CN111665508A - Helicopter-mounted terrain following and avoiding visual navigation system and navigation method - Google Patents

Helicopter-mounted terrain following and avoiding visual navigation system and navigation method Download PDF

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CN111665508A
CN111665508A CN202010350783.1A CN202010350783A CN111665508A CN 111665508 A CN111665508 A CN 111665508A CN 202010350783 A CN202010350783 A CN 202010350783A CN 111665508 A CN111665508 A CN 111665508A
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helicopter
flight
planning
track
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CN111665508B (en
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李贤文
荣涛
刘辉
张金双
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Beijing Andawell Aviation Equipment Co Ltd
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Beijing Andawell Aviation Equipment Co Ltd
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
    • G01S13/933—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of aircraft or spacecraft
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/10—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration
    • G01C21/12—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning
    • G01C21/16—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation
    • G01C21/165—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 by using measurements of speed or acceleration executed aboard the object being navigated; Dead reckoning by integrating acceleration or speed, i.e. inertial navigation combined with non-inertial navigation instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/02—Systems using reflection of radio waves, e.g. primary radar systems; Analogous systems
    • G01S13/50—Systems of measurement based on relative movement of target
    • G01S13/58—Velocity or trajectory determination systems; Sense-of-movement determination systems
    • G01S13/60—Velocity or trajectory determination systems; Sense-of-movement determination systems wherein the transmitter and receiver are mounted on the moving object, e.g. for determining ground speed, drift angle, ground track
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
    • G01S13/88—Radar or analogous systems specially adapted for specific applications
    • G01S13/89—Radar or analogous systems specially adapted for specific applications for mapping or imaging
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S19/00—Satellite radio beacon positioning systems; Determining position, velocity or attitude using signals transmitted by such systems
    • G01S19/38—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system
    • G01S19/39—Determining a navigation solution using signals transmitted by a satellite radio beacon positioning system the satellite radio beacon positioning system transmitting time-stamped messages, e.g. GPS [Global Positioning System], GLONASS [Global Orbiting Navigation Satellite System] or GALILEO
    • G01S19/42—Determining position
    • G01S19/45—Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement
    • G01S19/46—Determining position by combining measurements of signals from the satellite radio beacon positioning system with a supplementary measurement the supplementary measurement being of a radio-wave signal type

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  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Electromagnetism (AREA)
  • Automation & Control Theory (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention provides a helicopter-mounted terrain following and avoiding visual navigation system and a navigation method, wherein the helicopter-mounted terrain following and avoiding visual navigation system comprises: the system comprises an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, an atmospheric machine, a satellite positioning system, an inertial navigation system, a comprehensive display, a data processing computer and a full-authority electronic transmission flight control system. The helicopter-mounted terrain following and avoiding visual navigation system and the navigation method provided by the invention have the advantages that the space three-dimensional trajectory planning is reduced to the two-dimensional trajectory planning, so that the calculation complexity is obviously reduced, the speed of the trajectory planning is increased, and the navigation real-time requirement is met.

Description

Helicopter-mounted terrain following and avoiding visual navigation system and navigation method
Technical Field
The invention belongs to the technical field of aerospace navigation, and particularly relates to a helicopter-mounted terrain following and avoiding visual navigation system and a navigation method.
Background
In the field of modern aerospace, navigation is an important technology, and the flight trajectory of a helicopter in the air is planned in real time through navigation, so that the helicopter can successfully reach a target end point from a starting point. In recent years, the demand of helicopters for low-altitude flight is more and more important, and with the continuous development of electronic technology, geographic information and air defense technology, the low-altitude flight technology of helicopters has become military technology and tactical means. In the prior art, when navigating a helicopter, a spatial three-dimensional trajectory navigation planning method is mainly adopted, specifically, assuming that a current point of the helicopter in space is a point a, grid points adjacent to the point a need to be determined first, and in a three-dimensional space, the number of the adjacent grid points is 26, so that path differences between the point a and the 26 adjacent grid points need to be compared, thereby determining an optimal grid point among the 26 adjacent grid points, assuming that the optimal grid point is a grid point B, and further determining a navigation direction in which the helicopter needs to fly from the current point a to the grid point B.
The helicopter three-dimensional space navigation method has the following problems: because the track needs to be searched in the three-dimensional space, the calculation process is complex, long time is needed, and the requirement on navigation real-time performance cannot be met.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a helicopter-mounted terrain following and avoiding visual navigation system and a navigation method, which can effectively solve the problems.
The technical scheme adopted by the invention is as follows:
the invention provides a helicopter-mounted terrain following and avoiding visual navigation system, which comprises: the system comprises an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, an atmospheric machine, a satellite positioning system, an inertial navigation system, a comprehensive display, a data processing computer and a full-authority electronic transmission flight control system;
the output ends of the anti-collision radar system, the enemy threat detection system, the electronic geographic information system, the radio altimeter, the atmospheric machine, the satellite positioning system and the inertial navigation system are all connected with the input end of the data processing computer; the full-authority electric transmission flight control system is provided with a manual control mode and an automatic control mode, and in the manual control mode, the output end of the data processing computer is connected with the comprehensive display to display a navigation picture on the comprehensive display, so that the full-authority electric transmission flight control system is manually controlled through a manual operation handle controller, and the body flight attitude of the helicopter is manually controlled through the full-authority electric transmission flight control system; in an automatic control mode, a control instruction output end of the data processing computer is directly connected with the full-authority fly-by-wire system, and the flight attitude of the helicopter is automatically controlled through the full-authority fly-by-wire system.
Preferably, the satellite positioning system is a Beidou satellite positioning system and/or a GPS satellite positioning system.
