CN112489500A - Short-term flight conflict detection and avoidance method based on geometric view model - Google Patents

Short-term flight conflict detection and avoidance method based on geometric view model Download PDF

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CN112489500A
CN112489500A CN202011325780.9A CN202011325780A CN112489500A CN 112489500 A CN112489500 A CN 112489500A CN 202011325780 A CN202011325780 A CN 202011325780A CN 112489500 A CN112489500 A CN 112489500A
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aircraft
flight
obstacle
detected
collision
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CN112489500B (en
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丁洋
杨毅
李泽林
朱世名
谢如恒
丁辉
严勇杰
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CETC 28 Research Institute
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    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
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Abstract

The invention provides a short-term flight conflict detection and avoidance method based on a geometric view model, which comprises the following steps: establishing a flight conflict detection model; performing flight conflict detection calculation, judging the possibility of flight conflict by combining flight conflict calculation parameters, and judging the type of the flight conflict according to the relative flight direction of the aircraft; generating a flight conflict avoidance strategy, making a rule-based conflict avoidance decision table according to flight conflict prediction time and a conflict type, wherein the rule-based conflict avoidance decision table comprises flight strategies such as deceleration, acceleration, steering and the like, and calculating implementation parameters of corresponding strategies; and determining the steering control of the aircraft according to the difference value of the current flight direction and the ideal flight direction of the aircraft, and calculating the flight speed of the aircraft at the next moment. The method and the device can effectively detect the flight conflict of the aircrafts, have less calculation parameters and high speed, and effectively improve the flight conflict detection and avoidance efficiency of a large number of aircrafts.

Description

Short-term flight conflict detection and avoidance method based on geometric view model
Technical Field
The invention belongs to the field of air traffic management, and particularly relates to a short-term flight conflict detection and avoidance method based on a geometric view model.
Background
Airborne collision avoidance systems are essential avionics for every aircraft flight. As a key part of an airborne collision avoidance system, flight conflict detection and avoidance technologies are continuously developed and perfected. Particularly, with the continuous increase of air traffic flow, rapid and practical flight conflict detection and avoidance technologies have been studied more and more deeply in recent decades, and have attracted the attention of many experts and scholars at home and abroad. At present, the commonly used flight conflict detection methods are mainly classified into a probabilistic method and a geometric method. Common flight collision avoidance methods include optimization methods, rule-based collision avoidance methods, and force-field-based avoidance methods. Many scholars at home and abroad propose more specific algorithms in the methods, and the algorithms have the main advantage of processing complex conditions, but have large calculation amount and cannot ensure real-time performance. For short-term flight conflict detection and avoidance, the key points are that data monitored by airborne equipment are utilized, simple calculation and comparison are carried out, conflicts are rapidly identified, an avoidance scheme is provided, the calculation efficiency requirement is high, an excessively complex algorithm influences the calculation efficiency, and the handling opportunity is delayed.
Disclosure of Invention
The purpose of the invention is as follows: the invention aims to solve the technical problem of the prior art, and provides a short-term flight conflict detection and avoidance method based on a geometric view model, which comprises the following steps:
step 1, calculating short-term flight conflict detection parameters;
step 2, detecting flight conflicts;
step 3, generating a flight conflict avoidance strategy;
and 4, carrying out route following calculation.
Wherein, step 1 includes:
step 1-1, defining a geometric view included angle phi and a collision prediction time t between an aircraft A to be detected and an obstacle aircraft BcThe binary group of (1) is a short-term flight conflict detection parameter;
step 1-2, calculating flight conflict prediction time;
step 1-3, calculating a geometric view included angle;
and 1-4, calculating the differential of the geometric view included angle.
In step 1-2, the formula for calculating the predicted time of flight conflict is as follows:
Figure BDA0002794235120000021
Figure BDA0002794235120000022
Figure BDA0002794235120000023
D＝||pB-pA||-R，
Figure BDA0002794235120000024
wherein the content of the first and second substances,
Figure BDA0002794235120000025
representing the speed of the obstacle aircraft B relative to the aircraft a to be detected;
Figure BDA0002794235120000026
representing the speed of movement of the obstacle aircraft B;
Figure BDA0002794235120000027
to representDetecting the movement speed of the aircraft A to be detected;
Figure BDA0002794235120000028
representing the relative velocity of the obstacle aircraft B to the aircraft A to be detected
Figure BDA0002794235120000029
A component of direction;
Figure BDA00027942351200000210
to represent
Figure BDA00027942351200000211
Orthogonal decomposition of (2);
Figure BDA00027942351200000212
a unit vector representing the direction of the obstacle aircraft B pointing to the aircraft A to be detected; d represents the distance between the obstacle aircraft B and the aircraft A to be detected; p is a radical ofAPosition coordinates representing aircraft a; p is a radical ofBPosition coordinates representing aircraft B; r represents the estimated radius of the obstacle vehicle.
