CN108986555A - A kind of flight anticollision cognitive method, system, storage medium and equipment - Google Patents

Abstract

The present invention relates to a flight anti-collision sensing method, system, storage medium and equipment. The method includes initializing the two aircrafts that meet each other, and obtaining the initial state information of one aircraft relative to the other aircraft; calculating according to the initial state information The relative reachable range of one of the aircraft affected by the process noise within a given time, and at the same time determine the no-fly zone of the other aircraft based on the initial state information; judge whether there is a collision between the two aircraft based on the relative reachable range and the no-fly zone risk. The flight anti-collision perception method of the present invention performs the anti-collision perception of the aircraft on the basis of considering the influence of the initial state error and process noise in the three-dimensional space, and obtains the relative reachable range of one aircraft and the no-fly zone of another aircraft, thereby Judging whether there is a risk of collision between two aircraft solves the problem of "missing judgment" and not considering the size of the aircraft in the traditional method, and improves the reliability of anti-collision perception.

Description

A flight anti-collision perception method, system, storage medium and device

technical field

The present invention relates to the technical field of flight control, in particular to a flight anti-collision sensing method, system, storage medium and equipment.

Background technique

The problem of anti-collision has always been the technology that aircraft (aviation or aerospace) focuses on. Assuming that two aircrafts that meet at close range are the master aircraft and the slave aircraft, due to the inevitable system uncertain errors in actual missions, these uncertain errors may directly lead to collisions between the master aircraft and the slave aircraft. Anti-collision perception is to integrate navigation error, random disturbance error, relative flight trajectory and other information to quickly assess whether there is a collision threat in the future. Anti-collision perception is the premise to ensure that there is no collision between two aircrafts flying relatively close to each other for a long time.

The traditional anti-collision perception method uses the error ellipsoid conflict determination method, which has the following disadvantages:

(1) The size of the aircraft is not considered. For example, for a spacecraft with a relatively large size structure, collisions may also occur when the error ellipsoids do not intersect.

(2) "Misjudgment" is prone to occur. The overlapping of the error ellipsoids does not necessarily occur at the nominally closest position. In fact, since the orientation of the error ellipsoids in space is constantly evolving, it is difficult to predetermine the specific moment when the error ellipsoids touch. Therefore, even if the error ellipsoids of the master and slave aircraft do not intersect at the nominal minimum distance, they may still intersect at a non-minimum distance, and there is still a high possibility of collision, so this method is prone to "missing judgment".

Contents of the invention

The technical problem to be solved by the present invention is to provide a flight anti-collision perception method, system, storage medium and equipment based on the relative reachable range under the action of three-dimensional positional space noise in view of the above-mentioned deficiencies in the prior art.

The technical solution of the present invention to solve the above-mentioned technical problems is as follows: a flight anti-collision sensing method, comprising the following steps:

Step 1: Initialize the two aircraft flying in the air respectively, and obtain the initial state information of one aircraft relative to the other aircraft;

Step 2: Determine the relative reachable range of one of the aircraft in the relative position subspace according to the initial state information, and determine the no-fly zone of the other aircraft according to the initial state information;

Step 3: Judging whether there is a risk of collision between the two aircraft according to the positional relationship between the relative reachable range of the one aircraft and the no-fly zone of the other aircraft in three-dimensional space.

The beneficial effects of the present invention are: the flight anti-collision perception method of the present invention, on the basis of considering the influence of the initial state error and the interference noise in the three-dimensional space, the anti-collision perception of the aircraft is carried out, and the relative reachable range of one aircraft and the relative reachable range of another aircraft are obtained. The no-fly zone of the aircraft, so as to judge whether there is a risk of collision between two aircraft, solve the problem of "missing judgment" and not considering the size of the aircraft in the traditional method, and improve the reliability of anti-collision perception.

On the basis of above-mentioned technical scheme, the present invention can also be improved as follows:

Further: in the step 1, the initial state information specifically includes: nominal initial state Initial state error distribution P ₀ , intensity Q of interference noise w(t), evaluation time length Δt and minimum safety distance ρ;

Wherein, the initial state x(t ₀ ) of one of the aircraft relative to the other aircraft satisfies a Gaussian distribution, and the nominal initial state is the expectation of the initial state x(t ₀ ), the initial state error distribution P ₀ is the covariance matrix of the initial state x(t ₀ ), and the evaluation time length Δt is the estimated collision risk occurrence from the initial time t ₀ [t ₀ ,t ₀ +Δt], the minimum safe distance ρ is the sum of the distances from the centroids of the two aircraft to the farthest edge of the corresponding aircraft.

