CN110909957B - Method for re-planning aircraft route - Google Patents
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Abstract
The method for re-planning the aircraft route comprises the following steps: step one, situation modeling, comprising: threat source, aircraft performance parameters; step two, taking the re-planned starting point as a root node of the random tree; step three, generating random waypoints; selecting a node which is the smallest with the random waypoint in the random tree as a nearest waypoint; judging whether a connecting line of the nearest waypoint and the re-planning terminal meets the flight condition, if not, generating a new node as a new waypoint; if yes, storing the random tree, and searching to obtain a feasible route; step six, if the new waypoint is not feasible, adding 1 to the failure times, and when the failure times are less than the maximum failure times, performing the step three; if the new waypoint is feasible, adding the new waypoint into the random tree, judging whether the distance between the new waypoint and the final waypoint is less than the distance error or not, and if not, performing the third step; if yes, the random tree is saved, and feasible routes are obtained through searching.
Description
Technical Field
The application belongs to the technical field of re-planning of aircraft routes, and particularly relates to a re-planning method of an aircraft route.
Background
The aircraft executes tasks according to a preset route, a threat source is inevitable to be encountered, and the route of the aircraft needs to be re-planned in order to avoid the threat source and ensure the safety of the aircraft.
At present, an A-star algorithm is adopted for re-planning the air route, and the technical scheme has the following defects:
1) The solution space is huge in a three-dimensional situation environment by adopting a full-connection mode, the number of pre-generated auxiliary routes is large, and the requirement on real-time re-planning of the aircraft routes is difficult to meet;
2) And the re-planned route only can avoid a static threat source and cannot effectively avoid a dynamic threat source.
The present application is made in view of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
It is an object of the present application to provide a method of re-planning an aircraft route that overcomes or mitigates at least one of the disadvantages of the prior art.
The technical scheme of the application is as follows:
an aircraft route re-planning method, comprising:
step one, situation modeling, which comprises the following steps: threat source, aircraft performance parameters;
step two, taking the re-planned starting point as a root node of the random tree;
step three, generating random waypoints;
selecting a node which is the smallest with the random waypoint in the random tree as a nearest waypoint;
judging whether a connecting line of the nearest waypoint and the re-planning terminal meets the flight condition, if not, generating a new node as a new waypoint; if yes, storing the random tree, and searching to obtain a feasible route;
step six, carrying out feasibility judgment on the new waypoints,
if the new waypoint is not feasible, adding 1 to the failure times, and if the failure times are less than the maximum failure times, performing the third step;
if the new waypoint is feasible, adding the new waypoint into the random tree, judging whether the distance between the new waypoint and the final waypoint is less than the distance error or not, and if not, performing the third step; if yes, the random tree is saved, and feasible routes are obtained through searching.
According to at least one embodiment of the present application, in the step one, the aircraft performance parameters at least include: minimum flight distance, maximum climb rate, maximum glide rate, minimum turn angle, maximum flight altitude, minimum flight altitude.
According to at least one embodiment of the present application, the third step is specifically:
selecting a re-planning end point according to the greedy probability P to generate a random waypoint;
random waypoints are randomly generated with a probability (1-P).
According to at least one embodiment of the application, in the fifth step, if the connection line between the nearest waypoint and the re-planning destination passes through the threat source, or does not satisfy the maximum climbing rate constraint of the aircraft, or does not satisfy the maximum gliding rate constraint of the aircraft, the connection line between the nearest waypoint and the re-planning destination does not satisfy the condition for the safe aircraft of the aircraft.
According to at least one embodiment of the present application, in the fifth step, a new node is generated as a new waypoint, specifically:
q new is a new waypoint;
q near is the nearest waypoint;
StepSize is the step size;
q rand are random waypoints.
According to at least one embodiment of the present application, in the fifth step, the step size is not less than the minimum flight distance of the aircraft.
According to at least one embodiment of the application, in the sixth step, the feasibility judgment includes threat source feasibility judgment, airplane turning angle feasibility judgment, airplane climbing rate feasibility judgment, airplane slipping rate feasibility judgment and airplane flying height feasibility judgment.
According to at least one embodiment of the present application, in the sixth step, the distance error is a minimum flight distance of the aircraft.
