CN111968410A - ATC system-based flight passing waypoint identification method, system and medium - Google Patents
ATC system-based flight passing waypoint identification method, system and medium Download PDFInfo
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Abstract
The invention provides a flight passing waypoint identification method, a flight passing waypoint identification system and a medium 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 passing point identification step comprises the following steps: acquiring the current route offset of the flight; setting a maximum effective bias; 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. 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, system and medium.
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 the characteristic that the airway has width is ignored. The manner in which a controller may command an aircraft to fly requires specifying a target waypoint and if the flight deviates too far from the waypoint, it may still be conventionally identified as having passed, and this way of identifying an out-of-flight path width as having passed is contrary to regulatory expectations.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a flight passing waypoint identification method, a flight passing waypoint identification system and a medium based on an ATC system, and the waypoint passing by the flight is identified more accurately and in accordance with the control requirement.
In a first aspect, a flight passing waypoint identification method based on an ATC system includes:
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;
setting a maximum effective bias;
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 °.
Preferably, the route offset is the distance between the flight and the current leg.
Preferably, the passing point identification step further comprises:
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.
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 the 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;
setting a maximum effective bias;
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 °.
Preferably, the route offset is the distance between the flight and the current leg.
Preferably, the passing point identification step further comprises:
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.
In a third aspect, a system comprises a processor and a memory, the processor and the memory being connected to each other, wherein the memory is configured to store a computer program, the computer program comprising program instructions, and the processor is configured to call the program instructions to execute the method of the first aspect.
In a fourth aspect, a computer-readable storage medium stores a computer program comprising program instructions which, when executed by a processor, cause the processor to perform the method of the first aspect.
According to the technical scheme, the method, the system and the medium 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 block diagram of a flight passing waypoint identification system provided in the second 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 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 of the invention. As used in the specification of the present invention 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 identified previous 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, calculating the flight section of the flight, further calculating the distance of the flight path deviating from the air route, and obtaining the 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;
s3: setting a maximum effective bias;
s4: judging whether the current route offset of the flight is less than or equal to the maximum effective offset, if so, executing the step S5, otherwise, returning to the step S4;
s5: acquiring a current course deviation angle of the flight;
s6: judging whether the current course deviation angle of the flight is smaller than or equal to a preset maximum deviation angle, if so, executing the step S7, otherwise, returning to the step S4;
s7: judging that the flight flies on the current affiliated leg, and defining a route point before the affiliated leg as a passing point;
s8: 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 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. The method may intervene further, for example if the flight bypasses the next waypoint from outside the maximum effective offset Srmax. 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. 3, 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, so as to implement the crossing waypoint.
The method considers the judgment of the flight natural regression route. When the flight deviates far from the route, such as around a thunderstorm or a restricted area, the traditional method must have manual intervention to normally calculate the passing point. After the winding flight is finished, the method can automatically return to the air route, correctly calculate 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.
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 maximum deviation angle is 15-45 °.
Preferably, the route offset is the distance between the flight and the current leg.
Preferably, the passing point identification step further comprises:
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 value range of the maximum effective offset Srmax is 10000-15000 meters. And setting the current flight route offset of the flight to be the maximum effective offset Srmax when the current flight route offset of the flight is larger than the maximum effective offset Srmax.
Example two:
an ATC system based flight transit waypoint identification system, see fig. 4, 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 passing point identification step comprises the following steps:
acquiring the current route offset of the flight;
setting a maximum effective bias;
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 °.
Preferably, the route offset is the distance between the flight and the current leg.
Preferably, the passing point identification step further comprises:
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.
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 place, or may be distributed on a plurality of 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 partially contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product stored in a storage medium and including 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.
Example three:
a system comprising a processor and a memory, the processor and the memory being interconnected, wherein the memory is configured to store a computer program comprising program instructions, and the processor is configured to invoke the program instructions to perform the method of embodiment one.
It should be understood that in the embodiments of the present invention, the Processor may be a Central Processing Unit (CPU), and the Processor may also be other general purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs) or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components, and the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory may include both read-only memory and random access memory, and provides instructions and data to the processor. The portion of memory may also include non-volatile random access memory. For example, the memory may also store device type information.
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.
Example four:
a computer-readable storage medium, in which a computer program is stored, the computer program comprising program instructions which, when executed by a processor, cause the processor to carry out the method of embodiment one.
The computer readable storage medium may be an internal storage unit of the terminal according to any of the foregoing embodiments, for example, a hard disk or a memory of the terminal. The computer readable storage medium may also be an external storage device of the terminal, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like provided on the terminal. Further, the computer-readable storage medium may also include both an internal storage unit and an external storage device of the terminal. The computer-readable storage medium is used for storing the computer program and other programs and data required by the terminal. The computer readable storage medium may also be used to temporarily store data that has been output or is to be output.
For the sake of brief description, the media provided by the embodiments of the present invention, and the portions of the embodiments that are not mentioned, refer to the corresponding contents 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 (10)
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;
setting a maximum effective bias;
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.
2. The ATC system-based flight transit waypoint identification method of claim 1,
the maximum deviation angle is 15-45 degrees.
3. The ATC system-based flight transit waypoint identification method of claim 1,
the route offset is the distance between the flight and the current segment to which the flight belongs.
4. The ATC system-based flight transit point identification method of claim 1, wherein the transit point identification step further comprises:
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.
5. An ATC system based flight passing waypoint identification system comprising:
an acquisition module: the method is used for defining a passing point on the 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;
setting a maximum effective bias;
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.
6. The ATC system based flight transit waypoint identification system of claim 5,
the maximum deviation angle is 15-45 degrees.
7. The ATC system based flight transit waypoint identification system of claim 5,
the route offset is the distance between the flight and the current segment to which the flight belongs.
8. The ATC system-based flight passing waypoint identification system of claim 5, wherein the waypoint identification step further comprises:
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.
9. A system comprising a processor and a memory, the processor and the memory being interconnected, wherein the memory is configured to store a computer program comprising program instructions, the processor being configured to invoke the program instructions to perform the method of any one of claims 1-4.
10. A computer-readable storage medium, characterized in that the computer storage medium stores a computer program comprising program instructions that, when executed by a processor, cause the processor to perform the method according to any of claims 1-4.
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