The beneficial effect of the above further solution is: by acquiring the initial state, initial state error distribution and interference noise intensity in the initial state information, it is convenient to take into account the initial distance between two aircraft when determining the relative reachable range of an aircraft. state error and process noise, so that the relative reachable range of one of the aircraft is more accurate, and the no-fly zone of the other aircraft can be determined more accurately through the minimum safe distance in the initial state information, which facilitates Follow up to accurately perceive the possibility of collision between the two aircraft.

Further: said step 2 specifically includes:

Step 21: Establishing a three-dimensional space error model according to the initial state information;

Step 22: Determine the relative position error range of one of the aircraft in the relative position subspace according to the three-dimensional space error model;

Step 23: Determine the relative reachable range of one of the aircraft according to its relative position error range in the relative position subspace;

Step 24: Determine a no-fly zone of the other aircraft according to the initial state information.

The beneficial effect of the above-mentioned further scheme is: by establishing a three-dimensional space error model, the influence of the initial state error and process noise during the relative flight process can be considered, so that the position error range of one of the aircraft during the relative flight process can be determined more accurately, In this way, the relative reachable range of the aircraft can be accurately determined according to the position error range of the aircraft in the relative flight process, and high-precision collision sensing can be realized in combination with the no-fly zone of another aircraft.

Further: the three-dimensional space error model described in the step 21 is:

The initial state x(t ₀ ) satisfies the Gaussian distribution

in is the derivative of the state vector x(t) relative to time t, F(t) is the system matrix, w(t) is the interference noise, G is the coefficient matrix, I _3×3 is the identity matrix, 0 _3×3 is the zero matrix .

The beneficial effect of the above further solution is: by establishing the three-dimensional space error model, it is convenient to accurately determine the relative position error range of one of the aircraft in the relative position subspace subsequently according to the three-dimensional space error model.

Further: determining the state error range of one of the aircraft in the whole space according to the three-dimensional space error model, specifically including:

The initial state x(t ₀ ) satisfies the Gaussian distribution, and the interference noise w(t) is Gaussian white noise, then the state vector x(t) of the aircraft at any time t satisfies the Gaussian distribution, and its statistical characteristics satisfy:

is the nominal orbital state, is the initial state of the slave aircraft relative to the other aircraft, is the derivative of the state vector x(t) relative to time t, F(t) is the system matrix, Φ(t,t ₀ ) is the state transition at any time t(t>t ₀ ) determined by the three-dimensional space error model matrix, is the expectation of the state vector x(t), G is the coefficient matrix, P ₀ is the initial state error distribution, Q is the interference noise intensity, and the state vector of one of the aircraft in the whole space is calculated according to the above formulas (6)-(9) The mean value of x(t) at any time and the covariance matrix is P;

According to the mean and the covariance matrix P determine that the state error range of one of the aircraft in the whole space is an ellipsoid, expressed as:

A＝P ^-1 /k ² (11)

Among them, the expectation of the state vector x(t) of one of the aircraft in the whole space at any time is the center of the ellipsoid, A is the full-space error ellipsoid matrix, and k ² is determined by the Mahalanobis distance of the probability density;

Step 222: Determine the relative position error range of one of the aircraft in the relative position subspace according to the state error range of one of the aircraft in the whole space, specifically:

The relative position error range r of one of the aircraft in the relative position subspace satisfies the following relationship:

r=Lx (12)

L＝[I _3×3 0 _3×3 ] (13)

Wherein, L is the projection matrix when only the relative position subspace is considered, A _rr is the position error ellipsoid matrix, and the position state error distribution matrix P _rr = LPL ^T .

The beneficial effect of the above further solution is that: according to the three-dimensional space error model, the state error range of one of the aircraft in the whole space can be accurately determined, and the one of the aircraft is extracted from the whole space through the projection matrix. The relative position error range of the aircraft in the relative position subspace.