In the step 1-3, a geometric view included angle is calculated, namely a geometric included angle phi between the flight direction of the aircraft and the dynamic obstacle aircraft in the visual field of the pilot is calculated, and the formula is as follows:
Figure BDA00027942351200000213
Figure BDA00027942351200000214
wherein the content of the first and second substances,
Figure BDA00027942351200000215
a unit vector representing the direction of the aircraft A to be detected pointing to the obstacle aircraft B; phi denotes the geometrical view angle of the aircraft A to be detected to the obstacle aircraft B.
In steps 1-4, the differential of the geometric view angle is calculated, using unit timeThe change of phi in the time interval is approximately expressed, the unit time is the flight conflict detection calculation time step,
Figure BDA00027942351200000216
representing the differential of the geometrical angle between the flight direction of the aircraft and the existence of the dynamic obstacle aircraft in the field of view of the pilot,
Figure BDA00027942351200000217
the method has a sign, wherein the sign indicates that the obstacle aircraft B passes first when the obstacle aircraft B is a negative number, indicates that the aircraft A to be detected passes first when the obstacle aircraft B is a positive number, and a formula for solving the geometric view included angle is as follows:
Figure BDA0002794235120000031
where T represents the simulation unit time step.
The step 2 comprises the following steps:
step 2-1, setting a judgment threshold gamma of the geometric view included angle differential as follows:
Figure BDA0002794235120000032
step 2-2, judging flight conflicts;
and 2-3, judging the conflict type.
Step 2-2 comprises:
when the differential of the geometric view included angle between the aircraft A to be detected and the obstacle aircraft B is close to 0 and the conflict prediction time is a positive number, judging that flight conflict is about to occur, wherein the judgment formula is as follows:
Figure BDA0002794235120000033
wherein the content of the first and second substances,
Figure BDA0002794235120000034
indicating and judging aircraft A to be detected and obstacle aircraftB is the boolean quantity of flight conflicts that will occur.
The step 2-3 comprises the following steps: the flight conflicts between civil aircrafts are divided into three types according to the relative flight directions of the aircrafts without considering the relative movement in the vertical direction: the front conflict, the side conflict and the back conflict, wherein the judgment formula of the front conflict is as follows:
Figure BDA0002794235120000035
Figure BDA0002794235120000036
Figure BDA0002794235120000037
wherein theta represents a threshold value (generally, the value is +/-5 degrees) for judging the collinearity of the aircraft A to be detected and the obstacle aircraft B; psi represents the included angle of the flight directions of the aircraft A to be detected and the obstacle aircraft B;
Figure BDA0002794235120000038
indicating the flight direction of the aircraft A to be detected;
Figure BDA0002794235120000041
indicating the flight direction of the obstacle aircraft B; rA、RBRespectively, the radii of aircraft A, B (the method assumes that aircraft A, B have the same radius); d represents the distance between the aircraft A to be detected and the obstacle aircraft B;
the judgment formula of the back collision is as follows:
Figure BDA0002794235120000042
Figure BDA0002794235120000043
and if the front surface conflict is not realized, and the back surface conflict is not realized, judging that the side surface conflict is realized.
