CN111915935B - Flight passing waypoint identification method and system based on ATC system - Google Patents
Flight passing waypoint identification method and system based on ATC system Download PDFInfo
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Abstract
The invention provides a flight passing waypoint identification method and a flight passing waypoint identification system based on an ATC system, wherein the method comprises the following steps: defining a passing point on the flight as a reference passing point; executing a passing point identification step; when the passing point is identified in the passing point identification step, defining the last identified passing point as a reference passing point, and repeatedly executing the passing point identification step; the step of passing point identification comprises the following steps: acquiring the current route offset of the flight, wherein the route offset is the distance between the flight and the current route section to which the flight belongs; calculating an effective passing point range according to the current route offset of the flight; and when the distance between the flight and the next waypoint is less than or equal to the effective waypoint range, defining the next waypoint as a waypoint. The method can identify the waypoints passed by the flights more timely, effectively and intelligently, and provide information such as yaw safety prompt, predicted route display and the like for controllers.
Description
Technical Field
The invention belongs to the technical field of air traffic control, and particularly relates to an ATC system-based flight passing waypoint identification method and system.
Background
An Air Traffic Control automation System (ATC System for short) is the most important technical tool for Air Traffic controllers to master Air flight situation in real time and implement Air Traffic Control.
The flight path of the airplane is called an air traffic line, which is called a flight path for short. The flight path of the airplane not only determines the specific direction, the origin-destination point and the transit-stop point of the airplane, but also specifies the width and the flight height of the flight path according to the requirements of air traffic control so as to maintain the air traffic order and ensure the flight safety. The air route is formed by connecting navigation stations which are arranged on the center line of the air route and the inlet and the outlet of an air corridor, and the navigation stations are called as air route points in the following.
The step of identifying the passing waypoints is to identify whether the flight passes a certain waypoint and needs to fly to the next waypoint according to the current aircraft dynamics, the position of the waypoint and the course trend. The passing point is reasonably and accurately identified, and the calculation of the deviation route distance, the medium-term conflict prediction, the predicted landing time of the flight and the like by the ATC system is facilitated, so that information such as yaw safety prompt, flow prediction, predicted transfer coordination and the like can be provided for controllers more timely and effectively.
Traditionally, identifying waypoints is based on leg ranges, i.e., which leg range a flight belongs to, the range of a leg being determined by the bisector of the angle of the adjacent leg. Referring to fig. 1, the angular bisector of the first-flight path point a is considered to be a line perpendicular to AB through a, the left side of the angular bisector is a range 1, and the flight is considered not to enter the air path; the left side of an angular bisector of the route point B connecting the route section and the right side of an angular bisector of the route point A are in a range 2, and when the flight is in the range, the flight is considered to pass through the route point A; the right side of the angular bisector of the route point B connecting the route section and the left side of the angular bisector of the tail route point are in a range 3, and the flight is considered to pass through the point B when the flight is in the range; when the flight is to the right of the end waypoint C, i.e., range 4, the flight is deemed to have passed C and completed the way. In particular, when a flight is in the range of a plurality of legs, it is considered to be in the range of the leg closest thereto.
Conventional methods and controllers have deviations from expected results. The range is a relatively open space, and ignores the characteristic that the airway has width. The manner in which a controller commands an aircraft to fly requires specifying a target waypoint and if the flight deviates too far from the waypoint, the departure can still be identified as past according to conventional methods, and the way in which the departure lane width is also identified as past-waypoint is contrary to regulatory expectations.
In addition, the conventional method has an over-point delay in the ATC system application. The traditional method ignores the characteristics of practical application in the ATC system, and the display of the flight situation in the ATC system is refreshed once in 4 seconds, so that the overtime effect seen by a controller is delayed in consideration of the display periodicity of the ATC system.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides the method and the system for identifying the waypoint passed by the flight based on the ATC system, so that the waypoint passed by the flight can be identified more accurately and more in line with the control requirement.