Further: said step 23 specifically includes:

In the relative position subspace, for any time t, there is always a relative position error range defined by A _rr (t) in formula (15) as the ellipsoid C(t,r), which satisfies the following equation:

C(t,r)=0 (16)

Combine the above equations (16) and (17) to eliminate the time parameter t, and obtain the envelope surface of the relative reachable range.

The beneficial effect of the above further solution is that the reachable range of one of the aircrafts in the relative position subspace can be accurately determined by determining the envelope surface of the relative position error range.

Further: in the step 24, the specific implementation of determining the no-fly zone of the other aircraft according to the initial state information is: determining the no-fly zone according to the minimum safety distance ρ.

The beneficial effect of the above further solution is that the geometric shape of the no-fly zone can be restricted by the minimum safety distance determined by the external dimensions of the aircraft, thereby accurately defining the boundary of the no-fly zone.

Further: said step 3 specifically includes:

If the relative reachable range of one of the aircraft does not intersect with the no-fly zone of the other aircraft in three-dimensional space, there is no risk of collision between the two aircrafts flying relative to each other within a given period of time; There is a risk of collision in flight.

The beneficial effect of the above further solution is: by judging the relative reachable range of one of the aircraft and the positional relationship of the no-fly zone of the other aircraft in three-dimensional space, it is possible to accurately determine whether there is a risk of collision between the two aircraft, Simple and intuitive, high reliability.

The present invention also provides a flight anti-collision perception system, including an initialization module, a calculation module and a judgment module;

The initialization module is used to initialize the two aircraft flying in the air respectively, and obtain the initial state information of one aircraft relative to the other aircraft;

The calculation module is configured to determine the relative reachable range of one of the aircraft within a given time according to the initial state information, and determine the no-fly zone of the other aircraft according to the initial state information;

The judgment module is configured to judge whether there is a risk of collision between the two aircraft according to the positional relationship between the relative reachable range of one of the aircraft and the no-fly zone of the other aircraft in three-dimensional space.

The beneficial effects of the present invention are: the flight anti-collision sensing system of the present invention, on the basis of considering the influence of the initial state error and the interference noise in the three-dimensional space, carries out the anti-collision sensing of the aircraft, and obtains the relative reachable range of one aircraft and the other The no-fly zone of the aircraft, so as to judge whether there is a risk of collision between two aircraft, solve the problem of "missing judgment" and not considering the size of the aircraft in the traditional method, and improve the reliability of anti-collision perception.

The present invention also provides a computer-readable storage medium, on which a computer program is stored, wherein, when the computer program is executed by a processor, the above-mentioned flight anti-collision perception method is realized.

The present invention also provides a photography-based feature acquisition device, which is characterized in that it includes a memory, a processor, and a computer program stored in the memory and operable on the processor, and the processor executes the The steps of realizing the described flight anti-collision perception method when the computer program is described.

Description of drawings

Fig. 1 is a schematic flow chart of the flight anti-collision sensing method of the present invention;

Fig. 2 is a schematic diagram of the relative reachable range of the slave aircraft of the present invention;

3 is a schematic diagram of the error ellipsoid and the relative reachable range envelope of the slave aircraft of the present invention;

Fig. 4a is a schematic diagram when the relative reachable range of the master aircraft of the present invention does not intersect with the no-fly zone of the slave aircraft;

Fig. 4b is a schematic diagram when the relative reachable range of the master aircraft of the present invention intersects with the no-fly zone of the slave aircraft;

Fig. 5 is a schematic structural diagram of the flight anti-collision perception system of the present invention.

Detailed ways

The principles and features of the present invention are described below in conjunction with the accompanying drawings, and the examples given are only used to explain the present invention, and are not intended to limit the scope of the present invention.

In the present invention, it is assumed that two aircrafts are respectively the master aircraft and the slave aircraft, the two aircrafts fly close to each other and meet in the air, and the roles of the master aircraft and the slave aircraft can be exchanged. The origin of the reference coordinate system S _xyz is located at the center of mass position of the main aircraft, as shown in Figure 2, assuming that the flight state (being a vector) of the slave aircraft relative to the main aircraft is x=[r ^T v ^T ], where r is the relative position (for a vector), is the relative velocity (as a vector).

