scheme to the part with the vertical height difference larger than zero in the self-machine and the collision threat airplane, so that the self-machine and the collision threat airplane continuously climb upwards for the climbing time and climb upwards within the time of reaching the closest point in the vertical direction;
and sending a collision avoidance operation scheme to the part of the airplane with the vertical height difference smaller than zero to enable the airplane to continuously and downwards rush the down-stroke time and downwards rush the down-stroke height within the time of reaching the closest point in the vertical direction.
Meanwhile, further judging whether the collision avoidance operation scheme causes new collision threats or not comprises the following steps:
sequentially appointing each other conflict risk airplane;
judging whether the current horizontal distance between the local aircraft and the airplane assigned with other collision risks is smaller than the horizontal distance triggering threshold value of the collision threat information or not and whether the current vertical distance between the local aircraft and the airplane assigned with other collision risks is smaller than the vertical distance triggering threshold value of the collision threat information or not;
and sequentially judging each other collision risk aircraft, and judging that the aircraft can cause new collision threats when the two conditions are met for any one other collision risk aircraft.
And, instead of providing collision avoidance operation schemes in the horizontal direction separately, includes:
obtaining the horizontal distance difference of the two airplanes at the closest point according to the current horizontal position, the speed in the horizontal direction and the time for the local airplane and the collision threat airplane to reach the closest point in the horizontal direction;
acquiring the minimum horizontal distance limit of the closest point where the local aircraft and the collision threat aircraft are located, and respectively calculating the horizontal offset of the local aircraft and the collision threat aircraft according to the minimum horizontal distance limit of the closest point and the horizontal distance difference of the closest point;
acquiring initial acceleration of the airplane, and respectively calculating horizontal deflection time of the airplane and the collision threat airplane according to the initial acceleration of the airplane, the time of the airplane and the collision threat airplane reaching the closest point on the horizontal distance and the horizontal deflection of the two airplanes;
and sending a collision avoidance operation scheme to the local aircraft and the collision threat aircraft to enable the two aircraft to continuously deflect the horizontal deflection time to the left side or the right side and horizontally deflect within the time of reaching the closest point on the horizontal distance.
In addition, when the collision avoidance operation scheme in the horizontal direction still can cause new collision threat, a state space is generated and the collision avoidance operation scheme which is comprehensively optimized in the vertical direction and the horizontal direction is respectively provided for the local aircraft and the collision threat aircraft.
And the TCAS performs logic judgment according to the two-machine distance and the expected meeting time and provides alarm information of two levels. When the intruder enters the threat area, the traffic collision risk is caused, and the TCAS sends traffic alert information (TA) to enable the pilot to perceive and draw attention; when the intruder approaches and enters the warning area, a collision threat is formed, the TCAS sends out a decision alert message (RA) advising the pilot to adopt a climbing or descending strategy in order to avoid collision. TCAS mainly uses the time when the local and the intruder reach the Closest Point of Approach (CPA) between them, and not just depends on the distance to decide whether to issue TA and RA recommendations. The TCAS detects and evaluates threats of an intruding aircraft according to a Horizontal (HMD) and Vertical (VMD) interval between a local machine and an intruding machine at a closest point of approach, and predicts a time Tau when the two machines reach the CPA and the HMD and the VMD. TCAS generally provides an RA recommendation that does not traverse a given route of an intruder, achieving that the altitude difference between the two parties meets a minimum Altitude Limit (ALIM) at CPA. However, if the difference in altitude between the two parties does not satisfy ALIM at CPA, then TCAS will provide an RA recommendation for crossing the intended route of the intruder, as shown in FIG. 2.
In recent years, as the air traffic volume increases, the airspace density increases, and the possibility of the occurrence of double-machine and multi-machine flight conflicts increases. FIG. 3 shows TCAs each installedThe four airplanes of S induce the situation of chain collision. There is a conflict 1 between aircraft 1 and aircraft 2 and a conflict 2 between aircraft 3 and aircraft 4. Variables ofRepresenting the time, variable, of occurrence of the respective aircraft TAIndicating the time at which the corresponding aircraft RA occurred. Considering only decision warning information, airplane 1 descends while airplane 2 ascends to resolve conflict 1, airplane 3 descends while airplane 4 ascends to resolve conflict 2; but descending aircraft 1 and ascending aircraft 4 may induce a new conflict.