The step 3 comprises the following steps:
step 3-1, generating a flight conflict avoidance strategy (the speed is lower than 200km/h and is judged as low speed, and the speed is higher than 200km/h and is lower than 900km/h and is judged as high speed):
when t iscminWhen the time is less than or equal to 0.5 s:
the obstacle aircraft B is in a low speed state, the collision type is a front collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a low speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a low speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a high-speed state, the collision type is a frontal collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B decelerate and turn simultaneously;
the obstacle aircraft B is in a high-speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B keep the same speed;
the obstacle aircraft B is in a high-speed state, the collision type is side collision, and the strategy is to randomly select the aircraft A to be detected or the obstacle aircraft B to decelerate;
when t is less than 0.5scminWhen the speed is less than or equal to 3s, the state of the obstacle aircraft B is low speed, the collision type is front collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a high-speed state, the collision type is a frontal collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B decelerate and turn simultaneously;
the obstacle aircraft B is in a high-speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected decelerates or turns;
the obstacle aircraft B is in a high-speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B decelerate and turn simultaneously;
when t iscminAt > 3 s: the obstacle aircraft B is in a low speed state, the collision type is a front collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a high-speed state, the collision type is a front collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B are steered simultaneously;
the obstacle aircraft B is in a high speed state, the collision type is back collision, and the strategy is non-response;
the obstacle aircraft B is in a high speed state, the collision type is side collision, and the strategy is non-reaction;
step 3-2, calculating conflict avoidance decision parameters:
if the motion is deceleration motion, the calculation formula is as follows:
Figure BDA0002794235120000051
wherein v isnewRepresents the airspeed of aircraft A for the next frame; v. ofaRepresents the current speed of aircraft a; t is tcminA predicted time to represent the fastest occurring collision;
in the event of an acceleration movement, i.e. the aircraft is allowed under circumstances, at a maximum flight speed vmax(according to model, the maximum flight speed of the Boeing 747 is 960 km/h);
if the flight direction is adjusted, namely the aircraft turns left or right, a proper angular speed is added to the aircraft, and the calculation formula is as follows:
Figure BDA0002794235120000061
wherein the content of the first and second substances,
Figure BDA0002794235120000062
represents the angle of rotation of aircraft A for the next frame; γ' represents an ideal rotation angle;
Figure BDA0002794235120000063
represents the maximum rotation angle of aircraft a per second; t is tcminRepresenting the predicted time of the fastest occurring collision.
Step 4 comprises the following steps:
step 4-1, calculating the steering, namely calculating the steering of the aircraft according to the ideal flight direction and the actual flight direction of the aircraft, wherein the steering is divided into the following three conditions:
in the first case, when the required adjustment angle of the aircraft a is smaller than the threshold (determined according to the model, for example, the steering angular velocity threshold of the fighter is 20 degrees per second), that is, the length of the difference vector is small, at this time, the aircraft a can complete the adjustment of the direction in a single frame, and the flight direction of the flight line directly becomes the flight direction of the next frame a of the aircraft
Figure BDA0002794235120000064
Figure BDA0002794235120000065
Wherein the content of the first and second substances,
Figure BDA0002794235120000066
represents the ideal flight direction of the aircraft a;
in the second case, when the angle of the aircraft is larger than the threshold, the intermediate direction is used as the moving direction of the next frame
Figure BDA0002794235120000067
Figure BDA0002794235120000068
Wherein the content of the first and second substances,
Figure BDA0002794235120000069
represents the ideal steering difference vector of the aircraft a, delta represents the rotation coefficient of the aircraft a,
Figure BDA00027942351200000610
representing the current actual flight direction of the aircraft a,
in the third case, when the included angle between the actual direction of the aircraft a and the ideal direction is an obtuse angle, the orthogonal vector of the current direction is introduced to participate in the calculation of the next frame direction:
Figure BDA00027942351200000611
wherein the content of the first and second substances,
Figure BDA00027942351200000612
an orthogonal vector representing the current direction of aircraft a,
Figure BDA00027942351200000613
an X-direction decomposition representing the current direction of aircraft a,
Figure BDA00027942351200000614
a Y-direction decomposition representing the current direction of aircraft a,
Figure BDA00027942351200000615
representing the current actual flight direction of the aircraft a,
Figure BDA0002794235120000071
represents the next frame direction of aircraft a;
combining the formula, the flight direction of the next frame of the aircraft
Figure BDA0002794235120000072
Comprises the following steps:
Figure BDA0002794235120000073
in the formula:
Figure BDA0002794235120000074
representing the flight direction of the next frame of aircraft a; beta represents the included angle between the ideal direction and the actual direction of the aircraft A;
Figure BDA0002794235120000075
the calculation formula has been given above.
Step 4-2, controlling the movement speed, and establishing a plane rectangular coordinate system, wherein the abscissa axis is an x axis, and the right (east) direction is positive; the ordinate axis is the y-axis and the upward (north) direction is positive, and the next frame of flight speed is calculated according to the component of the aircraft flight direction at the X, Y axis, and the formula is as follows:
Figure BDA0002794235120000076
wherein the content of the first and second substances,
Figure BDA0002794235120000077
the X component representing the direction of motion of the next frame of aircraft a,
Figure BDA0002794235120000078
the Y component representing the direction of motion of the next frame of aircraft a,
Figure BDA0002794235120000079
representing the attainable flying speed of the aircraft a in the X direction,
Figure BDA00027942351200000710
representing the achievable flight speed of the aircraft a in the Y direction.