In a first aspect, a method for identifying a flight passing waypoint based on an ATC system comprises:
defining a passing point on the flight as a reference passing point;
executing a passing point identification step;
when the passing point is identified in the passing point identification step, defining the last identified passing point as a reference passing point, and repeatedly executing the passing point identification step;
the passing point identification step comprises the following steps:
acquiring the current route offset of the flight, wherein the route offset is the distance between the flight and the current route section to which the flight belongs;
calculating an effective passing point range according to the current route offset of the flight;
and when the distance between the flight and the next waypoint is less than or equal to the effective passing point range, defining the next waypoint as a passing point.
Preferably, the calculation formula of the effective passing point range S is as follows:
S＝Sr+o；
wherein Sr is the current route offset of the flight, and o is a constant, and the value is 1000-5000 meters.
Preferably, the passing point identification step further comprises:
setting a maximum effective bias;
when the current route offset of the flight is larger than the maximum effective offset, defining the current route offset of the flight as the maximum effective offset.
Preferably, the passing point identification step further comprises:
if the current course offset of the flight is less than or equal to the maximum effective offset, acquiring the current course deviation angle of the flight;
and if the current course deviation angle of the flight is less than or equal to the preset maximum deviation angle, judging that the flight flies in the current affiliated leg, and defining a way point before the affiliated leg as a passing point.
Preferably, the maximum deviation angle is 15-45 °.
In a second aspect, an ATC system based flight transit waypoint identification system, comprising:
an acquisition module: the method is used for defining a passing point on a flight as a reference passing point;
a passing point identification module: the method comprises a passing point identification step, a passing point identification step and a control step, wherein when the passing point is identified in the passing point identification step, the last identified passing point is defined as a reference passing point, and the passing point identification step is repeatedly executed;
the passing point identification step comprises the following steps:
acquiring the current route offset of the flight, wherein the route offset is the distance between the flight and the current route section to which the flight belongs;
calculating an effective passing point range according to the current route offset of the flight;
and when the distance between the flight and the next waypoint is less than or equal to the effective waypoint range, defining the next waypoint as a waypoint.
Preferably, the calculation formula of the effective passing point range S is as follows:
S＝Sr+o；
wherein Sr is the current route offset of the flight, and o is a constant, and the value is 1000-5000 meters.
Preferably, the passing point identification step further comprises:
setting a maximum effective bias;
when the current route offset of the flight is larger than the maximum effective offset, defining the current route offset of the flight as the maximum effective offset.
Preferably, the step of identifying the passing point further comprises:
if the current course offset of the flight is less than or equal to the maximum effective offset, acquiring the current course deviation angle of the flight;
and if the current course deviation angle of the flight is smaller than or equal to the preset maximum deviation angle, judging that the flight flies on the current affiliated leg, and defining the waypoint before the affiliated leg as a passing point.
Preferably, the maximum deviation angle is 15-45 °.
According to the technical scheme, the method and the system for identifying the waypoint passed by the flight based on the ATC system can identify the waypoint passed by the flight more timely, effectively and intelligently, and provide information such as yaw safety prompt, predicted route display and the like for a controller.
Drawings
In order to more clearly illustrate the detailed description of the invention or the technical solutions in the prior art, the drawings that are needed in the detailed description of the invention or the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale.
Fig. 1 is a schematic diagram of a conventional method for identifying waypoints passing through in the background art.
Fig. 2 is a flowchart of a flight passing waypoint identification method according to an embodiment.
Fig. 3 is a schematic diagram of a flight passing waypoint identification method according to an embodiment.
Fig. 4 is a schematic diagram of a flight passing waypoint identification method provided in the second embodiment.
Fig. 5 is a block diagram of a flight passing waypoint identification system provided in the third embodiment.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and therefore are only used as examples, and the protection scope of the present invention is not limited thereby. It is to be noted that, unless otherwise specified, technical or scientific terms used herein shall have the ordinary meaning as understood by those skilled in the art to which the invention pertains.