The technical solution of the present invention is further illustrated below according to specific examples.
As shown in fig. 4, the local spatial domain where the multi-machine situation exists is modeled by using a euclidean three-dimensional space (without curvature) model instead of the non-european model considering the earth ellipsoid used in the prior art as shown in fig. 5. For the TCAS anti-collision research of an operation level, the time span is very small (usually less than one minute), and the distribution of the airplane is compact, so that a local airspace model can be simplified, a longitude, latitude and altitude three-dimensional coordinate system is constructed, and the calculation amount is greatly reduced.
The TCAS determines whether to send TA and RA information by adopting the time from the local machine and the intruder to a closest point CPA (cross-point distance), namely the minimum distance between the two machines, and carries out collision detection on the meeting airplanes according to the horizontal interval HMD and the vertical interval VMD of the local machine and the intruder at the CPA, wherein the time for sending TA and RA is different at different height layers. The following table specifically shows the parameter settings for different height conditions.
When two airplanes are heading the same and approach slowly with a small speed difference, it is very dangerous to judge by the time to reach the CPA, so it is necessary to consider the spatial zone limitation, that is, TA or RA is issued when the distances in the horizontal and vertical directions are smaller than the corresponding values (corresponding to different altitudes). Furthermore, it should be emphasized that the two-machine collision event does not take into account the temporal criterion, but only whether the horizontal distance difference and the height difference reach the respective threshold values at the same time.
The collision avoidance mechanism of TCAS is realized by TA and RA two-stage alarm. The airborne TCAS calculates the position and speed information of the airplanes in the airspace, judges whether TA alarm threshold values are reached between the airplanes, if the situation is continuously worsened, the adjacent airplanes are continuously close, conflict resolution is needed, namely when collision is predicted to occur, an ideal decision for avoiding flight collision is planned, and a pilot can control the airplanes to reach a safe area according to the prompted RA suggestion.
At time t, the corresponding dynamic parameter (position) of Aircraft iAnd velocity) Can be expressed as:
wherein,indicating the heading angle in the horizontal direction,indicating the pitch angle in the vertical direction.
For two machines i and j, also
Wherein,andis defined as the time at which Aircraft i and Aircraft j reach CPA in the horizontal and vertical directions at time t;andare included angles of Aircraft i and Aircraft j velocity and position vectors, respectively, and andhorizontal and vertical distances between them, respectively;is the horizontal distance between them at CPAThen the vertical distance.
In actual flight, not all aircraft in close proximity to each other trigger TA and RA, since the distance between the two aircraft in the horizontal or vertical direction does not reach the corresponding threshold at CPA. Meanwhile, TCAS does not necessarily appear RA after TA is sent out because the aircraft has already changed course, etc. Therefore, a valid TA will be triggered if the following conditions are met:
when the two machines continue to approach and the following conditions are met, the TCAS will issue an RA recommendation:
wherein, TimeTAAnd TimeRATime thresholds for TA and RA excitation, respectively; DMODRAAnd ZTHRRARespectively are the horizontal and vertical distance threshold values when the two machines approach horizontally on the same course. The RA direction (climb/descent) selection is generally determined from the vertical height difference at CPA in the horizontal direction:
in general,andthe aircraft with the larger median value is selected to ascend, and the aircraft with the smaller median value is selected to descend. The pilot typically sets the response RA within 5s with an initial acceleration of av0.25g and at least ALIM is reached at vertical CPA.
The corresponding variation heights for Aircraft i are:
further, the acceleration time of Aircraft iComprises the following steps:
two-aircraft acceleration time in mutually cooperative aircraft conflict resolutionAndare set equal.
The risk of multiple machine collisions may cause a cascading collision accident. Potential chain collisions are that the Aircraft Aircrafti, one intruder Aircraft j and the other intruder Aircraft k are at a certain time t in the futurea1The distance in both horizontal and vertical directions is less than the collision zone threshold:
in order to provide decision consultation for avoiding collision for pilots, the TCAS must predict flight trajectory points of the two aircraft at the current moment and at each future moment according to the relative positions of the two aircraft in the air before the local aircraft and the intruder reach the closest point, then judge whether flight collision occurs according to the predicted flight trajectory and release the collision by following TCAS collision avoidance logic, and judge whether chain collision exists or not according to the collision of the adjacent multiple aircraft, thereby determining what kind of (vertical/horizontal) avoidance measures should be taken by the local aircraft.