As shown in Figure 1, a flight anti-collision perception method includes the following steps:

Step 1: Initialize the two aircraft flying in the air respectively, and obtain the initial state information of the slave aircraft relative to the master aircraft;

Step 2: Determine the relative reachable range of the slave aircraft in the relative position subspace according to the initial state information, and determine the no-fly zone of the master aircraft according to the initial state information;

Step 3: Judging whether there is a risk of collision between the two aircraft according to the positional relationship between the relative reachable range of the slave aircraft and the no-fly zone of the master aircraft in three-dimensional space.

The flight anti-collision perception method of the present invention is based on considering the influence of the initial state error and process noise in the three-dimensional space to perform anti-collision perception of the aircraft, and obtains the relative reachable range of the slave aircraft and the no-fly zone of the main aircraft, thereby judging Whether there is a risk of collision between two aircrafts solves the problem of "missing judgment" in traditional methods and does not consider the size of the aircraft, and improves the reliability of anti-collision perception.

In the embodiment provided by the present invention, the initial state information specifically includes: nominal initial state The initial state error distribution P ₀ , the intensity Q of the disturbance noise w(t), the evaluation time length Δt and the minimum safety distance ρ.

At the initial time t ₀ , the uncertain initial state of the slave aircraft relative to the master aircraft in the whole space (including the relative position subspace and the relative velocity subspace) is x(t ₀ ) that satisfies the Gaussian distribution, namely

Then define the expectation of the initial state is the nominal initial state, and defines the covariance matrix of the uncertain initial state as the initial state error distribution P ₀ ;

Assuming that the interference noise is w(t) during the relative flight of the two aircraft, under normal circumstances, the interference noise w(t) is approximately zero-mean Gaussian white noise, and its noise intensity is expressed by the spectral density function Q, which satisfies:

E[w(t)w ^T (t-τ)]=Qδ(τ) (2)

Among them, E(·) represents expectation, δ(τ) is Dirac function;

The evaluation time length is used to define the time interval from the time t ₀ to evaluate the occurrence of collision risk, which is expressed as [t ₀ ,t ₀ +Δt];

Assuming that the distances between the centroids of the two aircraft and the farthest edges of the corresponding aircraft are _ρc and _ρd respectively, the minimum safe distance ρ can be expressed as:

ρ = ρ _c + ρ _d (3)

If the two aircraft structures are approximately spherical, then the minimum safety distance can be expressed as the sum of the radii of the two spheres.

By obtaining the initial state in the initial state information The initial state error distribution P ₀ and the interference noise intensity Q can facilitate subsequent determination of the relative reachable range of the slave aircraft by taking into account the influence of the initial state error and process noise between the two aircraft, so that the relative range of the slave aircraft The reachable range is more accurate, and the no-fly zone of the main aircraft can be determined relatively accurately through the minimum safe distance in the initial state information, so as to facilitate subsequent accurate perception of the collision possibility of the two aircraft.

In the embodiment provided by the present invention, the step 2 specifically includes:

Step 21: Establish a three-dimensional space error model according to the initial state information:

The initial state x(t ₀ ) satisfies the Gaussian distribution

in is the derivative of the state vector x(t) relative to time t, F(t) is the system matrix, w(t) is the interference noise, G is the coefficient matrix, I _3×3 is the identity matrix, 0 _3×3 is the zero matrix ;

Step 22: Calculate the position error range of the slave aircraft during relative flight according to the three-dimensional space error model, including:

Step 221: Determine the state error error range of one of the aircraft in the whole space according to the three-dimensional space error model, specifically including:

The initial state x(t ₀ ) satisfies the Gaussian distribution, and the interference noise w(t) is Gaussian white noise, then the state vector x(t) of the slave aircraft at any time t satisfies the Gaussian distribution, and its statistical characteristics satisfy:

is the nominal orbital state, is the initial state of the slave aircraft relative to the master aircraft, is the derivative of the state vector x(t) relative to time t, F(t) is the system matrix, Φ(t,t ₀ ) is the state transition at any time t(t>t ₀ ) determined by the three-dimensional space error model matrix, is the expectation of the state vector x(t), G is the coefficient matrix, P ₀ is the initial state error distribution, Q is the interference noise intensity, and the state vector of one of the aircraft in the whole space is calculated according to the above formulas (6)-(9) The mean value of x(t) at any time and the covariance matrix is P;