Compared with the prior art, the invention has the following remarkable advantages: (1) relevant original data required by collision detection can be obtained by using the airborne ADS-B equipment, and the method is simple in calculation and high in calculation efficiency; (2) the rule-based conflict avoidance method is simple to implement and can conveniently modify and expand the rules.
Drawings
The foregoing and/or other advantages of the invention will become further apparent from the following detailed description of the invention when taken in conjunction with the accompanying drawings.
FIG. 1 is a schematic view of a flight conflict detection model.
FIG. 2 is a schematic illustration of an aircraft flight collision avoidance trajectory.
Fig. 3 is a flow chart of the method of the present invention.
Detailed Description
As shown in fig. 2 and fig. 3, the present invention provides a short-term flight collision detection and avoidance method based on a geometric view model, which specifically includes the following steps:
step 1, calculating short-term flight conflict detection parameters. A flight conflict detection model is established as shown in fig. 1. Defining a geometric view included angle phi and a collision prediction time t between an aircraft A to be detected and an obstacle aircraft BcThe binary set of (1) is a short-term flight collision detection parameter. Calculating flight conflict detection parameters by combining the relative motion relationship between the aircrafts A and B, wherein the specific calculation steps are as follows:
(1) calculating the flight conflict prediction time: the relative speed of the obstacle aircraft B with respect to the aircraft a to be detected can be expressed as:
Figure BDA0002794235120000081
in the formula:
Figure BDA0002794235120000082
representing the speed of the obstacle aircraft B relative to the aircraft a to be detected;
Figure BDA0002794235120000083
indicating a barrier flightThe speed of movement of the line mover B;
Figure BDA0002794235120000084
representing the speed of movement of the aircraft a to be inspected.
Will be provided with
Figure BDA0002794235120000085
According to
Figure BDA0002794235120000086
The direction is orthogonally decomposed, and the component is used to obtain the predicted time t of collisioncThe concrete formula is as follows:
Figure BDA0002794235120000087
Figure BDA0002794235120000088
D＝||pB-pA||-R
Figure BDA0002794235120000089
in the formula:
Figure BDA00027942351200000810
representing the speed of the obstacle aircraft B relative to the aircraft a to be detected;
Figure BDA00027942351200000811
representing the speed of movement of the obstacle aircraft B;
Figure BDA00027942351200000812
representing the movement speed of the aircraft A to be detected;
Figure BDA00027942351200000813
representing the relative velocity of the obstacle aircraft B to the aircraft A to be detected
Figure BDA00027942351200000814
A component of direction;
Figure BDA00027942351200000815
to represent
Figure BDA00027942351200000816
Orthogonal decomposition of (2);
Figure BDA00027942351200000817
a unit vector representing the direction of the obstacle aircraft B pointing to the aircraft A to be detected; d represents the distance between the obstacle aircraft B and the aircraft A to be detected; p is a radical ofAPosition coordinates representing aircraft a; p is a radical ofBPosition coordinates representing aircraft B; r represents the estimated radius of the obstacle vehicle.
(2) And (3) calculating a geometric view included angle: the flight direction of the aircraft and the dynamic obstacle aircraft in the visual field of the pilot form a geometric angle phi. The method considers that if the time differential of phi is 0 or close to 0 (considering the volume of the aircraft), the two will conflict in the near future. The geometric view included angle calculation formula is as follows:
Figure BDA0002794235120000091
Figure BDA0002794235120000092
in the formula:
Figure BDA0002794235120000093
a unit vector representing the direction of the aircraft A to be detected pointing to the obstacle aircraft B; phi denotes the geometrical view angle of the aircraft A to be detected to the obstacle aircraft B.
(3) And (3) calculating the differential of the geometric view included angle: and (3) approximately expressing the differential of the geometric view included angle by using the change of phi in unit time, wherein the unit time is the time step length of flight conflict detection calculation.
Figure BDA0002794235120000094
Has a sign which indicates that the obstacle aircraft B passes first when it is a negative number and indicates that the aircraft a to be detected passes first when it is a positive number. Based on the above conditions, the differential for solving the geometric view angle can be approximated by the following equation:
Figure BDA0002794235120000095
in the formula: t denotes a simulation unit time step.
Step 2: and (4) flight conflict detection calculation. And (3) further determining the current time t by combining the short-term flight conflict calculation parameters obtained by calculation in the step (1)cIf the differential of phi is close to 0 when the value is more than 0, the flight conflict is judged to occur. And judging the type of the flight conflict according to the relative flight direction of the aircraft. The specific calculation steps are as follows:
(1) and (3) calculating a detection threshold: considering that the distance between the aircraft which conflict later is far and the influence is small in the general situation, the distance between the aircraft which conflict later is near and the influence range of the conflict is large, the judgment threshold value of the geometric view included angle differential is set as follows:
Figure BDA0002794235120000096
in the formula: gamma denotes a judgment threshold value of the geometric view angle differential.