Aircraft with a flight control devicePreferably, a collision avoidance strategy in the vertical direction is adopted, and if the risk of linkage collision or even the collision situation is possibly caused in the vertical direction, a collision avoidance strategy in the horizontal direction is adopted. Typically, the aircraft selects a direction away from the horizontal CPA for heading yaw (left/right). The pilot typically sets the response RA within 5s with an initial acceleration of ah0.25g and at CPA the horizontal distance at least reaches the minimum horizontal distance limit hres (horizontal result).
For Aircraft i, the corresponding horizontal distance of change is:
further, the acceleration time of Aircraft iComprises the following steps:
two-aircraft acceleration time in mutually cooperative aircraft conflict resolutionAndare set equal.
In summary, according to the technical scheme of the invention, by continuously observing the flight conditions of all the airplanes within a specified time length in the future, the target airplane close to the own airplane is screened out, whether the target airplane and the own airplane form a collision risk or a collision threat is judged, and a collision avoidance decision is provided, so that the probability and the times of flight collision are effectively reduced, and the flight safety is guaranteed.
Those of ordinary skill in the art will understand that: the invention is not to be considered as limited to the specific embodiments thereof, but is to be understood as being modified in all respects, all changes and equivalents that come within the spirit and scope of the invention.
Claims (7)
1. An air anti-collision method based on state prediction is characterized by comprising the following steps:
continuously detecting the motion state information of all current airplanes in a local space through the local airplane;
according to the running state information of all the airplanes, three-dimensional position vectors, three-dimensional speed vectors, course angles in the horizontal direction and pitch angles in the vertical direction of all the airplanes in Euclidean space are obtained;
according to the three-dimensional position vectors, the three-dimensional speed vectors, the course angles in the horizontal direction and the pitch angles in the vertical direction of all the airplanes in the Euclidean space, the time when the own airplane and other airplanes reach the closest point in the horizontal direction and the vertical direction, the included angle between the speed and the position vectors when the own airplane and other airplanes are at the closest point in the horizontal direction and the vertical direction, and the horizontal or vertical distance when the own airplane and other airplanes are at the closest point in the horizontal direction or the vertical direction are obtained;
screening out a target airplane close to the airplane according to the time when the airplane and other airplanes reach the closest point in the horizontal direction and the vertical direction, the included angle between the speed and the position vector when the airplane and other airplanes reach the closest point in the horizontal direction and the vertical direction, and the horizontal or vertical distance when the airplane and other airplanes reach the closest point in the horizontal direction or the vertical direction;
acquiring a time excitation threshold value of the traffic alert information, and a horizontal distance excitation threshold value and a vertical distance excitation threshold value of the traffic alert information;
sequentially appointing each target aircraft, and judging whether the time of the local aircraft and the appointed target aircraft reaching the closest point in the horizontal direction is less than the time excitation threshold value of the traffic alert information, whether the time of the local aircraft and the appointed target aircraft reaching the closest point in the vertical direction is less than the time excitation threshold value of the traffic alert information, whether the horizontal distance between the local aircraft and the appointed target aircraft at the closest point is less than the horizontal distance excitation threshold value of the traffic alert information, and whether the vertical distance between the local aircraft and the appointed target aircraft at the closest point is less than the vertical distance excitation threshold value of the traffic alert information;
sequentially judging each target aircraft, and when any one of the 4 conditions in the step on any one target aircraft is satisfied, judging that the aircraft forms a collision risk to the local aircraft, and sending out traffic alert information;
acquiring a time excitation threshold value of collision threat information and an excitation threshold value of a horizontal distance and a vertical distance of the collision threat information;
sequentially appointing each target aircraft forming the collision risk, and judging whether the time of the local aircraft and the aircraft with the appointed collision risk reaching the closest point in the horizontal direction is less than the time triggering threshold of the collision threat information, whether the time of the local aircraft and the aircraft with the appointed collision risk reaching the closest point in the vertical direction is less than the time triggering threshold of the collision threat information, whether the current horizontal distance between the local aircraft and the aircraft with the appointed collision risk is less than the horizontal distance triggering threshold of the collision threat information, and whether the current vertical distance between the local aircraft and the aircraft with the appointed collision risk is less than the vertical distance triggering threshold of the collision threat information;
and sequentially judging each collision risk aircraft, and judging that the aircraft forms collision threat to the local aircraft when any one of the first two conditions is satisfied and any one of the last two conditions is satisfied in the last 4 conditions of the collision risk aircraft, sending collision threat information and providing a collision avoidance decision.