According to the mean and the covariance matrix P determine that the state error range of one of the aircraft in the whole space is an ellipsoid, expressed as:

A＝P ^-1 /k ² (11)

Among them, the expectation of the state vector x(t) of one of the aircraft in the whole space at any time is the center of the ellipsoid, A is the error ellipsoid matrix, and k ² is determined by the Mahalanobis distance of the probability density;

Step 222: Determine the relative position error range of one of the aircraft in the relative position subspace according to the state error range of one of the aircraft in the whole space, specifically:

The relative position error range r of the slave aircraft in the relative position subspace satisfies the following relational expression:

r=Lx (13)

L＝[I _3×3 0 _3×3 ] (14)

Wherein, L is the projection matrix when only the relative position subspace is considered, A _rr is the position error ellipsoid matrix, and the position state error distribution matrix P _rr = LPL ^T .

Step 23: Determine the relative reachable range of the secondary aircraft according to the position error range during the relative flight process.

As shown in Figure 2, due to random errors, the actual flight trajectory of the slave aircraft relative to the master aircraft is randomly distributed in the nominal flight trajectory (as shown by the dotted line in Figure 2). The relative reachable range under the influence of three-dimensional position space noise refers to the set of possible relative flight trajectories on a given time interval [t ₀ ,t ₀ +Δt] under the condition of random uncertain error in the initial state and process noise (here "Possible" means that the occurrence of a certain relative flight trajectory is a "non-small probability event"). Symbol for relative reachable range , where _ri (t) represents any possible actual relative flight trajectory.

The relative reachable range can be solved from the evolution equation of the position error ellipsoid. According to the theory of probability and statistics, in the relative position subspace, for any time t, there is always a relative position error range defined by A _rr (t) in formula (15), which is an ellipsoid (or ellipse), denoted as C(t ,r), and the center of the ellipsoid is located in the nominal flight path on, as shown in Figure 3. In a period of time [t ₀ ,t _f ], the error ellipsoid is a cluster of surfaces evolving with time in space, and sweeps out a region, which is the relative reachable range under the uncertain conditions to be solved. To determine the relative reachable range, it is required to solve the boundary of the relative reachable range, also known as the envelope. For the relative reachable range in three-dimensional space, the boundary envelope is a two-dimensional surface; for the two-dimensional relative reachable range, the boundary envelope is a one-dimensional curve.

The envelope of the relative reach is the envelope of the surface family C(t,r). Therefore, the relative reach satisfies the equation:

C(t,r)=0 (16)

By combining the above equations (16) and (17), the time parameter t can be eliminated, and the envelope surface of the relative reachable range without the time parameter can be obtained. The relative reachable range under the effect of three-dimensional positional space noise is a tubular region around the nominal flight trajectory.

Step 24: Determine the no-fly zone Z(r) of the host aircraft according to the minimum safety distance ρ in the initial state information, and the no-fly zone for relative flight is determined by the geometric shape of the aircraft. Once in the relative flight, from the center of mass of the aircraft into the no-fly zone of the main aircraft, it is considered that physical contact has occurred between the aircraft, and the no-fly zone can be expressed as an inequality constraint with Z(r):

Z:g(r)≤0 (18)

Usually, the aircraft is of irregular shape. At this time, the no-fly zone needs to be preset according to the minimum safe distance ρ determined by the shape and size of the aircraft; when the shape of the two aircraft is spherical, the no-fly zone can be defined It is a spherical range with the center of the circle from the aircraft and the radius of the minimum safety distance ρ, marked as the symbol Z. Assuming that the center of mass of the aircraft is located at the origin of the reference coordinate system, the no-fly zone can be expressed as:

Z:g(r)＝r ^T r-ρ ² ≤0 (19)

Among them, r is the position variable of the main aircraft, and ρ is the minimum safe distance.

By establishing a three-dimensional space error model, the influence of the initial state error and process noise during the relative flight process can be considered, so that the position error range of the slave aircraft during the relative flight process can be determined more accurately, so that the relative flight process can be based on the aircraft. The position error range during the flight accurately determines its relative reachable range, combined with the no-fly zone of the main aircraft to achieve high-precision collision perception.