(2) And (3) judging flight conflict: when the differential of the geometric view included angle between the aircraft A to be detected and the obstacle aircraft B is close to 0 and the collision prediction time is a positive number, the aircraft A to be detected and the obstacle aircraft B can generate flight collision, so that the judgment formula of the flight collision detection is as follows:
Figure BDA0002794235120000101
in the formula:
Figure BDA0002794235120000102
indicating a boolean quantity that determines whether a flight conflict will occur between the aircraft a to be detected and the obstacle aircraft B.
(3) And (3) judging the conflict type: the flight conflicts between civil aircrafts are divided into three types according to the relative flight directions thereof without considering the relative movement in the vertical direction: front conflict, side conflict, back conflict. Distinguishing the front conflict from the back conflict according to the angle difference of the motion directions between the aircrafts, considering the volumes of the aircrafts, judging the angle difference of the flight directions to be the front conflict within the theta neighborhood range of 180 degrees, and giving a judgment formula of the front conflict as follows:
Figure BDA0002794235120000103
Figure BDA0002794235120000104
Figure BDA0002794235120000105
in the formula: theta represents a threshold value (generally, the value is +/-5 degrees) for judging the collinearity of the aircraft A to be detected and the obstacle aircraft B; psi represents the included angle of the flight directions of the aircraft A to be detected and the obstacle aircraft B;
Figure BDA0002794235120000106
indicating the flight direction of the aircraft A to be detected;
Figure BDA0002794235120000107
indicating the flight direction of the obstacle aircraft B; rA、RBRepresents the radius of aircraft a or B (the method assumes that aircraft A, B are the same radius); d represents the distance between the aircraft A to be detected and the obstacle aircraft B;
as above, the formula for determining the back collision is:
Figure BDA0002794235120000108
Figure BDA0002794235120000109
and if the front surface conflict is not realized, and the back surface conflict is not realized, judging that the side surface conflict is realized.
And step 3: flight conflict avoidance strategy generation. According to the judgment of the flight conflict prediction time and the conflict type, a rule-based conflict avoidance decision table is made, and corresponding decision implementation parameters are calculated, wherein the specific implementation steps are as follows:
(1) flight conflict avoidance decision making. Aiming at different conflict prediction time and conflict type judgment, a rule-based conflict avoidance decision table is made as follows:
TABLE 1 flight conflict avoidance decision Table A (t)cmin≤0.5s)
Figure BDA0002794235120000111
TABLE 2 flight conflict avoidance decision Table B (0.5s < t)cmin≤3s)
Figure BDA0002794235120000112
TABLE 3 flight conflict avoidance decision Table C (t)cmin＞3s)
Figure BDA0002794235120000113
(2) And calculating collision avoidance decision parameters. According to the flight method of the aircraft A, the calculation formula for setting the strategies of deceleration, steering and the like is as follows:
and (3) deceleration movement: the aircraft A normally walks at the ideal speed, and when the aircraft A judges that the conflict is about to occur, a deceleration method is adopted, and the formula is as follows:
Figure BDA0002794235120000114
in the formula: v. ofaRepresents the current speed of aircraft a; t is tcminRepresenting the predicted time of the fastest occurring collision.
And (3) accelerating movement: aircraft, as circumstances permit, at vmaxAnd (4) overriding.
Adjusting the flight direction: the aircraft adds a proper angular speed to the aircraft by turning left or right. Angular velocity of rotation for faster occurring collisions
Figure BDA0002794235120000121
The greater the angular velocity is set
Figure BDA0002794235120000122
Is calculated as follows, wherein
Figure BDA0002794235120000123
Should be oriented in the same way as
Figure BDA0002794235120000124
The direction is opposite.
Figure BDA0002794235120000125
And 4, step 4: and (4) calculating steering control. And controlling the rotation rate and the flying speed of the single frame of the aircraft to generate a smoother flying track. Namely, the steering control of the aircraft is determined according to the difference value of the current flight direction and the ideal flight direction of the aircraft. The method comprises the following steps of decomposing the velocity field components of the X axis and the Y axis of the aircraft in the motion direction, and calculating the flying velocity of the aircraft at the next moment, wherein the method comprises the following specific implementation steps:
(1) and (5) calculating the steering. The aircraft normally advances along the course direction, and the direction difference vector is calculated according to the ideal flight direction and the actual flight direction:
Figure BDA0002794235120000126
in the formula:
Figure BDA0002794235120000127
represents the ideal flight direction of the aircraft a;
Figure BDA0002794235120000128
representing the current actual flight direction of the aircraft.