It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It is also to be understood that the terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used in this specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
As used in this specification and the appended claims, the term "if" may be interpreted contextually as "when", "upon" or "in response to a determination" or "in response to a detection". Similarly, the phrase "if it is determined" or "if a [ described condition or event ] is detected" may be interpreted contextually to mean "upon determining" or "in response to determining" or "upon detecting [ described condition or event ]" or "in response to detecting [ described condition or event ]".
The first embodiment is as follows:
an ATC system-based flight passing waypoint identification method, referring to fig. 2 and 3, includes:
s1: defining a passing point on the flight as a reference passing point;
specifically, when the historical passing point information (i.e. the previous passing point) is unknown, the passing point needs to be identified by using a traditional passing point identification method, and the last identified passing point is defined as a reference passing point.
In the traditional method for identifying the passing points, when the plan of the flight is associated with the system track, the distance between the system track and the air route needs to be considered. If the distance is too large, the correlation cannot be carried out, at this time, historical passing point information does not exist, and the traditional passing point identification method can be adopted for identification: firstly, identifying the flight section to which the flight belongs, further calculating the distance of the flight path deviating from the air route, and obtaining a passing point after successful correlation. If the previous passing point is invalid when the flight route of the flight is changed, namely the historical passing point information is unknown, the passing point is identified by adopting a traditional passing point identification method, and the passing point is identified by the method based on the shortest distance of the flight section, so that the control expectation is better met.
Executing a passing point identification step; the passing point identification step comprises the following steps:
s2: acquiring the current route offset of the flight, wherein the route offset is the distance between the flight and the current route section to which the flight belongs;
s3: calculating an effective passing point range according to the current route offset of the flight;
s4: judging whether the distance between the flight and the next waypoint is less than or equal to the effective passing point range or not, if so, executing a step S5; otherwise, returning to the step S2;
s5: the next waypoint is defined as a waypoint.
S6: when the passing point is identified in the passing point identification step, defining the last identified passing point as a reference passing point, and repeatedly executing the passing point identification step;
specifically, the method sets a maneuver range (i.e., a valid waypoint range) for the waypoint. When the method identifies that the distance between the flight and the next waypoint is less than or equal to the maneuvering range, the waypoint is considered to be passed, and the waypoint passed by the flight is identified. The effective passing point range is calculated according to the current route offset of the flight, and the method is more accurate and more effective. Referring to fig. 2, when a flight currently flies in the flight segment AB, the waypoint a is the current reference waypoint, and assuming that the current waypoint of the flight is 3000 meters, and the effective waypoint range obtained according to the waypoint is 5000 meters, when the distance between the flight and the waypoint B is less than or equal to 5000 meters, the flight is considered to pass through the waypoint B, the waypoint B is defined as the reference waypoint, and then it is determined whether the flight passes through the waypoint C. If the distance between the flight and the waypoint B is greater than 5000 meters, the flight is considered to not pass through the waypoint B, and the next reference passing point is still the waypoint A.
The method identifies whether the next waypoint is passed based on the waypoint offsets. The method takes into account the mobility of flights in the vicinity of waypoints. During normal flight along the air route, the advance point-passing identification is more in line with the inertial thinking and the visual effect of a controller, and the condition that the delay display of the ATC system in the traditional technology interferes with the judgment of the controller is avoided.
The method can identify the waypoints passed by the flights more timely, effectively and intelligently, and provide information such as yaw safety prompt, predicted route display and the like for controllers.
Preferably, the calculation formula of the effective passing point range S is as follows:
S＝Sr+o；
wherein Sr is the current route offset of the flight, o is a constant, and the value is 1000-5000 meters.
Specifically, assuming, for example, o =2000 meters, when the flight is flying without offset, the effective over-point range S =0+2000=2000 meters. When the current route offset of the flight is Sr =3000 m, the effective passing-point range S =3000+2000=5000 m.