For the relative flight of a slave aircraft relative to the master aircraft in three-dimensional space, in the presence of random errors in the initial state and process noise interference, the relative reachable range of the slave aircraft in a given time period can be calculated. Utilizing the relative reachable range and the no-fly zone located on the main aircraft, and judging their geometric relationship, a more reliable collision risk perception method than the traditional method can be given.

In the embodiment provided by the present invention, the step 3 specifically includes:

If the relative reachable range of the slave aircraft and the no-fly zone of the main aircraft have no intersection (i.e., separation) in three-dimensional space, then there is no risk of collision between the two aircraft relative to each other within a given period of time. It is safe; otherwise, there is a risk of collision between two aircrafts flying relative to each other, and the relative flight is unsafe.

By judging the relative reachable range of the slave aircraft and the positional relationship of the no-fly zone of the master aircraft in three-dimensional space, it is possible to accurately determine whether there is a risk of collision between the two aircraft, which is simple, intuitive and highly reliable.

The schematic diagrams of the above determination methods are shown in Figures 4(a) and 4(b), where the relative reachable range corresponding to the safe relative flight is separated from the no-fly zone, as shown in Figure 4a, while those with a risk of collision Unsafe relative flight, relative reachable range and no-fly zone will have intersection, as shown in Figure 4b. This collision risk prediction condition based on the relative reachable range is more reliable than the traditional method, because this condition considers all possible situations in the relative flight time period, rather than some specific moments, so that it can avoid the occurrence of traditional prediction methods. Situations of misjudgment.

As shown in Figure 5, the present invention also provides a flight anti-collision perception system, including an initialization module, a calculation module and a judgment module;

The initialization module is used to initialize the two aircraft flying in the air respectively, and obtain the initial state information of one aircraft relative to the other aircraft;

The calculation module is configured to determine the relative reachable range of one of the aircraft within a given time according to the initial state information, and determine the no-fly zone of the other aircraft according to the initial state information;

The judgment module is configured to judge whether there is a risk of collision between the two aircraft according to the positional relationship between the relative reachable range of one of the aircraft and the no-fly zone of the other aircraft in three-dimensional space.

The flight anti-collision perception system of the present invention performs the anti-collision perception of the aircraft on the basis of considering the influence of the initial state error and process noise in the three-dimensional space, and obtains the relative reachable range of the slave aircraft and the no-fly zone of the main aircraft, thereby judging Whether there is a risk of collision between two aircrafts solves the problem of "missing judgment" in traditional methods and does not consider the size of the aircraft, and improves the reliability of anti-collision perception.

In the embodiment provided by the present invention, the initial state information includes nominal initial state The initial state error distribution P ₀ , the intensity Q of the disturbance noise w(t), the evaluation time length Δt and the minimum safety distance ρ.

Wherein, the initial state x(t ₀ ) of one of the aircraft relative to the other aircraft satisfies a Gaussian distribution, and the nominal initial state is the expectation of the initial state x(t ₀ ), the initial state error distribution P ₀ is the covariance matrix of the initial state x(t ₀ ), and the evaluation time length Δt is the estimated collision risk occurrence from the initial time t ₀ [t ₀ ,t ₀ +Δt], the minimum safe distance ρ is the sum of the distances from the centroids of the two aircraft to the farthest edge of the corresponding aircraft.

By obtaining the initial state in the initial state information The initial state error distribution P ₀ and the interference noise intensity Q can facilitate subsequent determination of the relative reachable range of the slave aircraft by taking into account the influence of the initial state error and process noise between the two aircraft, so that the relative range of the slave aircraft The reachable range is more accurate, and the no-fly zone of the main aircraft can be relatively accurately determined through the minimum safe distance in the initial state information, so as to facilitate subsequent accurate perception of the collision possibility of the two aircraft.

In the embodiments provided by the present invention, the calculation module is specifically used for:

Establishing a three-dimensional space error model according to the initial state information;

Determine wherein the relative position error range of the slave aircraft in the relative position subspace according to the three-dimensional space error model:

Determine its relative reachable range according to the relative position error range of the slave aircraft in the relative position subspace;

A no-fly zone of the host aircraft is determined according to the initial state information.