Determining the steering control of the aircraft according to the difference value of the current flight direction and the ideal flight direction of the aircraft, and dividing the steering control into the following three forms:
1. when the required adjustment angle of the aircraft is small, namely the length of the difference vector is small, the aircraft can complete the adjustment of the direction in a single frame at the moment, and the flight direction of the flight line can directly become the flight direction of the next frame of the aircraft:
Figure BDA0002794235120000129
2. when the aircraft needs to adjust the angle to be large but still acute, the middle direction is adopted as the moving direction of the next frame:
Figure BDA00027942351200001210
in the formula:
Figure BDA00027942351200001211
represents the ideal steering difference vector of the aircraft a, delta represents the rotation coefficient of the aircraft a,
Figure BDA00027942351200001212
representing the current actual flight direction of the aircraft a.
3. When the included angle between the actual direction of the aircraft and the ideal direction is an obtuse angle, introducing an orthogonal vector of the current direction to participate in the calculation of the next frame direction:
Figure BDA0002794235120000131
wherein the content of the first and second substances,
Figure BDA0002794235120000132
an orthogonal vector representing the current direction of aircraft a,
Figure BDA0002794235120000133
an X-direction decomposition representing the current direction of aircraft a,
Figure BDA0002794235120000134
a Y-direction decomposition representing the current direction of aircraft a,
Figure BDA0002794235120000135
representing the current actual flight direction of the aircraft a,
Figure BDA0002794235120000136
represents the next frame direction of aircraft a;
in summary, the flight direction of the next frame of the aircraft is:
Figure BDA0002794235120000137
in the formula:
Figure BDA0002794235120000138
representing the flight direction of the next frame of aircraft a; beta represents the included angle between the ideal direction and the actual direction of the aircraft A;
Figure BDA0002794235120000139
the calculation formula has been given above.
(2) And (3) flight speed control: the speed of an aircraft is determined by the X-axis and Y-axis velocity field components of its direction of flight. According to the component of the flight direction at the X, Y axis, the calculation formula of the motion speed of the next frame is as follows:
Figure BDA00027942351200001310
in the formula:
Figure BDA00027942351200001311
the X component representing the direction of motion of the next frame of aircraft a,
Figure BDA00027942351200001312
the Y component representing the direction of motion of the next frame of aircraft a,
Figure BDA00027942351200001313
representing the attainable flying speed of the aircraft a in the X direction,
Figure BDA00027942351200001314
representing the achievable flight speed of the aircraft a in the Y direction.
The present invention provides a short-term flight collision detection and avoidance method based on a geometric view model, and a plurality of methods and approaches for implementing the technical scheme, and the above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, a plurality of improvements and embellishments can be made without departing from the principle of the present invention, and these improvements and embellishments should also be regarded as the protection scope of the present invention. All the components not specified in the present embodiment can be realized by the prior art.

Claims (10)

1. A short-term flight conflict detection and avoidance method based on a geometric view model is characterized by comprising the following steps:
step 1, calculating short-term flight conflict detection parameters;
step 2, detecting flight conflicts;
step 3, generating a flight conflict avoidance strategy;
and 4, carrying out route following calculation.
2. The method of claim 1, wherein step 1 comprises:
step 1-1, defining a geometric view included angle phi and a collision prediction time t between an aircraft A to be detected and an obstacle aircraft BcThe binary group of (1) is a short-term flight conflict detection parameter;
step 1-2, calculating flight conflict prediction time;
step 1-3, calculating a geometric view included angle;
and 1-4, calculating the differential of the geometric view included angle.
3. The method of claim 2, wherein in step 1-2, the predicted time to flight conflict is calculated according to the following formula:
Figure FDA0002794235110000011
Figure FDA0002794235110000012
Figure FDA0002794235110000013
D＝||pB-pA||-R，
Figure FDA0002794235110000014
wherein the content of the first and second substances,
Figure FDA0002794235110000015
representing the speed of the obstacle aircraft B relative to the aircraft a to be detected;
Figure FDA0002794235110000016
to representThe speed of movement of the obstacle vehicle B;
Figure FDA0002794235110000017
representing the movement speed of the aircraft A to be detected;
Figure FDA0002794235110000018
representing the relative velocity of the obstacle aircraft B to the aircraft A to be detected
Figure FDA0002794235110000019
A component of direction;
Figure FDA00027942351100000110
to represent
Figure FDA00027942351100000111
Orthogonal decomposition of (2);
Figure FDA00027942351100000112
a unit vector representing the direction of the obstacle aircraft B pointing to the aircraft A to be detected; d represents the distance between the obstacle aircraft B and the aircraft A to be detected; p is a radical ofAPosition coordinates representing aircraft a; p is a radical ofBPosition coordinates representing aircraft B; r represents the estimated radius of the obstacle vehicle.