The invention also provides a navigation method based on the helicopter-mounted terrain following and avoiding visual navigation system, which comprises the following steps:
step 1, determining a three-dimensional planning space corresponding to a low-altitude flight task of a helicopter; determining a rasterized digital elevation map corresponding to the three-dimensional planning space; the rasterized digital elevation map is a map used for representing terrain attributes corresponding to a three-dimensional planning space, wherein grid position information of each grid is as follows: (x)0,y0,z0) (ii) a Wherein x is0Representing grid longitude data; y is0Representing grid latitude data; z is a radical of0Representing grid elevation data;
step 2, analyzing the actual situation of the three-dimensional planning space by combining with a flight mission, and determining barrier information and enemy threat information of the three-dimensional planning space; storing the obstacle information into an obstacle database; storing the enemy threat information into an enemy threat database;
step 3, marking the obstacle information and the enemy threat information determined in the step 2 into the digital elevation map established in the step 1 to obtain a processed digital elevation map;
step 4, obtaining a two-dimensional map according to the processed digital elevation map determined in the step 3; wherein the two-dimensional map is a grid-form map, and each grid position passes through grid longitude data x0And grid latitude data y0Represents; meanwhile, each grid is also corresponding to grid elevation data z0；
Step 5, performing initial planning on the flight track of the helicopter based on the low-altitude flight mission of the helicopter and the two-dimensional map to obtain a basic flight track; the basic track is a track which meets the low-altitude flight task of the helicopter and avoids all barrier information and all enemy threat information which are identified in the two-dimensional map; the basic track is formed by connecting n track points which are sequentially arranged according to the flight direction; sequentially representing the n flight path points according to the flight direction as follows: course point P1,P2,...,Pn(ii) a Wherein, the track point P1Is the starting point of flight; course point PnIs the flight terminal point; course point P2,...,Pn-1Is a track middle point;
step 6, the helicopter simultaneously carries out flying by an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, an atmospheric machine, a satellite positioning system, an inertial navigation system, a comprehensive display, a data processing computer and a full-authority electronic transmission flight control system, and when the helicopter flies to any current track point PiThen, i ═ 1, 2.., n, flight path planning is performed by adopting the following method, so that the flight direction is determined;
step 6.1, the anti-collision radar system detects and identifies whether obstacles exist in a set range in front of the flight of the helicopter in real time, and if so, the detected obstacle information is sent to the data processing computer in real time; the enemy threat detection system detects and identifies whether enemy threats exist in a set range in front of the flight of the helicopter in real time, and if so, sends detected enemy threat information to the data processing computer in real time;
meanwhile, the radio altimeter measures real-time real altitude data from the helicopter to the ground in real time and sends the real-time real altitude data to the data processing computer in real time;
meanwhile, the atmospheric machine detects the atmospheric parameters of the flight area in real time and sends the atmospheric parameters to the data processing computer in real time;
meanwhile, the satellite positioning system detects the current longitude and latitude data of the helicopter in real time and sends the current longitude and latitude data to the data processing computer in real time;
meanwhile, the inertial navigation system detects the current course, attitude and flying speed data of the helicopter in real time and sends the current course, attitude and flying speed data of the helicopter to the data processing computer in real time;
step 6.2, if the data processing computer receives the obstacle information detected by the anti-collision radar system, the data processing computer judges whether the obstacle information detected in real time is stored in the obstacle database, and if so, the step 6.3 is executed; if not, storing the detected obstacle information into the obstacle database, and simultaneously identifying the new obstacle information detected in real time to the two-dimensional map determined in the step 4 to obtain an updated two-dimensional map; then step 6.4 is executed;
if the data processing computer receives the enemy threat information detected by the enemy threat detection system, the data processing computer judges whether the enemy threat information detected in real time is stored in the enemy threat database, and if so, the step 6.3 is executed; if not, storing the detected enemy threat information into the enemy threat database, and meanwhile, identifying the new enemy threat information detected in real time to the two-dimensional map determined in the step 4 to obtain an updated two-dimensional map; then step 6.4 is executed;
step 6.3, the data processing computer judges the current track point PiWhether the terminal point is a flight terminal point or not, if so, ending the navigation process; if not, let i be i +1, return to stepStep 6.1;
step 6.4, the data processing computer calls a dynamic track planning module to carry out dynamic track planning, and the method specifically comprises the following steps: the data processing computer comprehensively analyzes the detected barrier and/or the detected enemy threat, the real-time real altitude data, the atmospheric parameters, the current longitude and latitude data and the current heading, attitude and flying speed data of the helicopter obtained in the step 6.1, and determines a safe basic track point closest to the detected barrier and/or the detected enemy threat as a dynamic track planning terminal point; at the same time, with the current course point PiPlanning a starting point P for a dynamic tracki(ii) a Setting the dynamic track planning terminal point as Pj；
And 6.5, the three-dimensional coordinates of the dynamic track planning starting point are as follows: pi(xi,yi,zi) Wherein x isiPlanning a starting point P for a dynamic trackiLongitude data of (a); y isiPlanning a starting point P for a dynamic tracki(ii) latitude data of; z is a radical ofiPlanning a starting point P for a dynamic trackiAltitude data in the air;
planning dynamic track starting point Pi(xi,yi,zi) Projecting the map to the updated two-dimensional map obtained in the step 6.2, and setting the projection point of the map on the updated two-dimensional map as Pi', projection point Pi' the longitude data is still xiThe latitude data is still yiProjection point Pi' the topographic elevation data of the terrain is zi'；
In the updated two-dimensional map, the projected point Pi' there are 8 adjacent grid points, and for each adjacent grid point, the following steps 6.5.1-6.5.4 are performed to determine whether the adjacent grid point is an obstacle point:
step 6.5.1, assume adjacent grid points to be Qk(xk,yk) Wherein x iskFor adjacent grid point longitude data, ykFor adjacent grid point latitude data, adjacent grid point QkIs expressed as zk；
Step 6.5.2, calculate the projected point P using the following equationiTo adjacent grid point QkClimbing height H of (a):
H＝zk-zi'
according to the projection point Pi' with adjacent grid point QkTo obtain a projected point PiTo adjacent grid point QkThe horizontal distance S of;