By establishing a three-dimensional space error model, the influence of the initial state error and process noise during the relative flight process can be considered, so that the position error range of the slave aircraft during the relative flight process can be determined more accurately, so that the relative flight process can be based on the aircraft. The position error range during the flight accurately determines its relative reachable range, combined with the no-fly zone of the main aircraft to achieve high-precision collision perception.

In the embodiment provided by the present invention, the determination of the relative position error range of the slave aircraft in the relative position subspace according to the three-dimensional space error model includes:

determining the state error range of one of the aircraft in the whole space according to the three-dimensional space error model;

The relative position error range of the one of the aircraft in the relative position subspace is determined according to the state error range of the one of the aircraft in the whole space.

According to the three-dimensional space error model, the state error range of one of the aircraft in the whole space can be accurately determined, and the relative position of the one of the aircraft in the relative position subspace can be extracted from the whole space through the projection matrix. Position error range.

In the embodiment provided by the present invention, the no-fly zone is determined by the distance between the centroids of the two aircrafts and the farthest edge of the corresponding aircraft, represented by an inequality constraint. The geometric shape of the no-fly zone can be constrained by the inequality, so as to accurately define the boundary of the no-fly zone.

In the embodiment provided by the present invention, the specific implementation of the judging module judging whether there is a risk of collision between the two aircrafts is as follows:

If there is no intersection between the relative reachable range of the slave aircraft and the no-fly zone of the master aircraft in three-dimensional space, there is no risk of collision between the two aircraft in a given period of time, and the relative flight is safe; otherwise , there is a risk of collision between two aircrafts flying relative to each other, and it is unsafe to fly relative to each other.

By judging the relative reachable range of the slave aircraft and the positional relationship of the no-fly zone of the master aircraft in three-dimensional space, it is possible to accurately determine whether there is a risk of collision between the two aircraft, which is simple, intuitive and highly reliable.

The present invention also provides a computer-readable storage medium, on which a computer program is stored, wherein, when the computer program is executed by a processor, the above-mentioned flight anti-collision perception method is realized.

The present invention also provides a photography-based feature acquisition device, which is characterized in that it includes a memory, a processor, and a computer program stored in the memory and operable on the processor, and the processor executes the The steps of realizing the described flight anti-collision perception method when the computer program is described.

The above descriptions are only preferred embodiments of the present invention, and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection of the present invention. within range.

Claims (11)