4. A method according to claim 3, characterized in that in step 1-3, the geometric view angle is calculated, i.e. the geometric angle Φ between the flight direction of the aircraft and the dynamic obstacle aircraft in the pilot's field of view is calculated, as follows:
Figure FDA0002794235110000021
Figure FDA0002794235110000022
wherein the content of the first and second substances,
Figure FDA0002794235110000023
a unit vector representing the direction of the aircraft A to be detected pointing to the obstacle aircraft B; phi denotes the geometrical view angle of the aircraft A to be detected to the obstacle aircraft B.
5. The method of claim 4, wherein in steps 1-4, the differential of the geometric view angle is calculated, approximately expressed as the change of φ in unit time, which is a time step for flight conflict detection,
Figure FDA0002794235110000024
representing the differential of the geometrical angle between the flight direction of the aircraft and the existence of the dynamic obstacle aircraft in the field of view of the pilot,
Figure FDA0002794235110000025
the method has a sign, wherein the sign indicates that the obstacle aircraft B passes first when the obstacle aircraft B is a negative number, indicates that the aircraft A to be detected passes first when the obstacle aircraft B is a positive number, and a formula for solving the geometric view included angle is as follows:
Figure FDA0002794235110000026
where T represents the simulation unit time step.
6. The method of claim 5, wherein step 2 comprises:
step 2-1, setting a judgment threshold gamma of the geometric view included angle differential as follows:
Figure FDA0002794235110000027
step 2-2, judging flight conflicts;
and 2-3, judging the conflict type.
7. The method of claim 6, wherein step 2-2 comprises:
when the differential of the geometric view included angle between the aircraft A to be detected and the obstacle aircraft B is close to 0 and the conflict prediction time is a positive number, judging that flight conflict is about to occur, wherein the judgment formula is as follows:
Figure FDA0002794235110000031
wherein the content of the first and second substances,
Figure FDA0002794235110000032
indicating a boolean quantity that determines whether a flight conflict will occur between the aircraft a to be detected and the obstacle aircraft B.
8. The method of claim 7, wherein steps 2-3 comprise: the flight conflicts between civil aircrafts are divided into three types according to the relative flight directions of the aircrafts without considering the relative movement in the vertical direction: the front conflict, the side conflict and the back conflict, wherein the judgment formula of the front conflict is as follows:
Figure FDA0002794235110000033
Figure FDA0002794235110000034
Figure FDA0002794235110000035
wherein theta represents a threshold value for judging whether the aircraft A to be detected and the obstacle aircraft B are collinear; psi represents the included angle of the flight directions of the aircraft A to be detected and the obstacle aircraft B;
Figure FDA0002794235110000036
indicating the flight direction of the aircraft A to be detected;
Figure FDA0002794235110000037
indicating the flight direction of the obstacle aircraft B; rA、RBRespectively, the radii of aircraft A, B; d represents the distance between the aircraft A to be detected and the obstacle aircraft B;
the judgment formula of the back collision is as follows:
Figure FDA0002794235110000038
Figure FDA0002794235110000039
and if the front surface conflict is not realized, and the back surface conflict is not realized, judging that the side surface conflict is realized.