Figure BDA0002471747270000041
obtaining a starting point P of the helicopter in the dynamic track planning through an inertial navigation systemiThe horizontal flight speed v of the aircraft;
step 6.5.3, calculating the helicopter secondary projection point P by adopting the following formulaiTo adjacent grid point QkActual rate of climb of
Figure BDA0002471747270000042
Figure BDA0002471747270000043
Step 6.5.4, obtaining the maximum climbing rate which can be reached by the helicopter at the current level flight speed vMax(ii) a Comparing actual climbing rates
Figure BDA0002471747270000044
And maximum rate of climbMaxIf the actual rate of climb
Figure BDA0002471747270000045
Not more than the maximum climbing rateMaxThen represents the adjacent grid point QkIs a free point; on the contrary, if the actual climbing rate is higher than the rated value
Figure BDA0002471747270000051
Greater than maximum rate of climbMaxThen represents the adjacent grid point QkIs an obstacle point;
step 6.6, therefore, all properties identified in step 6.5 are freeAdding adjacent grid points of the points into a free point set, and assuming that the free point set has d free points, respectively: q11,Q12,...,Q1dFor any free point, denoted as Q1fWherein f is 1,2, d, the free point Q is calculated by the following formula1fValue of f (Q)1f)：
f(Q1f)＝g(Q1f)+h(Q1f)
Wherein:
g(Q1f) Representing starting points P planned from a dynamic trackiTo the free point Q1fThe actual cost of (c);
h(Q1f) Representing the free point Q1fTo dynamic track planning end point PjAn estimated value of (d);
d estimated values are obtained through calculation due to the fact that d free points are total; among the d estimated values, the free point corresponding to the minimum estimated value is identified and set as the free point Q1min(ii) a Free point Q1minIs a topographic data point of a two-dimensional map, the longitude data of which is x1minLatitude data of y1minThe topographic elevation data is z1min(ii) a Terrain following clearance h0Is a known set value; thus, according to the free point Q1minDetermining the corresponding space planning track point P0(x0,y0,z0) Comprises the following steps:
x0＝x1min
y0＝y1min
z0＝z1min+h0
space planning track point P0The navigation path points are obtained by the dynamic navigation path planning; thus, the helicopter follows the current course point PiPlanning track point P to space0Flying while at the same time, at track point PiAs the dynamic track planning starting point of step 6.5, the dynamic track planning end point is still PjPlanning track point P for space0The next track point is planned, the dynamic track planning is continuously carried out in the way, and finally the dynamic track planning end point P is reachedj(ii) a Due to dynamic navigationTrace planning endpoint PjA basic track point, so that when the helicopter reaches the dynamic track planning end point PjAnd then returning to the step 6.1, continuing flying along the basic flight path, simultaneously detecting a new obstacle and a new enemy threat, and when the new obstacle and the new enemy threat are detected, restarting the dynamic flight path planning algorithm, and continuously circulating until the flight reaches a flight terminal point Pn。
Preferably, in step 6.6, h (Q)1f) Is a free point Q1fTo dynamic track planning end point PjThe distance of (d); the distance is a manhattan distance.
Preferably, the method further comprises the following steps:
step 7, after the data processing computer obtains the flight target point at the next moment through a dynamic trajectory planning algorithm, if the full-authority electric transmission flight control system starts a manual control mode, the data processing computer outputs navigation picture data with a navigation indication direction to a comprehensive display; a pilot manually controls the full-authority fly-by-wire system by observing the comprehensive display and manually operating the handle controller, and manually controls the flight attitude of the helicopter through the full-authority fly-by-wire system;
and if the full-authority fly-by-wire system starts an automatic control mode, the data processing computer directly generates a control instruction and directly outputs the control instruction to the full-authority fly-by-wire system, and the flight attitude of the helicopter is automatically controlled through the full-authority fly-by-wire system.
The helicopter-mounted terrain following and avoiding visual navigation system and the navigation method provided by the invention have the following advantages:
the helicopter-mounted terrain following and avoiding visual navigation system and the navigation method provided by the invention have the advantages that the space three-dimensional trajectory planning is reduced to the two-dimensional trajectory planning, so that the calculation complexity is obviously reduced, the speed of the trajectory planning is increased, and the navigation real-time requirement is met.
Drawings
FIG. 1 is a schematic structural diagram of a helicopter-mounted terrain following and avoidance visualization navigation system provided by the present invention;
fig. 2 is a relational diagram of positions of adjacent grid points and projection points in the two-dimensional map provided by the present invention.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The invention provides a helicopter-mounted terrain following and avoiding visual navigation system, in particular to a visual step navigation system for realizing terrain following and terrain avoiding during low-altitude flight of a helicopter, which comprises the following components in parts by weight with reference to fig. 1: the system comprises an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, an atmospheric machine, a satellite positioning system, an inertial navigation system, a comprehensive display, a data processing computer and a full-authority electronic transmission flight control system;
the output ends of the anti-collision radar system, the enemy threat detection system, the electronic geographic information system, the radio altimeter, the atmospheric machine, the satellite positioning system and the inertial navigation system are all connected with the input end of the data processing computer; the full-authority electric transmission flight control system is provided with a manual control mode and an automatic control mode, and in the manual control mode, the output end of the data processing computer is connected with the comprehensive display to display a navigation picture on the comprehensive display, so that the full-authority electric transmission flight control system is manually controlled through a manual operation handle controller, and the body flight attitude of the helicopter is manually controlled through the full-authority electric transmission flight control system; in an automatic control mode, a control instruction output end of the data processing computer is directly connected with the full-authority fly-by-wire system, and the flight attitude of the helicopter is automatically controlled through the full-authority fly-by-wire system.
The invention provides a helicopter-mounted terrain following and avoiding visual navigation system, which has the functions of automatic terrain following, automatic terrain avoiding, automatic threat avoiding, anti-collision warning, automatic avoiding and visual real-time navigation, and can achieve the following performance indexes:
a) the terrain following clearance: no greater than 20 meters;
b) terrain avoidance distance: no greater than 50 meters;
c) isolated obstacle warning distance: not less than 2 kilometers;
d) warning distance of high-voltage line: not less than 1 km;
e) reliability: not less than 0.98.