According to at least one embodiment of the present application, further comprising:
and seventhly, smoothing the feasible route.
According to at least one embodiment of the present application, in the seventh step, smoothing the feasible routes includes:
smoothing the waypoints of the feasible route from the re-planning starting point to the re-planning end point;
and smoothing the waypoints of the feasible waypoints from the re-planning end point to the re-planning starting point.
Drawings
FIG. 1 is a flow chart of a method for re-planning an aircraft route according to an embodiment of the present application;
FIG. 2 is a schematic diagram of waypoints prior to waypoint processing provided by an embodiment of the present application;
fig. 3 is a schematic diagram of a route processing procedure provided in an embodiment of the present application.
Detailed Description
The present application will be described in further detail with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant application and are not limiting of the application. It should be noted that, for convenience of description, only the portions related to the present application are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
It should be noted that in the description of the present application, the terms of direction or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, which are merely for convenience of description, and do not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, it should be noted that, in the description of the present application, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as being fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those skilled in the art as the case may be.
The present application is described in further detail below with reference to fig. 1 to 3.
An aircraft route re-planning method, comprising:
step one, situation modeling, comprising: threat source, aircraft performance parameters;
step two, taking the re-planned starting point as a root node of the random tree;
step three, generating random waypoints;
selecting a node which is the smallest with the random waypoint in the random tree as a nearest waypoint;
judging whether a connecting line of the nearest waypoint and the re-planning terminal meets the flight condition, if not, generating a new node as a new waypoint; if yes, storing the random tree, and searching to obtain a feasible airway;
step six, carrying out feasibility judgment on the new waypoints,
if the new waypoint is not feasible, adding 1 to the failure times, and if the failure times are less than the maximum failure times, performing the third step;
if the new waypoint is feasible, adding the new waypoint into the random tree, judging whether the distance between the new waypoint and the final waypoint is less than the distance error or not, and if not, performing the third step; if yes, the random tree is saved, and feasible routes are obtained through searching.
For the method for re-planning the aircraft route disclosed in the above embodiment, those skilled in the art can understand that the method performs situation modeling based on the threat source and the aircraft performance parameters to complete three-dimensional situation and re-planning the route in the three-dimensional situation space, so that the obtained feasible route can meet the performance of the aircraft, and can simultaneously avoid static and dynamic threat sources.
For the method for re-planning an aircraft route disclosed in the above embodiment, it may also be understood by those skilled in the art that, when the random route point is a re-planning end point, it is directly determined whether the route between the nearest route point and the re-planning end point meets the flight condition, if yes, the random tree is saved and a feasible route is obtained through searching, if not, the expansion process of the random tree algorithm is unchanged, and this strategy increases the trend of the fast expansion random tree algorithm to expand to the re-planning end point, avoids the convergence speed being affected by the expansion of the path in any direction, and optimizes the convergence speed.
In some alternative embodiments, the penalty for defining feasible routes evaluates the quality of the routes.
In some optional embodiments, in the first step, the aircraft performance parameters at least include: minimum flight distance, maximum climb rate, maximum glide rate, minimum turn angle, maximum flight altitude, minimum flight altitude.
In some optional embodiments, the step three is specifically:
selecting a re-planning end point according to the greedy probability P to generate a random waypoint;
random waypoints are randomly generated with a probability (1-P).
For the method for replanning aircraft routes disclosed in the above embodiments, those skilled in the art can understand that the method performs route replanning based on a fast convergence fast expansion random tree algorithm, and a greedy strategy and a random sampling strategy are used in the planning process, so that the number of generated auxiliary route points is greatly reduced, the real-time performance of the algorithm is greatly improved, and the algorithm can be guaranteed to have strong stability.
In some optional embodiments, in the fifth step, if the connection line between the nearest waypoint and the re-planning destination passes through the threat source, or does not satisfy the maximum climbing rate constraint of the aircraft, or does not satisfy the maximum glide rate constraint of the aircraft, the connection line between the nearest waypoint and the re-planning destination does not satisfy the condition of the aircraft safety aircraft.
In some optional embodiments, in the fifth step, a new node is generated as a new waypoint, specifically:
q new is a new waypoint;
q near is the nearest waypoint;
StepSize is the step size;
q rand are random waypoints.