1. A flight anti-collision perception method, is characterized in that, comprises the steps: Step 1: Initialize the two aircraft flying in the air respectively, and obtain the initial state information of one aircraft relative to the other aircraft; Step 2: Determine the relative reachable range of one of the aircraft in the relative position subspace according to the initial state information, and determine the no-fly zone of the other aircraft according to the initial state information; Step 3: Judging whether there is a risk of collision between the two aircraft according to the positional relationship between the relative reachable range of the one aircraft and the no-fly zone of the other aircraft in three-dimensional space. 2. The flight anti-collision perception method according to claim 1, characterized in that, in the step 1, the initial state information specifically includes: a nominal initial state Initial state error distribution P ₀ , intensity Q of interference noise w(t), evaluation time length Δt and minimum safety distance ρ; Wherein, the initial state x(t ₀ ) of one of the aircraft relative to the other aircraft satisfies a Gaussian distribution, and the nominal initial state is the expectation of the initial state x(t ₀ ), the initial state error distribution P ₀ is the covariance matrix of the initial state x(t ₀ ), and the evaluation time length Δt is the estimated collision risk occurrence from the initial time t ₀ [t ₀ ,t ₀ +Δt], the minimum safe distance ρ is the sum of the distances from the centroids of the two aircraft to the farthest edge of the corresponding aircraft. 3. flight anti-collision perception method according to claim 1, is characterized in that, described step 2 specifically comprises: Step 21: Establishing a three-dimensional space error model according to the initial state information; Step 22: Determine the relative position error range of one of the aircraft in the relative position subspace according to the three-dimensional space error model; Step 23: Determine the relative reachable range of one of the aircraft according to its relative position error range in the relative position subspace; Step 24: Determine a no-fly zone of the other aircraft according to the initial state information. 4. flight anti-collision perception method according to claim 3, is characterized in that, the three-dimensional space error model described in the described step 21 is: The initial state x(t ₀ ) satisfies the Gaussian distribution in, is the derivative of the state vector x(t) relative to time t, F(t) is the system matrix, w(t) is the interference noise, G is the coefficient matrix, I _3×3 is the identity matrix, 0 _3×3 is the zero matrix . 5. The flight anti-collision sensing method according to claim 3, wherein said step 22 specifically comprises: Step 221: Determine the state error range of one of the aircraft in the whole space according to the three-dimensional space error model, specifically including: The initial state x(t ₀ ) satisfies the Gaussian distribution, and the interference noise w(t) is Gaussian white noise, then the state vector x(t) of one of the aircraft at any time t satisfies the Gaussian distribution, and its statistical characteristics satisfy: is the nominal orbital state, is the initial state of one of the aircraft relative to the other aircraft, is the derivative of the state vector x(t) relative to time t, F(t) is the system matrix, Φ(t,t ₀ ) is the state transition at any time t(t>t ₀ ) determined by the three-dimensional space error model matrix, is the expectation of the state vector x(t), G is the coefficient matrix, P ₀ is the initial state error distribution, Q is the interference noise intensity, and the state vector of one of the aircraft in the whole space is calculated according to the above formulas (6)-(9) The mean value of x(t) at any time and the covariance matrix is P; According to the mean and the covariance matrix P determine that the state error range of one of the aircraft in the whole space is an ellipsoid, expressed as: A＝P ^-1 /k ² (11) Among them, the expectation of the state vector x(t) of one of the aircraft in the whole space at any time is the center of the ellipsoid, A is the full-space error ellipsoid matrix, and k ² is determined by the Mahalanobis distance of the probability density; Step 222: Determine the relative position error range of one of the aircraft in the relative position subspace according to the state error range of one of the aircraft in the whole space, specifically: The relative position error range r of one of the aircraft in the relative position subspace satisfies the following relationship: r=Lx (13) L＝[I _3×3 0 _3×3 ] (14) Wherein, L is the projection matrix when only the relative position subspace is considered, A _rr is the position error ellipsoid matrix, and the position state error distribution matrix P _rr = LPL ^T . 6. The flight anti-collision sensing method according to claim 4, wherein said step 23 specifically comprises: In the relative position subspace, for any time t, there is always a relative position error range defined by A _rr (t) in formula (15) as the ellipsoid C(t,r), which satisfies the following equation: C(t,r)=0 (16) Simultaneously combine the two equations (16) and (17) to eliminate the time parameter t, and obtain the envelope surface of the relative reachable range. 7. The flight anti-collision perception method according to claim 3, characterized in that, in the step 24, the specific implementation of determining the no-fly zone of the other aircraft according to the initial state information is: according to the The minimum safety distance ρ determines the no-fly zone Z. 8. The flight anti-collision sensing method according to claim 1, wherein said step 3 specifically comprises: If the relative reachable range of one of the aircraft does not intersect with the no-fly zone of the other aircraft in three-dimensional space, there is no risk of collision between the two aircrafts flying relative to each other within a given period of time; There is a risk of collision in flight. 9. A flight anti-collision perception system, characterized in that: comprising an initialization module, a calculation module and a judgment module; The initialization module is used to initialize the two aircraft flying in the air respectively, and obtain the initial state information of one aircraft relative to the other aircraft; The calculation module is configured to determine the relative reachable range of one of the aircraft within a given time according to the initial state information, and determine the no-fly zone of the other aircraft according to the initial state information; The judgment module is configured to judge whether there is a risk of collision between the two aircraft according to the positional relationship between the relative reachable range of one of the aircraft and the no-fly zone of the other aircraft in three-dimensional space. 10. A computer-readable storage medium, on which a computer program is stored, wherein when the computer program is executed by a processor, the flight collision avoidance sensing method according to any one of claims 1-8 is realized. 11. A flight anti-collision sensing device, characterized in that it comprises a memory, a processor, and a computer program stored in the memory and operable on the processor, and the processor implements the computer program when executing the computer program. The steps of the flight anti-collision sensing method according to any one of claims 1 to 8.