The invention provides a helicopter-borne terrain following and avoiding visual navigation system, wherein in the process of flying a helicopter along a basic track, a data processing computer acquires data uploaded by sensors such as an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, a satellite positioning system, an inertial navigation system, an atmospheric engine and the like in real time, so that a new obstacle and/or a new enemy threat which are not marked on a digital elevation map on a flight path can be detected, a data fusion technology and a flight control technology are comprehensively applied to obtain an optimal track point which is optimal at the current moment and can avoid the new obstacle and/or the new enemy threat, a track optimization control instruction is generated, the track optimization control instruction is sent to a full-authority electronic flight control system, or a visual navigation picture and a control instruction are provided for a pilot through a comprehensive display, the pilot manually controls the helicopter to fly, and the real-time navigation effect is achieved.
The main functions of each functional module are as follows:
a) anti-collision radar system: the system is used for detecting and identifying the terrain in a set range in front of the flight of the helicopter in real time so as to judge whether an obstacle exists or not;
b) electronic geographic information system: the system comprises a high-precision digital elevation map used for providing a carrier mission area;
c) radio altimeter: measuring real-time real height from the helicopter to the ground;
d) an atmospheric machine: the system is used for detecting atmospheric parameters of a flight area in real time;
e) the satellite positioning system can be a Beidou satellite positioning system and/or a GPS satellite positioning system and is used for detecting the current longitude and latitude data of the helicopter;
f) an inertial navigation system: the method is used for detecting the current heading, attitude and flight speed data of the helicopter in real time.
g) A data processing computer: and the system is used for processing the data acquired by each sensor, and resolving an optimal track point by adopting a dynamic real-time track planning algorithm when the track needs to be re-planned, so as to generate a control instruction.
h) Full authority fly-by-wire control system: and the flight attitude control system is used for controlling the flight attitude of the helicopter in real time according to a control instruction issued by the data processing computer.
i) The integrated display comprises: the system is used for displaying a visual navigation picture for a pilot, can be a horizontal and vertical guide two-dimensional/three-dimensional navigation view, predicts a safe flight track (comprising a horizontal track and a vertical track), and simultaneously displays the state information of the aircraft and a real-time guide instruction.
The performance index requirements of each functional module are as follows:
1. performance index requirements of the anti-collision radar system are as follows:
a) working frequency band and bandwidth: ka wave band, bandwidth not less than 200 MHz;
b) wave velocity width of the antenna: no greater than 6 ° (azimuth) x 11 ° (pitch);
c) antenna azimuth scanning: the range of +/-60 degrees and the speed of 25 +/-10 degrees/s;
d) antenna pitching scanning: automatic mode, range-15 ° +10 °;
e) acting distance: for overhead stranded wires with the diameter of more than or equal to 20mm (the height difference between a carrier and a target is not more than 60 meters) is not less than 2km, for chimneys with the diameter of more than or equal to 1m (the height difference between the carrier and the target is not more than 60 meters) is not less than 4 km;
f) continuous working time: not less than 8 h.
2. The performance index requirements of the electronic geographic information system are as follows:
a) the number of loaded drawings is more than or equal to 100;
b) the number of space entities which can be simultaneously drawn is more than or equal to 100000;
c) the corresponding time of data query is less than or equal to 5 seconds;
d) the display refresh rate is more than or equal to 30 frames/second;
e) the maximum occupied memory of the system is less than 4 GB;
f) the running average frame rate of the system is more than or equal to 30 fps;
g) no obvious pause exists in the viewpoint transferring process in the scene;
h) the function response time corresponding to the UI operation is not more than 0.1 s;
i) in the process of network data transmission, under the condition of not considering network delay, the time spent by software from data receiving, data analyzing to drawing and displaying is less than or equal to 0.5 s;
j) the tile data loading speed reaches millisecond level.
3. Radio altimeter performance index requirements
a) Height measurement range: 0m to 1500 m;
b) the working frequency is as follows: 4200 MHz-4400 MHz;
c) and (3) measuring the height precision:
less than or equal to 0.3m (the height H is not more than 50 m);
less than or equal to 2 percent of H (the height H is 500 m-800 m);
less than or equal to 3 percent of H (the height H is 800 m-1500 m);
d) response time: when the height is below 60m and the input signal suddenly changes by 10%, the response time of the output signal is not more than 0.1 s;
e) the adaptive attitude angle is as follows: when the pitching and rolling attitude angles are not more than +/-40 degrees, the device can normally work;
f) the automatic power control function is provided;
4. big Dipper/GPS performance index requirement
a) Positioning accuracy (CEP): 30 m;
b) attitude accuracy (1 s): 0.1 degree;
c) heading accuracy (1 s): 0.2 degrees;
d) east and north velocity accuracy (RMS): 0.5 m/s.
5. Inertial navigation system performance index requirements
And modifying the terrain following/avoiding algorithm model according to the performance index of the inertial navigation system assembled by the aircraft without special requirements.
6. Performance index requirements of atmospheric machines
And modifying the terrain following/avoiding algorithm model according to the performance index of the airborne machine without special requirements.
The invention also provides a navigation method based on the helicopter-mounted terrain following and avoiding visual navigation system, which comprises the following steps:
step 1, determining a three-dimensional planning space corresponding to a low-altitude flight task of a helicopter; determining a rasterized digital elevation map corresponding to the three-dimensional planning space; the rasterized digital elevation map is a map used for representing terrain attributes corresponding to a three-dimensional planning space, wherein grid position information of each grid is as follows: (x)0,y0,z0) (ii) a Wherein x is0Representing grid longitude data; y is0Representing grid latitude data; z is a radical of0Representing grid elevation data;
step 2, analyzing the actual situation of the three-dimensional planning space by combining with a flight mission, and determining barrier information and enemy threat information of the three-dimensional planning space; storing the obstacle information into an obstacle database; storing the enemy threat information into an enemy threat database; the obstacle information includes, but is not limited to, a geographical obstacle, an isolated obstacle, a high-voltage line, and the like.
Step 3, marking the obstacle information and the enemy threat information determined in the step 2 into the digital elevation map established in the step 1 to obtain a processed digital elevation map; specifically, in the processed digital elevation map, the position and the influence range of the obstacle are identified for the obstacle information; likewise, for enemy threat information, the location of the enemy threat and the scope of influence are identified.