9. The method of claim 8, wherein step 3 comprises:
step 3-1, generating a flight conflict avoidance strategy:
when t iscminWhen the time is less than or equal to 0.5 s:
the obstacle aircraft B is in a low speed state, the collision type is a front collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a low speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a low speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a high-speed state, the collision type is a frontal collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B decelerate and turn simultaneously;
the obstacle aircraft B is in a high-speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B keep the same speed;
the obstacle aircraft B is in a high-speed state, the collision type is side collision, and the strategy is to randomly select the aircraft A to be detected or the obstacle aircraft B to decelerate;
when t is less than 0.5scminWhen the speed is less than or equal to 3s, the state of the obstacle aircraft B is low speed, the collision type is front collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected decelerates and turns;
the obstacle aircraft B is in a high-speed state, the collision type is a frontal collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B decelerate and turn simultaneously;
the obstacle aircraft B is in a high-speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected decelerates or turns;
the obstacle aircraft B is in a high-speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B decelerate and turn simultaneously;
when t iscminAt > 3 s: the obstacle aircraft B is in a low speed state, the collision type is a front collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is back collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a low speed state, the collision type is side collision, and the strategy is that the aircraft A to be detected turns;
the obstacle aircraft B is in a high-speed state, the collision type is a front collision, and the strategy is that the aircraft A to be detected and the obstacle aircraft B are steered simultaneously;
the obstacle aircraft B is in a high speed state, the collision type is back collision, and the strategy is non-response;
the obstacle aircraft B is in a high speed state, the collision type is side collision, and the strategy is non-reaction;
step 3-2, calculating conflict avoidance decision parameters:
if the motion is deceleration motion, the calculation formula is as follows:
Figure FDA0002794235110000051
wherein v isnewRepresents the airspeed of aircraft A for the next frame; v. ofaRepresents the current speed of aircraft a; t is tcminA predicted time to represent the fastest occurring collision;
in the event of an acceleration movement, i.e. the aircraft is allowed under circumstances, at a maximum flight speed vmaxOverrunning;
if the flight direction is adjusted, namely the aircraft turns left or right, a proper angular speed is added to the aircraft, and the calculation formula is as follows:
Figure FDA0002794235110000052
wherein the content of the first and second substances,
Figure FDA0002794235110000053
represents the angle of rotation of aircraft A for the next frame; γ' represents an ideal rotation angle;
Figure FDA0002794235110000054
represents the maximum rotation angle of aircraft a per second; t is tcminRepresenting the predicted time of the fastest occurring collision.
10. The method of claim 9, wherein step 4 comprises:
step 4-1, calculating the steering, namely calculating the steering of the aircraft according to the ideal flight direction and the actual flight direction of the aircraft, wherein the steering is divided into the following three conditions:
in the first case, when the required adjustment angle of the aircraft a is smaller than the threshold value, i.e. the length of the difference vector is small, the aircraft a is now in the first caseA can complete the direction adjustment in a single frame, and the flight direction of the flight line directly becomes the flight direction of the next frame of the aircraft A
Figure FDA0002794235110000055
Figure FDA0002794235110000056
Wherein the content of the first and second substances,
Figure FDA0002794235110000057
represents the ideal flight direction of the aircraft a;
in the second case, when the angle of adjustment required by the aircraft a is greater than the threshold, the intermediate direction is used as the moving direction of the next frame
Figure FDA0002794235110000058
Figure FDA0002794235110000061
Wherein the content of the first and second substances,
Figure FDA0002794235110000062
represents the ideal steering difference vector of the aircraft a, delta represents the rotation coefficient of the aircraft a,
Figure FDA0002794235110000063
representing the current actual flight direction of the aircraft a,
in the third case, when the included angle between the actual direction of the aircraft a and the ideal direction is an obtuse angle, the orthogonal vector of the current direction is introduced to participate in the calculation of the next frame direction:
Figure FDA0002794235110000064
wherein the content of the first and second substances,
Figure FDA0002794235110000065
an orthogonal vector representing the current direction of aircraft a,
Figure FDA0002794235110000066
an X-direction decomposition representing the current direction of aircraft a,
Figure FDA0002794235110000067
a Y-direction decomposition representing the current direction of aircraft a,
Figure FDA0002794235110000068
representing the current actual flight direction of the aircraft a,
Figure FDA0002794235110000069
represents the next frame direction of aircraft a;
flight direction of the next frame of the aircraft
Figure FDA00027942351100000610
Comprises the following steps:
Figure FDA00027942351100000611
in the formula:
Figure FDA00027942351100000612
representing the flight direction of the next frame of aircraft a; beta represents the included angle between the ideal direction and the actual direction of the aircraft A;
step 4-2, controlling the movement speed, and establishing a plane rectangular coordinate system, wherein the abscissa axis is an x axis, and the right direction is positive; the ordinate axis is the y-axis and is positive upwards, and the flying speed of the next frame is calculated according to the component of the flying direction of the aircraft on the X, Y axis, and the formula is as follows:
Figure FDA00027942351100000613
wherein the content of the first and second substances,
Figure FDA00027942351100000614
the X component representing the direction of motion of the next frame of aircraft a,
Figure FDA00027942351100000615
the Y component representing the direction of motion of the next frame of aircraft a,
Figure FDA00027942351100000616
representing the attainable flying speed of the aircraft a in the X direction,
Figure FDA00027942351100000617
representing the achievable flight speed of the aircraft a in the Y direction.
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