Preferably, the step of identifying the passing point further comprises:
setting a maximum effective bias;
when the current route offset of the flight is larger than the maximum effective offset, defining the current route offset of the flight as the maximum effective offset.
Specifically, the maximum effective bias Srmax has a value range of 10000-15000 meters. And when the current route offset of the flight is greater than the maximum effective offset Srmax, setting the current route offset of the flight to be the maximum effective offset Srmax, wherein the corresponding effective over-point range S = Srmax + o. For example, if the maximum effective offset Srmax is 10000 meters, if the current route offset of the flight is greater than 10000 meters, and o is 2000 meters, the corresponding effective passing point range is still 12000 meters.
Example two:
the second embodiment is that on the basis of the first embodiment, the following contents are added:
referring to fig. 4, the step of identifying the passing point further includes:
if the current course offset of the flight is less than or equal to the maximum effective offset, acquiring the current course deviation angle of the flight;
and if the current course deviation angle of the flight is smaller than or equal to the preset maximum deviation angle, judging that the flight flies on the current affiliated leg, and defining the waypoint before the affiliated leg as a passing point.
Preferably, the maximum deviation angle is 15-45 °.
Specifically, the passing point identification step can also automatically correct the passing point based on homing, so as to realize the crossing type passing point identification method. If, for example, the flight bypasses the next waypoint from outside the maximum effective offset Srmax, the method of embodiment one considers that the waypoint has not been passed and further intervention is required. At this time, the regression route is used to judge the attachment degree of the flight to the route, namely, the attachment degree is determined by the maximum effective offset Srmax and the maximum deviation angle theta max. For example, in fig. 4, the maximum effective offset Srmax is 10000 meters, the maximum deviation angle θ max is 30 °, when a flight flies on the leg BC, if the flight is within 10000 meters from the leg and the included angle between the flight heading and the leg direction (i.e., the heading deviation angle) is less than or equal to 30 °, it is considered that the flight is flying to the waypoint C, and the first waypoint and all previous waypoints (i.e., waypoint B and waypoint C) of the leg have passed, thereby implementing the crossing waypoint.
The method considers the judgment of the flight natural regression airway. When the flight deviates far from the airway, such as around thunderstorms or restricted areas, the traditional method must have manual intervention to normally identify the passing point. After the winding flight is finished, the method can automatically return to the air route, correctly identify the passing point, correct the subsequent passing point time in time, reduce the operation load of a controller, and avoid the problems that the next control unit cannot be automatically coordinated due to the fact that the air route is not corrected by the control.
For a brief description, the method provided by the embodiment of the present invention may refer to the corresponding content in the foregoing method embodiment.
Example three:
an ATC system based flight transit waypoint identification system, see fig. 5, comprising:
the acquisition module 100: the method is used for defining a passing point on the flight as a reference passing point;
the passing point identification module 200: the method comprises a passing point identification step, a passing point identification step and a control step, wherein when the passing point is identified in the passing point identification step, the last identified passing point is defined as a reference passing point, and the passing point identification step is repeatedly executed;
the step of passing point identification comprises the following steps:
acquiring the current route offset of the flight, wherein the route offset is the distance between the flight and the current segment to which the flight belongs;
calculating an effective passing point range according to the current route offset of the flight;
and when the distance between the flight and the next waypoint is less than or equal to the effective passing point range, defining the next waypoint as a passing point.
Preferably, the calculation formula of the effective passing point range S is as follows:
S＝Sr+o；
wherein Sr is the current route offset of the flight, and o is a constant, and the value is 1000-5000 meters.
Preferably, the passing point identification step further comprises:
setting a maximum effective bias;
when the current route offset of the flight is larger than the maximum effective offset, defining the current route offset of the flight as the maximum effective offset.