Step 4, obtaining a two-dimensional map according to the processed digital elevation map determined in the step 3; wherein the two-dimensional map is a grid-form map, and each grid position passes through grid longitude data x0And grid latitude data y0Represents; meanwhile, each grid is also corresponding to grid elevation data z0；
Step 5, performing initial planning on the flight track of the helicopter based on the low-altitude flight mission of the helicopter and the two-dimensional map to obtain a basic flight track; the basic track is a track which meets the low-altitude flight task of the helicopter and avoids all barrier information and all enemy threat information which are identified in the two-dimensional map; the basic track is formed by connecting n track points which are sequentially arranged according to the flight direction; sequentially representing the n flight path points according to the flight direction as follows: course point P1,P2,...,Pn(ii) a Wherein, the track point P1Is the starting point of flight; course point PnIs the flight terminal point; course point P2,...,Pn-1Is a track middle point;
wherein, the steps 1-5 are basic steps carried out before the helicopter flies. Starting from step 6, the actual flight of the helicopter is described.
Step 6, the helicopter simultaneously carries out flying by an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, an atmospheric machine, a satellite positioning system, an inertial navigation system, a comprehensive display, a data processing computer and a full-authority electronic transmission flight control system, and when the helicopter flies to any current track point PiThen, i ═ 1, 2.., n, flight path planning is performed by adopting the following method, so that the flight direction is determined;
step 6.1, the anti-collision radar system detects and identifies whether obstacles exist in a set range in front of the flight of the helicopter in real time, and if so, the detected obstacle information is sent to the data processing computer in real time; the enemy threat detection system detects and identifies whether enemy threats exist in a set range in front of the flight of the helicopter in real time, and if so, sends detected enemy threat information to the data processing computer in real time;
meanwhile, the radio altimeter measures real-time real altitude data from the helicopter to the ground in real time and sends the real-time real altitude data to the data processing computer in real time;
meanwhile, the atmospheric machine detects the atmospheric parameters of the flight area in real time and sends the atmospheric parameters to the data processing computer in real time;
meanwhile, the satellite positioning system detects the current longitude and latitude data of the helicopter in real time and sends the current longitude and latitude data to the data processing computer in real time;
meanwhile, the inertial navigation system detects the current course, attitude and flying speed data of the helicopter in real time and sends the current course, attitude and flying speed data of the helicopter to the data processing computer in real time;
step 6.2, if the data processing computer receives the obstacle information detected by the anti-collision radar system, the data processing computer judges whether the obstacle information detected in real time is stored in the obstacle database, if so, the obstacle information indicates that the obstacle is avoided when a basic flight path is generated, so that the basic flight path does not need to be changed, the helicopter can continuously fly forwards along the basic flight path, and therefore, the step 6.3 is executed; if not, the detected obstacle is a new obstacle, if the helicopter continues to fly along the basic track, the new obstacle can affect the normal flight of the helicopter, and at the moment, a dynamic track planning algorithm needs to be started, so that the detected obstacle information is stored in the obstacle database, and meanwhile, the new obstacle information detected in real time is identified to the two-dimensional map determined in the step 4 to obtain an updated two-dimensional map; then step 6.4 is executed;
if the data processing computer receives the enemy threat information detected by the enemy threat detection system, the data processing computer judges whether the enemy threat information detected in real time is stored in the enemy threat database, and if so, the step 6.3 is executed; if not, storing the detected enemy threat information into the enemy threat database, and meanwhile, identifying the new enemy threat information detected in real time to the two-dimensional map determined in the step 4 to obtain an updated two-dimensional map; then step 6.4 is executed; the processing idea of the enemy threat is the same as that of the obstacle, and is not described in detail herein.
Step 6.3, the data processing computer judges the current track point PiWhether the terminal point of the flight is reached or not, and if so, ending the processA navigation process; if not, making i equal to i +1, and returning to the step 6.1;
step 6.4, the data processing computer calls a dynamic track planning module to carry out dynamic track planning, and the method specifically comprises the following steps: the data processing computer comprehensively analyzes the detected barrier and/or the detected enemy threat, the real-time real altitude data, the atmospheric parameters, the current longitude and latitude data and the current heading, attitude and flying speed data of the helicopter obtained in the step 6.1, and determines a safe basic track point closest to the detected barrier and/or the detected enemy threat as a dynamic track planning terminal point; at the same time, with the current course point PiPlanning a starting point P for a dynamic tracki(ii) a Setting the dynamic track planning terminal point as Pj；
And 6.5, the three-dimensional coordinates of the dynamic track planning starting point are as follows: pi(xi,yi,zi) Wherein x isiPlanning a starting point P for a dynamic trackiLongitude data of (a); y isiPlanning a starting point P for a dynamic tracki(ii) latitude data of; z is a radical ofiPlanning a starting point P for a dynamic trackiAltitude data in the air;
planning dynamic track starting point Pi(xi,yi,zi) Projecting the map to the updated two-dimensional map obtained in the step 6.2, and setting the projection point of the map on the updated two-dimensional map as Pi', projection point Pi' the longitude data is still xiThe latitude data is still yiProjection point Pi' the topographic elevation data of the terrain is zi'; wherein the terrain elevation data zi' and ziThe relationship of (1) is: z is a radical ofiMinus ziA difference of' equal to the terrain following clearance h0。
In the updated two-dimensional map, the projected point Pi' there are 8 adjacent grid points, as shown in FIG. 2, with the center point being the projection point Pi', which has a total of 8 adjacent grid points around it. For each adjacent grid point, the following steps 6.5.1-6.5.4 are performed to determine whether the adjacent grid point is an obstacle point:
step 6.5.1, assume adjacent grid points to be Qk(xk,yk) Wherein x iskFor adjacent grid point longitude data, ykFor adjacent grid point latitude data, adjacent grid point QkIs expressed as zk；
Step 6.5.2, calculate the projected point P using the following equationiTo adjacent grid point QkClimbing height H of (a):
H＝zk-zi'
according to the projection point Pi' with adjacent grid point QkTo obtain a projected point PiTo adjacent grid point QkThe horizontal distance S of;
Figure BDA0002471747270000121
obtaining a starting point P of the helicopter in the dynamic track planning through an inertial navigation systemiThe horizontal flight speed v of the aircraft;
step 6.5.3, calculating the helicopter secondary projection point P by adopting the following formulaiTo adjacent grid point QkActual rate of climb of
Figure BDA0002471747270000131
Figure BDA0002471747270000132
Step 6.5.4, obtaining the maximum climbing rate which can be reached by the helicopter at the current level flight speed vMax(ii) a Comparing actual climbing rates
Figure BDA0002471747270000133
And maximum rate of climbMaxIf the actual rate of climb
Figure BDA0002471747270000134
Not more than the maximum climbing rateMaxThen represents the adjacent grid point QkIs a free point; on the contrary, if the actual climbing rate is higher than the rated value
Figure BDA0002471747270000135
Greater than maximum rate of climbMaxThen represents the adjacent grid point QkIs an obstacle point;
step 6.6, therefore, all the adjacent grid points identified in step 6.5 as free points are added to the free point set, assuming that there are a total of d free points in the free point set, which are: q11,Q12,...,Q1dFor any free point, denoted as Q1fWherein f is 1,2, d, the free point Q is calculated by the following formula1fValue of f (Q)1f)：
f(Q1f)＝g(Q1f)+h(Q1f)
Wherein:
g(Q1f) Representing starting points P planned from a dynamic trackiTo the free point Q1fThe actual cost of (c);
h(Q1f) Representing the free point Q1fTo dynamic track planning end point PjAn estimated value of (d); as a specific implementation, h (Q)1f) Can be expressed as a free point Q1fTo dynamic track planning end point PjThe distance of (d); the distance is a manhattan distance.