2. The method of claim 1, wherein the local spatial domain is considered as building a euclidean space model that does not take into account the curvature of the earth; the motion state information of the aircraft comprises position information, speed information and detection time information.
3. The method of claim 1, wherein providing collision avoidance decisions comprises:
judging whether other collision risk airplanes exist besides the current collision threat airplane;
when other collision risk airplanes do not exist, collision avoidance operation schemes in the vertical direction are respectively provided for the airplane and the collision threat airplane;
when other collision risk airplanes exist, designing collision avoidance operation schemes in the vertical direction which are completely the same as the collision avoidance operation schemes in the previous step for the own airplane and the collision threat airplane respectively, and further judging whether the collision avoidance operation schemes can cause new collision threats: if so, respectively providing collision avoidance operation schemes in the horizontal direction, otherwise, directly providing collision avoidance operation schemes in the vertical direction.
4. The method of claim 3, wherein providing a collision avoidance maneuver in a vertical direction for each of the two aircraft when no other collision risk aircraft is present comprises:
according to the current height of the local aircraft and the collision threat aircraft, the speed in the vertical direction and the time of the local aircraft and the collision threat aircraft reaching the closest point in the vertical direction, the vertical height difference of the two aircraft at the closest point is obtained;
acquiring the minimum height limit of the closest point where the local machine and the collision threat aircraft are located, and respectively calculating the uplink height and the downlink height of the local machine and the collision threat aircraft according to the minimum height limit of the closest point and the vertical height difference of the closest point;
acquiring initial acceleration of the airplane, and respectively calculating climbing time and undershoot time of the airplane and the collision threat airplane according to the initial acceleration of the airplane, the time of the airplane and the collision threat airplane reaching the nearest point in the vertical direction, and the ascending height and the descending height;
sending a collision avoidance operation scheme to the part with the vertical height difference larger than zero in the self-machine and the collision threat airplane, so that the part continuously climbs upwards for the climbing time and climbs for the ascending height within the time of reaching the closest point in the vertical direction;
and sending a collision avoidance operation scheme to the part of the airplane with the vertical height difference smaller than zero, so that the collision avoidance operation scheme continuously downwards rushes the undershoot time and undershoots the downward height within the time of reaching the closest point in the vertical direction.
5. The method of claim 3, wherein further determining whether the collision avoidance maneuver will pose a new collision threat comprises:
sequentially appointing each other conflict risk airplane;
judging whether the current horizontal distance between the local aircraft and the airplane assigned with other collision risks is smaller than the horizontal distance triggering threshold value of the collision threat information or not and whether the current vertical distance between the local aircraft and the airplane assigned with other collision risks is smaller than the vertical distance triggering threshold value of the collision threat information or not;
and sequentially judging each other collision risk aircraft, and judging that the aircraft can cause new collision threats when the two conditions are met for any one other collision risk aircraft.
6. The method of claim 5, wherein providing the collision avoidance maneuver in the horizontal direction instead comprises:
obtaining the horizontal distance difference of the two airplanes at the closest point according to the current horizontal position, the speed in the horizontal direction and the time for the local airplane and the collision threat airplane to reach the closest point in the horizontal direction;
acquiring the minimum horizontal distance limit of the closest point where the local aircraft and the collision threat aircraft are located, and respectively calculating the horizontal offset of the local aircraft and the collision threat aircraft according to the minimum horizontal distance limit of the closest point and the horizontal distance difference of the closest point;
acquiring initial acceleration of an airplane, and respectively calculating horizontal deflection time of the airplane and the collision threat airplane according to the initial acceleration of the airplane, the time of the airplane and the collision threat airplane reaching the closest point on the horizontal distance and the horizontal deflection of the two airplanes;
and sending a collision avoidance operation scheme to the local aircraft and the collision threat aircraft to enable the two aircraft to continuously deflect the horizontal deflection time to the left side or the right side and deflect the horizontal deflection within the time of reaching the closest point on the horizontal distance.
7. The method of claim 3, wherein when a collision avoidance maneuver in the horizontal direction still poses a new collision threat, generating a state space and providing a collision avoidance maneuver optimized for both the native and collision threat aircraft in the vertical and horizontal directions, respectively.
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