In some optional embodiments, in the fifth step, the step size is not less than the minimum flight distance of the aircraft.
In some optional embodiments, in the sixth step, the feasibility judgment includes threat source feasibility judgment, aircraft turning angle feasibility judgment, aircraft climbing rate feasibility judgment, aircraft sliding rate feasibility judgment, and aircraft flying height feasibility judgment.
In some optional embodiments, in the sixth step, the distance error is a minimum flight distance of the aircraft.
In some optional embodiments, further comprising:
and seventhly, smoothing the feasible route.
In some optional embodiments, in the seventh step, the smoothing of the feasible routes includes:
smoothing the waypoints of the feasible route from the re-planning starting point to the re-planning end point;
and smoothing the waypoints of the feasible waypoints from the re-planning end point to the re-planning starting point.
For feasible route processing, referring to FIGS. 2-3, four consecutive waypoints q in a feasible route 1 →q 2 →q 3 →q 4 Judging the adjacent node q 1 q 2 q 3 If theta is smaller than the minimum turning angle, the node q is deleted 2 。
So far, the technical solutions of the present application have been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present application is obviously not limited to these specific embodiments. Equivalent changes or substitutions of related technical features can be made by those skilled in the art without departing from the principle of the present application, and the technical scheme after the changes or substitutions will fall into the protection scope of the present application.
Claims (10)
1. An aircraft route re-planning method is characterized by comprising the following steps:
step one, situation modeling, comprising: threat source, aircraft performance parameters;
step two, taking the re-planned starting point as a root node of the random tree;
step three, generating random waypoints;
selecting a node which is the smallest with the random waypoint from the random tree as a nearest waypoint;
judging whether a connecting line between the nearest waypoint and the re-planning terminal meets the flight condition, if not, generating a new node as a new waypoint; if yes, storing the random tree, and searching to obtain a feasible route;
step six, carrying out feasibility judgment on the new waypoints,
if the new waypoint is not feasible, adding 1 to the failure times, and if the failure times are less than the maximum failure times, performing the third step;
if the new waypoint is feasible, adding the new waypoint into the random tree, judging whether the distance between the new waypoint and the final waypoint is less than the distance error or not, and if not, performing the third step; if yes, the random tree is saved, and feasible routes are obtained through searching.
2. An aircraft routing method according to claim 1,
in the first step, the aircraft performance parameters at least include: minimum flight distance, maximum climb rate, maximum glide rate, minimum turn angle, maximum flight altitude, minimum flight altitude.
3. The aircraft re-planning method of claim 1,
the third step is specifically as follows:
selecting a re-planning end point according to the greedy probability P to generate a random waypoint;
random waypoints are randomly generated with a probability (1-P).
4. The aircraft re-planning method of claim 1,
in the fifth step, if the connecting line of the nearest waypoint and the re-planning terminal point passes through the threat source, or does not satisfy the maximum climbing rate constraint of the airplane, or does not satisfy the maximum glide-rate constraint of the airplane, the connecting line of the nearest waypoint and the re-planning terminal point does not satisfy the condition of the airplane safety airplane.
5. The aircraft re-planning method of claim 1,
in the fifth step, a new node is generated as a new waypoint, which specifically includes:
q new is a new waypoint;
q near is the nearest waypoint;
StepSize is the step size;
q rand are random waypoints.
6. An aircraft re-routing method according to claim 5,
in the fifth step, the step length is not less than the minimum flying distance of the airplane.
7. The aircraft re-planning method of claim 1,
in the sixth step, the feasibility judgment comprises threat source feasibility judgment, airplane turning angle feasibility judgment, airplane climbing rate feasibility judgment, airplane slipping rate feasibility judgment and airplane flying height feasibility judgment.
8. The aircraft re-planning method of claim 1,
in the sixth step, the distance error is the minimum flight distance of the airplane.
9. The aircraft re-planning method of claim 1,
further comprising:
and seventhly, smoothing the feasible route.
10. The aircraft re-routing method of claim 9,
in the seventh step, the smoothing of the feasible route includes:
smoothing the waypoints of the feasible route from the re-planning starting point to the re-planning end point;
and smoothing the waypoints of the feasible waypoints from the re-planning end point to the re-planning starting point.
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