D estimated values are obtained through calculation due to the fact that d free points are total; among the d estimated values, the free point corresponding to the minimum estimated value is identified and set as the free point Q1min(ii) a Free point Q1minIs a topographic data point of a two-dimensional map, the longitude data of which is x1minLatitude data of y1minThe topographic elevation data is z1min(ii) a Terrain following clearance h0Is a known set value; thus, according to the free point Q1minDetermining the corresponding space planning track point P0(x0,y0,z0) Comprises the following steps:
x0＝x1min
y0＝y1min
z0＝z1min+h0
space planningCourse point P0The navigation path points are obtained by the dynamic navigation path planning; thus, the helicopter follows the current course point PiPlanning track point P to space0Flying while at the same time, at track point PiAs the dynamic track planning starting point of step 6.5, the dynamic track planning end point is still PjPlanning track point P for space0The next track point is planned, the dynamic track planning is continuously carried out in the way, and finally the dynamic track planning end point P is reachedj(ii) a Due to dynamic track planning terminal point PjA basic track point, so that when the helicopter reaches the dynamic track planning end point PjAnd then returning to the step 6.1, continuing flying along the basic flight path, simultaneously detecting a new obstacle and a new enemy threat, and when the new obstacle and the new enemy threat are detected, restarting the dynamic flight path planning algorithm, and continuously circulating until the flight reaches a flight terminal point Pn。
Further comprising:
step 7, after the data processing computer obtains the flight target point at the next moment through a dynamic trajectory planning algorithm, if the full-authority electric transmission flight control system starts a manual control mode, the data processing computer outputs navigation picture data with a navigation indication direction to a comprehensive display; a pilot manually controls the full-authority fly-by-wire system by observing the comprehensive display and manually operating the handle controller, and manually controls the flight attitude of the helicopter through the full-authority fly-by-wire system;
and if the full-authority fly-by-wire system starts an automatic control mode, the data processing computer directly generates a control instruction and directly outputs the control instruction to the full-authority fly-by-wire system, and the flight attitude of the helicopter is automatically controlled through the full-authority fly-by-wire system.
The invention also provides a navigation method based on the helicopter-mounted terrain following and avoiding visual navigation system, and the main idea can be described as follows:
1) before a flight task starts, planning and forming a basic flight path on the ground according to known information such as GIS (geographic information system), task requirements and the like; and importing the base track into a data processing computer.
2) After a flight task starts, the helicopter flies along the terrain according to a basic track, in the flying process, the data processing computer collects and fuses sensor data such as an anti-collision radar system, an enemy threat detection system, a radio altimeter, an atmospheric machine and inertial navigation in real time, judges whether a new obstacle and/or a new enemy threat is detected or not, and if not, continues flying along the terrain according to the basic track; if so, the data processing computer calls the dynamic track planning module to carry out dynamic track planning to obtain the optimal track point which avoids new obstacles and/or new enemy threats and has the minimum cost, so that the basic track is locally optimized, and a control instruction is given by the data processing computer. And simultaneously, the data processing computer displays the real-time navigation information picture to the comprehensive display.
3) The control instructions may be switched between an automatic mode and a manual mode. In the automatic mode, the control instruction can be directly sent to the full-authority fly-by-wire system for processing, and the attitude of the airplane is finally controlled. In the manual mode, a control instruction is displayed on the comprehensive display, and a pilot operates the handle according to the provided reference information and finally controls the attitude of the airplane through the full-authority electronic transmission flight control system.
In the invention, one of the main innovations is a dynamic track planning algorithm, and in the prior art, a space three-dimensional track navigation planning method is adopted, so that the defects of complex calculation process, long time consumption and the like are overcome. In the invention, the space three-dimensional track planning is reduced to the flight path planning in the two-dimensional space, specifically, the current point of the helicopter in the space is assumed to be the point A, and the point A1 is assumed when the helicopter is projected to a two-dimensional map, so that when the flight path searching is carried out in the two-dimensional space, only the optimization is carried out on 8 adjacent grid points around the point A1 to determine the track, thereby obviously reducing the computational complexity, accelerating the speed of the flight path planning, and meeting the requirement of navigation real-time.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and improvements can be made without departing from the principle of the present invention, and such modifications and improvements should also be considered within the scope of the present invention.