Preferably, the step of identifying the passing point further comprises:
if the current course offset of the flight is less than or equal to the maximum effective offset, acquiring the current course deviation angle of the flight;
and if the current course deviation angle of the flight is smaller than or equal to the preset maximum deviation angle, judging that the flight flies on the current affiliated leg, and defining the waypoint before the affiliated leg as a passing point.
Preferably, the maximum deviation angle is 15-45 °.
The system can identify the waypoints passed by the flights more timely, effectively and intelligently, and provide information such as yaw safety prompt, predicted route display and the like for controllers.
The system disclosed in the present embodiment may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may also be an electric, mechanical or other form of connection.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one position, or may be distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment of the present invention.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention essentially or partly contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
For the sake of brief description, the system provided by the embodiment of the present invention may refer to the corresponding content in the foregoing method embodiments.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention, and they should be construed as being included in the following claims and description.
Claims (8)
1. A flight passing waypoint identification method based on an ATC system is characterized by comprising the following steps:
defining a passing point on the flight as a reference passing point;
executing a passing point identification step;
when the passing point is identified in the passing point identification step, defining the last identified passing point as a reference passing point, and repeatedly executing the passing point identification step;
the passing point identification step comprises the following steps:
acquiring the current route offset of the flight, wherein the route offset is the distance between the flight and the current route section to which the flight belongs;
calculating an effective passing point range according to the current route offset of the flight;
when the distance between the flight and the next waypoint is less than or equal to the effective passing point range, defining the next waypoint as a passing point;
the calculation formula of the effective passing point range S is as follows:
S＝Sr+o；
wherein Sr is the current route offset of the flight, and o is a constant, and the value is 1000-5000 meters.
2. The ATC system-based flight transit point identification method of claim 1, wherein the transit point identification step further comprises:
setting a maximum effective bias;
when the current route offset of the flight is larger than the maximum effective offset, defining the current route offset of the flight as the maximum effective offset.
3. The ATC system-based flight transit point identification method of claim 2, wherein the transit point identification step further comprises:
if the current route offset of the flight is less than or equal to the maximum effective offset, acquiring the current course deviation angle of the flight;
and if the current course deviation angle of the flight is smaller than or equal to the preset maximum deviation angle, judging that the flight flies on the current affiliated leg, and defining the waypoint before the affiliated leg as a passing point.
4. The ATC system-based flight transit waypoint identification method of claim 3,
the maximum deviation angle is 15-45 degrees.
5. An ATC system based flight transit waypoint identification system comprising:
an acquisition module: the method is used for defining a passing point on a flight as a reference passing point;
a passing point identification module: the step of passing point identification is carried out, when the passing point is identified in the step of passing point identification, the last identified passing point is defined as a reference passing point, and the step of passing point identification is repeatedly carried out;
the passing point identification step comprises the following steps:
acquiring the current route offset of the flight, wherein the route offset is the distance between the flight and the current route section to which the flight belongs;
calculating an effective passing point range according to the current route offset of the flight;
when the distance between the flight and the next waypoint is less than or equal to the effective passing point range, defining the next waypoint as a passing point;
the calculation formula of the effective passing point range S is as follows:
S＝Sr+o；
wherein Sr is the current route offset of the flight, and o is a constant, and the value is 1000-5000 meters.
6. The ATC system-based flight passing waypoint identification system of claim 5, wherein the waypoint identification step further comprises:
setting a maximum effective bias;
when the current route offset of the flight is larger than the maximum effective offset, defining the current route offset of the flight as the maximum effective offset.
7. The ATC system-based flight passing waypoint identification system of claim 6, wherein the waypoint identification step further comprises:
if the current course offset of the flight is less than or equal to the maximum effective offset, acquiring the current course deviation angle of the flight;
and if the current course deviation angle of the flight is smaller than or equal to the preset maximum deviation angle, judging that the flight flies on the current affiliated leg, and defining the waypoint before the affiliated leg as a passing point.
8. An ATC system based flight passing waypoint identification system according to claim 7,
the maximum deviation angle is 15-45 degrees.
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