Claims (5)

1. A helicopter-mounted terrain following and avoidance visualization navigation system, comprising: the system comprises an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, an atmospheric machine, a satellite positioning system, an inertial navigation system, a comprehensive display, a data processing computer and a full-authority electronic transmission flight control system;
the output ends of the anti-collision radar system, the enemy threat detection system, the electronic geographic information system, the radio altimeter, the atmospheric machine, the satellite positioning system and the inertial navigation system are all connected with the input end of the data processing computer; the full-authority electric transmission flight control system is provided with a manual control mode and an automatic control mode, and in the manual control mode, the output end of the data processing computer is connected with the comprehensive display to display a navigation picture on the comprehensive display, so that the full-authority electric transmission flight control system is manually controlled through a manual operation handle controller, and the body flight attitude of the helicopter is manually controlled through the full-authority electric transmission flight control system; in an automatic control mode, a control instruction output end of the data processing computer is directly connected with the full-authority fly-by-wire system, and the flight attitude of the helicopter is automatically controlled through the full-authority fly-by-wire system.
2. The helicopter-borne terrain following and avoidance visual navigation system of claim 1, wherein the satellite positioning system is a Beidou satellite positioning system and/or a GPS satellite positioning system.
3. A navigation method based on the helicopter-mounted terrain following and avoiding visual navigation system of any one of claims 1-2, characterized by comprising the following steps:
step 1, determining a three-dimensional planning space corresponding to a low-altitude flight task of a helicopter; determining a rasterized digital elevation map corresponding to the three-dimensional planning space; wherein, the gridThe gridded digital elevation map is a map used for representing terrain attributes corresponding to a three-dimensional planning space, wherein each grid has grid position information as follows: (x)0,y0,z0) (ii) a Wherein x is0Representing grid longitude data; y is0Representing grid latitude data; z is a radical of0Representing grid elevation data;
step 2, analyzing the actual situation of the three-dimensional planning space by combining with a flight mission, and determining barrier information and enemy threat information of the three-dimensional planning space; storing the obstacle information into an obstacle database; storing the enemy threat information into an enemy threat database;
step 3, marking the obstacle information and the enemy threat information determined in the step 2 into the digital elevation map established in the step 1 to obtain a processed digital elevation map;
step 4, obtaining a two-dimensional map according to the processed digital elevation map determined in the step 3; wherein the two-dimensional map is a grid-form map, and each grid position passes through grid longitude data x0And grid latitude data y0Represents; meanwhile, each grid is also corresponding to grid elevation data z0；
Step 5, performing initial planning on the flight track of the helicopter based on the low-altitude flight mission of the helicopter and the two-dimensional map to obtain a basic flight track; the basic track is a track which meets the low-altitude flight task of the helicopter and avoids all barrier information and all enemy threat information which are identified in the two-dimensional map; the basic track is formed by connecting n track points which are sequentially arranged according to the flight direction; sequentially representing the n flight path points according to the flight direction as follows: course point P1,P2,...,Pn(ii) a Wherein, the track point P1Is the starting point of flight; course point PnIs the flight terminal point; course point P2,...,Pn-1Is a track middle point;
step 6, simultaneously carrying an anti-collision radar system, an enemy threat detection system, an electronic geographic information system, a radio altimeter, an air engine, a satellite positioning system and inertial navigation on the helicopterThe system, the comprehensive display, the data processing computer and the full-authority electronic transmission flight control system fly, and when the helicopter flies to any current track point PiThen, i ═ 1, 2.., n, flight path planning is performed by adopting the following method, so that the flight direction is determined;
step 6.1, the anti-collision radar system detects and identifies whether obstacles exist in a set range in front of the flight of the helicopter in real time, and if so, the detected obstacle information is sent to the data processing computer in real time; the enemy threat detection system detects and identifies whether enemy threats exist in a set range in front of the flight of the helicopter in real time, and if so, sends detected enemy threat information to the data processing computer in real time;
meanwhile, the radio altimeter measures real-time real altitude data from the helicopter to the ground in real time and sends the real-time real altitude data to the data processing computer in real time;
meanwhile, the atmospheric machine detects the atmospheric parameters of the flight area in real time and sends the atmospheric parameters to the data processing computer in real time;
meanwhile, the satellite positioning system detects the current longitude and latitude data of the helicopter in real time and sends the current longitude and latitude data to the data processing computer in real time;
meanwhile, the inertial navigation system detects the current course, attitude and flying speed data of the helicopter in real time and sends the current course, attitude and flying speed data of the helicopter to the data processing computer in real time;
step 6.2, if the data processing computer receives the obstacle information detected by the anti-collision radar system, the data processing computer judges whether the obstacle information detected in real time is stored in the obstacle database, and if so, the step 6.3 is executed; if not, storing the detected obstacle information into the obstacle database, and simultaneously identifying the new obstacle information detected in real time to the two-dimensional map determined in the step 4 to obtain an updated two-dimensional map; then step 6.4 is executed;
if the data processing computer receives the enemy threat information detected by the enemy threat detection system, the data processing computer judges whether the enemy threat information detected in real time is stored in the enemy threat database, and if so, the step 6.3 is executed; if not, storing the detected enemy threat information into the enemy threat database, and meanwhile, identifying the new enemy threat information detected in real time to the two-dimensional map determined in the step 4 to obtain an updated two-dimensional map; then step 6.4 is executed;
step 6.3, the data processing computer judges the current track point PiWhether the terminal point is a flight terminal point or not, if so, ending the navigation process; if not, making i equal to i +1, and returning to the step 6.1;
step 6.4, the data processing computer calls a dynamic track planning module to carry out dynamic track planning, and the method specifically comprises the following steps: the data processing computer comprehensively analyzes the detected barrier and/or the detected enemy threat, the real-time real altitude data, the atmospheric parameters, the current longitude and latitude data and the current heading, attitude and flying speed data of the helicopter obtained in the step 6.1, and determines a safe basic track point closest to the detected barrier and/or the detected enemy threat as a dynamic track planning terminal point; at the same time, with the current course point PiPlanning a starting point P for a dynamic tracki(ii) a Setting the dynamic track planning terminal point as Pj；
And 6.5, the three-dimensional coordinates of the dynamic track planning starting point are as follows: pi(xi,yi,zi) Wherein x isiPlanning a starting point P for a dynamic trackiLongitude data of (a); y isiPlanning a starting point P for a dynamic tracki(ii) latitude data of; z is a radical ofiPlanning a starting point P for a dynamic trackiAltitude data in the air;
planning dynamic track starting point Pi(xi,yi,zi) Projecting the map to the updated two-dimensional map obtained in the step 6.2, and setting the projection point of the map on the updated two-dimensional map as Pi', projection point Pi' the longitude data is still xiThe latitude data is still yiProjection point Pi' the topographic elevation data of the terrain is zi'；
In the updated two-dimensional map, the projected point Pi' there are 8 adjacent grid points, and for each adjacent grid point, the following steps 6.5.1-6.5.4 are performed to determine whether the adjacent grid point is an obstacle point:
step 6.5.1, assume adjacent grid points to be Qk(xk,yk) Wherein x iskFor adjacent grid point longitude data, ykFor adjacent grid point latitude data, adjacent grid point QkIs expressed as zk；
Step 6.5.2, calculate the projected point P using the following equationiTo adjacent grid point QkClimbing height H of (a):
H＝zk-zi'
according to the projection point Pi' with adjacent grid point QkTo obtain a projected point PiTo adjacent grid point QkThe horizontal distance S of;
Figure FDA0002471747260000041
obtaining a starting point P of the helicopter in the dynamic track planning through an inertial navigation systemiThe horizontal flight speed v of the aircraft;
step 6.5.3, calculating the helicopter secondary projection point P by adopting the following formulaiTo adjacent grid point QkActual rate of climb of
Figure FDA0002471747260000042
Figure FDA0002471747260000043
Step 6.5.4, obtaining the maximum climbing rate which can be reached by the helicopter at the current level flight speed vMax(ii) a Comparing actual climbing rates
Figure FDA0002471747260000044
And maximum rate of climbMaxIf the actual rate of climb
Figure FDA0002471747260000045
Not more than the maximum climbing rateMaxThen represents the adjacent grid point QkIs a free point; on the contrary, if the actual climbing rate is higher than the rated value
Figure FDA0002471747260000046
Greater than maximum rate of climbMaxThen represents the adjacent grid point QkIs an obstacle point;
step 6.6, therefore, all the adjacent grid points identified in step 6.5 as free points are added to the free point set, assuming that there are a total of d free points in the free point set, which are: q11,Q12,...,Q1dFor any free point, denoted as Q1fWherein f is 1,2, d, the free point Q is calculated by the following formula1fValue of f (Q)1f)：
f(Q1f)＝g(Q1f)+h(Q1f)
Wherein:
g(Q1f) Representing starting points P planned from a dynamic trackiTo the free point Q1fThe actual cost of (c);
h(Q1f) Representing the free point Q1fTo dynamic track planning end point PjAn estimated value of (d);
d estimated values are obtained through calculation due to the fact that d free points are total; among the d estimated values, the free point corresponding to the minimum estimated value is identified and set as the free point Q1min(ii) a Free point Q1minIs a topographic data point of a two-dimensional map, the longitude data of which is x1minLatitude data of y1minThe topographic elevation data is z1min(ii) a Terrain following clearance h0Is a known set value; thus, according to the free point Q1minDetermining the corresponding space planning track point P0(x0,y0,z0) Comprises the following steps:
x0＝x1min
y0＝y1min
z0＝z1min+h0
space planning track point P0The navigation path points are obtained by the dynamic navigation path planning; thus, the helicopter follows the current course point PiPlanning track point P to space0Flying while at the same time, at track point PiAs the dynamic track planning starting point of step 6.5, the dynamic track planning end point is still PjPlanning track point P for space0The next track point is planned, the dynamic track planning is continuously carried out in the way, and finally the dynamic track planning end point P is reachedj(ii) a Due to dynamic track planning terminal point PjA basic track point, so that when the helicopter reaches the dynamic track planning end point PjAnd then returning to the step 6.1, continuing flying along the basic flight path, simultaneously detecting a new obstacle and a new enemy threat, and when the new obstacle and the new enemy threat are detected, restarting the dynamic flight path planning algorithm, and continuously circulating until the flight reaches a flight terminal point Pn。
4. The navigation method based on helicopter-borne terrain following and avoidance visual navigation system according to claim 3, characterized in that in step 6.6, h (Q)1f) Is a free point Q1fTo dynamic track planning end point PjThe distance of (d); the distance is a manhattan distance.
5. The navigation method based on the helicopter-borne terrain following and avoidance visualization navigation system of claim 3, further comprising:
step 7, after the data processing computer obtains the flight target point at the next moment through a dynamic trajectory planning algorithm, if the full-authority electric transmission flight control system starts a manual control mode, the data processing computer outputs navigation picture data with a navigation indication direction to a comprehensive display; a pilot manually controls the full-authority fly-by-wire system by observing the comprehensive display and manually operating the handle controller, and manually controls the flight attitude of the helicopter through the full-authority fly-by-wire system;
and if the full-authority fly-by-wire system starts an automatic control mode, the data processing computer directly generates a control instruction and directly outputs the control instruction to the full-authority fly-by-wire system, and the flight attitude of the helicopter is automatically controlled through the full-authority fly-by-wire system.
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CN113031008A (en) * 2021-03-12 2021-06-25 中国电子科技集团公司第二十研究所 Foresight prediction alarm method capable of actively detecting sea surface threat
CN113253274A (en) * 2021-04-30 2021-08-13 西南电子技术研究所（中国电子科技集团公司第十研究所） Fusion processing method for helicopter anti-collision ground surface power line
CN113253274B (en) * 2021-04-30 2024-02-06 西南电子技术研究所（中国电子科技集团公司第十研究所） Fusion processing method for anti-collision ground surface power line of helicopter
CN114489118A (en) * 2021-12-27 2022-05-13 西北工业大学 Helicopter flight path planning map processing method based on terrain gradient binarization
CN114489118B (en) * 2021-12-27 2023-09-05 西北工业大学 Helicopter track planning map processing method based on terrain gradient binarization
CN114579684A (en) * 2022-03-04 2022-06-03 安徽华明航空电子系统有限公司 Foresight terrain early warning method
CN114579684B (en) * 2022-03-04 2024-06-28 安徽华明航空电子系统有限公司 Forward-looking terrain early warning method
CN115032669A (en) * 2022-06-14 2022-09-09 北京中科飞鸿科技股份有限公司 Application improvement method of radio height fixing device based on Beidou system

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